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.
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I was on the Lynx strip programme at Wallop removing common parts for the Wildcat. Processed cabs were then sold to Everett Aero for £1k each.
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Originally Posted by [email protected]
(Post 11432363)
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 |
Originally Posted by sanddancer
(Post 11431485)
It was two crew, perversely, unless you were on an airiest when you could stick a REME air tech in the other seat.
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. |
Originally Posted by sanddancer
(Post 11431485)
It was two crew, perversely, unless you were on an airiest when you could stick a REME air tech in the other seat.
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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. |
Originally Posted by diginagain
(Post 11433182)
You could fly it solo, with authorisation, without anyone sat next to you.
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Originally Posted by 212man
(Post 11433744)
I recall that one of the throttles has a twist grip, but not sure what it’s for - Tq matching? I assume it doesn’t require much manipulating in flight?
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Originally Posted by [email protected]
(Post 11433752)
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. |
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! |
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://cimg5.ibsrv.net/gimg/pprune....d3763debcc.jpg |
Cheap way to get in the air. Keeping it there is, I would imagine, a substantially different matter!
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Originally Posted by The Nr Fairy
(Post 11439771)
Cheap way to get in the air. Keeping it there is, I would imagine, a substantially different matter!
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