The Williams F107 (company designation WR19) is a small turbofan engine made by Williams International. The F107 was designed to power cruise missiles. It has been used as the powerplant for the AGM-86 ALCM, and BGM-109 Tomahawk, as well as the experimental Williams X-Jet flying platform.
Applications: AGM-86 ALCM BGM-109 Tomahawk Kaman KSA-100 SAVER Williams X-Jet Bell Aerospace Flying Jet Belt
Specifications: Type: Turbofan Length: 1,262 mm Diameter: 305 mm Dry weight: 66.2 kg Compressor: Twin-spool, axial, counter-rotating Maximum thrust: 2.7 kilonewtons (610 lbf) (for F107-WR-400) 3.1 kilonewtons (700 lbf) (for F107-WR-402) Bypass ratio: 1:1 Specific fuel consumption: 0.682 kg/kg-h Thrust-to-weight ratio: 4.6:1
Williams International had been building small turbofan engines for cruise missile applications since the 1960s, and had successfully entered the general aviation market in 1992 with the FJ44 engine. That same year, NASA initiated a program, Advanced General Aviation Transport Experiments (AGATE), to partner with manufacturers and help develop technologies that would revitalize the sagging general aviation industry. In 1996, Williams joined AGATE’s General Aviation Propulsion (GAP) program to develop a fuel-efficient turbofan engine that would be even smaller than the FJ44 and designated the FJX-2 engine.
Initially, Williams contracted with Burt Rutan’s Scaled Composites to design and build the Williams V-Jet II, a Very Light Jet (VLJ) to use as a testbed and technology demonstrator to showcase the new engine. The aircraft, powered by two interim FJX-1 man-rated version of Williams’ cruise-missile engine, debuted at the 1997 Oshkosh Airshow. Development of the FJX-2 engine progressed, most of the design work was completed during 1998 with initial prototype parts being delivered in the second quarter of that year. The FJX-2 engine was designed with many experimental systems and manufacturing processes to minimize parts count and lower production costs and having a bypass ratio of 4:1. As a result, result there were many technical difficulties and failures of the initial prototype hardware. However, subsequent re-designs and the incorporation of more conventional systems resulted in the engine eventually meeting the NASA requirement of 700 lbf (3,100 N) thrust. The program ultimately culminated with altitude testing at the NASA Glenn Research Propulsion Systems Laboratory from March – April 2000.
In 2000, Williams joined with Eclipse Aviation to develop an FAA-certified version of the FJX-2, designated the EJ22, to be used on the Eclipse 500 VLJ due for first flight in June 2002. This would be an unprecedentedly short period of time to develop a new man-rated turbofan engine. The new EJ22 powered the Eclipse 500 prototype on its first flight in the Summer of 2002.
Eclipse initially required the engine to produce 770 lbf (3,400 N) thrust, exceeding the 700 lbf (3,100 N) rating of the FJX-2 by 10%. This was only the first of a large number of continuously changing requirements Eclipse would demand. Ultimately, numerous technical problems with the EJ22, significantly compounded by the frequently changing requirements of Eclipse Aviation, grounded the plane and prompted Eclipse Aviation to terminate its relationship with Williams International in late 2002. Following termination of the contract, development work and FAA certification was halted shortly thereafter.
To achieve the required TSFC, the EJ22 turbofan was designed as a three spool engine having a fan, two axial compressors and three expansion turbines. As a result, the engine was significantly more complicated than any prior Williams International engine. While very impressive on the test stand, the EJ22 proved quite temperamental during the two years of its development process and it was frequently subject to problems starting, overheating, part failures and various subsystem issues. While most of problems may have eventually been resolved during a normal development program, the shortened development period, and the frequent changes by Eclipse, proved to be unsurmountable obstacles.
The engine is a 700 lbf (3,100 N) thrust class medium-bypass ratio (4:1 bypass ratio) turbofan with a fan diameter of about 15 inches. Length is 41 inches (1,000 mm), and basic engine weight was 85 pounds. At the time of testing in March 2001 of an early EJ22 prototype the engine weighed 96 lb (44 kg) and demonstrated a thrust-to-weight ratio of 7.52. The main compressor has 6 stages, and weighs only 1.22 lb (0.55 kg). Engine layout was a three-spool arrangement, with all three compressors and turbines being axial. This was a departure from previous Williams engines, which had all used centrifugal high-pressure compressors followed by axial turbines. A reverse flow combustor and a mixed exhaust were other features.
The Williams FJ44 is a family of small, two-spool, turbofan engines produced by Williams International/Rolls-Royce for the light business jet market. Although basically a Williams design, Rolls-Royce was brought into the project, at an early stage, to design, develop and manufacture an air-cooled high-pressure (HP) turbine for the engine. The FJ44 first flew on July 12, 1988 on the Scaled Composites/Beechcraft Triumph aircraft.
Production started in 1992 with the 1900 lbf (8.45 kN) thrust FJ44-1A, which comprises a 20.9 in (531 mm) diameter single stage blisk fan plus a single intermediate pressure (IP) booster stage, driven by a 2 stage low pressure (LP) turbine, supercharging a single stage centrifugal high pressure (HP) compressor, driven by a single stage uncooled high pressure (HP) turbine. The combustor is an impingement cooled annular design. Fuel is delivered to the combustor through an unusual rotating fuel nozzle system, rather than the standard fuel-air mixers or vapourisers. The bypass duct runs the full length the engine. Specific fuel consumption at 1900 lbf (8.45 kN) thrust at SLS, ISA is understood to be 0.456 lb/hr/lbf. A derated version, the 1500 lbf (6.67 kN) thrust FJ44-1C has an SFC of 0.460 lb/hr/lbf.
An uprated version, the 2300 lbf (10.23 kN) thrust FJ44-2A, was introduced in 1997. It has a larger 21.7 in (551 mm) diameter fan, with two additional booster stages to increase core flow. Owing to stressing considerations, the centrifugal compressor is throttled-back aerodynamically to a lower HPC pressure ratio than the -1. Other features include an exhaust mixer and an electronic fuel control unit. The 2400 lbf (10.68 kN) thrust FJ44-2C is similar to the -2A, but incorporates an integrated hydromechanical fuel control unit.
Further updates include the 2004 introduction of the 2820 lbf (12.54 kN) thrust FJ44-3A, which is similar to the -2A, but features an increased diameter fan and dual channel FADEC (Full Authority Digital Engine Control) unit. The 2490 lbf (11.08 kN) thrust FJ44-3A-24 is a derated version of the -3A.
In 2005, a new low end version, the FJ44-1AP, was introduced, with a 1965 lbf (8.74 kN) takeoff thrust, 5% better specific fuel consumption, and lower internal temperatures. The -1AP is similar to the -1A, except for a higher pressure ratio fan, a new combustor and LP turbine, a new full length bypass duct/exhaust mixer and a dual channel FADEC.
Released in 2007 was the new 3600 lbf (16.01 kN) thrust FJ44-4, which has a hi-tech fan of larger diameter than the -3 unit. As of March 2010, this engine was only in use on the Cessna CJ4.
The F129 is the military designation for a derated FJ44 with 1500lbf (6.672kN) power output.
The Williams FJ33 is a smaller engine based on the basic FJ44 design.
WR44
In February 1978 Foxjet International signed an agreement with WRC for exclusive supply over three years of the 8001b WR44-800 to power the new Foxjet light executive jet. Under the agreement Foxjet would pay for certification and other costs of the engine programme.
The new turbofan replaced the original WR19-3-1, giving WRC its first entry into the general-aviation market. A derivative of the WR19, the WR44 has had its bypass ratio reduced from 5:1 to 3:1, and its pressure ratio increased.
Applications: FJ44 Beechcraft Premier I Eviation Jets EV-20 Vantage Jet Cessna CitationJet Emivest SJ30 Grob G180 SPn Hawker 200 Lockheed Martin RQ-3 DarkStar Lockheed Martin Polecat Pilatus PC-24 Piper PA-47 PiperJet Piper PiperJet Altaire Saab 105 Scaled Composites Proteus Scaled Composites Triumph Virgin Atlantic GlobalFlyer
F129 Cessna 526 CitationJet
Specifications:
FJ44-1A Thrust: 1,900 lbf / 8,452 N Specific Fuel Consumption: 0.456 lb/hr/lbf Dry Weight: 460 lb / 209 kg Overall Length: 53.3 in / 1,354 mm Approximate Fan Diameter: 20.9 in / 531 mm Bypass ratio: 3.28
FJ44-1C Thrust: 1,500 lbf / 6,672 N Specific Fuel Consumption: 0.460 lb/hr/lbf Dry Weight: 460 lb / 209 kg Overall Length: 53.3 in / 1,354 mm Approximate Fan Diameter: 20.9 in / 531 mm Bypass ratio: 3.28
FJ44-1AP Thrust: 1,965 lbf / 8,741 N Dry Weight: 468 lb / 212 kg Overall Length: 57.9 in / 1,471 mm Approximate Fan Diameter: 20.7 in / 526 mm
FJ44-2A Thrust: 2,300 lbf / 10,231 N Dry Weight: 530 lb / 240 kg Overall Length: 59.8 in / 1,519 mm Approximate Fan Diameter: 21.7 in / 551 mm Bypass ratio: 4.1
FJ44-2C Thrust: 2,400 lbf / 10,676 N Dry Weight: 520 lb / 236 kg Overall Length: 59.8 in / 1,519 mm Approximate Fan Diameter: 21.7 in / 551 mm
FJ44-3A Thrust: 2,820 lbf / 12,544 N Dry Weight: 535 lb / 243 kg Overall Length: 62.4 in / 1,585 mm Approximate Fan Diameter: 22.9 in / 582 mm
FJ44-3A-24 Thrust: 2,490 lbf / 11,076 N Dry Weight: 535 lb / 243 kg Overall Length: 62.4 in / 1,585 mm Approximate Fan Diameter: 22.9 in / 582 mm
FJ44-4 Thrust: 3,600 lbf / 16,014 N Dry Weight: 650 lb / 295 kg Overall Length: 68.6 in / 1,742 mm Approximate Fan Diameter: 25.2 in / 640 mm
The Whilling PJ-1 is powered by two Gluhareff G8-2-130R pulse-jets. It has a speed of 550 kph with a weight of 300 kg. The two jets are mounted directly behind the pilot.
A private venture by Westland, based on the single main 5-blade rotor, gearbox, and hydraulic controls from the Sikorsky S-56 Mojave, Westland redesigned the fuselage using steel tube construction to create a medium sized troop and passenger carrying helicopter, witth tailwheel u/c. Up to 40 passengers were to be carried, with metal cladding for passenger role or open frame for utility/crane role.
First flown at Yeovil on 15 June 1958 (G-APLE), the prototype Westland Westminster was powered by two 2920shp Napier Eland E220 turboshafts. Two prototyprs were built.
After the type’s appearance at the 1960 Farnborough Air show, it was cancelled in September of that year.
The Westminster appeared in June 1960 with its fuselage framework faired in. Late a six-blade rotor was fitted.
Under the designation Westland 30 (initially WG 30 Super Lynx), the company developed an enlarged, twin-engined transport version of the Lynx, beginning in 1976, 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 and the main units are housed in two fairings at the sides of the aft fuselage. The fuel system comprises two 630 liter tanks in the fuselage. The hydraulic system is similar to that of the Lynx as is the instrument panel with a few additions. 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. Behind the cabin, which can be furnished to customers’ requirements to carry VIPs, executives or freight, there is an ample baggage compartment reached from the rear of the fuselage. The capabilities of the Westland 30 for offshore work are particularly interesting: with a 250km radius of action and 227kg fuel, the initial W30-100 variant can carry nine passengers on the outward journey and 13 on the homeward one. This type has been ordered by British Airways. In the military version, the same aircraft can carry 14 equipped troops or 17 without equipment, or six stretchers plus medical attendants.
The prototype of the Westland 30 (G-BGHF) 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 was superseded by the W30-160 with uprated Gem 60 engines. CAA and FA A type certification of the basic production version, the Series 100, powered by a pair of 846kW Rolls-Royce Gem Mk 41-1 turboshafts, was granted in 1982. In January 1984 the Series 100-60 appeared, powered by two 940kW Gem 60-3 engines. Westland was test-flying the W30-200 prototype, powered by 1277kW / 1700shp General Electric CT-7-2B engines. This version first flew in 1983. The Series 300 of 1986 offered a General Electric CT7 or Rolls-Royce Turbomeca RTM 322 powerplant, and also had an increased maximum take-off weight, composite BERP rotor blades, considerably reduced noise and vibration levels and an optional EFIS cockpit.
Two military tactical transport versions were also developed, the TT30 and the TT300, but these met with even less success than the civilian versions.
The TT300, which first flew in February 1986, is powered by twin 1,277kW General Electric CT7 turboshafts, and has a maximum all-up weight of 7,257kg.
British Airways ordered two helicopters, for delivery in 1982, and obtained a third the following year. Sixteen further aircraft were spread among several operators in the United States, such as PanAm/Omniflight (for services between John F. Kennedy, Newark and downtown New York) and Airspur. These aircraft were largely Series 100s and 100-60s, operated on lease. By early 1984 only 19 orders had been received. In 1986 the Westland 30 received its last, and largest, order for 21 Series 100-60s from the Helicopter Corporation of India, financed largely by UK government assistance. Production ended in January 1988 with the completion of the 38th airframe. The Helicopter Corporation of India became Pawan Hans and its 19 surviving Westland 30-160s are stored at Delhi and Bombay, the company having failed to sell them on several recent occasions.
The Westland Scout and Wasp originated in November 1957 when Saunders-Roe Ltd. began its design of a private venture for a Skeeter development and replacement. Two prototypes of the aircraft, then known as the Saro P.531 Sprite, were begun early in 1958, the first (G-APNU) flying on 20 July and the second (G-APNV) on 30 September 1958.
Several Skeeter components were used in their construction, including the tailboom, short-legged tricycle undercarriage and rotor blades (the P.531 having a 4-blade assembly). Both prototypes were powered by Blackburn-built Turmo 603 shaft turbines, derated to 325shp.
The fuselage is a conventional aluminium alloy stressed skin structure. Front section forms the cabin, fuel tank bays and aft compartment. Rear section is a tapered boom terminating in a fin which carries the tail rotor. Horizontal stabiliser of light-alloy construction mounted on starboard side of fin opposite tail rotor. Four-blade main rotor, with all-metal blades carried on fully articulated hub. Torsion blade suspension system. Two-blade tail rotor with metal blades. Rotors driven through steel shafting. Primary gearbox at rear of engine, secondary gearbox at base of pylon, angle gearbox at base of fin, tail rotor gearbox at top of fin. Main rotor/engine rpm 1:71. Tail rotor/engine rpm ratio 1:15.
Controls have main rotor hub has drag and flapping hinges. Rotor brake standard. Tail rotor has flapping hinge.
Landing gear is a non-retractable four-wheel type. All four wheels castor and are carried on Lockheed shock-absorber struts. All wheels and tubeless tyres are Dunlop, size 15 x 4.75-6.5, pressure 4.22kg/cm2. Dunlop dog clutch brakes. Flotation gear standard.
The engine is mounted above fuselage to rear of cabin. Fuel in three interconnected flexible tanks in fuselage below main rotor, with total capacity of 705 litres. Refuelling point on starboard side of decking. Oil capacity 7 litres.
Two seats side by side at front of cabin, with bench seat for three persons at rear. Four doors, by front and rear seats on each side of cabin. Rear seats removable for cargo carrying. Heater standard.
Systems include Delaney Galley/Westland 1 kW cabin heating and windscreen demisting system. Hydraulic system, pressure 73.9 bars, operating servo jacks for rotor head controls and rotor brake. No pneumatic system. 28V DC electrical supply from engine-driven generator. Limited supply by 15 or 23 Ah battery. Three-phase 115V 400Hz AC provided by inverter.
Wasp No.3 G-APVL pre-production – Nimbus powered
The first firm order for this general purpose helicopter came from the Army Air Corps, a pre-series batch of P.531-2 Mk.1’s basically similar to G-APVL being ordered in 1959. The first of these was flown on 4 August 1960, and in the following month an order for 66 of the P.531-2 Scout AH Mk.1 with 968shp Rolls-Royce Nimbus turbine engines (derated to 685shp) Army order was placed for the type as the Scout AH Mk.1. Delivered from spring 1963, these are 5-seaters with Nimbus 101 or 102 engines and skid landing gear. They replaced the Skeeter both at home and abroad and were employed for duties that include passenger or freight transport, liaison, search and rescue, and training. The Scout can also be used for casualty evacuation, carrying 2 stretchers inside the cabin and 2 more supported externally.
Up to the spring of 1968 about one hundred and fifty Scouts had been built, these including deliveries to the Royal Australian Navy (two for shipborne survey work), Royal Jordanian Air Force (three), and the police departments of Bahrain (two) and Uganda (two). King Hussein of Jordan had a Scout for his own personal use.
Another order was placed for 40 helicopters in September 1964.
The only Scout operator in 1993 was the British army. Thirty-eight active AH.Mk Is, with more in storage, remained in use with Nos 658 Sqn at Netheravon, 660 Sqn at Hong Kong and Brunei, and 666 Sqn (TA) at Middle Wallop.
Parallel development of the Wasp anti-submarine version took longer, due to exhaustive Naval trials carried out from November 1959 with a modified G-APNV and two specially-built P.531-0/N’s powered by Nimbus turbine engines, but were fitted with a long-stroke quadricycle wheel undercarriage as well as landing skids. The Wasp is designed to operate from platforms on the rear decks of frigates, primarily as an extension of the ship’s ability to attack submarines, but carrying no search gear. Three aircraft performed take-off and landing trials from the escort vessel HMS Undaunted in November 1959.
These were similar to the two original prototypes with Blackburn Turmo engine.
Wasp
Intended for ASW from frigates of the Tribal and Leander classes and similar vessels, it could carry one or two 122kg torpedoes or 250kg of depth charges. In September 1961, the type was ordered for the Royal Navy under the name Wasp HAS Mk.1 (the first flew on 28 October 1962 with a 968shp Nimbus engine derated to 710shp).
Production Wasps differ from the Scout in having the 710shp (derated) Nimbus 103 or 104 engine, long-stroke, fully-castoring wheel undercarriage (but no skids) and a half-tailplane at the top of the tail rotor pylon on the starboard side. (The Scout has a full tailplane below the tailboom.) The Wasp’s main rotor blades and its entire tail section can be folded for stowage on ship. A weapon load of some 244kg can be attached to the underside between the undercarriage legs; this may comprise two Mk.44 homing torpedoes or an equivalent weight of depth charges or bombs. Wasp deliveries began in 1963 after more than 200 test deck landings had been completed.
First Wasp HAS. Mk 1 for Royal Navy flew 28 October 1962, and entered service in October 1963. The first production machines were allocated to No.829 Squadron and deployed singly aboard the Royal Navy’s seven Tribal class and seven Leander class frigates. Other Wasps have been ordered by the navies of Brazil (three), the Netherlands (twelve), New Zealand (two) and South Africa (ten). Two Australian Scouts were ordered in 1964 and delivered on 20 March 1963.
In the anti surface vessel role the Wasp is autonomous, and though it has no radar it can steer the AS.12 wire guided missile under visual conditions over ranges up to 8 km (5 miles). Outboard it can carry a Mk46 torpedo or two depth charges or one of each as well as underwater sound signal grenades, both smoke and flame marine markers and night illumination flares. For the utility role a winch is fitted as well as a cargo hook.
Duties include SAR (search and rescue), liaison, VIP ferrying, casualty evacuation with two internally carried stretchers, ice reconnaissance and photography/survey. The cockpit is equipped for bad weather operation with auto stabilization, radar altimeter, beacon receivers, UHF radio and UHF homer, and in RN service limited EW provisions. The quadricycle landing gear has wheels that castor so that, while the machine can be rotated on deck, it cannot roll in any direction even in a rough sea. Sprag (locking) brakes are fitted to arrest all movement. The Wasp was replaced by the Lynx in the Royal Navy and Indonesia purchased ten second-hand aircraft from Holland (after refurbishment by Westland) when the latter’s navy replaced its Wasp fleet with the Westland Lynx. The Royal Navy received a total of 98 Wasps; the last was retired in 1988.
Nine ships operated Wasps during the Falklands War of 1982. Wasp HAS. Mk Is operated from eight ships in that campaign, all assigned to RN No. 829 Squadron. They flew almost 1,000 hours in 912 combat sorties during which they made no fewer than 3,627 deck landings. Most were used in reconnaissance and utility missions, though several operated in the casevac role. Three, two from HMS Endurance and one from the frigate HMS Plymouth, engaged the Argentine submarine Santa Fe and holed its conning tower with AS.12 missiles. A Scout pilot won the Distinguished Flying Cross in tho Falklands for flying under fire to rescue a severely injured soldier. Wasps flew in support of British expeditions in Antarctica and the Empire Test Pilot School at Boscombe Down flew a Scout in their ‘raspberry ripple’ colour scheme.
Scout AH-1 RAAF Engine: One 685 shp Bristol Siddeley Nimbus 102 turboshaft Rotor Span: 32 ft 3 in / 9.83 m Length: 30 ft 7 in / 9.3m Height: 8 ft 11 in / 2.64 m Empty weight: 3,084 lb Loaded weight: 5,300 lb Crew: 1 Initial Rate of Climb: 1,700 ft/min Ceiling: 15,400 ft Speed: 132 mph (max sea level), 122 mph (cruising) Range: 322 miles / 274 nm / 507 km Armament: Nil Seats: 6
Westland Wasp Engine: 1 x Bristol Siddeley Nimbus 101 turboshaft, 530kW Main rotor diameter: 9.83m Length with rotors turning: 12.29m Fuselage length: 9.24m Height: 3.43m Width: 2.64m Max take-off weight: 2495kg Empty weight: 1651kg Max speed: 193km/h Cruising speed: 177km/h Rate of climb: 7.3m/s Service ceiling: 3720m Range: 435km Normal load: two Mk 44 torpedo
Wasp Engine: 1 x Rolls-Royce/Bristol Nimbus 103 or 104 turboshaft, 783kW Maximum speed: 193km/h at sea level
Scout AH.Mk 1 Engine: 1 x 685 shp Rolls Royce Bristol Nimbus 101 or 102 turboshaft Width: 2.59m Loaded weight: 2405kg Empty weight: 1465kg Max speed: 211km/h Max cruising speed: 196km/h Max rate of climb: 8.5m/s Service ceiling: 4085m Range: 510km
Wasp HAS.1 Engine: RR Bristol Nimbus 503 turboshaft, 710 shp Crew: 2 Range: 180nm Cruise: 90 kt Armament: 2 x Mk 44 AS torpedoes or two AS.12 anti ship missiles Fuselage length: 9.3m (30 ft 4 in) No. blades: 4 Main rotor diameter: 9. 83 m (32 ft 3 in) Length overall 12.29 m (40 ft 4 in) Height 3.56 m (11 ft 8 in) Main rotor disc area 75.90 sq.m (816.86 sq ft) Maximum speed with weapons 193 km/h (120 mph) Cruising speed 177km/h (110mph) Range 435 km (270 miles) Empty weights: 1566 kg (3,452 lb) Maximum take off 2495 kg (5,500 lb)
Wasp HAS.1 Engine: RR Bristol Nimbus 503 turboshaft, 685 shp Main rotor diameter: 9. 83 m (32 ft 3 in) No. blades: 4 Fuselage length: 9.3m (30 ft 4 in) Height 3.56 m (11 ft 8 in) Main rotor disc area 75.90 sq.m (816.86 sq ft) Empty weights: 3139 lb Normal take off weight: 5,500 lb Fuel capacity: 155 Gal. Maximum speed SL: 138 mph Cruising speed: 132 mph Max range: 320 miles Wasp HAS.3
One of the three helicopters included in the Aerospatiale/Westland co-production agreement confirmed 2 April 1968, Westland given design leadership, the Westland Lynx was designed initially for naval and civil roles, but early appreciation of its suitability for a wide range of military operations has led to an expanded development programme under the titles Army and Navy Lynx. Production was shared 70% by Westland and 30% by Aerospatiale.
From the start of Westland Helicopters planing for what in the early 1960s was called the WG.13 (the name Lynx coming later), every effort was made to find a basic formula that would appeal to the greatest number of operators, both military (including naval) and commercial. New technology enabled the original Lynx first flown on 21 March 1971, to be the most modern in the world, typical features being the all new Rolls Royce Gem three shaft engines, the conformal gear main gearbox giving amazing compactness (with a much shallower powerplant group above the cabin than in rival designs) and the four blade rotor with a semi rigid hub forged from a single slab of titanium. This hub is one of the parts made in France by Aerospatiale, which was brought in at the start of the project under the terms of the 1967 Anglo French helicopter programme. Modified Westland Scout helicopters were used to test the Lynx’s main rotor system.
Engine options include two Rolls-Royce Gem 42-1 turboshafts, each rated at 835kW, or two LHTEC CTS800-4N, each rated at 995kW. Transmission rating 1,372kW. Exhaust diffusers for IR suppression optional on Battlefield Lynx.
Two Rolls-Royce Gem 2 turboshafts, each with maximum contingency rating of 671kW in original Lynx AH. 1, HAS. 2 and early export variants. Later versions have Gem 41-1, 41-2, or 42-1 engines, all with maximum contingency rating of 835kW. Transmission rating 1,372kW. Engines of British and French Lynx in service were converted to Mk 42 standard during regular overhauls from 1987 onwards. Danish, Netherlands and Norwegian Lynx similarly retrofitted. Fuel in five internal tanks; usable capacity 957 litres when gravity-refuelled; 985 litres when pressure-refuelled. For ferrying, two tanks each of 441 litres in cabin, replacing bench tank. Maximum usable fuel 1,867 litres. Engine oil tank capacity 6.8 litres. Main rotor gearbox oil capacity 28 litres.
All versions equipped as standard with navigation, cabin and cockpit lights; adjustable landing light under nose; and anti-collision beacon. For search and rescue, with three crew, both versions can have a waterproof floor and a 272kg capacity clip-on hydraulic hoist on starboard side of cabin. Cable length 30m. Electric hoist on CTS800-powered aircraft.
Features a manually folding tail pylon on naval versions; single four-blade semi-rigid main rotor (foldable), each blade attached to main rotor hub by titanium root plates and flexible arm; rotor drives taken from front of engines into main gearbox mounted above cabin ahead of engines; in flight, accessory gears (at front of main gearbox) driven by one of two through shafts from first stage reduction gears; four-blade tail rotor, drive taken from main ring gear; single large window in each main cabin sliding door; provision for internally mounted armament, and for exterior universal flange mounting each side for other weapons/stores.
Super Lynx has increased take-off weight; all-weather day/night capability; extended payload range; swept-tip BERP composites main rotor blades offering improved speed and reduced vibration; and reversed direction tail rotor for improved control.
The rotor head controls actuated by three identical tandem servojacks and powered by two independent hydraulic systems; control system incorporates simple stability augmentation system; each engine embodies independent control system providing full-authority rotor speed governing, pilot control being limited to selection of desired rotor speed range; in event of one engine failure, system restores power up to single-engine maximum contingency rating; main rotor can provide negative thrust to increase stability on deck after touchdown on naval versions; hydraulically operated rotor brake mounted on main gearbox; sweptback fin/tail rotor pylon, with starboard half-tailplane.
The structure is a conventional semi-monocoque pod and boom, mainly light alloy; glass fibre access panels, doors, fairings, pylon leading/trailing-edges, and bullet fairing over tail rotor gearbox; composites main rotor blades; main rotor hub and inboard flexible arm portions built as complete unit, as titanium monobloc forging; tail rotor blades have light-alloy spar, stainless steel leading-edge sheath and rear section as for main blades.
The general purpose military version landing gear is non-retractable tubular skid type. Provision for a pair of adjustable ground handling wheels on each skid. Flotation gear optional. Battlefield Lynx and AH.Mk 9 equivalent have non-retractable tricycle gear with twin nosewheels. Naval versions have a non-retractable oleo-pneumatic tricycle type. Single-wheel main units, carried on sponsons, fixed at 27° toe-out for deck landing; can be manually turned into line and locked fore and aft for movement of aircraft into and out of ship’s hangar. Twin-wheel nose unit steered hydraulically through 90° by the pilot to facilitate independent take-off into wind. Sprag brakes (wheel locks) fitted to each wheel prevent rotation on landing or inadvertent deck roll. These locks disengage hydraulically and re-engage automatically in event of hydraulic failure. Maximum vertical descent 2.29m/s; with lateral drift 0.91m/s for deck landing. Flotation gear, and hydraulically actuated harpoon deck lock securing system, optional.
Pilot and co-pilot or observer on side-by-side seats. Dual controls optional. Individual forward-hinged cockpit door and large rearward-sliding cabin door on each side; cockpit doors jettisonable; windows of cabin doors also jettisonable. Cockpit accessible from cabin area. Maximum high-density layout (military version) for one pilot and 10 armed troops or paratroops, on lightweight bench seats in soundproofed cabin. Alternative VIP layouts for four to seven passengers, with additional cabin soundproofing. Seats can be removed quickly to permit carriage of up to 907kg of freight internally. Tiedown rings provided. In casualty evacuation role, with a crew of two, Lynx can accommodate up to six Alphin stretchers and a medical attendant. Both basic versions have secondary capability for search and rescue (up to nine survivors) and other roles.
Two independent hydraulic systems, pressure 141 bars. Third hydraulic system provided in naval version when sonar equipment, MAD or hydraulic winch system installed. No pneumatic system. 28V DC electrical power supplied by two 6kW engine-driven starter/generators and an alternator. External power sockets. 24V 23Ah (optionally 40Ah) Ni/Cd battery fitted for essential services and emergency engine starting. 200V three-phase AC power available at 400Hz from two 15kVA transmission-driven alternators. Cabin heating and ventilation system. Optional supplementary cockpit heating system. Electric anti-icing and demisting of windscreen, and electrically operated windscreen wipers, standard; windscreen washing system.
Avionics common to all roles (general purpose and naval versions). Comms: Collins VOR/ILS; DME; Collins AN/ARN-118 Tacan; I-band transponder (naval version only); GEC-Plessey PTR 446, Collins APX-72, Siemens STR 700/375 or Italtel APX-77 IFF. Flight: Marconi duplex three-axis automatic stabilisation equipment; BAe GM9 Gyrosyn compass system; Decca Tactical Air Navigation System (TANS); Decca 71 Doppler, E2C standby compass. Marconi Mk 34 AFCS. Additional units fitted in naval version, when sonar is installed, to provide automatic transition to hover and automatic Doppler hold in hover.
(Army): Flight: Decca Doppler 91 and RSN252 navigation; Honeywell/Smiths AN/APN-198 radar altimeter; Rockwell Collins 206A ADF and VIR 31A VOR/ILS on latest versions. Mission: British Army Lynx equipped with TOW missiles have roof-mounted Hughes sight manufactured under licence by British Aerospace. Roof sight upgraded with night vision capability in far infra-red waveband; first test firing of TOW with added Marconi thermal imager took place in October 1988. Optional equipment, according to role, can include lightweight sighting system with alternative target magnification, vertical and/or oblique cameras, flares for night operation, low-light level TV, infra-red linescan, searchlight, and specialised communications equipment. Some have infra-red formation flying lights and provision for crew’s NVGs. For surveillance, some AAC Lynx carry Chancellor Helitele in external (port) ball housing, complete with datalink. Self-defence: Sanders AN/ALQ-144 infra-red jammer installed beneath tailboom of some British Army Lynx from 1987; later augmented by exhaust diffusers. Requirement for RWR satisfied by 1989 selection of Marconi AWARE-3 (ARI23491) system; Marconi Sky Guardian Mk 13 (later Mk 15) on some aircraft from 1990.
(Navy): Comms: Rotal Navy helicopters have two GEC-Marconi AD 3400 VHF/UHF transceivers, Dowty D403M standby UHF radio, Collins 718U-5 HF transceiver, Plessey PTR446 D-band transponder and Pilkington ARI 5983 I-band transponder. Radar: Marconi ARI5979 Sea Spray Mk 1 lightweight search and tracking radar, for detecting small surface targets in low-visibility/high-sea conditions in original versions. Super Lynx has Sea Spray Mk 3000 or AlliedSignal RDR 1500 360° scan radar in chin fairing. UK Mk 8 upgraded with Sea Spray Mk 3000 below fuselage. Flight: GPS on Royal Navy and Netherlands Lynx from 1997. Self-defence: Tracor M-130 chaff/flare dispensers and Ericsson Radar Electronics AN/ALQ-167(V) D- to J-band anti-ship missile jamming pods installed on Royal Navy Lynx patrolling Arabian Gulf, 1987. Two Loral Challenger IR jammers above cockpit of Royal Navy Lynx during 1990-91 Gulf War. RWR in Netherlands SH-14Ds from 1996.
The first flight of the first of 13 prototypes (XW835) 21 March 1971 (six prototypes, seven pre-production prototypes). It was followed by four more aircraft in two basic configurations: the AH Mk.1 for the Army and the HAS Mk.2 for the Navy. First flight of fourth prototype (XW838) 9 March 1972, featuring production type monobloc rotor head; first flights of British Army Lynx prototype (XX153) 12 April 1972, French Navy prototype (XX904) 6 July 1973, production Lynx (RN HAS. Mk 2 XZ229) 20 February 1976.
Standard power plant consists of two Rolls Royce BS 360 07 26 Gem turboshaft engines, each of which has a maximum rating of 900 shp. Army versions can be configured for many roles including anti tank, command post, reconnaissance, SAR, and tactical troop transport duties. For such roles that require weapons, armament can include a 20 mm cannon, rocket pods, six AS.11 or up to eight HOT or TOW air to surface missiles. Naval versions are intended for such duties as ASW, ASV, communications, reconnaissance, SAR, troop trans¬port, and vertical replenishment. Equipment can include dipping sonar and search radar, and weapons such as depth charges, homing torpedoes, and air-¬to surface missiles can be deployed. This latter category of weapon includes the new British Sea Skua, an all weather, sea skimming, semi active homing anti ship missile which became operational in 1980. Differing versions of the Lynx were in service with the armed forces of the Argentine, Brazil, Denmark, Egypt, France, Germany, the Netherlands, Norway, and Qatar, in addition to those which serve with the Royal Navy and the RAF.
For armed escort, anti-tank or air-to-surface strike missions, army version can be equipped with two 20mm cannon mounted externally so as to permit carriage also of anti-tank missiles or pintle-mounted 7.62mm machine gun inside cabin. External pylon can be fitted on each side of cabin for variety of stores, including two Minigun or other self-contained gun pods; two rocket pods; or up to eight HOT, Hellfire, TOW, or similar air-to-surface missiles. Additional six or eight missiles carried in cabin. For ASW role, armament includes two Mk 44, Mk 46, A244S or Sting Ray homing torpedoes, one each on an external pylon on each side of fuselage, and six marine markers; or two Mk 11 depth charges. Alternatively, up to four Sea Skua semi-active homing missiles; on French Navy Lynx, four AS.12 or similar wire-guided missiles. Self-protection FN HMP 12.7mm machine gun pod optional on Royal Navy Lynx.
The Lynx demonstrated its capabilities by the records achieved in the summer of 1972. Piloted by Westland’s chief test pilot Roy Moxam, it broke the world record over 15/25km by flying at 321.74km/h, also setting a new 100km closed circuit record shortly afterwards by flying at 318.504km/h.
Service trials began first in 1976 with No. 700L Naval Air Squadron at RNAS Yeovilton, Somerset, this being a joint Royal Navy and Royal Netherlands navy operational evaluation unit; similarly, an Army Aviation trials unit was established at Middle Wallop, Hampshire, in mid-1977.
Deliveries of production aircraft to operational units began following completion of the latter trials in December 1977, the Lynx entering service first with Army Aviation squadrons in West Germany. The first Royal Navy unit (No. 702 Sqn, at Yeovilton) became operational in December 1977.
The original naval model, the Lynx HAS.2 for the Royal Navy, was actually the first production variant to fly, on 10 Febru¬ary 1976. The Lynx HAS.Mk 2 is powered by the 750 shp (559kW) Gem 2 with contingency rating of 900 shp (671 kW) and entered service with a gross weight of 4309 kg (9,500 lb). Subsequently this has been increased to 4423 kg (9,750 lb), and it is at this weight that the 60 Lynx HAS.Mk 2s of the Royal Navy were operating. The designation Helicopter Anti Submarine does not preclude many other missions, such as anti ship missile attack, all forms of rescue and a variety of liaison, surveillance and transport duties. This has a gross weight of 4309 kg (9,500 lb), a crew of two (three in the ASW or SAR roles) plus all equipment for ASW, SAR, ASV (anti surface vessel) search and strike, reconnaissance, troop transport (typically 10 troops), fire support, communication, and fleet liaison and vertrep (vertical replenishment) duties. Equipment of all these models includes a search radar which in the 60 Lynx HAS. Mk.2s of the RN is the Ferranti Seaspray; the equivalent machines of the French Aeronavale have the OMERA Segid ORB 31W. In the ASW search role other sensors can include Bendix or Alcatel dipping sonars or a TI MAD (magnetic anomaly detector). This model was characterized by wheeled landing gear, with a castoring and steerable (± 90 degrees) twin wheel nose unit and single wheel main gears which can be toed out 27 degrees to the sides for stability on pitching decks.
In 1979 the Royal Netherlands navy be¬gan receiving the upgraded Lynx Mk 27, first of a Mk 2 family with Gem 41 1 engines and weights ranging from 4763 to 4990 kg (10, 500 to 11, 000 lb). The first configured for ASW op¬erations, the Royal Netherlands Navy designated them SH 14B (previously the UH 14A multi role search/rescue and trainer model had been supplied). The SH 14B was designed to carry heavier loads, including Alcatel dunking sonar and two homing torpedoes or depth charges. These raise equipped empty weight from about 3266 kg (7,200 lb) to 3650 kg (8,047 lb). Westland accordingly strengthened the transmission and introduced a modified main gearbox in which the third pinion, instead of merely extracting power for the tail rotor, is in fact an input gear through the use of a balancing geartrain. This opened the way to greater input power, and the Gem 41 1 is installed, rated for contingency at 1,120 shp (835 kW). This enabled gross weight to be in¬creased successively to 4536, 4763 and then 4876 kg (10,000, 10,500 and then 10,750 lb).
The Royal Netherlands Navy upgraded five UH-14As and eight SH-14Cs to SH-14D standard, with Alcatel dipping sonar, UHF radios, RWR, FLIR Systems Inc 2000HP FLIR, Trimble Type 2200 GPS, new radar altimeter, composites rotor blades and Mk 42 Gem power plants. Nine SH-14Bs, already with sonar, raised to SH-14D standards, but in interim SH-14Cs upgraded to SH-14B through deletion of MAD and addition of sonar. UH-14As are first full SH-14D conversions, from 1990; programme designated STAMOL (Standaardisatie en Modernisering Lynx); standard fleet comprising 16 with sonar and six with provisions for sonar installation. Completed early 1993.
Almost all export Lynxes were at this standard, known as Lynx 2 to Westland, and the two original customers also received up¬rated Lynx 2 machines, the Royal Navy taking 23 Lynx HAS, Mk 3 (three are replacements for the machines lost off the Falklands), and the French Aeronavale a further 14 Lynx Mk 4 (FN) to add to the original 26 Lynx Mk 2(FN),
The initial HAS Mk.2 version was ordered by both the Royal Navy and the French Aeronavale, although they differed in their avionics, ASW equipment, and their armament (the former has four Sea Skua anti-ship missiles and the latter AS.12 missiles). Uprating and other changes subsequently resulted in two distinct new variants, the HAS Mk.3 for the Royal Navy and the Mk.4 for the Aeronavale. Similar uprating for the British Army version has resulted in the AH Mk.5.
The Lynx HAS. Mk 3 used by Armilla Patrol in Arabian Gulf modified to HAS. Mk 3GM (Gulf Mod), with better cooling, or HAS. Mk 3S/GM, also with Mk 3S modifications (to which standard all 3GMs converted). Augmenting new-build Mk 3Ss, 36 modified by Royal Navy Aircraft Yard at Fleetlands from April 1989; Mk 3S is Phase 1 of Mk 8 conversion programme, involving GEC-Marconi AD 3400 secure speech radios (blade aerial beneath mid-point of tailboom) and upgraded ESM; programme continues, including Mk 3S/GM. Phase 2 is Lynx HAS. Mk 3CTS, adding RAMS 4000 central tactical system; prototype (XZ236 ex-Mk 3) flew 25 January 1989; further six for Royal Navy trials (one ex-Mk 3; five ex-Mk 3S); deliveries to Operational Flight Trials Unit, Portland, from April 1989. CTS service clearance granted August 1991; Mk 3CTS has flotation bag each side of nose.
After evaluation, it was chosen by the German Navy (12 ordered in 1981) for use on their new frigates, and six SAR and 18 ASW models were ordered by the Royal Netherlands Navy. Other operators of the Lynx include Argentina, Brazil, Denmark, Norway, Nigeria and Qatar.
Denmark upgrading its eight Mk 80A and Mk 90A Lynx to Super Lynx standard; includes building of replacement airframes for integration with existing fleet’s engines, transmission, rotor system, flying controls, hydraulic systems, avionics and electrical systems, upgrade and modifications of main rotor blades, tail rotor and fuel systems. Completion was due in 2004, and to be known as Mk 90B when upgraded.
GBP80 million contract awarded in June 1998 for upgrading 17 German Navy Mk.88 Sea Lynx to Super Lynx standard, following on from a GBP100 million order for seven new Super Lynx Series 100s. The modification includes fitting the Marconi Sea Spray 3000 radar, Racal Doppler 91, RNS 252 and Rockwell Collins GPS. It will be fitted to accommodate the FLIR system fitted to the new aircraft and will also be capable of deploying the Sea Skua air-to-surface missile. GKN Westland was to carry out the first trial installation, with Eurocopter Deutschland subcontracted to modify the remaining 16 aircraft. Trial installation was scheduled for mid-2001.
The first flight of South Korean Super Lynx was on 16 November 1989 (also first Lynx with Sea Spray Mk 3).
By 1993, 380 Army and Navy versions had been completed for customers in 17 nations.
The availability of the three pinion gearbox and Gem 41 Series engine opened the way to what became the Westland 30, with a very large new fuselage making possible an in¬crease in cabin volume from 5.21 m3 (184 cu ft) to 13,03 m3 (460 cu ft).
The Westland Lynx Mk.21 for the Brazilian navy is based on the Royal Navy HAS.Mk.2 with Seaspray surveillance radar, various anti¬submarine devices and Sea Skua anti ship missiles.
The first Lynx airframe modified to Lynx 3 standard flew in June 1984. Changes include the installation of 832kW Gem 60 engines, composite main rotor blades with-paddle tips, and a lengthened fuselage faired into a Westland 30 tailboom. Lynx 3 development to 5443 kg (12,000 lb) has been completed, and the maximum take-off weight is increased to 5,896kg. Lynx 3 is offered in both Army and Navy versions.
Lynx 4 will take the weight to 6577 kg (14,500 lb) using a five blade rotor.
The initial Army variant, the AH.1, is generally armed with eight TOW missiles aimed via a roof sight.
The British Army ordered over 100 Lynx AH.1 for a variety of roles, from tactical transport to armed escort, antitank warfare (with eight TOW missiles), reconnaissance and casualty evacuation. A Marconi Elliott AFCS system is fitted to the Army’s version of the Lynx, which gives automatic stabilization on three axes and can also be used as an autopilot during extended flights.
The production version of the Lynx for the British Army is the AH.7. The first for the Army, which has ordered an initial batch of five, ZE376 flew at Yeovil on 7th November 1985. As well as the uprated Gem 41-1 engines of the earlier AH.5 and a.u.w. increased to 10,750 lb., the Lynx W.7 has improved transmission and a new composite tail rotor, operating clockwise and mounted on the port side. Lynx AH.Mk 1s were converted to AH.Mk 7 standard by the Royal Navy.
Several naval versions of the Lynx are in service, including the Royal Navy’s HAS.2 and HAS.3, powered by Gem 2s and Gem 41-is respectively. All can carry up to four Sea Skuas plus various homing torpedoes. The first production example (XZ227) of the Westland/Aerospa¬tiale Lynx HAS.Mk 2 for the Royal Navy was flown at Yeovil, Somerset on 10 February 1976. Following intensive navy trials, No. 702 (Training) Squadron was the first to be equipped; the Lynx was embarked subsequently on ‘Lean¬der’ class and Type 21 frigates, and on Type 22 and Type 42 destroyers.
The Battlefield Lynx mockup displayed at 1988 Farnborough Air Show (converted demonstrator G-LYNX), featuring wheeled landing gear, exhaust diffusers and provision for anti-helicopter missiles each side of fuselage; first flight of wheeled prototype (converted trials AH. Mk 7 XZ170) 29 November 1989.
The Lynx HAS Mk 8 ASW/ASV helicopter has a central tactical system (CTS) which processes all sensor data and presents the information on multi-function displays; BERP blades; increased weights and a passive identification system. Armament includes up to four BAe Sea Skuas. The South Korean Navy has ordered the export Super Lynx version of the HAS Mk 8. Powerplants are Rolls-Royce Gem 42-1 turboshafts rated at 1,135 shp (846 kW). The Super Lynx is based on the Mk.8 and fitted with aerodynamic composite rotor blades to enhance its response time during manoeuvres. Automatic flight controls help the pilot position the aircraft exactly, and it can carry equipment ranging from infrared viewing devices to Sea Skua missiles. Super Lynx as standard naval Lynx, including four Sea Skua or two Penguin, or Marte Mk.2/s anti-ship missiles.
GKN Westland rolled out the first of 7 new Mk.88A Super Sea Lynx for the Germany Navy in 1999. The Lynx Mk.88 has a Bendix AN/AQS-18 sonar and Gem 41-2 engines. The Mk.88A is powered by Rolls-Royce GEM-42 engines.
Lynx AH.Mk 1 General-purpose/ utility version for the British army with skid landing gear, able to operate in roles that include anti-tank, strike, armed escort, casualty evacuation, command post, logistic support, reconnaissance, tactical transport and SAR; 113 built; most converted to Mk 7.
AH.Mk 1GT Interim version before AH.Mk 7 conversion
Lynx HAS. Mk 2 Version for Royal Navy with non-retractable tricycle landing gear and foldable tail rotor pylon, for advanced shipborne anti-submarine and other duties. Gem 2 engines. Ferranti Sea Spray search and tracking radar in modified nose. Total of 60 delivered, plus 26 to French Navy, designated HAS. Mk 2(FN). First production aircraft (XZ227) flown on 20 February 1976. By 1989, all 53 active Royal Navy first-series Lynx had been modified to Mk 3 or later standards.
Lynx Mk 2 (FN) Version for French navy, generally similar to HAS.Mk 2
Lynx HAS.Mk 3 Second antisubmarine version for Royal Navy similar to Mk 2, with uprated powerplant and transmission; equipped with two 835kW Rolls-Royce Gem 41-1 turboshaft engines, and GEC-Marconi Seaspray radar in modified nose; 23 delivered between March 1982 to April 1985; seven more in HAS. Mk 3S configuration; first flight, ZF557, 12 October 1987. 53 surviving HAS.Mk 2s converted to HAS Mk 3 standard by 1989; further improved version designated HAS.Mk 3S This version has two GEC-Marconi AD3400 UHF radios with secure speech facility; additionally, ZD560 built in approximately Mk 7 configuration, delivered to Empire Test Pilots’ School. Further 53 obtained through modification of all existing HAS. Mk 2s. Lynx HAS. Mk 3ICE is Mk 3 lacking some operational equipment for general duties aboard Antarctic survey vessel, HMS Endurance; three converted, of which two to Mk 3SICE.
Lynx HAS.Mk 3 ICE Two aircraft converted for Arctic use by Royal Navy
Lynx HAS.Mk 3 GM Unofficial designation for 19 Gulf Modification aircraft originally delivered for use by Armada patrol, involving secure comms, tactical navigation and ESM fit
Lynx HAS.Mk ACTS Phase two of upgrade programme featuring addition of RAMS 4000 central tactical system
Lynx HAS.Mk 4 (FN) Version for French navy with powerplant of Lynx HAS.Mk 3
Lynx Mk 4 Second batch of 14 aircraft ordered for French Navy in May 1980 with Gem 41-1 engines and uprated transmission to permit an increase in AUW to 4,763kg. All supplied ‘green’ for equipment installation by Aerospatiale and subsidiaries.
Lynx AH. Mk 5 Similar to AH. Mk 1 with uprated Gem engines. Two trials aircraft ZD285 and ZD559. Nine AH. Mk 5s ordered for Army Air Corps. Initial example (ZE375) flew on 23 February 1985 and was used for engine trials. Remainder transferred to AH. Mk 7 contract, although ZE376 flew initially as Mk 5.
Lynx AH.Mk 7 Uprated British Army version, with improved systems, reversed-direction tail rotor with improved composite blades to reduce noise and enhance extended period hover at high weights; 13 ordered, eight from Mk 5 contract (two cancelled); first flight (ZE376) 7 November 1985; seven converted to Mk 9. Royal Navy workshops at Fleetlands converted Mk 1s to Mk 7s; first (XZ641) redelivered 30 March 1988; box-type exhaust diffusers added from early 1989; last conversion mid-1994. Interim version was Lynx AH. Mk 1GT with uprated engines and rotors, but lacking Mk 7’s improved electronic systems; first conversion (XZ195) 1991. GEC-Marconi AWARE-3 radar warning receiver selected 1989 for retrofit, designated ARI23491 Rewarder; Mk 1 XZ668 to Westland for trial installation 22 November 1991. (GEC-Marconi Sky Guardian Mk 13 installed in some Lynx AH. Mk 7s for Gulf War, 1990-91; later uprated to Mk 15.) BERP (extended tip chord) blades retrofitted to Mk 7 from 1993.
Lynx HAS.Mk 8 Version for Royal Navy featuring 15 new-build and 45 converted airframes featuring increased weights, internal MAD, improved rotors, avionics and ESM systems; Seaspray radar relocated to chin position and GEC-Marconi Sea Owl thermal imager fitted to nose instead; initial deliveries scheduled for early 1994; export version designated
Lynx Mk 8 HMA Formerly known as HAS. Mk 8: Entered service with Royal Navy 1995. Equivalent to export Super Lynx; passive identification system; 5,125kg maximum T-O weight; improved (reversed-direction) tail rotor control; BERP composite main rotor blades; Racal RAMS 4000 central tactical system (CTS eases crew’s workload by centrally processing sensor data and presents mission information on multifunction CRT display; 15 systems ordered 1987, 106 September 1989); original Sea Spray Mk 1 radar repositioned in new chin radome; GEC-Marconi Sea Owl thermal imager (x5 or x30 magnifying system on gimballed mount, with elevation +20 to -30° and azimuth +120 to -120°; ordered October 1989) in former radar position; MIR-2 ESM updated; three Mk 3s used in development programme as tactical system (XZ236), dummy Sea Owl/chin radome (ZD267) and avionics (ZD266) testbeds.
Definitive Mk 8 (Phase 3) Conversions begun 1992 with addition of Sea Owl, further radar and navigation upgrades, (including RACAL RNS252 ‘Super TANS’), composites BERP main rotor blades and reversed-direction tail rotor. Conversion programme covers 44 aircraft in two phases. All conversions due to be completed by the year 2003.
Lynx AH. Mk 9 UK Army Air Corps equivalent of export Battlefield Lynx; tricycle wheel landing gear which precludes carriage of TOW missiles; maximum T-O weight 5,125kg; advanced technology composites main rotor blades; exhaust diffusers; first flight of prototype (converted company demonstrator XZ170) 29 November 1989; 16 new aircraft (beginning ZG884, flown 20 July 1990) ordered for delivery from 1991, plus eight Mk 7 conversions (contract awarded November 1991); some outfitted as advanced command posts, remainder for tactical transport role. Deliveries from 22 May 1991.
Lynx Mk 21 Version for Brazilian navy similar to Lynx HAS.Mk 2
Lynx Mk 22 Unbuilt version for Egyptian navy
Lynx Mk 23 Version for Argentine navy similar to Lynx HAS.Mk 2
Lynx Mk 24 Unbuilt version for Iraqi army
Lynx Mk 25 Version for Royal Netherlands navy, which designated them UH-14A; similar to Lynx HAS.Mk 2
Lynx Mk 26 Unbuilt, unarmed version for Iraqi army
Lynx Mk 27 / SH-14B Version for Royal Netherlands navy which designated them SH-14B; uprated Gem engines and equipped for ASW role with sonar; nine delivered
Lynx Mk 28 Version for State of Qatar police; generally as Lynx AH.Mk 1 but with uprated Gem 47-1 turboshafts and special equipment, including flotation gear
Lynx Mk 80 Version for Royal Danish navy, similar to Lynx HAS.Mk 2; eight built
Lynx Mk 81 / SH-14C Version for Royal Netherlands navy which designated them SH-14C; uprated Gem engines and magnetic anomaly detection (MAD) gear, some converted to SH-14B standard through deletion of MAD and addition of sonar; eight built
SH-14D Conversion of five Dutch navy UH-14As and eight SH-14Cs with Alcatel dipping sonar, UHF radios, RWR, FLIR, GPS, radar altimeter, composite blades and Gem Mk 42 engines
Lynx Mk 82 Unbuilt version for Egyptian army
Lynx Mk 83 Unbuilt version for Saudi army
Lynx Mk 84 Unbuilt version for Qatari army
Lynx Mk 85 Unbuilt version for UAE army
Lynx Mk 86 Version for Royal Norwegian air force coast guard; similar to Lynx HAS.Mk 2, but with uprated Gem engines and non-folding tail rotor pylon; six built
Lynx Mk 87 Embargoed version for Argentine navy, similar to Lynx Mk 23 but with uprated engines
Lynx Mk 88 Version for the Federal German navy similar to Lynx Mk 86; equipped with sonar; 19 built
Lynx Mk 89 Version for Nigerian navy; equipped for ASW/SAR roles; three built
Lynx Mk 90 Single follow-on aircraft for Danish navy assembled in Denmark; delivered in 1988
Super Lynx Export model approximately equivalent to Mk 8 HMA. Lynx Mk 21A: Five remaining Brazilian Navy Lynx Mk 21 upgraded to Super Lynx Mk 21A standard. Contract placed in February 1994 includes nine new-build aircraft.
Super Lynx Mk 95 Five aircraft for Portuguese navy; equivalent to HAS. Mk 8; deliveries commenced in 1993
Super Lynx Mk 99 12 aircraft for South Korean navy; delivered between 1989 and 1991; equivalent to HAS.Mk8
Super Lynx Series 100 Upgraded export naval Lynx introduced in September 1996, powered by Rolls-Royce Gem 42-1 turboshaft engines, approximately equivalent to Lynx. Mk 8 HMA; operated by South Korean, Portuguese and Brazilian navies and applied to new Mk 88As sold to Germany.
Super Lynx Series 200 More powerful alternative option with 1,007kW LHTEC CTS800 engine with dual-channel Full Authority Digital Electronic Control (FADEC), LCD flat panel electronic power system displays, but otherwise conventional cockpit of Series 100.
Super Lynx Series 300 Also powered by the LHTEC CTS800, but with full ‘glass’ cockpit with six LCD colour flat panel displays, night vision goggle-compatible, and digital core avionics based around dual-redundant MIL-STD-1553B and ARINC 429 databuses; includes new navigation system, attitude and heading reference system and communications suite. Mission sensors and systems can be integrated into the avionics system and controlled via control and display units. Demonstrator made its first flight with CTS800-4N turboshaft engines at Yeovil on 12 June 2001.
Battlefield Lynx 800 Upgraded export army Lynx; approximately equivalent to Lynx AH. Mk 9. Demonstrator AH Mk 9 G-LYNX fitted with two 1,007kW LHTEC T800 turboshafts as Battlefield Lynx 800 private venture (LHTEC funding power plants and gearboxes, Westland providing airframe for full flight demonstration programme); first flight 25 September 1991; programme terminated early 1992 after 17 hours.
Spacifications:
Lynx (Naval) Engine: 2 x R-R Gem 41 Installed pwr: 1670 kW Rotor dia: 12.8 m Fuselage length (folded): 10.6 m No. Blades: 4 Empty wt: 2740 kg MTOW: 4763 kg Cruise speed: 232 kph ROC: 350 m/min HOGE: 2575 m Fuel cap: 733 kg Range: 595 km Crew: 2
HAS.2 Type: multi role shipboard helicopter Powerplant: two 750/900 shp (559/671 kW) Rolls Royce Gem 2 turboshafts Main rotor diameter 12.80 m (42 ft 0 in) Main rotor disc area 128.71 sq.m (1,385.4 sq ft) Length overall 15.16 m (49 ft 9 in) Height 3.60 m (11 ft 9.75 in) Width: 2.94m Empty weight 2740 kg, (6,040 lb) Max take off (early machines) 4309 kg (9,500 lb) or (later machines) 4763 kg (10, 500 lb) Max speed: 144 mph / 232 kph at SL Max cruising speed 232km/h (144mph) Initial ROC: 2170 fpm / 661 m/min Hover ceiling: 8450 ft / 2575 m Time on ASW hover at 93 km (58 miles) 2 hours Normal range: 368 mi / 592 km Ferry range 1046 km (650 miles) Armament: two torpedoes, or four BAe Sea Skua anti ship missiles, or two Mk 11 depth charges
HAS.3 Engine: 2 x R-R Gem 60 Installed pwr: 1664 kW Rotor dia: 12.8 m Fuselage length: 13.8 m No. Blades: 4 MTOW: 5895 kg Payload: 1532 kg Max speed: 306 kph Fuel cap: 1000 kg Range: 705 km Crew: 2 Pax: 9
HAS.35
HMA.8
Battlefield Lynx Engine: 2 x RR Gem 42-1 Instant pwr: 835 kW Rotor dia: 12.8 m MTOW: 5126 kg Payload: 1948 kg Max speed: 160 kts Max cruise: 137 kts Max range (with aux fuel): 992 km HIGE: 8859 ft HOGE: 6,726 ft Service ceiling: 12,000 ft Crew: 2 Pax: 10
Super Lynx Engine: 2 x RR Gem 42-1 Instant pwr: 835 kW Rotor dia: 12.8 m MTOW: 5126 kg Payload: 1702 kg Max speed: 160 kts Max cruise: 137 kts Max range (with aux fuel): 992 km HIGE: 8859 ft HOGE: 2726 ft Service ceiling: 12,000 ft Crew: 3 Pax: 10
Super Lynx 300 Engines: LHTEC CTS800.
Lynx AH.Mk 1 Rotor dia: 42 ft 0 in (12,8 m) Undercarriage: Skid. Length: 40.486 ft / 12.34 m Height: 11.253 ft / 3.43 m Max take off weight: 8551.0 lb / 3878.0 kg Weight empty: 5298.6 lb / 2403.0 kg Max. speed: 160 kts / 296 km/h Cruising speed: 140 kts / 259 km/h Maximum range: 999 nm / 1850 km Range: 999 nm / 1850 km Range (max. weight): 859 nm / 1590 km Engine: 2 x Rolls Royce BS 360-07-26, 888 shp Crew: 2 Payload: 12 Pax / 1242kg
Westinghouse Electric Corporation established the Westinghouse Aviation Gas Turbine Division (AGT) in 1945. The J30 was the first American-designed turbojet to run, and was used in the McDonnell FH Phantom. The enlarged J34 was obsolete when introduced, but moderately successful. A new design following the rapid industry progress was needed.
The J40 represented a big opportunity for Westinghouse to become a prominent player in the turbojet engine market. The U.S. Navy showed great confidence in the company when it bet the success or failure of a new generation of jets on Westinghouse over three other engine companies. It was in June 1947 that the Navy’s Bureau of Aeronautics contracted for its development. The prototype engine first ran in November 1948. According to an article in the April 1949 edition of the Naval Aviation Confidential Bulletin by Lieutenant Commander Neil D. Harkleroad of the Bureau of Aeronautics Power Plant Division, “The engine has been operating successfully to date.” As of that writing, the 50-hour flight substantiation test was to have been accomplished by June 1949 and the 150 hour qualification test by December 1949.
The Westinghouse J40 was to be a high performance afterburning turbojet engine was designed to deliver twice the thrust of engines currently in service, allowing the J40-WE-8 with afterburner to power many of the new Navy carrier-based fighters with a single engine. These included the Grumman XF10F Jaguar variable sweep wing general purpose fighter, the McDonnell F3H Demon and Douglas F4D Skyray interceptors.
Growth to over 15,000 lbf (67 kN) of thrust in afterburner was projected. A version without afterburner, the J40-WE-6, was to power the Douglas A-3D Skywarrior twin-engine carrier-based bomber.
The J40-8 was only a little over 40 inches (1,000 mm) in diameter but 25 feet (7.6 m) long, with accessories and including the afterburner. It weighed almost 3,500 pounds (1,600 kg), the -6 being almost seven feet shorter and about 600 pounds (270 kg) lighter, since it did not have an afterburner.
Development of the big engine was protracted. The all-important 150-hour qualification test that was to have been accomplished in December 1949 was not completed until January 1951, a year behind schedule. The afterburner was particularly troublesome – the afterburner version of the engine, the J40-WE-8, did not pass its 150-hour qualification until August 1952. As a result, engines were delivered without afterburners, causing delays in the fighter flight test programs. The XF10F Jaguar had to be tested without an afterburner, and testing had to stop altogether when all J40 powered aircraft were later grounded.
Though the J40 engine had been promised to deliver 10,000 lbf (44 kN) thrust with 15,000 lbf (67 kN) in afterburner for the Demon, actual output was just 6,800 lbf (30,000 N) and the engine was considered unusable because of reliability problems. The A3D would prove successful with alternate engines, but the F3H-1 was relegated to subsonic performance due to the poor performance of this engine. Although considered failures, the F3H-1 could have been competitive with early supersonic Air Force’s Century Series fighters had the original engines delivered on their design specifications.
The F3H Demon single-engine jet fighter was initially a severe disappointment due to the unreliability of the J40. The first production Demons were grounded for a redesign after the loss of six aircraft and four pilots. Time Magazine called the Navy’s grounding of all Westinghouse-powered F3H-1 Demons a “fiasco”, with 21 unflyable planes that could be used only for Navy ground training at a loss of $200 million. One high point of the J40 was the 1955 setting of an unofficial time-to-climb record, in a Demon, of 10,000 feet (3,000 m) in 71 seconds.
A replacement engine could not simply be fit into the old Demons, as both the wings and fuselage would have to be redesigned and enlarged. The F4D Skyray had been designed to accept larger engines in case the J40 did not work out, and was eventually powered by the Pratt & Whitney J57.
In 1953 Westinghouse worked with Rolls-Royce to offer engines based on the Avon, but Westinghouse was out of the aircraft engine business when this engine also failed to find a United States market.
The J40 program was terminated sometime in 1955 after a program cost of $281 million. All the aircraft it was to power were either canceled or redesigned to use other engines, notably the J57 and the J71.
Applications: Douglas A-3 Skywarrior Douglas F4D Skyray Grumman XF10F Jaguar McDonnell F3H Demon North American X-10
Specifications: J40-WE-8 Type: Afterburning Turbojet Length: 300 in (7.62 m) Diameter: 40 in (1.0 m) Dry weight: 3500 lb (1590 kg) Compressor: Single-Spool, 10 stage Axial Combustors: Annular Turbine: Two stage Maximum thrust: 7,500 lbf (33.4 kN) dry, 10,500 lbf (46.7 kN) afterburning Overall pressure ratio: 5.2:1 Specific fuel consumption: 0.94 lbf/(lb·h) dry, 2.2 lbf/(lb·h) afterburning Thrust-to-weight ratio: 2.14:1 dry, 3:1 afterburning
The Westinghouse J46 was an afterburning turbojet engine that was developed to power several United States Navy aircraft in the 1950s. It was intended to power the improved, swept wing, F3D-3 Skyknight (swept-wing version ultimately canceled). It also powered the F2Y Sea Dart and the F7U Cutlass jets, and Walt Arfon’s Wingfoot Express land speed-record car.
The J46 engine was developed as a larger, more powerful version of Westinghouse’s J34 engine, about 50% larger. The development program ran into many problems with this engine, including combustion instability and control issues at altitude.
The engine featured an 11-stage compressor that was driven by two turbine stages on a single spool. The engine also featured an early afterburner, which was a simple “eyelid” design that was actuated by a long control rod that ran the length of the engine.
Variants: J46-WE-8: This variant powered the F7U Cutlass and produced 4800 lbf (21.4 kN) of dry thrust. The F7U-3 was re-engined with two J46-WE-8B turbojets giving a 680 mph (1,095 km/h) max speed. This variant also powered the Harvey Hustler, a speed boat designed to go faster than 275 mph.
J46-WE-18:This variant would have produced an increased 6100 lbf (27.1 kN) of dry thrust for the proposed A2U attack aircraft, an attack variant of the F7U. This variant was canceled with the aircraft program.
J46-WE-12:This variant powered the F2Y Sea Dart hydroski aircraft. It was equipped with a fresh water spray system that flushed salt deposits out of the engine before takeoff.
Specifications: J46-WE-8 Type: Afterburning Turbojet Length: 198 in (5.0 m) Diameter: 34 in (0.86 m) Dry weight: 2100 lb (952.5 kg) Compressor: Single-Spool, 11-stage Axial Combustors: Annular Turbine: 2-stage turbine Maximum thrust: 4800 lbf (21.4 kN) dry, 6,000 lbf (26.7 kN) afterburning Overall pressure ratio: 6:1 Thrust-to-weight ratio: 2.3:1 dry, 2.9:1 afterburning
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