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Super Lynx around the World Malaysia becomes ﬁrst Super Lynx 300 operator Oman deliveries commence Super Lynx 300 ideally suited for South Africa’s demanding maritime environment Thailand - Super Lynx 300 to enter service in 2005 Upgrades - continuous beneﬁt to Operators Training Training Malaysia’s Super Lynx pilots 2 Oman Royal Air Force of Oman Super Lynx 300 Deliveries Commence The ﬁrst three of sixteen with primary roles of shipborne anti-sur- AgustaWestland Super Lynx face and anti-submarine warfare role. The 300 helicopters ordered by Royal Thai Navy and the South African the Royal Air Force of Oman Defence Force have also placed orders (RAFO) arrived in Oman for Super Lynx 300 aircraft for ship based on 24th June 2004. The naval roles, maintaining Super Lynx as three aircraft were loaded the number one maritime helicopter in the aboard an Antonov An-124 market place. The Super Lynx 300 repre- cargo plane at Royal Naval sents a new generation of the Lynx family Air Station Yeovilton on the incorporating more powerful CTS800 en- 23rd June, having com- gines, a fully integrated avionics and mis- pleted pre-delivery inspec- sion system with a colour LCD instrument tions at AgustaWestland’s display system, new mission sensors, UK plant in Yeovil. new weapon systems and an upgraded airframe. Over 420 Lynx helicopters This important milestone was have now been sold to sixteen nations. achieved just 28 months after contract signature. Richard Case, Managing Director of AgustaWestland, commenting on the achievement said “We are delighted that the Super Lynx 300 will soon be enter- ing service with the Royal Air Force of Oman; our ﬁrst customer for the type in the Middle East. The exceptional hot and high performance of Super Lynx 300, combined with the Royal Air Force of Oman’s multi-role equipment ﬁt makes this version of the Super Lynx 300 the most ca- pable land-based version of Lynx to be developed so far.” The Royal Air Force of Oman has become the second op- erator of Super Lynx 300s and the ﬁrst customer to oper- ate the aircraft in the Middle East region. The aircraft are equipped for a wide range of overland and maritime roles including search and rescue, utility, troop transport and coastal patrol. The Royal Malaysian Navy became the ﬁrst operator of the multi-role Super Lynx 300 when its air- craft entered service in 2003 Super Lynx 300 helicopters being loaded into an Antonov AN-124 for delivery to Oman 3 The RAFO Super Lynx 300 squadrons will haust IR suppression system, be operated from three airbases in Oman, counter measures dispens- in some of the most demanding ﬂying con- ers, wire strike protection ditions, with extremely hot temperatures system and numerous cabin and high altitudes. role conﬁgurations. The role requirements of the RAFO con- AgustaWestland is providing The accelerated production programme tract demanded a large amount of new Oman with a comprehensive for the RAFO Super Lynx 300 aircraft was design and systems integration activity. support package which pro- achieved by a combination of concurrent vides for an aircraft availability engineering techniques, cross functional Key features of the RAFO Super Lynx 300 guarantee, parts warranty and teamwork and close co-operation between role equipment ﬁt include forward looking a range of other services. AgustaWestland, its supplier base and the infra red (FLIR), defensive aids suite, 360 customer. degree radar, multi role weapon carrier, These include integrated lo- health and usage monitoring and weapon gistics support (ILS) manage- The RAFO Super Lynx will replace delivery system with head up display. ment, ground support and test Oman’s ﬂeet of Bell helicopters and will be equipment, electronic techni- used in multiple role ﬁts, including search The aircraft has also been ﬁtted with a new cal publications, in-country and rescue, combat SAR, troop transport, nose-mounted air conditioning system maintenance and ﬁeld service VIP and armed escort. which guarantees cabin temperature 10° support team and a compre- below the outside air temperature, even The initial deliveries of Super Lynx heli- hensive training programme. at 50°C. copters have started, allowing the continu- ation of training and establishing the air- Other features include armoured crew craft in service. seats, infra red jammer and an engine ex- 4 Lynx Around the World Malaysia Malaysia has become the ﬁrst country to operate the new advanced Super Lynx 300 helicop- ter following its purchase of six aircraft. Five Super Lynx were delivered to Malaysia towards the end of 2003 and they have now en- tered service with the Royal Malaysian Navy’s 501 Squadron based at Lumut Naval Base. The sixth aircraft has remained at AgustaWestland’s Yeovil site in England as part of a programme of work to provide the Malaysian Super Lynx 300 ﬂeet with Sea Skua missile capability. After completing customer acceptance trials, the sixth helicopter will enter service with the rest of the Super Lynx 300 ﬂeet. The Royal Malaysian Navy’s Super Lynx 300s will fulﬁl a number of roles including anti-sub- marine warfare, anti-surface warfare, troop transport and search and rescue. In the maritime role, the helicopters will operate from Malaysia’s Lekiu Class frigates and new ﬂeet of offshore patrol vessels. 5 South Africa South Africa has ordered four Super Lynx 300 maritime helicopters to operate from its new MEKO Class Corvettes. The South African Government announced in 1998 their intention to select the Super Lynx 300 as their preferred solution following a thorough evaluation of the aircraft and its competitors. South Africa’s Minister of Defence M.G.P. Lekota said: “The purchase of the Super Lynx 300 will enhance the South African National Defence Force’s capability to operate in the demanding maritime environment off South Africa and will complement the capability of the new corvettes.” Thailand The Royal Thai Navy has placed a contract for two Super Lynx 300 helicopters to perform shipborne maritime mis- sions. Both aircraft are due to ﬂy in the second half of 2004 and will be used to train pilots and maintainers prior to be- ing delivered to Thailand where they will enter service in early 2005. The aircraft will be equipped to perform a number of roles including maritime patrol, search and rescue, anti-surface warfare and vertical replenishment. The CTS800 powered Super Lynx 300 is ideally suited for the hot climatic conditions experienced in this part of the world and can operate at its maximum all up mass of 5,330 kg even in temperatures of 50°C. The Royal Thai Navy will become the third operator of the Super Lynx 300 and the second operator of the type in Asia. 6 Training Malaysia’s Super Lynx Pilots Malaysia strategically domi- nates the region between the Straits of Malacca to the west and the South China Sea to the east. It has many offshore territories and several ongo- ing maritime disputes with neighbouring countries. With 4,900 km of coastline, a 3,200 km exclusive economic zone and 598,540 km² of territorial waters to protect, the impor- tance of its maritime role can- not be overstated. ground school training. Two of the aircraft hours in the Super Lynx. The aim was that they would be taking back to Malaysia each pilot would return home with a basic When the Royal Malaysian were to be used. appreciation of the operational capability Navy (RMN) decided to dra- of the aircraft and its systems. matically up-spec its helicop- The pilots were at Westland to complete ters from Westland Wasps to the ﬁrst part of their familiarisation with “The aim was to generally cover all aspects six factory-fresh Super Lynx the new aircraft, under the leadership of of ﬂying the aircraft including instrument (at a cost of around £100 Westland training pilot Andy Raggett. ﬂying and night ﬂying but we just didn’t million in September 1999), have the time to focus on any one aspect,” The RMN is the launch customer for the it also secured a training said Raggett. “The UK training provided Super Lynx 300, although other buyers programme package, involv- the pilots with a working knowledge of include the Omani and Thai military. The ing Westland and Royal Navy all the equipment so that they can make new aircraft incorporates a glass cockpit personnel a sound judgement when it comes to ac- with multiple colour active matrix LCDs, cepting the aircraft later on this year.” This was the reason why, on new avionics, improved airframe, more a cold and cloudy January powerful CTS800 engines (jointly devel- “When we get to Malaysia and the accept- morning, four RMN pilots oped by Rolls-Royce and Honeywell part- ance of the last aircraft of the ﬁrst batch had travelled to the small nership, LHTEC) with FADEC (full author- (of ﬁve) is out of the way - expected in Somerset town of Yeovil in ity digital electronic control). All customers October - we will commence six months the UK. If cold was to ﬁgure had stipulated their need for more effective of hard instruction. We will start by revis- largely in their physical ex- engines in hot and high conditions. ing what we have done in the UK but then periences over the coming delve deeply, into all other areas that were The pilots are all career ofﬁcers in the RMN months, the pace of learning only lightly touched on before.” with between 13 and 18 years service, al- would push them mentally though in all cases not all of this time has The Royal Navy’s In-country Support towards boiling point. been spent ﬂying as opportunities have Team (IST) - consisting of one pilot and Lieutenant Commanders Ajazi been limited. Their logged hours range one observer - will take the pilots and B Jamaluddin, Sazalee B Hj from 560 to 2,400 and between them they TACCOs from where Raggett leaves off Shoib, Yusri B Abd Rahman have ﬂown a variety of aircraft including and teach them how to ﬂy and ﬁght “I will and Ahmed Shaﬁrudin B Abu Alouette IIIs, S-61A Nuris, Squirrels, Mi- teach them how to land and take-off from Baker had come to Britain to 17s and, of course, the Wasp. a ship. Where they go after that is down learn how to ﬂy and operate to the IST.” the newest addition to their Made to measure Raggett will continue to live in-country for navy’s air power, the Super Andy Raggett designed a course, with the the six months to ensure continuity of train- Lynx 300. Ahead lay nearly approval of the project ofﬁce, speciﬁcally ing and provide a link back to Westland. four months of ﬂight and for the Malaysians that included 16 ﬂying “The plan is that these men will become 7 Article courtesy of written by Andrew Drwiega the gurus within their own navy,” says nature - and all before their ﬁrst ﬂight. “We usually a big step for any Raggett. “This is very different to what we wanted all of the 16 hour ﬂight time to be pilot. I don’t want them to go have ﬂown before. I have ﬂown ﬁve differ- pure airborne instruction,” said Raggett. off and try to learn aspects ent types of helicopters and, on the basis themselves before we train Bad weather, not uncommon in the UK in of this experience, I was impressed with them. They could waste a lot winter, could have severely hindered the the Lynx,” said Lieutenant Commander of time trying to learn things task of squeezing 64 ﬂying hours into the Sazalee B Hj Shoib. they didn’t need at this stage. time available, taking into account aircraft The knack is knowing where “The ﬁrst thing I realised is that there is so and instructor availability. However, apart to concentrate their effort. A much more to think about - you have to from the cold and the 30-40 kt winds [10- pilot could spend two hours learn new concepts and procedures, and 15 kt is more usual in Malaysia] condi- studying something that I can for this you need good teamwork with your tions remained good and the programme teach them face-to-face in 15 left-hand seat tactical ofﬁcer (TACCO). was kept on track with each ﬂight lasting minutes. This is something we did not need before around one and a half hours (slightly but is now necessary in order to operate shorter than a usual mission length of two Although all of the pilots got the avionic systems such as radar, FLIR hours). The Malaysians were amused at in some extra ﬂight hours just etc. Building a good working relationship having to wear immersion suits when ﬂy- before setting off for Yeovil, is going to be essential” ing over the sea - not something they need the Malaysians simply ad- at home. vised those who follow them However, during this initial familiarisation to “clear your mind before you phase, pilots and TACCOs have been Although single engine drills were includ- come so you can soak up as trained apart and will not come together ed, Raggett points out that the techniques much as possible. ”While they until back in Malaysia. taught might require some revision in agreed the course was chal- Malaysia. “The hot and humid conditions It will be the IST’s job to develop the lenging, with much to learn on affect the engine’s performance in terms TACCOs up to the required standard and new systems and techniques, of density altitude. Altitude per se is not a to integrate them with the pilots. Initially they said it was presented in a problem, as the highest mountain range is all training is separate but then they are logical, progressive way. 6,000 ft so everything is within operating merged to form a team. The advantage range.” Operational ﬂying will begin of this system, says Raggett, is that when early next year. The Lynx the TACCOs are doing their training in the As the airﬁeld at Yeovil is surrounded by was bought to operate off Lynx there will be an RN pilot in the crew. roads and housing, Raggett took the pilots the RMN’s two Lekiu Class to RNAS Yeovilton’s satellite airﬁeld at According to Raggett: “This method will frigates, KD Lekiu and Jebat, Merryﬁeld to practise approaches, land- provide all crew with a fantastic opportu- which have hangars and ings and take-offs. The fact that it is not nity to gain lots of ﬂying experience and single spot helicopter decks. in a built-up area and that it has sloping hours under their belt which will stand The primary roles are anti- ground, tarmac runways and air trafﬁc them in great stead later on.” submarine and anti-surface control make it very useful for helicopter warfare. This role will be Raggett points out that an emphasis on training. practised in joint exercises teamwork has changed the way crews will Although some night ﬂying was included with other regional players in- work. “All pilots now know that there is no (mainly circuits and approaches) there cluding Singapore, Australia, reason in the future why the TACCO can- was no room in the schedule to use night the UK and New Zealand. not be the captain of the aircraft and that vision goggles, although the cockpit is However, the fact that this will be up to the RMN as to whether that is compatible. Again, this will be covered ship/helicopter combination adopted, as it has been by the UK’s Royal back home. is one of the most advanced Navy, In the years ahead, operationally military hardware partner- experienced TACCOs will eventually have Westland’s training centre was used regu- ships in the region, combined to ﬂy with new pilots. larly for computer-aided instruction during with Malaysia’s strategically the ground school. For the purpose of con- important geographical and Hectic from the start verting crew to new aircraft, the RN’s Mark political position, it is certain 8 Lynx simulator was used for emergency With so much to cover in a relatively short that all aircraft will be kept and CRM training. Flying time broke down time, the training programme was hectic busy in a wide variety of roles into 55% general handling, 25% instru- from the start. After two and a half months including anti-terrorism, anti- ment ﬂying and navigation aids, 10% night of ground school. Raggett started ground drug and search & rescue. ﬂying and 10% simulator work. sorties, introducing the pilots to the cock- pit layout, seat positions, abandon aircraft So what advice does Raggett have for procedure and starting the aircraft and other pilots coming to this type of course? shutting it down so that it became second “Training to operate the Super Lynx is 8 Upgrades Super Lynx operators con- The conversion programme was success- tinue to beneﬁt from upgrade fully completed at the end of 2003. programmes to extend the Work on the modernisation of the South life and capabilities of their Korean Navy’s ﬂeet of 11 Lynx Mk99 helicopter ﬂeets. helicopters to bring them up to the newer Seven Lynx helicopters op- Mk99A standard is due to be completed erated by the Royal Danish later this year. Navy have undergone an Following the completion of a trial instal- upgrade and life extension lation by AgustaWestland the remainder programme to Super Lynx of the programme has been carried out standard. Work on the eighth The upgrade and life extension pro- by Korea Aerospace Industries, with and ﬁnal aircraft is due for gramme will enable the Danish Super Lynx support and technical assistance from completion later this year. to remain in service until at least 2015. an AgustaWestland team based in South The upgrade programme The German Navy’s ﬂeet of Sea Lynx Mk Korea. included the manufacture by 88 helicopters has also undergone a mod- The conversion work includes new com- AgustaWestland of replace- ernisation programme to bring them up to posite blades, new gearbox and trans- ment airframe structures Super Lynx Mk88A standard. mission improvements, installation of an into which the existing ﬂeet’s A trial installation was successfully com- improved avionics suite and structural engines, ﬂying controls, hy- pleted by AgustaWestland, who supplied changes to the airframe. draulic, avionics and electrical systems were transferred. conversion kits for a further 14 aircraft To date, eight of the ﬂeet of 11 Super Lynx with the work carried by Eurocopter at its have returned to squadron operational Donauworth facility in Bavaria. service. Work on two of the remaining The upgrade programme included a new three helicopters is already at an ad- airframe to extend the life of the aircraft vanced stage. The ﬁnal aircraft is due for by a further 7,000 hours, new bolted main delivery in November 2004. rotor heads, composite main rotor blades and the introduction of reverse direction tail rotor and FLIR. Upgrades and modiﬁcations to the main rotor blades, tail rotor and fuel systems completed the conversion to Super Lynx Mk90B standard. It was the ﬁrst Lynx upgrade and life extension contract to include the supply of new airframe structures. The ﬁrst trial installation was carried out at the AgustaWestland site in Yeovil with the remaining conversions completed in Denmark with support and technical assistance from AgustaWestland. 9 Super Lynx 300 Orders for nearly 30 new generation Super Lynx 300 helicopters have already been secured by AgustaWestland in the Super Lynx 300 Speciﬁcation Summary last four years, underlining the aircraft’s reputation as the world’s leading small ship’s helicopter and its suitability for a variety of land based roles. The enhanced and improved Super Lynx 300 has been chosen by Malaysia, Thailand, Oman and South Africa and continues to attract interest from other po- tential customers around the world. The Super Lynx 300 programme was originally launched in 1998 with the aim of building on the proven success of the Battleﬁeld Lynx and Naval Super Lynx 100. Super Lynx 300 incorporates a new inte- grated ‘glass’ cockpit and the more power- ful CTS800 engines, which give excellent single engine and twin engine perform- ance at maximum all up mass, even in temperatures of 50°C. The CTS800 engines, developed by Rolls- Royce and Honeywell in a joint venture called LHTEC, provide excellent hot and high performance with Full Authority Digital Engine Control (FADEC) that delivers low maintenance and excellent economy. AgustaWestland took the lead role of sys- tems integrator, transforming the Super Lynx 300 with a fully integrated cockpit, a colour liquid crystal display system and a dual redundant avionic management system. This state of the art technology solution increases crew and mission ef- fectiveness. Weights and Fuel Capacities The introduction into service by the Royal Maximum All Up Mass 5,330 kg Malaysian Navy of the ﬁrst Super Lynx Cargo Hook Capacity 1,360 kg Standard Fuel Capacity 787 kg 300 in 2003 marked the culmination of Bench Seat Fuel Tank Capacity 275 kg four years of rig and ﬂight integration test- Ferry Fuel Tank Capacity 348 kg each ing of navigation, mission, communication Powerplants and engine systems from BAE Systems, Number and Model 2 x LHTEC CTS800 Thales, Smiths Industries and LHTEC. Single Engine Ratings This AgustaWestland systems integration Emergency (30 seconds) 1,208 kW Maximum Contingency (2 minutes) 1,123 kW capability provides the ﬂexibility necessary Inter Contingency 1,015 kW to cater for the differing operational and Twin Engine Ratings mission system requirements of current Take-off 1,015 kW and future customers. Maximum Continuous 945 kW With pressure on military budgets, the Performance Cruise Speed 132 knots multi-role Super Lynx 300 provides a cost- Hover Out of Ground Effect (ISA+20, 5330 kg) 4,750 ft effective solution for customers requiring Hover In Ground Effect (ISA+20, 5330 kg) 6,900 ft one type to perform a wide range of mili- Range with Auxiliary Fuel 540 nm tary, maritime and paramilitary roles. 10 Customer Support With aircraft availability and through life essentially involves the transfer of risk and • comprehensive training costs of critical importance to all helicopter responsibility for key support services to services linked to product operators, AgustaWestland has devel- AgustaWestland on behalf of its customer. conﬁguration with op- oped tailored packages of logistics and tions for infrastructures Originally developed for the UK Ministry of operational support services, designed to funded by Private Finance Defence, IOS is now of growing interest to meet the requirements of each customer. Initiatives export customers. Customers are, understandably, becoming IOS offers important beneﬁts AgustaWestland is in advanced discus- more demanding in terms of aircraft relia- to the customer including: sions to provide Integrated Operational bility and maintainability targets to ensure Support package for some Super Lynx • reduced infrastructure they maximise their defence spending. ﬂeets and hopes to expand this service to with reducing costs and AgustaWestland’s Customer Support other operators and platforms in the near wastage Division has developed ground-breaking future. • reduced spares inventory ways to provide total through life support AgustaWestland IOS can provide the fol- and stock holding for Lynx helicopter ﬂeets and other military lowing: platforms. • optimisation of the aircraft • a spares supply service that meets ﬂeet Capitalising on its vast product knowledge, customers’ satisfaction requirement unique levels of operational data and over • risk transfer to industry rate 50 years of expertise, AgustaWestland can provide Lynx customers with con- • simpliﬁed support contract • ﬂeet management and aircraft refur- tinuously improving ﬂeet availability and administration bishment services reduced cost of ownership. • improved operational ca- • integrated technical services on de- These essential capabilities place pability mand to replace post design services AgustaWestland in an unrivalled position With ever increasing emphasis • shared data environment with the cus- to provide the total integrated solutions being placed on the need to tomer for fully open, effective manage- of the future, across the breadth of the drive down through life oper- ment of resources and processes defence industry. ating costs, AgustaWestland’s • gainshare services and incentivisation support solutions are set to One of the most innovative concepts arrangements with real beneﬁts for all become of growing signiﬁ- developed by Customer Support is agencies cance for customers around Integrated Operational Support (IOS). This the world. 11 New Focus As part of this process the Customer Support Division is restructuring to create an organisation focused on service deliv- The need for ﬂexibility in re- sourcing requires accurate forward forecasting and the Recognising the changes in global de- ery management, rather than one which ability to stretch to maintain fence procurement policies and under- has traditionally concentrated on process- service levels at critical mo- standing how these impact on customer ing orders for spares and parts. ments for customers - such as requirements is an important priority for during conﬂicts or emergency Working closely with customers to devise AgustaWestland. operations. partnered supply solutions is a key feature AgustaWestland has adopted a mission of the new approach. Emphasis will be placed on to be ‘the total capability support provider ensuring that the way the This is requiring a shift within the of choice’. As part of this process it has Customer Support Division Customer Support Division with the in- developed a range of innovative support operates underpins the rela- troduction of new processes and systems solutions to meet customer needs in the tionships and interfaces with and new ways of setting, measuring and 21st century. customers by doing the right achieving the customer’s output perform- things well. The aim is to provide a ‘cradle to grave’ ance service. support service that is scaleable, ﬂexible Performance will be measured throughout and responsive to the changing require- the service delivery process, particu- ments of its customers. larly with regard to the time taken at each step. New French Navy Lynx Support Agreement Signed AgustaWestland has signed a new support agreement directly with the French MoD support agency SIMMAD (Structure Intégrée du Maintien en condition opérationnelle des Matériels Aéronautiques de la Défense) to enhance the availability of the French Navy Lynx ﬂeet. The agreement, which became effective in early 2004, provides for repair and overhaul of the helicopters’ complete transmission and rotor system. Bert Brookes, Customer Support Director, commenting on the new agreement said, “We are conﬁdent the signing of this agreement will greatly enhance the support provided to the French Navy which will translate into greater opera- tional availability of the French Navy Lynx ﬂeet, just as similar agreements have done with other Lynx operators. We also hope to extend this agreement to cover other components to provide a total support package in the future.” The new agreement is built upon the principles of the through life Strategic Partnering Concepts successfully de- veloped between Westland Helicopters Ltd and the UK Ministry of Defence. Under the agreement with SIMMAD, which is valid for ﬁve years, Westland Helicopters, an AgustaWestland company, is responsible for a comprehen- sive spares inclusive repair and overhaul service, which also covers collection of components from and delivery to French Navy maintenance depots. Super Lynx The No.1 Intermediate Multi-role Helicopter Orders for Super Lynx conﬁrm its position as the number one intermediate multi-role helicopter in the world, with the navies of Thailand and South Africa being just two recent customers. Total Lynx sales worldwide now exceed 420 to 16 customers and the Lynx ﬂeet continues to grow. Republic of Korea Navy Royal Navy Portuguese Navy rder rder rder On O On O On O Royal Malaysian Navy Royal Air Force of Oman Royal Thai Navy South African National Defence Force Danish Naval Air Service Brazilian Navy German Navy Whilst every care has been taken in compiling this document to ensure that the information therein is correct at the time of going to press, no warranties or representations are given or implied thereby. The Company’s policy is one of continuous improvement of its products and the right is reserved to make without notice any alterations in design or manufacture that the Company may deem necessary. This document does not form part of or constitute any offer or contract with the Company unless attached to and expressly stated to be incorporated therein. www.agustawestland.com
"Super Lynx around the World Training"