Lynx HAS Mk 2

              The Lynx HAS. Mk 2 was the baseline Royal Navy Lynx, a dedicated ASW platform optimised for “small ships” operation.

  The Lynx would mainly rely on the ship to acquire its target.

  Had a fixed wheeled tricycle undercarriage, “deck-lock” harpoon, a two-bag flotation system and folding tailboom. The low profile main rotor gearbox and wide track gave the aircraft a low centre of gravity, which in turn resulted in good stability on a rolling deck.

  The basic Lynx´s rotor system was also well-suited to small ship operations, providing quick response to control inputs and high control power, both useful for precise positioning over a rolling flight deck and ensuring an accurate and firm touch down.

The new naval version also had hardpoint and pylons to allow the carriage of weapons, including two Mk 44 or Mk 46 torpedoes, or two Mk 11 depth charges (each with an 80 kg/176 lb warhead), or up four Sea Skua anti-ships missiles.

Its bulged nose housed radar in the form of a Seaspray Mk 1 monopulse I-band radar, though the prime purpose of the set was to provide illumination for the semi-active radar homing Sea Skua missile, and improve all-weather capability by giving helicopter crew a system wish would help them find the ship in foul weather. It was not really intended to find and track target autonomously.

Like the AH. Mk 1, he had the original two-pinion main gearbox, rated at 1.380 shp (1029 kw), and were powered by 900 shp (671 kw) Rolls-Royce Gem 2 Mk 100 engines.

The HAS. Mk 2 introduced simple manual folding for the main rotors and the tail rotor pylon, reducing overall length to 34 ft 10 in (10,62 m) small enough for the most confined ship’s hangar, and often small enough to allow two Lynxes to be carried.

The first operational deployment took place from 08 February 1978, aboard the “Leader” class frigate HMS “Phoebe”. Was subsequently deployed aboard “Tribal”, “Leader” and Type 21 frigates, and Type 42 destroyers.

In service, soon demonstrated an impressive degree of reliability, maintainability and rapid reaction from being fully secured in the hangar, a Lynx could be loaded, armed, moved onto deck, rotor spread and airborne within 12 ½ minutes, with an engine start button to airborne time of 90 seconds, even under operational condition. Under combat conditions the Lynx has achieved 95% mission ready rates for months on end, flying up to 12 hours per day, and requiring some 2.7 MMM/FH (maintenance man hours per flying hour).

Refuelling and rearming the Lynx with four Sea Skua is possible within four minutes, with rotors running.

Lynx HAS Mk 3

               The Lynx HAS. Mk3 was a modesty-improved derivative of the RN HAS. Mk2, with transmission, dynamic system and powerplant improvement, (but without the reverse direction tail rotor introduced to the RN with the Mk8). These improvements included the 1,120 shp (836 kw) Gem 42-1 Mk 204 engines and a three pinion MRGB, and conferred a 1000 lb (454 kg) increase in AUW (to 10,750 lb/4876 kg).

           The new variant’s improved performance and payload capabilities equipment, including Racal Decca MIR-2Orange Crop ESM (also retrofitted to HAS. Mk2).

           The aircraft was fitted with a new four-bag floatation system, and was fitted with new towed MAD (Magnetic Anomaly Detector), ESM and the Sea Skua ASM that had already been retrofitted to many HAS. Mk2.

           An initial batch of 20 new build HAS. Mk3s was produced. Second and third batches comprised three HAS. Mk3, (to replace Falkland losses) and seven more.

Lynx HAS Mk 3GM

               There were three standards of “Gulf Modification” among the 14 aircraft deployed during Operation Granby, of 18 or 19 originally “Granby Modified” and all re-designated as HAS. Mk3GM. All aircrafts are understood to have been fitted with MIR-2 ESM.

           LORAL Challenger IR jammers were fitted above the cockpit doors, but these were removed in theatre to save weight, because Naval lynxes were not felt to face a credible threat from shoulder-launched SAMs. Ericsson AN/ALQ-167 Yellow Veil dual D/J-band ASM radar jamming pods were fitted, carried on the outboard common carrier, and a GEC Sandpiper FLIR was also fitted below the port forward fuselage on the inboard port common carrier. The latter proved immature, but did demonstrate the usefulness of a “Passive Identification Device”, and influence the later HAS. Mk8 (later HMA. Mk8). The aircrafts were also fitted with Tracor M130 chaff/flare dispensers, Mode 4 IFF and GPS.

           Further lynxes were modified to HAS. Mk3GM standards during and after the war, some of witch deployed to the Gulf after the end of Operation Granby.

Lynx HAS Mk 3S

               The Lynx HAS. Mk3S was re-designated with the addition of an “S” for “Secur” suffix after the addition of Dual GEC-Marconi AD3400 UHF secure speech radios. It was reported that the third batch of new buid HAS. Mk3s was delivered standard.

           All surviving HAS. Mk2s were converted to new standard. 

 Lynx HAS Mk 3ICE

               When the Lynx replaced the Wasp in the “small ships” ASW role, it was inevitable that it would also replace the Wasp used aboard the Artic Survey/Ice Patrol ship HMS Endurance. The RN has thus equipped number of Lynxes for service in the Artic, usually two at a time. The most obvious modification is the application of hight visibility international orange patches on the nose and cabin door, though the aircraft also carry a range of specialised equipment. This includes a vertical (survey) camera pod, and a cabin-mounted periscope for sighting, while Sea Skua equipment is also removed to comply with the prohibition against armed aircrafts in Antarctica.

 Lynx HAS Mk 3S/ICE

               When equipped with AD3400 UHF Secure Speech radios, the Endurance Flight Lynx HAS. Mk3ICEs are designated as HAS. Mk3S/ICE.

           During a seven-month voyage by HMS Endurance into the heart of the Antarctic in early 1999, two Lynxes became the first helicopters to operate below 73º S, exploring the carol inlet, taking aerial photo and gathering scientific data.

 Lynx HAS Mk 3GMS

               When equipped with, or when given provision for the various Granby Modifications, secure speech capable HAS. Mk3Ss are officially know as HAS. Mk3S/GMs. The same designation is applied to HAS. Mk3GMs when these are retrofitted with the AD3400 radios which distinguish the HAS. Mk3s.

            The HAS. Mk3S/GM represents the normal operational configuration for overseas and operational deployments, though the HMA. Mk8 will soon take over that mantle.

 Lynx HAS Mk 3CTS

               The HAS. Mk3S has been described as marking the “First Phase” of the HMA. Mk8, if this is seen as a three-phase programme. Such a interpretation would make the HAS. Mk3CTS the second phase of the upgrade. The heart of the HAS. Mk3CTS lies in its new RAMS400 Central Tactical System. This is designated to process, integrate and display information from all of the helicopter’s sensor (including Orange Crop) on a colour tactical situation display, and replaces a basic plotting board and chinagraph pencil.

            It incorporates a data transfer device to allow mission data to be directly loaded into the system prior to launch. This helps reduce the very heavy cockpit workload encountered in the Lynx during combat. Sea Skua operation is simplified, since the system can display the bank angles, and bearing limits, necessary to maintain guidance to a missile flight.

            The prototype Mk3CTS (XZ236) first flew on 25 February 1989, and was followed by six further conversions for RN trials. In addition to the CTS, these aircraft had the four-bag flotation system associated with later export aircrafts.

            Royal Navy CTS trials were undertaken by the Lynx Operational Flying Trials Unit from April 1989, this subsequently re-forming as Nº 700L Squadron on 6 July 1990.

Lynx HMA Mk8

               The next RN Lynx variant was the HMA. Mk8, which represent a real modernisation of the Navy Lynx design, and which parallels the Army AH. Mk7 upgrade.

            Designated HAS. Mk8 until late 1995, the aircraft then became the HMA. Mk8. If the HAS. Mk3 modernised the Navy Lynx for the needs of the 1980.

            The HMA. Mk8 transformed the type into a state-of-the-art maritime helicopter for the new millennium.

            The new variant introduced 920shp (686kw) Gem 42 Series 200 engines and a higher (11,300lb/5125kg) maximum AUW and a improved rotor system, combining BERP advanced composite main rotor blades with the improved (reverse direction) tail rotor of the Army AH. Mk7. Westland Engineering Composites received a £25 million contract for 800 blades for surviving AAC and RN Lynxes in April 1991. All up weight was subsequently further increased to 11,750lb (5329kg), through the addition of a new bolted main rotor head, introduced to new build aircraft with the Brazilian Mk21A.

            The aircrafts gained a number of new systems which enhanced its surveillance and ASUW capabilities, and which gave a higher degree of autonomy.

            The Super Lynx was originally to have featured a new 360º Seaspray Mk3 radar in an undernose radome, and to have had an internal an internal CAE AN/ASQ-504(v) MAD in the tail, but the HMA. Mk8 as actually derived has relocated 180º Seaspray Mk1 radar in the chin position, and the internal MAD is not fitted. Both items were dropped by the MoD as part of a cost-saving exercise. This is perhaps a shame, since the 360º radar, in particular, would dramatically enhance the tactical flexibility of the aircraft, allowing the Sea Skua missile to be supported even while the aircraft turned away from the target. At present, the helicopter has to remain roughly pointing in the general direction of the target, and certainly cannot turn tail and “run away” in the opposite direction. The HMA. Mk8 will at least introduce digital radar processing for the old 180º Seaspray, this upgrade resulting in a change of designation to HMA. Mk8 DSP (Digital Signal Processing) or HMA. Mk8(DP).

           The RN HMA. Mk8s are now able to use the FN Herstal 0.50 in heavy machine gun pod HMP, regularly used by HAS. Mk3GM, thought it is unclear whether such a weapon has received a formal release to service. The Lynx HMA. Mk8 also has a new GEC Sensors Sea Owl, Passive Identification Device, in an articulated turret above nose, this having magnifications of x5 or x30 and being steerable from +20º to -30º in elevation, and through 120º on each side of the centreline in azimuth. This is fitted with its own wash/wipe system.

          The HMA. Mk8 also uses the same RAMS 4000 Central Tactical System as has been tested on the HAS. Mk3CTS.

          Navigational accuracy is heavily emphasised, with a RACAL RNS252 Super TANS navigation system and TNL8000 GPS.

          The aircraft also features an autochange IFF system.

          Some have described the HMA. Mk8 programme as a three-phase upgrade. The HAS. Mk3S, is widely seen as marking Phase I of the HMA. Mk8 conversion, with the HAS. Mk3CTS representing the second phase. The third phase consisted of the new PID and the rotor and dynamic system improvements.

         Three former HAS. Mk3CTS development aircrafts were used for HAS. Mk8 development. XZ236 was used for CTS development and integration, ZD266 served as an avionics development aircraft, and ZD267 flight-trialled the new undernose radome and nose-mounted PID.

         Westland received a contract for the conversion of the first seven (of a planned 44 conversions) in May 1992, was subsequently received a follow-on contract for four more, as well as a contract to bring the development aircraft ZD267 to full Mk8 standards.

Lynx HMA. 8DSP

        Digital Stores Processor (DSP) is a upgrade introduced to HMA Mk 8, the modification integrates GPS into navigation system and replaces analogue radar processor with digital unit. DSP significantly enhances radar display. New equipment has increased max take-off weight to 5,3330kg. In 2002 new Avionics Cooling System (ACS) introduced in small numbers for operations in hot climates.
 

Lynx HMA. 8DAS

        DSP Modified. AN/AAR 47 Missile Approach Warning System (MAWS), M147 Counter Measures Dispensing System (CMDS),  1 Payload Module each side (60 squibs), ALQ-144A (V) Infra Red Jammer (IRJ).

Lynx HMA. 8SRU

      DAS modified, in 2004 upgrades for the HMA Mk8 are SATURN upgrades for integration of dual-VHF/UHF radios, Successor Identification Friend or Foe (SIFF), Health and Usage Monitoring System (HUMS). SATURN will also resolve obsolescence issues with CTS, with new tactical situation display, Talon radios, KY100 secure radios.

Self-protection upgrades fielded under UOR in 2005 with integrated Defensive Aids Suite (DAS) for protection against MANPADS with Alliant Techsystems AN/AAR-47  Missile Approach Warning System (MAWS), some SRU/CMP have AN/AAR-47 BAE SYStems ALQ 144A (V) Infra-red Jamming System (IRJ) and Thales (Vinten) Vicon 78 Series  455 chaff/flare dispensers one or two each side (60 or 120 squibs).

Latest modifications for SRU/CMP include ballistic protection for the pilot and same avionics up-grades.

Lynx HMA. 8CMP

      Combined Mods Programme. (SRU aircraft modified with improved comms and defensive systems).  Alliant Techsystems AN/AAR-47  Missile Approach Warning System (MAWS).

All SRU aircraft have been modified to CMP standard and as such HMA.8 CMP aircraft have since been re-designated back to HMA.8 SRU.

The first CMP entered service in late 2008.

Update: 14September2010