Following on from experience gained during the development of remotely piloted helicopters Westland started investigations in 1977 into a light two seat helicopter that could be used for aerial reconnaissance without the need for a skilled pilot.
Built in 1977 at Yeovil, Somerset and intend to be a 2-seat light reconnaissance helicopter powered by either a Plessey Meon turboshaft engine or one/two piston engines. The two crew sat side-by-side in a circular fuselage giving all round visibility. Having built a mock-up in 1977 to show prospective customers, the project soon faltered due to a lack of interest or funding by the UK Ministry of Defence and in early 1979 the project was formally abandoned. The mock-up was placed in storage before eventually being presented to the Museum for preservation in 1980. It is currently under restoration and reasssembly.
WG.33 Rotor diameter: 5.0m Fuselage length: 2.0m Max take-off weight: 500kg Max speed: 157km/h Cruising speed: 130km/h Seats: 2
Under the project designation P.10, Westland began to study early in 1944 a long-range shipboard day fighter for Naval use, with the added capability of carrying a torpedo, rockets or bombs for anti-shipping strikes. Around this proposal, Specification N. 11/44 was written, and, in November 1944, a contract was confirmed for six prototypes (including two in land-based RAF configuration to Spec F.13/44). Redesignated W.34, and subsequently named the Wyvern TF Mk 1, the Westland aircraft was a low-wing monoplane of relatively conventional layout, but larger and heavier than any previous British single-seat Naval fighter. It had upward-folding outer wing panels with hinged tips, and a 3500hp Rolls-Royce Eagle 24-cylinder liquid-cooled H-type engine driving eight-blade contraprops. Provision was made in the design for the later introduction of a turboprop engine, such as the Rolls-Royce Clyde. Basic armament comprised four 20-mm Hispano Mk V cannon in the wings, with the possibility of carrying a 46cm Mk VIII torpedo under the fuselage three 464kg bombs or eight 27kg rocket projectiles.
Westland Wyvern TF1, pre production aircraft
Only 15 aircraft were built with the Rolls Royce Eagle (2700 hp) fitted.
Westland Wyvern TF1, pre production aircraft
In August 1946, an order for 20 pre-series Wyverns with Eagle engines was confirmed, but a planned batch of 10 for the RAF was dropped, together with the F.13/44 prototypes. Subsequently, the pre-production batch was halved.
The first of six prototypes flew on 16 December 1946. However, a turboprop version with the Armstrong Siddeley Python had meanwhile been given the go-ahead and the Wyvern TF Mk 1s were assigned to various development tasks, never becoming operational. All six prototypes were flown, as were six pre-series TF Mk 1s, but the final four of the latter, although built, remained unflown as all development effort switched to the TF Mk 2.
Following the RAF’s decision to pro¬ceed no further with this project the Royal Navy opted to concentrate all future development around the Arm¬strong Siddeley Python turboprop en¬gine.
The Naval Air Staff ordered three prototypes of the (W.35) Wyvern TF Mk 2, to Specification N.12/45. Two were to be powered by the Armstrong Siddeley Python and the third by a 4500hp Rolls-Royce Clyde. In the event, the former engine was to be preferred for production aircraft. In overall configuration and armament the Wyvern TF Mk 2 closely resembled the Mk 1, although there were differences in detail, and the first flight of the Clyde-engined prototype was made on 18 January 1949, followed by the first with a Python on 22 March 1949.
Flight testing soon showed the need for modifications, noticeably to the tail unit with the progressive introduction of a larger tailplane, more fin area, dihedral on the tailplane and, eventually, finlets. Prolonged testing and development also proved necessary to achieve a satisfactory engine/propeller/throttle response system for the special demands of carrier landings, involving the two Python prototypes and most of 20 pre-series TF Mk 2s ordered in 1948 (together with a single W.38 Wyvern T Mk 3 two-seat training version).
The first pre-series TF Mk 2, with a Python 2, flew on 16 February 1950, and, in June that year, became the first British turboprop aircraft to engage in carrier deck landings, aboard HMS Illustrious. Carrying a belly torpedo and 16 RPs it was a single seat strike/intruder fighter.
The final seven pre-series aircraft were completed as Wyvern S Mk 4s, this being the designation of the definitive variant with all the handling and engine modifications, and the primary mission changed to strike. The S Mk 4 was powered by a Python 3 rated at 3670hp plus 535kg residual thrust.
The principal production model was the Wyvern S.Mk 4, 94 being built in the early to mid-1950s, and these were augmented by a number of Wyvern TFMk 2 aircraft modified to Wyvern S.Mk 4 standard. Deliveries to the first FAA squadron (No 813) began during 1953. In addition, a solitary Wyvern T.Mk. 3 trainer was also completed although no production orders were forthcoming.
Westland Wyvern S.4
In September 1954, 813 embarked with their Wyverns on HMS Albion for carrier-based service in the Mediterranean. The Wyvern soon showed a worrying habit for flameout on catapult launch; the high G forces resulting in fuel starvation. A number of aircraft were lost off Albion’s bows and Lt. B. D. Macfarlane made history when he successfully ejected from under water after his aircraft had ditched on launch and been cut in two by the carrier. 813 did not return to Albion until March 1955 when the problems had been resolved.
830 Squadron was re-equipped with new aircraft before embarking in HMS Eagle on April 19, 1956. These aircraft were still designated Wyvern S.Mk4 and differed slightly in external appearance. The modifications which were visible from external inspection were: (i) A modified cockpit canopy. This was the same shape as the previous canopy but it was a completely clear hood and did not have the metal bracing strut just aft of the pilot’s head. (ii) The airbrake was re-designed and this can be seen from an underside view of the aircraft. (iii) The folding wingtip facility was modded out.
Three other squadrons subsequently flew the Wyvern S Mk 4, front-line service continuing until March 1958. Operational use of the Wyvern during the Suez campaign in 1956 marked the only occasion on which British turboprop-powered aircraft saw combat use.
830 Squadron aircraft were flown ashore to Stretton and to Lee-on-Solent on January 3, 1957, and the squadron was officially disbanded from HMS Eagle in Devonport dockyard on January 5 1957.
Wyvern TF Mk 1 Max take-off weight: 9924 kg / 21879 lb Empty weight: 7005 kg / 15443 lb Wingspan: 13.42 m / 44 ft 0 in Length: 11.96 m / 39 ft 3 in Height: 4.72 m / 16 ft 6 in Wing area: 32.98 sq.m / 354.99 sq ft Max. speed: 734 km/h / 456 mph Ceiling: 9785 m / 32100 ft Range: 1908 km / 1186 miles
Wyvern S.Mk 4 Engine: one 4,110-eshp (3065-ekW) Armstrong Siddeley Python ASP3 turboprop Maximum speed 616 km/h (383 mph) at sea level Service ceiling 8535 m (28,000 ft) Range 1455 km (904 miles) with auxiliary fuel Weight empty 7080 kg (15,608 lb) MTOW 11113 kg (24,500 lb) Wing span 13,41 m (44 ft 0 in) Length 12.88 m (42 ft 3 in) Height 4.80 (15 ft9 in) Wing area 32.98 sq.m (355 sq ft) Armament: four 20-mm cannon Bombload: 1361 kg (3,000 lb)
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
Petters Ltd, an engineering company founded 1910, undertook government aircraft construction in 1915 as Westland Aircraft Works at Westland Farm, Yeovil, Somerset. Produced Short 184, Short 166, Sopwith 1 1/2-Strutter, Airco D.H.4, and D.H.9 biplanes; adapted the last for Liberty engine as D.H.9A. Also built Vickers Vimy. First of its own designs were the single-seat N.1b scout and Wagtail and the two-seat Weasel, but the war’s end prevented production. First civil aircraft, the four-seat cabin Limousine, was followed by a naval D.H.9A development, the Walrus, and the 1923 Dreadnought, a very advanced but unsuccessful monoplane based on Woyevodsky’s flying-wing theory. The Woodpigeon and Widgeon I and II that followed were Westland’s only attempt to enter light-aircraft market. Apart from Westland IV / Wessex three-engined airliners of 1929-1931, the rest of the designs from Yeovil were military fighters or general-purpose aircraft. Wapiti, built from 1927, was basically a modernization of the D.H.9A and was followed in 1931 by an improved version, the Wallace. The Westland P.V.3 private prototype for the Wallace was used on the Houston Everest expedition of 1933. From the P.V.7 monoplane, the last general-purpose type, the army cooperation Lysander was developed, the best-known company design of Second World War. Company became Westland Aircraft Ltd. in July 1935. Westland fighters included the twin-engined Whirlwind, which saw limited squadron service in Second World War, followed by the high-altitude Welkin, which did not enter service. Following the war, four naval strike squadrons were equipped with the turboprop Wyvern, the last fixedwing aircraft built by the company. In the 1930s Westland had built two autogiros for Juan de la Cierva, and in 1946, with declining sales of fixedwing aircraft, decided to concentrate on rotary-wing designs. Negotiated with Sikorsky a license to build a modified version of the four-seat Sikorsky S-51. Re-engined and altered in detail, it was produced as the Dragonfly in 1948. Followed by the S-55 Whirlwind and in 1959 Westland’s first turbine-powered helicopter, the Gnome engined Whirlwind. In the reorganization of Britain’s aircraft industry Westland acquired the helicopter interest of Bristol Aircraft (1960), Fairey Aviation (1960), and Saunders- Roe (1959). From this came production contracts for the army Belvedere and Scout and Royal Navy Wasp, while the Sikorsky designs, enhanced increasingly by Westland improvements, resulted in the S-58 Wessex. Beginning in 1966 the company was known as Westland Helicopters Ltd.
Activities included production of the Sea King, developed from the Sikorsky S-61 to Royal Navy requirements; Commando army version of Sea King; and Gazelle and Lynx, which formed part of the Anglo-French helicopter cooperation program with Aerospatiale. Gazelle production started in 1971 and Lynx in 1975 (naval, military, and civil versions constructed). Following the construction of 40 Aerospatiale/Westland Pumas for the RAF, the company continued to produce Puma component for French assembly lines.
By 1995, Agusta and Westland had a joint venture in EH Industries, producing the EH.101.
Early 2001 Finnmeccana of Italy and GKN of the UK completed merging their Agusta and Westland helicpoter divisions as AgustaWestland.
Westland Helicopters Ltd became GKN Westland Ltd and operated three divisions as: GKN Westland Aerospace Ltd. with activities including manufacture of structures (airframe or nacelles) for Lynx and EH 101 helicopters, and many airliners including Airbus A330/A340, Boeing 737/747/767/MD-11/C-17, Saab 2000, Fairchild Dornier 328, Bombardier Dash 8 and Global Express, Lockheed Martin C-130J, and IPTN N250, plus helicopter and engine transmissions; GKN Westland Helicopters Ltd., manufacturing Boeing Apache Longbow as WAH-64 for British Army, EH 101 (company has 50% holding with Agusta of Italy), and operates GKN Westland Heliport; and GKN Westland Technologies Ltd. Lynx general-purpose army and naval twin-turboshaft helicopter first flown March 1971 as joint program with Aerospatiale of France, and continues in production (some 400 built). Sea King first flown May 1969 as medium multirole type, derived from Sikorsky S-61, and 326 delivered up to end of production in late 1990s (including Commando tactical assault derivative).
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
The Westinghouse J34, company designation Westinghouse 24C, was a turbojet engine developed by Westinghouse Aviation Gas Turbine Division in the late 1940s. First run on 11 January 1947, the 24C was essentially an enlarged version of the earlier Westinghouse J30, the J34 produced 3,000 pounds of thrust, twice as much as the J30.
It first flew in 1947. Built in an era of rapidly advancing gas turbine engine technology, the J34 was largely obsolete before it saw service, and often served as an interim engine. For instance, the Douglas X-3 “Stiletto” was equipped with two J34 engines when the intended Westinghouse J46 engine proved to be unsuitable.
J34-WE34
Developed during the transition from piston-engined aircraft to jets, the J34 was sometimes fitted to aircraft as a supplement to other powerplants, as with the Lockheed P-2 Neptune and Douglas Skyrocket (fitted with radial piston engines and a rocket engine, respectively).
Later models produced as much as 4,900 lbs with the addition of an afterburner. The afterburner was developed by Solar Aircraft, the first U.S. company to produce a practical afterburner.
The J46 engine was developed as a larger, more powerful version of Westinghouse’s J34 engine, about 50% larger.
In 1978, a German company, Westdeutsch Luftwerbung, moved its 180 foot long flying machine to the United States, where it was leased by a consortium tentatively known as Skysign. The sides of the blimp are lined with 10,000 colored lightbulbs controlled by onboard computers, creating two 104 foot long flying billboards. The blimp’s powered by two 180hp Rolls Royces, cruises at 30 mph and never stalls. Its 211,888 cubic foot, helium filled envelope could carry it to 8,500 feet, but it’s happiest within a few thousand feet of the ground where its sign is visible to all.
All Aero 