Another Lynx tech inspection
 

I assume as a result of the Mk 8 crash in June of this year the Lynx is again subject to a technical inspection.
These are cropping up more often than is good for moral, seldom are they found before somebody is seriously injured or killed, more often than not, the number two dress has had an airing and we say goodbye to one or two of our colleagues.
I think it is about time that the twin engine torque monster is put out to grass.

What do you suggest we do instead? You won't get a Blackhawk theres no dosh. The people down this end of the world know what they are doing, short of grounding the fleet this is probably the best interim solution.
If you have any probs pass it back up the line and it will be reported to those nice chaps and chapesses in Yeovilton.
Its a shame as it was getting quite quiet in the Lynx world.

If you fly aircraft long enough accidents will happen!! The loss of life is always a sad thing but I think that we owe it to the two crew to find the problem and to implement corrective action. This is what has been done!!

The answer is not to replace the airframe with another type but to move quickly to SCMR and LLUH. From what I hear on the grapevine the new batch of aircraft using the LHTEC engines and glass cockpit are the best in its class.

I agree with Mr Munky, stick your hand in the air and suggest the changes that you want and please apply a little more intelligence than ‘replace the Lynx’!!

At least you've got anticipators!

:rolleyes:

The Lynx crash in June, was that the Dutch Navy Lynx ? Sorry for sounding dim, but am now ex-AAC and don't get to hear all the news. Grateful for any info please.

No. An RN Mk8, ditched off the US, both crew lost.

Dispite it's problems the replacement for the Lynx is bound to be another Lynx. So all you crew and maintainers out there need to make your thoughts known, at least then we don't carry those problems forward.

As is always the case there has been a knee jerk reaction. Unfortunately it doesn't look like there will be a quick solution. Would be interested to know how many Army Lynx have been affected though.

TFM.
What I suggest we do is throw good money after bad, just as we have always done.
You say that the people down this end of the world know what they are doing. Which end of the world do you speak of, and if they do know what they are doing, it will be a first. I have over 1500 hours on this machine and "THEY" haven't yet shown me they know what they are doing.
I love flying the Lynx but it is one thing after another.
The word on the street from the F700 office is that my unit will be lucky to have a single aircraft that WILL PASS the inspection, so just as flying rates have picked up, they will crash. I was looking forward to getting well over 100 hours this year. Not any more:confused:

It would be interesting to see if the cause of the loss of the Navy Lynx was the same as what caused the Army Lynx to crash. Namely an uncontained engine breakdown. If so then the Technical inspectin is a welcome thing that might bring forward the 'update/replacement' to the Lynx.

I flew Lynx during the tail rotor drive shaft and the MRH problems and they just keep coming.

It has always been a sad fact of life that we must lose colleagues and friends in order to push the penny pinchers to get these things moving. The loss of Graftons Lynx led to the fitting of RAD ALT audio warners, my case rests.
However, until the replacement of the Lynx, it will remain the most capable multirole helo in the fleet and therefore will continue flying.

Fly vorsichtig!!!

I can shed some light on the Gem problem. It seems most likely that the probable cause for the tragic loss of Richmonds Lynx was an uncontained free turbine failure, resulting from an internal oil leak and subsequent fire. It appears likely that the second engine was hit by debris from the failed engine, so causing a further fire and peripheral damage leading to the loss of that engine as well. None of this is absolutely definite, as the nature of the damage made the investigation challenging for RR, I believe.

I understand that the boffins have now identified the most probable cause and the inspection regime is to identify all suspect engines and then pull them out for a fix. Unfortunately it'll take some time to inspect and then fix all affected engines in the fleet, so flying will be restricted for a few weeks yet.

The REME at my Sqn have yet to complete all the tests on our fleet of Lynx, they doubt any will pass this very strict set of tests:confused: If this is the same all over the Army Air Corps and Royal Navy plus export versions of Lynx, then I guess it will be a long winter without much flying :( Still if this set of tests prevents another Lynx pilot losing his or her life then I say crack on, but I also ask, how many more will we have to suffer?

ovc,

It's not that bad. Rather bizarrely, the so-called level 2 inspection gives the techies a lot more slack than level 1 and as a result the effect has (thus far anyway) been less than originally anticipated.

No shortage of Lynx at MW.

Taff