Lynx Mk 25 (UH-14A)

             The first six Dutch Lynxes were broadly equivalent to the RN HAS. Mk2, and were procured for use in the SAR role. They made their maiden flight between 23 August 1976 and 16 September 1977.

        When operating in SAR role, Dutch Lynxes are flow by two pilots, with a flight engineer, winch operator, a doctor and a diver, leaving room for five survivors or two stretchers. The UH-14A were also used for training, utility transport and use for support of Royal Netherlands Marine Corps BBE Anti-terrorism Unit.

        All Dutch Lynx pilots began as second pilot with Nº 7 Squadron, before progressing to Nº 860 Squadron where the aircrafts are flown “single-pilot”.

        Under the STAMOL programme all five surviving UH-14As were given ASW role equipment (including dipping sonar) and this programme saw them fully modernised to SH-14D standards from 1992.

Lynx Mk 27 (SH-14B)

        The Netherlands Navy Mk27 was based on the basic Lynx HAS. Mk2, although it was powered by 1,120 shp (836 kw) Gem 4 Mk 1010 engines (similar to the Gem 42-1 Mk204 powerplants of the HAS. Mk3), and had a higher 10,500 lb (4763 kg) AUW, like the French Mk2.

       The original 1,050 shp (783 kw) gem 4 was developed as a private venture by Rolls-Royce, becoming the 1,120 shp Gem 41 to meet a Dutch requirement for higher all up weights.

       Optimised for the ASW role, the 10 Mk27s were intended to operate from “Tromp”, “Kortenaar” and “Van Speijk” class frigates.

       The first made its maiden flight on 6 October 1978, and the last on 12 November 1979. The new version was fitted with Alcatel (now Thompson-CSF) DUAV-4A dipping sonar, and was armed with one or two Mk46 torpedoes. Carriage of the second torpedo was said to alve the aircrafts normal two-hour endurance.

       The DUAV-4 was inferior in some respects to the AN/ASQ-18 used by German Lynxes, with a 170 m (558 ft) wire rather than 300 m (984 ft). This had a higher breaking strain, however, leading to fewer losses in service.

       The opportunity to upgrade to Thompson Sintra HS12 (with a 300 m wire and 50% greater range).

       In 1988 was not taken, with more DUAV-4As being ordered instead.

       The SH-14Bs were flown by a single pilot when deployed operationally, making the Dutch the only Navy to conduct night dipping-sonar operations “single-pilot”.

        The nine surviving SH-14 were modernised to SH-14D standards from 1992, under the STAMOL programme.

Lynx Mk 81 (SH-14C)

        The third batch of Dutch Lynx were HAS. Mk3 based ASW aircraft, and were locally designated SH-14C. The Dutch aircraft were actually the first with Gem 41 engines and uprated transmission associated with Royal Navy HAS. Mk3, which they pre-dated. The first SH-14C made its first flight on 9 July 1980. The SH-14Cs initially lacked dipping sonar, but were instead fitted with Texas Instruments AN/ASQ-81(v)2 Magnetic Anomaly Detector (MAD).

        This was found to be less effective than sonar and was removed, and the SH-14Cs were relegated to training and utility duties, while the UH-14As were rebuilt. Powered by the 1,120shp (836kw) Gem 41-2 Mk 1010, the lynx Mk 81 had an AUW of 10,750 lb (4876 kg).

        Under the STAMOL programme the eight aircrafts were upgraded to SH-14D standards, having first been fitted with the same Alcatel DUAV-4A dipping sonar as was used by earlier SH-14Bs. At the same time, the SH-14C had their ASW computer linked to their automatic flight control systems, allowing automatic transitions to and from the hover during sonar-dipping operations.

 STAMOL Lynx (SH-14D)

        With delays to the NH90 programme becoming obvious by the late 1980s and with uneven utilisation of the existing Lynx sub-variants, the Netherlands launched a “Standardisation and Modernisation Lynx” (STAMOL) programme. Under this ambitious programme, 22 surviving Dutch Lynxes were upgraded to a common standard at NAS De Kooij (near Den Helder), under the new designation SH-14D, by a British International Helicopter team from Aberdeen. The programme began in October 1990, and two converted aircraft were flying by beginning of 1983. One SH-14B and one UH-14A had been lost on consecutive days during 1982. These aircraft were SH-14B 275 (lost on 1 April) and UH-14A 263 (lost 2 April).

       The central aim of the programme was to provide all Dutch Lynxes with the sonar capability of the SH-14B (with 16 aircraft actually being sonar-equipped at any one time). This was most difficult with the UH-14As, which had to have a hole cut into the belly to accommodate the sonar. These aircraft also had to their Gem 2 engines uprated to Gem 42 standards by Rolls-Royce, and while this was being done the aircrafts were dismantled to allow airframe strengthening, the addition of uprated undercarriage sponsons and larger floatation bags. They were replaced in the training and utility roles by the SH-14C, which were next to go though the STAMOL programme.

        Apart from the sonar an Gem 42 engines, the STAMOL programme saw the installation of the Chelton 931-2 V/UHF homer, a common radio altimeter (the Thomson CSF AHV-16), Collins VOR/DME and ILS coupled to an Electronic HSI, an automatic chart display and a new VUMCS (V/UHF Marifoon Communications System) with Rockwell Collins AN/ARC-182 U/VHF radio and remote controlled AN/ARC-159 UHF radio. The existing Seaspray radar was also modestly upgraded (with digital scan conversion).

        Budgetary cuts forced the scope of the upgrade to be cut back, and plans for a new central tactical display, 360º radar and full-scale ESM were abandoned. These itens would have brought the Dutch lynxes to virtually the same standard as the Royal Navy HMA. Mk8.

        The Dutch Navy subsequently ordered 106 advanced composite main rotor blades for all 22 of its standardised Lynx SH-14D.

        Another post-STAMOL improvement came with the procurement of 27 Model 200HP FLIR, the FLIR fitted to Dutch P-3 Orions. This was especially significant in the night SAR role, since Seaspray did not have sufficient performance to find a survivor in the water, and trials with NVGs were less wholly satisfactory in the role. Finally, the modernised aircraft were modified with the later four-bag flotation gear. During Operation Desert Shield and Desert Storm, Dutch Lynxes operating “in-theatre” were fitted with Dalmo-Victor AN/APR-39 RWRs as an interim measure. Ferranti´s AWARE-3 had already been ordered, for fitting from 1994, and 14 sets have now reportedly been delivered.

        One of the SH-14Ds was lost on 10 November 1998, the cause of the accident being attributed by some sources to fatigue.

        An airframe life extension programme is now underway, and these allow the aircraft to serve until they are replaced by the NH90 sometime after 2007.