Fancy your own airworthy Lynx on the U.K. reg
The AAC flip-flopped on whether the Officer should fly the aircraft and command the Cpl pilot/gunner who had the Tow sight or if the Cpl/Sgt pilot should fly the aircraft and the Officer should command the weapon system.
Nigerian In Law
Originally Posted by [email protected]
The AAC flip-flopped on whether the Officer should fly the aircraft and command the Cpl pilot/gunner who had the Tow sight or if the Cpl/Sgt pilot should fly the aircraft and the Officer should command the weapon system.
NEO
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In the early days of the Army Lynx it was single pilot with an Observer or Gunner in the left seat, Could have been anything from a Lance Corporal to usually Sargent rank. In the mid 80s it was realised the guy running the battle space was the individual in the left seat with the sight and the concept of Corporal Pilots and double Pilot operations was started with the commander in the left seat.
The civil Lynx was offered for sale under the name of the 'Westland 606' and was marketed either with the 'standard' RR Gem or the P & W PT6 - 34B but it would seem no orders were forthcoming although it would have been smooth, quiet and faster than an S76.
And yes you could fly it solo; flying from Farnborough I spent over an hour in XZ180, an AH1 crewed by a Royal Navy test pilot with myself in the left had seat and a couple of 'boffins' in the back operating 'special equipment'; I only had a PPL and glider pilot's wings and was thus deemed to be non qualified.
And yes you could fly it solo; flying from Farnborough I spent over an hour in XZ180, an AH1 crewed by a Royal Navy test pilot with myself in the left had seat and a couple of 'boffins' in the back operating 'special equipment'; I only had a PPL and glider pilot's wings and was thus deemed to be non qualified.
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That was the Speed Select Lever (SSL) that selected Nr above 100% (107% for take off) and had a knurled knob for Tq matching.
Below the Glidepath - not correcting
Originally Posted by [email protected]
That was the Speed Select Lever (SSL) that selected Nr above 100% (107% for take off) and had a knurled knob for Tq matching.
There was also some huge MoD Procurement level inquiry into why Lynx vibration levels were so bad (and very expensive in terms of maintenance) and after a few more million pounds the conclusion from Westland was the Army's Anti-tank Helicopter had excessive vibration because the Army had fitted it with Anti-Tank TOW Missile Booms! Apparently any requirements or specs against vibration levels were only warranted against the "slick" version of the Lynx, once you put role equipment on, it was your (Army's) fault. A classic procurement 'gotcha' and I'm sure we all learned from that...not.
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The standard placard for all the Mk 7s I flew was 105% at 120 Kts up to 4375Kg if memory serves.
If you set 107% for take off it would inevitably droop to below 105% by the time you got to 120 kts - I had many arguments with some Standards officers who didn’t understand that you had to therefore reset 105% to correctly tune the bonk.
The Tq matching proved there was no ergonomics department at Westlands, you were redatuming the No 2 ECU but turning it clockwise made the No 2 Tq go down not up. Genius!
If you set 107% for take off it would inevitably droop to below 105% by the time you got to 120 kts - I had many arguments with some Standards officers who didn’t understand that you had to therefore reset 105% to correctly tune the bonk.
The Tq matching proved there was no ergonomics department at Westlands, you were redatuming the No 2 ECU but turning it clockwise made the No 2 Tq go down not up. Genius!
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On the subject of ex-mil helis..I spotted a Wasp for sale, can't be many of those around
https://www.avbuyer.com/aircraft/hel...nd/wasp/367242
Seems like a cheap way to get in the air, none of the complexities of a twin
https://www.avbuyer.com/aircraft/hel...nd/wasp/367242
Seems like a cheap way to get in the air, none of the complexities of a twin
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