Westland Lynx

Picture this: it’s the mid-1960s, and the helicopter world is buzzing with innovation. Over in Yeovil, England, the folks at Westland Helicopters are itching to shake things up. Their older models, the Scout and Wasp, are starting to feel like yesterday’s news, and they’re dreaming of a machine that can do it all—civilian jobs, military missions, you name it. That’s when the Westland WG.13 project sparks to life, a little idea that’s about to grow into a legend. At first, it’s pegged as a utility helicopter, something practical for hauling cargo or ferrying passengers. But then the military catches wind of it, and before you know it, the British Army and Navy are clamoring to get in on the action. Suddenly, this isn’t just a workhorse—it’s shaping up to be a multi-role marvel with land and sea variants in the works.

The Lynx gets its wings—or rather, its rotors—thanks to a pair of Bristol Siddeley BS.360 turboshaft engines humming under the hood. Those engines later give way to the beefier Rolls-Royce Gem engines once production kicks in, but we’re getting ahead of ourselves. What really makes the Lynx stand out is its rotor system. We’re talking a semi-rigid rotor head paired with composite blades, a setup that’s pure engineering magic. This isn’t your average chopper lumbering through the sky—this thing can move. It’s so agile, in fact, that it becomes the world’s first fully aerobatic helicopter. Loops, rolls, barrel twists—you name it, the Lynx can pull it off. Imagine the jaws dropping at airshows when this beast starts flipping through the sky like it’s auditioning for a Hollywood blockbuster. That agility comes from clever design, and it’s a hint of the greatness to come.

Fast forward to March 21, 1971, and the first Lynx prototype lifts off for its maiden flight. It’s a big moment, but the Lynx isn’t content to just hover around—it’s got records to smash. Barely a year later, in 1972, Westland’s Deputy Chief Test Pilot, L. Roy Moxam, straps in and pushes a Lynx to a blistering 321.74 km/h over 15 and 25 km distances. That’s a world speed record, folks! Not long after, he’s at it again, clocking 318.504 km/h over a 100 km closed circuit. The Lynx is officially the fastest helicopter around, and it’s strutting its stuff like a rockstar. But the real showstopper comes in 1986 with a souped-up version dubbed G-LYNX. Fitted with Gem 60 engines and some seriously slick British Experimental Rotor Programme (BERP) blades, this bad boy hits 400.87 km/h. That’s not just a record—it’s the absolute speed record for helicopters, and guess what? It still stands today. Those BERP blades are the secret sauce, with their swept ‘paddle’ tips keeping airflow smooth and subsonic, dodging the turbulence that usually slows choppers down. It’s a stroke of genius that boosts speed, lift, and payload all at once.

Now, let’s talk military muscle. The British Army falls hard for the Lynx, ordering over 100 of them under the name Lynx AH.1—short for Army Helicopter Mark 1. These babies hit the ground running in 1977, tackling everything from troop transport to armed escort gigs. They’re packing TOW missiles for anti-tank action, scoping out the battlefield on recon runs, and swooping in for evacuation missions. Versatility is the Lynx’s middle name. Over the years, it gets some serious upgrades. The Lynx AH.5 rolls out with more powerful engines and a beefed-up transmission, though only five are built for testing. That paves the way for the Lynx AH.7, sporting a new tail rotor, a tougher airframe, and avionics that make it a tech wizard. Meanwhile, the Royal Navy and French Navy are all about the naval variant, the Lynx HAS.2 (or Lynx Mk.2(FN) across the Channel). This sea-faring Lynx rocks a tricycle undercarriage, folding rotor blades for tight ship storage, and an emergency flotation system in case things get splashy. With a nose-mounted radar, it’s a submarine hunter extraordinaire, armed with torpedoes, depth charges, or Sea Skua missiles to take on enemy ships. Later upgrades turn many of these into the Super Lynx, loaded with cutting-edge gear.

The Lynx doesn’t just rest on its laurels—it evolves. Its early bits and pieces borrow from the Scout and Wasp, but as tech marches on, so does the Lynx. Stronger airframes, sharper avionics, and those game-changing BERP blades keep it ahead of the curve. Some countries, like South Korea, even tweak their Lynxes with homegrown systems, proving this helicopter can adapt to just about anything. There’s a civilian spin-off too—the Westland 30, a stretched-out version meant for air ferry runs or offshore oil rig support. It’s a cool idea, but it flops commercially, with only a handful built in the 1980s. The Lynx’s heart stays with the military, where it truly shines.

Operationally, the Lynx is a globe-trotting warrior. It struts its stuff in the Falklands War, taking down submarines and ships with icy precision. In the Gulf War, it’s back at it, sniffing out targets and blasting armor. Over a dozen nations—Germany, France, Brazil, you name it—snap up Lynxes for their own missions, from search and rescue to battlefield brawls. Each tweaks it to fit their needs, making the Lynx a chameleon of the skies. By the 21st century, though, it’s time for a new chapter. Enter the AgustaWestland AW159 Wildcat, a modernized successor that builds on the Lynx’s legacy with all the latest bells and whistles. The old guard starts to retire, but the Lynx’s mark is permanent.