Westland Lynx

Westland Helicopters

Industry	Aerospace, defense
Founded	1960s
Headquarters	Yeovil , United Kingdom
Products	Westland Lynx helicopter

Overview

The Westland Lynx is a versatile British twin-engine military helicopter developed and manufactured by Westland Helicopters at their Yeovil facility. Initially created for utility purposes in both civilian and naval sectors, the design quickly attracted military interest, resulting in specialized versions tailored for battlefield operations and naval missions. Entering service in 1977, the Lynx has been adopted by the armed forces of more than a dozen countries, fulfilling roles such as battlefield transport, anti-armour engagement, search and rescue, and anti-submarine warfare.

Renowned for its aerobatic capabilities, the Lynx is capable of executing maneuvers including loops and rolls. In 1986, a modified Lynx established the current official helicopter airspeed record recognized by the Fédération Aéronautique Internationale, reaching 400.87 km/h (249.09 mph). This record applies exclusively to conventional helicopters, excluding compound types, and remains unbroken as of January 2022.

Numerous variants of the Lynx have been developed for both land and maritime applications, along with significant derivatives. The Westland 30 emerged as a civilian utility helicopter during the 1980s but achieved limited commercial success with only a few units produced. More recently, the Lynx was modernized into a multi-role combat helicopter known as the AgustaWestland AW159 Wildcat, which is intended to succeed existing Lynx models in operational service.

Origins

The project initially identified as the Westland WG.13 began in the mid-1960s, aiming to replace both the Westland Scout and Wasp helicopters, while also serving as a more sophisticated successor to the UH-1 Iroquois. This design was intended to be powered by two Bristol Siddeley BS.360 turboshaft engines. Under the terms of the Anglo-French helicopter agreement signed in February 1967, production responsibilities were divided, with French firm Sud Aviation (later known as Aérospatiale) undertaking 30 percent of manufacturing work and Westland handling the remainder. France planned to acquire the Lynx for its Navy and a significantly modified armed reconnaissance variant for its Army, while the United Kingdom agreed to procure Aérospatiale Gazelle and Puma helicopters for its armed forces. However, in October 1969, the French Army withdrew its requirement for the Lynx, leading to an early termination of development on the armed version.

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Lynx XX153, which set the helicopter speed record in 1972, now displayed at the Museum of Army Flying

The Lynx prototype completed its first flight on 21 March 1971. The following year, a Lynx established new world speed records over 15 and 25 km distances by reaching 321.74 km/h (199.9 mph), soon followed by a 100 km closed-circuit record at 318.504 km/h (197.9 mph); both achievements were piloted by L. Roy Moxam OBE, who served as Westland’s Deputy Chief Test Pilot before becoming Chief Test Pilot. In 1986, a former company demonstrator Lynx registered as G-LYNX was specially enhanced with Gem 60 engines and equipped with British Experimental Rotor Programme (BERP) rotor blades. On 11 August 1986, piloted by Trevor Egginton, this aircraft set an absolute helicopter speed record over 15 and 25 km courses by attaining 400.87 kilometres per hour (216.45 kn; 249.09 mph); this official record remains held by the aircraft according to the FAI. At this velocity, its lift-to-drag ratio was measured at 2, with BERP blade tips achieving speeds close to Mach 0.97.

The British Army placed orders exceeding 100 units of the Lynx under the designation Lynx AH.1 (Army Helicopter Mark 1) for various missions including transport, armed escort, anti-tank operations (armed with eight TOW missiles), reconnaissance, and casualty evacuation. Deliveries of these production models commenced in 1977. An enhanced version known as the Lynx AH.5, featuring Gem 41-1 or Gem 42 engines alongside an upgraded transmission, was produced in limited numbers—only five units for evaluation purposes. This model led to the development of the Lynx AH.7, which incorporated a redesigned tail rotor derived from the Westland 30, a strengthened airframe structure, upgraded avionics systems, and improved defensive countermeasures.

The earliest naval version of the Lynx was designated Lynx HAS.2 within British service and referred to as Lynx Mk.2(FN) by French operators; it differed from the Lynx AH.1 by having a tricycle landing gear configuration combined with a deck restraint system, foldable main rotor blades, an emergency flotation device, and a radar mounted in the nose. The Royal Navy’s upgraded model, known as Lynx HAS.3, featured Gem 42-1 Mark 204 engines with a reinforced transmission system, an improved flotation mechanism, and an Orange Crop electronic support measures (ESM) suite among other enhancements introduced during its service life. Correspondingly, French upgrades resulted in what was called the Lynx Mk.4(FN).

Licensed Production, Super Lynx, and Battlefield Lynx

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A Royal Navy Lynx HMA.8 from the Lynx Operational Evaluation Unit

In September 1974, negotiations between the British and Egyptian governments commenced with the goal of creating a new helicopter manufacturing entity in Egypt. These discussions led to the formation of the Arab British Helicopter Company (ABHCO) during the 1970s, which included an initial agreement to produce the Lynx AH.1 under licence at a facility in Helwan, Egypt. Additionally, a distinct contract was signed with Rolls-Royce for licensed production of the Lynx's Gem engines at the same Helwan site. Nevertheless, this initiative was eventually discontinued due to financial constraints following the disintegration of the Arab Organization for Industrialization (AOI).

File:U.S. Sailors refuel a South Korean navy Mk99A Super Lynx helicopter on the flight deck of the guided missile destroyer USS Lassen (DDG 82) March 18, 2013, in the Sea of Japan during exercise Foal Eagle 2013 130318-N-BX824-400.jpg

South Korean Navy Mk.99A Super Lynx helicopter on USS Lassen (DDG 82) flight deck

Introduced in 1984, the Lynx-3 represented an upgraded model incorporating a lengthened fuselage, redesigned tail boom, Gem 60-3/1 powerplants, a wheeled tricycle landing gear system, BERP rotor blades, and enhanced fuel storage capacity. Both Army and Naval versions were proposed; but due to insufficient orders, the project was terminated in 1987. Only a single Army Lynx-3 prototype was completed.Template:Fix/category Westland later developed a variant based on the Lynx AH.7 fitted with the Lynx-3's wheeled undercarriage, which was marketed as the Battlefield Lynx during the late 1980s. This prototype had its maiden flight in November 1989, with deliveries commencing in 1991. Within British Army service, this model is designated as the Lynx AH.9.

During the early 1990s, Westland integrated elements from the Naval Lynx-3 design into a more conservative Super Lynx variant. This version incorporated BERP rotor blades, a tail rotor derived from Westland’s Westland 30 model, Gem 42 engines, a newly installed under-nose 360-degree radar system, and an optional electro-optical sensor turret mounted on the nose. Royal Navy Lynx HAS.3 helicopters upgraded to this standard were designated as Lynx HMA.8, while multiple international customers procured either new or upgraded Super Lynxes. From that decade onward, Westland introduced further variants including the Super Lynx 200, powered by LHTEC CTS800 engines, and the Super Lynx 300, which featured an updated cockpit and avionics suite inspired by the AgustaWestland EH101. Both versions have secured numerous export contracts. By 2002, it was reported in Flight International that over forty different Lynx variants were operational worldwide, with close to four hundred units produced for various clients.

Future Lynx/Lynx Wildcat

Main article: AgustaWestland AW159 Wildcat

Plans were made to replace the British Army and Royal Navy Lynx fleets with a unified advanced Lynx model derived from the Super Lynx 300. This new variant featured updates including a redesigned tail boom, landing gear, cockpit, avionics, and sensor suites. Originally designated as the Future Lynx and subsequently renamed Lynx Wildcat, this aircraft is now known as the AW159 Wildcat.

Although its design is rooted in the Lynx lineage, the Wildcat exhibits significant differences. Only about 5% of its parts—such as select main rotor gearbox components and elements of the fuel system—are compatible with earlier Lynx versions.

Design

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Cockpit of a German Navy Lynx

The Lynx serves as a versatile twin-engine helicopter designed for battlefield operations, with specialized variants tailored for both maritime and land-based combat roles. A key distinction between early and subsequent models lies in the landing gear configuration: initial Army versions were equipped with skids, whereas Naval and later versions utilize wheeled undercarriages to facilitate maneuvering aboard warships. Early Lynx helicopters were powered by twin Rolls-Royce Gem turboshaft engines and featured a four-blade rotor mounted on a rigid titanium monobloc rotor head—a design innovation first introduced by the MBB BO105 several years prior. The rotor blades incorporated a honeycomb sandwich structure fabricated from composite material. For compact storage aboard vessels, both rotor blades and tail sections can be folded. Although lag dampers are fitted, they are not necessary during flight due to the monobloc rotor head's rigidity. The main rotor also includes a system designed to absorb vibrations.

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Lynx performing near the apex of a loop

Renowned for its agility, the Lynx is capable of executing aerobatic maneuvers such as loops and rolls while achieving notable speeds. This maneuverability led to its selection for use by aerial display teams like the Blue Eagles and Black Cats. The adoption of BERP rotor blade technology significantly enhanced both rotor efficiency and maximum speed. In the 1990s, performance in hot-and-high conditions was notably improved with the Super Lynx 200 series through replacing Gem engines with the more advanced LHTEC T800 turboshaft engines featuring an integrated FADEC system; additionally, the Lynx maintains operational capability under moderate icing conditions. FADEC technology eliminated the need for manual throttle or speed controls, simplifying pilot workload. Later models incorporate automatic stabilization systems; some are equipped with features such as auto-hover.

The Lynx integrates various avionics and onboard systems tailored to diverse mission requirements. Several operators have fitted their aircraft with BAE Systems' Seaspray surveillance radars to enable surface search capabilities essential for maritime patrol, search and rescue, among other tasks. British Army variants include a Marconi Elliot automatic flight control system capable of three-axis stabilization. Avionics and weapons systems are customized per customer specifications for each production batch. Most sensors and avionics interface with an avionics management system (AMS), allowing either pilot to control them; optional nose-mounted FLIR sensors can directly cue weapon systems. Navigation and communication functions are also integrated into the AMS, presenting data on interchangeable cockpit display units. Compared to the AgustaWestland Apache, maintenance and servicing of the Lynx is considerably less complex.

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Aéronavale Lynx hovering above the deck of Latouche-Tréville

The cockpit accommodates two crew members seated side-by-side—a pilot and an observer—while British Army operations typically include a third crew member serving as a door gunner. The cabin, located aft of the cockpit and accessed via large sliding doors on each side, can transport up to ten fully equipped soldiers depending on seating arrangements. Alternatively, when configured as an airborne command post, the cabin houses radio equipment; it can also be adapted to carry extra fuel tanks for extended-range missions or ferry flights.Template:Fix/category The Lynx supports numerous mission profiles including anti-submarine warfare, anti-surface warfare, ship replenishment, search and rescue, reconnaissance, armed assault, casualty evacuation, and troop transport. According to AgustaWestland, mission role changes can be effected within approximately 40 minutes.

Standard combat outfitting comprises stabilized roof-mounted sensor arrays, onboard countermeasures systems, and door-mounted machine guns. In anti-tank configurations, it commonly carries BGM-71 TOW missiles; maritime anti-surface roles have seen deployment of missiles like the Sea Skua. Additional armaments have included rockets, 20 mm cannons, torpedoes, and depth charges. Export models are often equipped with weaponry tailored to client requirements—for example, Algeria’s fleet carries up to eight Mokopa air-to-surface missiles; evaluations of integrating the AGM-114 Hellfire missile have been conducted; air-to-air missile capability may also be introduced depending on operator demand. Weapon systems are managed inflight via an onboard stores management system. To mitigate threats such as infrared-guided missiles, various defensive aids including warning receivers and countermeasure dispensers can be optionally installed.

Numerous components of the Lynx trace their origins back to earlier Westland helicopters like the Scout and Wasp. Since entering service in the 1970s, extensive upgrades have been applied including reinforced airframes, updated avionics and engines, improved rotor blades, plus enhanced surveillance and communication equipment. Some variants incorporate subsystems sourced internationally; for instance during South Korea’s acquisition program, UK-manufactured airframes were outfitted with Korean-built ISTAR systems, electronic warfare suites, fire-control systems, flight control actuators, and landing gear assemblies. The Super Lynx 300 introduced a glass cockpit featuring fully integrated flight and mission displays along with multiple integrated display units including head-up displays and dual controls; AgustaWestland reports that this cockpit design reduces crew workload while enhancing operational effectiveness. On customer request, head-up displays can be substituted with helmet-mounted sight systems.

United Kingdom

The Lynx AH.1 was introduced to the British Army's Army Air Corps (AAC) in 1979, with the Lynx HAS.2 joining the Fleet Air Arm (FAA) in 1981. Throughout the 1980s, the FAA's Lynx fleet underwent an upgrade to the HAS.3 standard, followed by a further enhancement to the HMA.8 configuration during the 1990s. Most Army Lynxes were modernized to AH.7 and subsequently AH.9/AH.9A variants for utility roles; they also operated with 3 Commando Brigade Air Squadron (3 CBAS) of the Royal Marines and later with the FAA's Commando Helicopter Force (CHF), fulfilling reconnaissance and attack/utility missions in support of Royal Marine forces. During the Cold War, it was planned that Army Lynxes would operate alongside Westland Gazelle helicopters to counter Soviet armoured threats. The Lynx HAS.3 and HMA.8 models served as anti-submarine warfare and maritime strike platforms equipped with Sting Ray torpedoes, Sea Skua anti-ship missiles, and depth charges aboard Royal Navy vessels. Navy Lynxes played a vital role in maritime patrol operations, including non-combat activities such as counter-narcotics efforts.

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A Lynx HAS.3 assigned to HMS Cardiff in March 1982, conducting search and rescue training prior to the Falklands War

During the 1982 Falklands War, the Lynx HAS.2 ASW variant saw combat action. Together with Westland Sea King helicopters, Lynxes maintained continuous anti-submarine patrols to safeguard the British naval task force near the Falkland Islands. On 3 May, a Lynx executed the conflict’s inaugural combat launch of a Sea Skua missile against the Argentine patrol vessel ARA Alférez Sobral, causing significant damage—the first deployment of sea-skimming missiles in this war. Although no Lynxes were shot down during combat, three were lost when their host ships—HMS Coventry, HMS Ardent, and SS Atlantic Conveyor—were attacked by Argentine aircraft.

On 14 May 1989, a fatal accident involving Lynx HAS3GM XZ244, operating from HMS Brilliant, occurred near Mombasa, Kenya. The helicopter crashed en route to Mombasa airport for shore leave after a door detached during flight and struck the tail rotor, causing the aircraft to break apart and resulting in nine fatalities. This incident led to modifications restricting door opening during flight and design changes for enhanced safety. As of 2004, this remained the deadliest crash involving a Lynx.

The Royal Navy deployed Lynx helicopters as part of Britain's contribution during the 1991 Gulf War. In particular, during the Battle of Bubiyan—the largest naval engagement of that conflict—Lynxes armed with Sea Skua missiles played a pivotal role, accounting for most engagements with Iraqi naval vessels. By 2 February 1991, 25 Sea Skua missiles had been fired, with 18 confirmed hits that inflicted heavy damage on Iraq’s navy. Navy Lynxes were also regularly tasked with transporting troops to offshore oil platforms and occupied areas in Kuwait, as well as conducting aerial reconnaissance throughout the Gulf region.

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A British Army Lynx AH.7 deployed in Bosnia during Operation Resolute, 1996

The British Army deployed 24 TOW missile-equipped Lynxes alongside an equal number of Westland Gazelle helicopters during the Gulf conflict. Their primary mission was to detect and engage Iraqi tank formations while supporting coalition ground advances into Kuwait and southern Iraq during the "100 hours war" phase. On 26 February 1991, a Lynx from 654 Squadron AAC successfully destroyed two MTLB armoured personnel carriers and four T-55 tanks using TOW missiles; this marked the first recorded use of TOW missiles from British helicopters in combat.

On 19 March 1994, amid Northern Ireland's Troubles, an IRA improvised mortar struck Lynx AH.7 ZD275 of the AAC while it attempted to land at Crossmaglen Army base. The pilot managed a crash landing; although the aircraft was destroyed, all crew survived. This event has been described by author Toby Harnden as one of the IRA's most effective helicopter attacks.

On 22 December 1998 near Gornji Vakuf in Bosnia, a British Army helicopter crashed resulting in two fatalities and one critically injured crew member.

During NATO's intervention in the Kosovo conflict—later known as the Kosovo War—various British Lynxes were employed extensively for logistical support within the theatre, including humanitarian missions. In June 1999, these helicopters provided escort for British ground forces being airlifted into Kosovo aboard Chinooks during NATO's initial deployment phase. For several years thereafter, Army Lynxes and Gazelles conducted reconnaissance and transport tasks supporting NATO peacekeeping operations in Kosovo.

In September 2000, Army Lynxes played a crucial role in rescuing British soldiers during Operation Barras in Sierra Leone. In 2002, a Lynx attached to HMS Richmond crashed approximately 200 miles off Virginia’s coast.

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An Army Air Corps Westland Lynx landing on a desert road near Basra Airport in 2003

During the March 2003 invasion of Iraq, Lynxes formed a significant portion of Britain's rotary-wing aviation battle group deployed there. These aircraft were rapidly fitted with sand filters for engines, protective armour plating, heat dissipation systems, advanced secure communications equipment, and radar warning receivers. Subsequently, within the multi-national occupation force, flights comprising either AAC or CHF AH.7 variants operated out of Basra International Airport on rotational deployments under Joint Helicopter Command (Iraq) control. Their operational duties included infantry escort missions, reconnaissance flights, fire support provision, and serving as airborne communications nodes. Operating under high-temperature conditions presented challenges such as limited power margins preventing overshoot maneuvers on landing; these issues were later addressed by introducing the improved AH.9A variant.

On 6 May 2006 over Basra in southern Iraq, a CHF-operated Lynx AH.7 XZ6140 was downed by a man-portable surface-to-air missile—the first British helicopter lost to enemy fire during that conflict and only the second British aircraft after an RAF Lockheed C-130 Hercules had been shot down earlier. The incident resulted in five fatalities including Lieutenant Commander Darren Chapman of 847 Naval Air Squadron (the squadron commanding officer), Wing Commander Coxen who was due to assume command over British helicopter forces in Iraq (the highest ranking British officer killed), and Flight Lieutenant Sarah-Jayne Mulvihill—the first British servicewoman killed in action for over two decades. Following the crash, British troops encountered hostile Iraqi civilians who rioted and fired upon them; civilian casualties occurred amid ensuing clashes. This event prompted reassessment of helicopter vulnerability for transport operations within southern Iraq.

In 2006, deployment of Lynx AH.7s began in Helmand Province, Afghanistan; however due to performance constraints during hot summer months these variants were primarily used only during winter seasons. The subsequent introduction of the AH.9A model was widely regarded as offering significant performance enhancements under such conditions. On 26 April 2014 near Kandahar Airfield, an Army Air Corps Lynx AH.9A ZF540 crashed resulting in five fatalities including three crew members; this represented both the first fatal British military helicopter accident during that conflict and one of its deadliest single incidents involving UK personnel since 2001.

The Royal Navy officially retired its fleet of Lynx helicopters on 23 March 2017 following formal decommissioning ceremonies. A final flypast took place on 17 March featuring four Westland Lynx HMA8 helicopters from 815 Naval Air Squadron, based at RNAS Yeovilton in Somerset. The Army Air Corps followed suit by retiring its remaining Lynxes in 2018 coinciding with disbandment of 657 Squadron AAC.

Germany

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Westland Super Lynx Mk88a operated by the German Navy in 2017

The German Navy introduced its first Lynx helicopter, the Sea Lynx Mk88 variant, in 1981, producing a total of 19 units. In 1996, the service opted to acquire an additional seven Super Lynx Mk88As. Two years later, in 1998, a decision was made to modernize the existing Mk88 fleet—then comprising 17 helicopters—to the enhanced Mk88A configuration. For anti-surface warfare, Germany supplemented its Lynx helicopters with several Westland Sea Kings that were upgraded during the 1990s to carry Sea Skua missiles. By 2009, plans were underway for a limited modernization program of the Super Lynx fleet, which reportedly included replacing their current anti-ship missile system. In 2013, the German Ministry of Defence contracted Selex ES to equip the Super Lynx with advanced electro-optical and infrared sensor systems.

Starting in 2012, German Lynx helicopters have been regularly deployed off Somalia’s coast as part of the multinational Operation Atalanta, aimed at deterring and countering piracy. In September 2014, 15 out of the navy’s total 22 Sea Lynx Mk88A helicopters were temporarily grounded after cracks were detected in some airframes. The German Defense Ministry projected that the entire Sea Lynx fleet would be fully operational again by early 2015. Looking ahead, the German Navy plans to phase out the Super Lynx in favor of replacing them with the NH90 Sea Tiger.

South Korea

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ROK Navy Lynx

The Republic of Korea Navy (ROKN) began receiving its initial set of 12 Mk.99 Lynx helicopters in 1990, followed by a second delivery of 13 Mk.99A Super Lynx models starting in 1999. The original batch was subsequently modernized to match the specifications of the newer Super Lynx helicopters, incorporating upgrades such as an advanced radar system, FLIR, and ESM capabilities. In 2013, the Defense Acquisition Program Administration of South Korea selected the AW159 Wildcat to replace these helicopters, with plans to acquire eight units between 2015 and 2016 for roles including anti-submarine warfare, search and rescue, and maritime surveillance.

In May 2009, a Lynx helicopter from the ROKN played a crucial role in safeguarding a North Korean cargo vessel from pirate threats near the Somali coast. However, in 2010, the entire Lynx fleet was temporarily grounded due to urgent inspections after two separate crashes occurred within the same week. Investigations revealed that maintenance fraud had compromised the fleet’s safety—this involved forged paperwork and counterfeit replacement parts. By 2011, legal actions led to the imprisonment of 12 employees from two private South Korean firms, indictments against two naval officers, and pending remand for several others.

Looking ahead, in 2024 South Korea authorized a budget nearing 2.9 trillion won (₩) aimed at replacing the Lynx helicopters by the 2030s.

France

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A French Navy Lynx flying at low altitude, 2000

The French Naval Aviation branch of the French Navy introduced the Lynx Mk.2(FN) into service in 1979, acquiring a total of 26 units, followed by an additional 14 enhanced Mk.4(FN) models. Compared to the Royal Navy’s version, the French Lynx demonstrated superior capability for autonomous anti-submarine missions, with individual aircraft able to simultaneously manage both detection and armament deployment functions. In February 2011, a Lynx helicopter from France successfully completed its inaugural landing on the deck of a FREMM multipurpose frigate during qualification trials. Beyond its own fleet, French naval vessels have also operated British Lynx helicopters, notably during an extended counter-piracy mission aboard the La Fayette-class frigate Surcouf in 2012. The French Navy declared intentions to phase out the Lynx by 2020, with its final operational deployment taking place aboard the frigate Latouche-Tréville in July of that year. The type was officially withdrawn from service on 4 September 2020.

The Netherlands

The Royal Netherlands Navy's Naval Aviation Service operated a fleet of 24 Lynx helicopters over a span of 36 years, beginning in 1976 and retiring them in 2012 after extensive deployment. These aircraft were employed across a variety of roles including search and rescue, anti-submarine warfare, anti-surface warfare, and support for special operations forces, frequently operating from the flight decks of numerous RNN ships throughout this period. In 1993, the entire fleet was standardized to the Lynx SH-14D configuration. A design flaw discovered in the rotor-head assembly caused the loss of a Dutch Lynx in 1999; this issue prompted a global temporary grounding of affected Lynx helicopters until they were fitted with upgraded titanium rotor-heads. On 28 February 2011, Libyan forces captured one Dutch Lynx and three navy personnel during an evacuation operation within Libya. The final operational flight of a Dutch Lynx occurred on 19 September 2012, after which the NH90 helicopter replaced it in service.

Portugal

The Portuguese Naval Aviation, a branch of the Portuguese Navy, operates solely the Super Lynx Mk.95 model. In 1990, Portugal finalized a deal to acquire five Super Lynx helicopters, including two refurbished units previously operated by the Royal Navy. A single Vasco da Gama-class frigate can accommodate up to two Lynx helicopters on its flight deck. These aircraft regularly accompany such vessels, supporting missions that often extend to long-range deployments, including anti-piracy efforts near the Horn of Africa.

Brazil

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Super Lynx Mk.21A of the Brazilian Navy on static display, 2005

In 1978, the Brazilian Navy became the first international user of the Lynx helicopter by receiving the initial unit from an initial batch of five. The fleet expanded significantly during the 1990s with an additional nine helicopters added. Throughout multinational training exercises and United Nations missions abroad, the Lynx has been characterized as the "eyes and ears of the fleet." In 2009, Brazil deployed multiple Lynx helicopters in search operations for the missing Air France Flight 447. By 2014, Brazil initiated a mid-life modernization program for its Lynx fleet, which includes upgrading to LHTEC CTS800-4N engines, installing advanced avionics, satellite navigation equipment, countermeasure systems, and cockpits compatible with night vision technology.

Norway

In 1981, the Royal Norwegian Air Force (RNoAF) acquired six Lynx Mk 86 helicopters. The 337 Squadron was reactivated at Bardufoss and became operational with the Lynx in 1983. The RNoAF utilizes these helicopters in conjunction with the Norwegian Coast Guard's Nordkapp-class offshore patrol vessels. By 2010, one Lynx had reached the end of its service life and was retired; another experienced a non-fatal accident in 1988 and was subsequently fully rebuilt by Westland. Initially, the Lynx was scheduled to be gradually replaced by the NH90 starting in 2005; however, delays in NH90 deliveries prompted Norway to explore extending the operational lifespan of some Lynx units. Ultimately, the Lynx was phased out in December 2014.

Denmark

Between 1980 and 1981, the Royal Danish Navy (RDN) received eight Lynx Mk 80 helicopters, followed by two additional Mk 90 models delivered in 1987 and 1988 to replace losses. The Danish Naval Air Squadron operates these aircraft, which are typically deployed aboard naval inspection vessels to conduct patrols around Greenland, the Faroe Islands, and Denmark's mainland. Starting in 2000, the entire Lynx fleet underwent an upgrade to Mk 90B standard. On 7 November 2006, a Danish Lynx achieved a milestone by completing the first helicopter landing on a Visby-class corvette of the Swedish Navy. In January 2011, responsibility for the Lynx fleet transitioned from the Danish Navy to the Royal Danish Air Force.

Land-based variants

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The prototype Lynx, which first took to the skies on 21 March 1971 and was subsequently utilized as a demonstrator. This example is shown fitted with a P&W PT-6B engine instead of the original Rolls-Royce Gem

Westland WG.13

This was the prototype model, achieving its maiden flight on 21 March 1971. A total of thirteen prototypes were produced.

Lynx AH.1

The initial production variant designed for the British Army Air Corps, equipped with 671 kW (900 hp) Gem 2 engines. The first production unit flew on 11 February 1977, with deliveries continuing through to February 1984, totaling 113 aircraft. This model served multiple roles such as tactical transport, armed escort, anti-tank operations (with 60 units outfitted with eight TOW missiles designated Lynx AH.1 (TOW) from 1981), reconnaissance, and medical evacuation missions.

Lynx AH.1GT

A transitional modification of the AH.1 to partially meet AH.7 specifications for the Army Air Corps, featuring enhanced engines and an updated tail rotor.

Lynx HT.1

Intended as a trainer for the Royal Air Force to succeed the Westland Whirlwind, this version was ultimately cancelled.

Lynx AH.5

An improved variant for the Army Air Corps powered by 835 kW (1,120 shp) Gem 41-1 engines and featuring an upgraded gearbox. Three units were constructed as AH.5 (Interim) prototypes for Ministry of Defence trials. Although eight were ordered as AH.5s for the Army Air Corps, only two were completed in this form while the remaining six were finished as AH.7s. Subsequently, four were upgraded to AH.7 standard and one retained for experimental purposes as an AH.5X.

Lynx AH.6

A proposed adaptation for the Royal Marines incorporating features such as landing gear, folding tail boom, and deck lock systems from the Naval Lynx design but this version was never constructed.

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Two British Army AH.9As in service during 2015

Lynx AH.7

An advanced upgrade for the Army Air Corps combining Gem 41-1 engines and an enhanced gearbox from the AH.5 with a larger composite material tail rotor that was later replaced by BERP-type rotor blades. Twelve new aircraft were built alongside conversion of 107 Lynx AH.1s. A limited number also supported the Fleet Air Arm in Royal Marines operations. This model could be equipped for anti-armor missions by fitting two pylons each capable of carrying four TOW anti-tank guided missiles and was also capable of transporting armed personnel using a cabin door-mounted L7 General Purpose Machine Gun (GPMG), facilitating fast-rope or abseiling insertions or standard landings, as well as cargo transport tasks. It has since been superseded in attack duties by the AgustaWestland Apache attack helicopter.

Lynx AH.7(DAS)

AH.7 variant fitted with a Defensive Aids Subsystem.

Lynx AH.9 ("Battlefield Lynx")

A utility-focused model based on the AH.7 but featuring wheeled landing gear and further gearbox enhancements for the Army Air Corps; sixteen were newly constructed and eight converted from existing AH.7s.

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British Army AH.9A firing a .50-inch heavy machine gun during an exercise at BATUS, Canada

Lynx AH.9A

An upgraded AH.9 fitted with more powerful LHTEC CTS800-4N engines delivering 1,015 kW (1,362 shp), enabling replacement of the AH.7’s door-mounted GPMG with a .50-inch (12.7 mm) heavy machine gun (HMG) and improved performance in hotter climates. All twenty-two AH.9 units underwent this upgrade. A limited quantity also supported Royal Marines operations within the Fleet Air Arm.

Naval variants

Lynx HAS.2 / Mk.2(FN)

The initial production model for the Royal Navy, designated HAS.2, and for the French Navy as Mk.2(FN), featured Gem 2 engines along with a wheeled landing gear, folding main and tail rotors, and a deck locking mechanism. The HAS.2 was equipped with the British Sea Spray radar system, whereas the Mk.2(FN) utilized French radar and dipping sonar technology. In its anti-submarine capacity, it could be armed with either two torpedoes or depth charges. For engaging surface targets, the Royal Navy version carried four Sea Skua missiles, while the French variant was fitted with four AS.12 missiles. A total of 60 units were produced for the Royal Navy and 26 for the French Navy.

Lynx HAS.2.5

This variant served as a transitional model to the HAS.3, powered by upgraded Gem 42 series engines but retaining the original HAS.2 gearbox. It was exclusively operated by 702 NAS during 1985–86 before all units were converted to full HAS.3 configuration.

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Lynx HAS.3 of the Black Cats (Royal Navy) display team

Lynx HAS.3

An enhanced iteration of the HAS.2, the HAS.3 incorporated Gem 42-1 engines and an improved gearbox. Thirty new-build aircraft were delivered starting in March 1982, and all remaining HAS.2 helicopters—totaling 53—were upgraded to meet HAS.3 standards.

Lynx HAS.3GM

This modification of the HAS.3 was tailored for Royal Navy deployment in the Persian Gulf, featuring advanced electronic warfare systems, updated IFF, and provision for a Forward looking infrared (FLIR) sensor beneath the fuselage. It was initially deployed during the 1990–91 Gulf War. When fitted with secure communication radios, it was designated as HAS.3S/GM (where GM stands for Gulf Modification).

Lynx HAS.3S

A further refinement of the HAS.3 model for Royal Navy use, this version incorporated secure radio communication systems.

Lynx HAS.3SGM

An upgraded form of the HAS.3GM featuring integrated Secure V/UHF communications, Mode 4 IFF capability, Loral Challenger ALQ 157 Infrared Countermeasures turrets mounted high on the fuselage sides behind pilot and observer doors, M130 chaff and flare dispensers, and accommodation for Sandpiper Forward looking infrared (FLIR) equipment installed under the port-side inboard weapon station. The first helicopter converted to this standard was XZ733, which saw deployment aboard Type 22 frigate HMS Brave in January 1991 during Operation Granby (Gulf War).

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Royal Navy Lynx HAS.3(ICE(S)) supporting an Antarctic research base

Lynx HAS.3ICE

A variant adapted from the HAS.3 for operations in Antarctic conditions aboard ice patrol vessels such as HMS Endurance. When equipped with secure radios, this model was labeled HAS.3SICE.

Lynx HAS.3CTS

This is an avionics upgrade of the HAS.3 incorporating systems proposed for HMA.8 models; seven helicopters were converted as experimental platforms.

Lynx Mk.4(FN)

A modernized version designed for the Aéronavale, powered by Gem 42-1 engines with fourteen units produced.

Lynx HMA.8

A maritime attack helicopter evolved from the Super Lynx 100 platform, featuring Gem 42-200 engines, BERP-type main rotor blades, and an enlarged tail rotor derived from the AH.7 model. Equipped with a FLIR turret above the nose and radar relocated to a radome beneath it.

Lynx HMA.8(DSP)

Denotes incorporation of a digital signal processor system.

Lynx HMA.8(DAS)

DSP-configured aircraft enhanced with a "Defensive Aids Subsystem".

Lynx HMA.8(SRU)

DAS-equipped helicopters further upgraded with SATURN ("Second-generation Anti-jam Tactical UHF Radio for NATO") radio technology and incorporating SIFF ("Successor to IFF").

Lynx HMA.8(CMP)

The Combined Mods Programme involved SRU aircraft being modified to include advanced communications and defensive systems.

Following upgrades of all HMA.8 airframes to CMP standards, these aircraft were redesignated back to HMA.8(SRU). Currently, the Lynx HAS.8 fleet is undergoing additional enhancements led by the Lynx Operational Support Team aimed at boosting self-defense capabilities, mission performance, and survivability without affecting their SRU classification status.

Export Variants

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Super Lynx operated by the Brazilian Navy

Lynx Mk.21

This export model of the HAS.2 was designed for the Brazilian Navy, where it is designated SAH-11. A total of nine units were supplied.

Super Lynx Mk.21A

An enhanced Super Lynx variant (derived from HAS.8) tailored for the Brazilian Navy, featuring Gem 42 engines and a 360° rotating Seaspray 3000 radar mounted beneath the nose. Nine newly manufactured helicopters were delivered, alongside upgrades to five existing Mk.21s. In Brazilian service, this model is known as AH-11A.

Super Lynx Mk.21B

An advanced upgrade of the Mk.21A for the Brazilian Navy, equipped with CTS800 engines and modernized avionics systems. The Brazilian designation for this version is AH-11B. Eight helicopters are scheduled for this enhancement.

Lynx Mk.22

A proposed but never constructed export version intended for the Egyptian Navy.

Lynx Mk.23

Export adaptation of the HAS.2 for the Argentine Navy, with two units produced. These were grounded following a British embargo on spare parts after the Falklands conflict. The sole surviving helicopter was later transferred to Denmark. Both Lynx 23s participated in Argentina’s March 1982 invasion and occupation of the Falkland Islands as part of Task Force 40; one was lost in an accident aboard Santisma Trinidad on 2 May 1982.

Lynx Mk.24

A planned but unbuilt export utility variant intended for the Iraqi army.

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A Lynx Mk.25 in service with the Royal Netherlands Navy

Lynx Mk.25

Exported HAS.2 model supplied to the Royal Netherlands Navy, designated UH-14A domestically. Primarily utilized for utility and search and rescue operations, six units were produced.

Lynx Mk.26

A conceptual armed export variant proposed for the Iraqi army but never built.

Lynx Mk.27

Export model developed for the Royal Netherlands Navy featuring 836 kW (1,120 hp) Gem 4 engines and outfitted for anti-submarine warfare with dipping sonar equipment. Known as SH-14B in Dutch service, ten were manufactured.

Lynx Mk.28

Export version of the AH.1 designed for use by the Qatar Police force, with three units produced.

Lynx Mk.64

Exported Super Lynx variant operated by the South African Air Force.

File:Danish navy Lynx (cropped).jpg

Lynx Mk.80 of the Royal Danish Navy

Lynx Mk.80

Export configuration based on HAS.3 with a folding tail, supplied to the Royal Danish Navy. Eight helicopters were built.

Lynx Mk.81

Upgraded anti-submarine warfare variant for the Royal Netherlands Navy powered by Gem 41 engines, lacking sonar but equipped with a towed magnetic anomaly detector (MAD). Referred to as SH-14C in Dutch service and mainly employed for training and utility roles, eight units were constructed.

SH-14D

A modernization program under STAMOL by the Royal Netherlands Navy that upgraded UH-14A/SH-14B/SH-14C Lynx helicopters to a common standard featuring Gem 42 engines, optional dipping sonar, and FLIR systems. A total of 22 aircraft underwent this upgrade.

Lynx Mk.82

A planned but unconstructed export model intended for use by the Egyptian army.

Lynx Mk.83

An unbuilt export variant proposed for deployment with the Saudi Arabian army.

Lynx Mk.84

Unrealized export configuration planned for the Qatar army.

Lynx Mk.85

Proposed but not built export version aimed at the United Arab Emirates army.

Lynx Mk.86

Search and rescue export variant of HAS.2 designed for the Royal Norwegian Air Force.

Lynx Mk.87

Export version embargoed from delivery to Argentina; two completed units were later sold to Denmark as Mk.90 models.

Lynx Mk.88

Export model delivered to the German Navy featuring Gem 42 engines and dipping sonar equipment, with nineteen helicopters built.

Super Lynx Mk.88A

Upgraded export version serving with the German Navy, incorporating Gem 42 powerplants, an under-nose radome housing a 360° rotating radar, and FLIR mounted above the nose section. Seven new aircraft were built alongside conversion of seventeen existing Mk.88s.

Lynx Mk.89

Exported HAS.3 variant provided to the Nigerian navy, with three units produced.

Lynx Mk.90

Danish-modified export variant derived from embargoed Argentine Mk.87 helicopters, designated Lynx Mk.90A after upgrades. Both models were further modernized to Super Lynx standard as Mk.90B versions.

Lynx Mk.95

A former Super Lynx model operated by the Portuguese Navy, equipped with Bendix radar housed in an undernose radome and dipping sonar but lacking FLIR capability. Three new builds plus two conversions from ex-Royal Navy HAS.3s were included in service numbers. The updated Lynx Mk.95A entered service post-2020 featuring CTS800 engines, a glass cockpit, tactical processor, modern avionics suite, and an electrically powered rescue hoist.

File:Royal Malaysian Navy Super Lynx helicopter (cropped).jpg

Super Lynx operated by the Royal Malaysian Navy

Super Lynx Mk.99

A Super Lynx variant tailored for anti-submarine and anti-surface warfare missions within the South Korean Navy, equipped with Seaspray 3 radar in an undernose radome, dipping sonar, and FLIR systems. Twelve units were manufactured initially, followed by thirteen additional aircraft built as upgraded Super Lynx Mk.99A versions featuring improved rotor designs.

Super Lynx Mk.100

A Super Lynx model powered by 990 kW (1,327 hp) CTS-800-4N engines serving with the Royal Malaysian Navy, comprising six units.

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Omani Super Lynx 120 alongside US Navy Seahawk

Super Lynx Mk.110

The Super Lynx 300 variant ordered by Thailand’s navy, consisting of four helicopters locally designated as H.TPh.1 (ฮ.ตผ.๑).

Super Lynx Mk.120

Exported version delivered to the Royal Air Force of Oman, totaling sixteen aircraft built.

Super Lynx Mk.130

A four-unit order placed by the Algerian Navy for this export configuration.

Super Lynx 300

The advanced Super Lynx model featuring CTS-800-4N powerplants providing enhanced performance capabilities.

Projects

Lynx HT.3

Conceptual training model intended for the Royal Air Force, which was never constructed.

Lynx 3

Upgraded version of the Lynx featuring a Westland 30 tail boom and rotor, equipped with Gem 60 engines, a new wheeled tricycle landing gear, and an integrated MIL-STD-1553 databus. A single prototype (serial/registration ZE477 / G-17-24) was produced in 1984.

Battlefield Lynx

Export-oriented variant based on the Lynx AH.9 design, proposed but not further developed.

Battlefield Lynx 800

Export model derived from the Lynx AH.9, powered by LHTEC T800 engines. The initiative was halted in 1992 after one demonstrator helicopter underwent flight testing.

Lynx ACH

Advanced Compound Helicopter (ACH) technology demonstrator project partially funded by the Ministry of Defence and announced in May 1998. This model was designed to utilize RTM322 engines with variable area exhaust nozzles and a gearbox adapted from the Westland 30-200. It featured wings mounted on the cabin roof and BERP rotor blades, with an anticipated speed increase of roughly 50% compared to a standard Lynx.

Westland 606

Civilian variant proposal.

Westland 606-10 planned civil version powered by Pratt & Whitney PT6-34B engines.

Westland 606-20 proposed civil variant equipped with Gem engines.

Notes: AH = Army Helicopter, HAS = Helicopter Anti-Submarine, HMA = Helicopter Maritime Attack, IFF = Identification Friend or Foe, (GM) = Gulf Modification, (S) = Secure speech radio, SIFF = Successor to IFF.

Derivatives

Westland 30

A medium-sized helicopter derived from the Lynx platform, incorporating some of its dynamic components but featuring a newly designed larger fuselage accommodating up to 22 passengers.

AgustaWestland AW159 Wildcat

An evolution of the Super Lynx equipped with two LHTEC CTS800 engines; formerly referred to as the Future Lynx.

Operators

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German Lynx departing USS Whidbey Island

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• Algerian Navy

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• Brazilian Navy

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• German Navy

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• Royal Malaysian Navy

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• Royal Air Force of Oman

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• Portuguese Navy

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• South African Air Force

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South African Navy Lynx helicopter

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• Republic of Korea Navy

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• Royal Thai Navy

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Lynx operated by the Royal Thai Navy

Previous users

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• Argentine Navy

 Denmark

• Royal Danish Navy/Royal Danish Air Force

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• French Navy

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• Royal Netherlands Navy

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• Nigerian Navy

 Norway

• Royal Norwegian Air Force

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• Pakistan Navy

 Qatar

• Qatar Police

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• Royal Navy
• British Army

Aircraft exhibited

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Decommissioned Westland Lynx displayed at Duxford Imperial War Museum, 2015

• The former Westland demonstrator G-LYNX is conserved at The Helicopter Museum, located in Weston-super-Mare
• The prototype Lynx-3, designated ZE477, is also preserved at The Helicopter Museum in Weston-super-Mare
• The aircraft XZ720 is maintained at the Fleet Air Arm Museum, situated in Yeovilton
• The Lynx AH.7 XZ194 is displayed at the Imperial War Museum Duxford
• The Lynx AH.7 with the registration XZ185 is showcased at the Pima Air & Space Museum, Arizona
• The Lynx HAS.3ICE marked as XZ246 can be found at the South Yorkshire Aircraft Museum, Doncaster
• At Driver Wood Activity Centre in Copthorne, West Sussex, the Lynx AH.7 airframe 239-UA serves as a game zone feature
• Displayed at London's National Army Museum in Chelsea is the Lynx AH.9A identified as ZG921
• The Farnborough Air Sciences Trust in Hampshire exhibits the Lynx AH.7 ZD280
• A Westland Lynx (Lynx Mk.86) formerly operated by the Royal Norwegian Air Force is on exhibit at the Norwegian Aviation Museum in Bodø, Norway
• Another Westland Lynx (Lynx Mk.86) previously flown by the Royal Norwegian Air Force is preserved at the Norwegian Armed Forces Aircraft Collection, located in Gardermoen near Oslo, Norway

Specifications (Super Lynx Series 100)

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File:Lynxarmy.jpg

Illustration of a Lynx in Army Air Corps colors

See also

Bibliography

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• Donald, David and Christopher Chant. Air War in the Gulf 1991. Osprey Publishing, 2001. ISBN 1-84176-295-4.
• Eden, Paul, editor. "Westland Lynx". Encyclopedia of Modern Military Aircraft. Amber Books, 2004. ISBN 1-904687-84-9.
• English, Richard and A. R. Oppenheimer. IRA, the Bombs and the Bullets: a History of Deadly Ingenuity. Irish Academic Press, 2009. ISBN 978-0-7165-2895-1.
• Ethell, Jeffrey and Alfred Price. Air War South Atlantic. London: Sidgwick and Jackson, 1983. ISBN 0-283-99035-X.
• Finlan, Alastair. The Gulf War 1991. Osprey Publishing, 2003. ISBN 1-84176-574-0.
• Gibbings, David. Putting the Record Straight. Picton Publishing, 1988. ISBN 978-0-948251-38-2.
• Gibbings, David. "The Evolution of the British Rotorcraft Industry." The Journal of Aeronautical History, September 2009, No. 2012/07, pp. 112–146.
• Gray, Peter. "New Life For Lynx." Flight International, 16–22 July 2002, pp. 84–90.
• Harnden, Toby. Bandit Country: The IRA and South Armagh. Hodder & Stoughton, 2000. ISBN 0-340-71736-X.
• James, Derek N. Westland Aircraft since 1915. London: Putnam, 1991. ISBN 0-85177-847-X.
• Jackson, Paul. Jane's All The World's Aircraft 2003–2004. Coulsdon, UK, 2003. ISBN 0-7106-2537-5.
• Lake, Jon. "Westland Sea King: Variant Briefing." World Airpower Journal, Volume 25, Summer 1996, pp. 110–135. London: Aerospace Publishing. ISBN 978-1-87402-380-7; ISSN 0959-7050.
• Lake, Jon. "Westland Lynx Variant Briefing: Part 1." World Air Power Journal, Volume 39, Winter 1999, pp.126–141. London: Aerospace Publishing. ISBN 1-86184-039-X; ISSN 0959-7050.
• Lake, Jon. "Westland Lynx Variant Briefing: Part 2." World Air Power Journal, Volume 40, Spring 2000, pp.112–121. London: Aerospace Publishing. ISBN 978-1-86184-043-1; ISSN 0959-7050.
• Matos, Jose. "Unleash the Lynx." Air International, Volume 99, No.6, December 2020, pp.82–87. ISSN 0306-5634.
• Penny, Stewart. "Fitter Feline." Flight International,16–22 July 2002, pp.92–95.
• Prouty, Ray. Helicopter Aerodynamics Volume II. Eagle Eye Solutions,2009.ISBN0-55709-044-X.
• Ra'anan, Uri., Robert L Pfaltzgraff Jr., and Geoffrey Kemp.Arms Transfers to the Third World: The Military Buildup in Less Industrial Countries. Westview Press,1978.ISBN0-8915-8083-2.
• Riply, Tim.British Army Aviation in Action. Casemate Publishers,2011.ISBN1-84884-670-3.
• Ṣāyigh,Yazīd.Arab Military Industry: Capability, Performance,and Impact. Brassey's ,1992.ISBN0-0804-1777-9.
• Sloot ,Emiel & Luc Hornstra."AgustaWestland Lynx and Super Lynx."International Air Power Review,Volume26 ,2009 ,pp .74–95 .Westport ,Connecticut :AirTime Publishing .ISSN1473 -9917 .
• "T800-engined Lynx set for Paris debut."Flight International ,30 January –5 February1991,p .16 .
• "T800 Lynx Programme Stalls."Flight International ,11–17 March1992,p .18 .
• "Directory: World Air Forces."Flight International ,11–17 November2008 ,pp .52–76 .

External links

• Comprehensive overview of the Westland Scout, Wasp, and Lynx on vectorsite.net
• Detailed Westland Lynx information available at helis.com
• Rotorcraft world records maintained by the Fédération Aéronautique Internationale (FAI)
• "Westland-Aerospatiale Lynx" – a 1974 article from Flight