Lynx down in South Armagh
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Doesn't surprise me at all. An RN Lynx did a visit to a school in NI, all good PR etc with a distinctly grey helicopter with ROYAL NAVY in big letters on the side. Reported (and subsequently complained about) as Army Recruiting poisoning the minds of young children! It seems that many of the UK public see 'the military' as actually 'the Army'. Happened during Op Fresco where everyone in CS95 was 'a soldier' irrespective of the actual Service involved.
(Anyway the Chinook IS a JHC and hence Land asset
)
(Anyway the Chinook IS a JHC and hence Land asset
)
Gentleman Aviator
Wasn't the original design from Saunders Roe prior to Wastelands taking it all over?
The "marinated"
version was to be the Sea Scout, but the Yeovil garagistes takeover made it the alliterative Wasp....
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Because at the time all Westland products were called a name beginning with a wouble-ewe, though how the Lysander esaped that one is anybodys guess.
Wapitti
Widgeon
Whirlwind I & II
Wessex
Wyvern
Wasp
All UK designs
Dragonfly (US) / Lynx (Fr) / Sioux (US) / Gazelle (Fr) / Puma (Fr) / Merlin put paid to that one although the Merlin was not the first choice for EH101, but I cannot recall what was.
Wapitti
Widgeon
Whirlwind I & II
Wessex
Wyvern
Wasp
All UK designs
Dragonfly (US) / Lynx (Fr) / Sioux (US) / Gazelle (Fr) / Puma (Fr) / Merlin put paid to that one although the Merlin was not the first choice for EH101, but I cannot recall what was.
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'Dragonfly (US) / Lynx (Fr) / Sioux (US) / Gazelle (Fr) / Puma (Fr) / Merlin put paid to that one'
Just to be pedantic and to repeat what RETDPI posted a few days ago, Lynx was the UK design contribution to the early 70's Anglo French collaboration programme. Not certain about numbers, but it has a pretty good sales record around the world.
Just to be pedantic and to repeat what RETDPI posted a few days ago, Lynx was the UK design contribution to the early 70's Anglo French collaboration programme. Not certain about numbers, but it has a pretty good sales record around the world.
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W.G. 3- W.G. 13 (later Lynx) started off in the Fairey (Hayes) D.O. I believe.
N.B. Westland Yeovil, Pterodactyl(s) , Dreadnought and Limousine also non-alliterative.
Anorak off.
P.S. The "garagistes" did indeed make a very good 'up and over' garage door.
N.B. Westland Yeovil, Pterodactyl(s) , Dreadnought and Limousine also non-alliterative.
Anorak off.
P.S. The "garagistes" did indeed make a very good 'up and over' garage door.
Last edited by RETDPI; 20th Mar 2007 at 20:15.
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By the same logic all Harriers are RAF assets
Doesn't really matter! The RAF Harriers are almost redundant in Afghanistan, since the introduction of Army AH in theatre!
Anyway, back to the thread, get well soon boys.
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Westland Helicopter's and the Lynx
RETDI states;-
"W.G. 3- W.G. 13 (later Lynx) started off in the Fairey (Hayes) D.O. I believe.
N.B. Westland Yeovil, Pterodactyl(s) , Dreadnought and Limousine also non-alliterative.
Anorak off.
P.S. The "garagistes" did indeed make a very good 'up and over' garage door."
The WG.3-WG.13 was not as REDTI believes started off by the Fairey (Hayes) D.O.
The history of the Lynx is described by Derek James in his book “Westland Aircraft since 1915” published by Putnam.
In 1959-60 Westland’s acquired the other British helicopter interests at Saunders-Roe, Fairey Aviation and Bristol Aircraft , all project design activity at these companies was discontinued and was centred at Yeovil where in 1962, a new Project Group was formed.
One of the four projected designs being undertaken by this group was for a single rotor, light tactical aircraft for use by the Army able to carry up to ten fully armed troops and a crew of two, this was given the project number WG.3. The aircraft was to have an all-up weight of 8,000-11,000 lb and to be powered by two PT6A turboshaft engines. This projected aircraft was intended to replace both the Whirlwind and Scout aircraft. For economy and reliability the WG.3A design incorporated proven components and engines including the Whirlwind gearbox and the use of a Bristol Belvedere rear rotor as the main rotor.
Into the design of the WG.3A went a great deal of experience gained by the Bristol element of the Project Group with the Bristol Type 203 which had been projected as a Sycamore replacement. The WG.3A design was further refined and developed ,firstly, into the WG.3B,then the WG.3C and encroached on the WG.4 which was intended as a Wessex replacement. However, after many discussions and presentations to all three Services, Westlands concentrated on the original smaller 8,000 lb aircraft which was given the project number WG.13. In October 1964 General Staff Operational requirements 3335 was issued calling for a multi-role helicopter able to carry a crew of two and seven fully-armed troops or a maximum load a 3,000 lb. These and a number of other specified requirements could all be met by the WG.13,which as we know went on to be the Lynx.
"W.G. 3- W.G. 13 (later Lynx) started off in the Fairey (Hayes) D.O. I believe.
N.B. Westland Yeovil, Pterodactyl(s) , Dreadnought and Limousine also non-alliterative.
Anorak off.
P.S. The "garagistes" did indeed make a very good 'up and over' garage door."
The WG.3-WG.13 was not as REDTI believes started off by the Fairey (Hayes) D.O.
The history of the Lynx is described by Derek James in his book “Westland Aircraft since 1915” published by Putnam.
In 1959-60 Westland’s acquired the other British helicopter interests at Saunders-Roe, Fairey Aviation and Bristol Aircraft , all project design activity at these companies was discontinued and was centred at Yeovil where in 1962, a new Project Group was formed.
One of the four projected designs being undertaken by this group was for a single rotor, light tactical aircraft for use by the Army able to carry up to ten fully armed troops and a crew of two, this was given the project number WG.3. The aircraft was to have an all-up weight of 8,000-11,000 lb and to be powered by two PT6A turboshaft engines. This projected aircraft was intended to replace both the Whirlwind and Scout aircraft. For economy and reliability the WG.3A design incorporated proven components and engines including the Whirlwind gearbox and the use of a Bristol Belvedere rear rotor as the main rotor.
Into the design of the WG.3A went a great deal of experience gained by the Bristol element of the Project Group with the Bristol Type 203 which had been projected as a Sycamore replacement. The WG.3A design was further refined and developed ,firstly, into the WG.3B,then the WG.3C and encroached on the WG.4 which was intended as a Wessex replacement. However, after many discussions and presentations to all three Services, Westlands concentrated on the original smaller 8,000 lb aircraft which was given the project number WG.13. In October 1964 General Staff Operational requirements 3335 was issued calling for a multi-role helicopter able to carry a crew of two and seven fully-armed troops or a maximum load a 3,000 lb. These and a number of other specified requirements could all be met by the WG.13,which as we know went on to be the Lynx.
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I only take my information first hand from those who were in Westlands Yeovil, actually designing the Lynx in the mid 60's- including my father who worked on the conformal gearbox;
Where was Derek James?
Where was Derek James?
Last edited by RETDPI; 21st Mar 2007 at 20:10.
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RETDI
I only take my information first hand from those who were in Westlands Yeovil, actually designing the Lynx in the mid 60's- including my father who worked on the conformal gearbox;
Where was Derek James?
The author Derek James states in the preface to his book:-
"The burden of responsibility for chronicling the history of this great company has been greatley eased by the willing assistance of many people, chief among them Harald Penrose, Fred Ballam and Peter Batten."
He goes on to say
" Fred Ballam cheerfully undertook the daunting task of reading and correcting the raw manuscript covering all the helicopter chapters, discovered long-forgotten project drawings and answered hundreds of questions, drawing on his lifetime service with Westland."
Fred Ballam MRAeS is, I understand, still with Westland and is responsible for the Archives he is also the Secretary for the Yeovil Branch of the Royal Aeronautical Society.
Derek James also acknowledges the help provided by a great number of present and past members of the Westland Team in the preface to his book.
Where was Derek James?
The author Derek James states in the preface to his book:-
"The burden of responsibility for chronicling the history of this great company has been greatley eased by the willing assistance of many people, chief among them Harald Penrose, Fred Ballam and Peter Batten."
He goes on to say
" Fred Ballam cheerfully undertook the daunting task of reading and correcting the raw manuscript covering all the helicopter chapters, discovered long-forgotten project drawings and answered hundreds of questions, drawing on his lifetime service with Westland."
Fred Ballam MRAeS is, I understand, still with Westland and is responsible for the Archives he is also the Secretary for the Yeovil Branch of the Royal Aeronautical Society.
Derek James also acknowledges the help provided by a great number of present and past members of the Westland Team in the preface to his book.
