Development began 1946 and was accomplished by the technical designers Jiři Bouzek, Ondřej Němec and František Vik. The design bears a superficial resemblance, viewed nose-on, to the German Siebel Si 204 which, among other German aircraft like the Messerschmitt Bf 109, were produced in Czechoslovakia while under German occupation. The prototype (registered OK-BCA) flew for the first time on 21 July 1947 and the second, registered OK-CDA, one year later. Flight testing ran without incidents and the type was released for series production in 1948. The model number of “45” was not a continuation of Aero’s pre-war numeration scheme, but a reference to the 4/5 seats in the aircraft.
The Aero 45 had a sleek, teardrop-shaped fuselage, with a rounded, extensively-glazed nose affording excellent visibility. It had a low wing on which the engine nacelles were mounted, and a conventional tail. The main undercarriage was retractable but the tailwheel was fixed.
Super Aero 145
Ae-45 prototypes were widely advertised abroad. In August 1949 Jan Anderle won the Norton Griffiths Race in Great Britain (Ae-45 registration OK-DCL). They also set several international records. As a result, apart from Eastern Bloc countries, the plane was also bought by Italy and Switzerland.
45S
On 10–11 August 1958 Dr. Pier Paolo Brielli flew an Italian Ae-45 3000 kilometers from South America to Dakar across the southern Atlantic (as the first Czechoslovak-built aircraft). In 1981 Jon Svensen flew Ae-45S (390 sold) from Europe to the USA.
Ae-45S Super Tourer
This type was used in Czechoslovakia and was exported to the People’s Republic of China, East Germany, France, Hungary, Italy, Poland, Romania, Soviet Union and Switzerland. Hungary was a major customer, where the aircraft was known as the Kócsag (Hungarian: “Egret”).
Aero Vodochody produced the aircraft in 1947–1951, after which the Let Kunovice rolled out these planes until 1961. In 1958 the Ae-45S became the first Czechoslovak plane to cross the Atlantic Ocean. It was the first product of the nation’s postwar aviation industry and proved a great success, with many of the 590 produced being exported.
Among operators were Interflug (4), Hungarian Police and Hungarian Air Ambulance Service, LOT Polish Airlines operated three Ae-45 in 1952–1957, Polish Air Ambulance Service operated Ae-45 and Ae-145, Aeroflot, Aeroclub Ajdovščina, Vietnam Civil Aviation Department – later as Vietnam Civil Aviation (now Vietnam Airlines), East German Air Force, Hungarian Air Force, Romanian Air Force, and Czechoslovakian National Security Guard. The Czechoslovak Air Force operated aircraft under designation K-75, for liaison purpose, and the Indian Air Force operated a single aircraft gifted by the Czech government
In the People’s Republic of China the People’s Liberation Army Air Force operated license-built Suingari-1 variant. The Vietnam People’s Air Force operated three Ae-45 from 1956 (acquired from China).
Variants:
Aero 45 irst production version built in Aero factory. 200 built between 1948 and 1951.
Aero 45S “Super Aero” Improved variant produced by Let in Kunovice factory, among others with better navigational equipment. 228 aircraft built between 1954 and 1959.
Aero 145 Version with engines changed to supercharged Motorlet (Walter) M332 Produced later as Avia M332s. This version was developed and built by Let 162 aircraft built between 1959 and 1961. Engines: 2 × Avia M 332-III, 100 kW (140 hp) each Propellers: 2-bladed Type V410, electrically-operated metal 4-position variable-pitch Propeller diameter: 1.9 m (6 ft 3 in) Wingspan: 12.25 m (40 ft 2 in) Wing area: 17.1 sq.m (184 sq ft) Airfoil: Aero No.58-64 Length: 7.77 m (25 ft 6 in) Height: 2.3 m (7 ft 7 in) Empty weight: 960 kg (2,116 lb) Gross weight: 1,500 kg (3,307 lb) Max takeoff weight: 1,600 kg (3,527 lb) (full fuel) Fuel capacity: 324 l (86 US gal; 71 imp gal) Maximum speed: 282 km/h (175 mph, 152 kn) at 1,600 kg (3,500 lb) AUW Cruise speed: 250 km/h (160 mph, 130 kn) at 1,600 kg (3,500 lb) AUW Range: 1,700 km (1,100 mi, 920 nmi) Service ceiling: 5,900 m (19,400 ft) Service ceiling one engine out: 2,200 kg (4,900 lb) Rate of climb: 5 m/s (980 ft/min) Wing loading: 87.8 kg/sq.m (18.0 lb/sq ft) Power/mass: 9.5 kg/kW (15.7 lb/hp) Take-off run to 15 m (49 ft): 460 m (1,510 ft) Crew: 1 Capacity: 3-4 pax
Sungari-1 Chinese unlicensed copy of the Aero Ae 45S, produced from 1958.
A prototype Aero A-300 bomber aircraft was built and flew in 1938. The Germans confiscated the prototype.
The A-300 had a maximum speed of 470 kph and was able to accommodate bombload of 1000 kg. It was tested by the Focke-Wulf Plant in Bremen and later scrapped.
Engines: 2 x Bristol Mercury IX, 830 hp Max speed: 470 kph Range: 900 to 2200 km Ceiling: 8300 m Climb to 5000m: 9 min 4 sec Empty weight: 3955 kg Wingspan: 19.2m Length: 13.5 m
In 2004 Evektor announced its plan to design and construct a two-engined utility aircraft that would carry up to 14 passengers or 4000 lb (1800 kg) of cargo, and operate from unimproved fields and at high-altitude airports.
The EV-55 is of conventional high-wing utility design with a T-tail. The prototype aircraft is powered by Pratt & Whitney PT6A-21 turboprop engines (535 shaft horsepower), driving four-blade propellers. The wing is mounted atop a nearly-square fuselage, which has five windows per side. The trailing-link tricycle landing gear retracts into the nose section or pods on the lower fuselage. Expected maximum cruise speed is 220 knots (407 km/h).
The 5.02m x 1.61m cabin standard layout is five and four seats with a cargo compartment separated by a semi bulkhead and an L-410 sized double door at the rear. It is equipped with a full glass cockpit, Czech firm Avia makes the four-blade propellers and Aero Vodochody the landing gear.
The first prototype, an EV-55M (military version), flew from Kunovice Airport in June 2011, with company pilot Josef Charvat and military pilot Maj. Jiri Hana at the controls. It was estimated at $2.1 to $2.2 million in 2012. The first production-conforming aircraft flew from Kunovice in April 2016.
In June 2018, its price was $4 million and two aircraft should finish development flights with 200 hours in 2016, for 500 total hours. Evektor secured enough investment to complete the certification process scheduled for 2017, with a minority investment from a Malaysian company backed by the country’s former premier Mahathir bin Mohamad, but not to begin full production.
With nine passengers, range is 800nm (1,480km), it can take-off in 410m and land in 520m and with more speed, range and short take-off and landing capability, it can replace ageing piston-twins.
The project’s development was suspended on 16 March 2017 due to “some uncertainties” with Evektor’s Malaysian investor.
By December 2018, it was touted as a basis for an EVE-55 hybrid electric aircraft conversion to fly in 2020, with only one PT6A-21 running a 400 kW (540 hp) generator in the rear compartment, for much lower noise, an 18% fuel saving and the same payload and performance: a 3 hours endurance and 40 minutes from electric power only.
EV-55 Engines: 2 × Pratt & Whitney Canada PT6A-21 turboprop, 399 kW (535 hp) each Propellers: 4-bladed AVIA AV-844, 2.082 m (6 ft 10 in) diameter Wingspan: 16.10 m (52.82 ft) Length: 14.35 m (47 ft 1 in) Height: 4.66 m (15.28 ft) Empty weight: 2,597 kg (5,725 lb) Max takeoff weight: 4,600 kg (10,141 lb) Fuel capacity: 1,656 kg (3,651 lb) Maximum speed: 410 km/h (250 mph, 220 kn) 10 000 ft Stall speed: 119 km/h (74 mph, 64 kn) with flaps, 77 knots without Range: 1,713 km (1,064 mi, 925 nmi) , 2,000 lb (907 kg) payload Capacity: 1 776 kg / 3 915 lb payload, 14 pax Crew: 2
Designed by Mr H. L. Woods and first the first, N4334, flown 4 November 1970, the Aerosport Rail was the third of a series of open aircraft meant to be flown at lower speeds and altitudes for fun. With safety in mind, it was de¬signed to meet all FAA Normal Category Certification requirements. Its twin engines have separate fuel and ignition systems for reliability. The original open-air pusher was powered by twin Aerosport 600 engines rated at 25 hp each. Top speed was about 80 mph, while standard cruise was cited at 60 mph.
Powered by 33 hp two-stroke engines, it has a top speed of 95 mph (153 kph).
The Mk II Rail has been changed to take a modified Volkswagen powerplant mounted behind the pilot’s head. The all-metal Rail seats only one, stands on a tricycle gear and makes use of a T-type tail assembly. The Rail has always emphasized easy construction, simplified tools and economy of operation.
Rail Mk.II
Rail Engines: 2 x Aerosport-Rockwell JLO LB-600/2, 33 hp Wing span: 23 ft 3.5 in / 7.1 m Length: 15 ft 9 in / 4.8 m Height: 6 ft 0 in / 1.83 m Max TO wt: 710 lb / 322 kg Useful load: 272 lb Max level speed: 95 mph / 153 kph Cruise: 66 mph Stall: 45 mph Range: 120 mi Ceiling: 12,000′ Seats: 1
Rail Mk.II Engine: VW 1600-2100cc Gross weight: 100 lb Empty weight: 438 lb Fuel capacity: 8.5 USG Wingspan: 23.3 ft Length: 16 ft 7 in Vmax: 90 mph Cruise speed: 66 mph Climb rate: 900 fpm Stall: 45 mph Ceiling: 12,000ft Takeoff dist: 230 ft Landing roll: 300 ft Range: 100 sm
Rail MkII Engines; 2 x Rockwell JLO LB-600 snow mobile pusher, 33 hp at 4300 rpm Engines weight: about 56 lbs Wing span: 23’ 3 0.5” Wing area: 81.5 sq/ft Length: 15’ 9” Height: 6’ Empty weight: 438 lb Seat: 1 Undercarriage: Tricycle steerable nose wheel
In 1967, Nord Aviation began design studies for a business jet designated the Nord 400. Sud-Aviation was also working on a business jet and in 1968 they joined the projects. The co-operation resulted in the SN-600 of 1969, a low wing business jet with two Larzac engines in rear fuselage pods. With the 1970 nationalisation of Sud-Aviation, Nord Aviation and the missile manufacturing company, SEREB, the SN-600 became an Aerospatiale project. The first prototype SN-600, F-WRSN c/ 01, first flew on 16 July 1970 and completed more than 270 flying hours before being lost in a crash in 1971. Two Pratt & Whitney JT15D-1 turbojets powered this aircraft. As a result of the test program the aircraft was redesigned. The production version of the SN-600, the SN-601, had a stretched fuselage, a taller fin and more powerful Pratt & Whitney JT15D-4 turbofans. The first SN-601, F-WUAS c/n 1, made its maiden flight on 20 December 1972. In September 1974 the Corvette Model SN 601 was approved by the FAA. The SN-601 Corvette entered production at St.Nazaire in 1973 and deliveries began in September 1974. When production ended in 1977, only 40 were built. The Corvette has no leading edge flaps or slats. The flight control system has no hydraulics; it is completely manual, using rods and cables. The engines have no thrust reversers. The basic engineering extends to the wing design, which is derived from a DC 9 type airfoil. It contains no supercritical technology, yet lateral control is enhanced by wing spoilers, which operate in conjunction with the ailerons, manually. Crucial systems, such a fuel, electrical trim, flap, speed brake, landing gear and brakes each have adequate backups.
SN.600 Engines: 2 x Pratt & Whitney JT15D-1 turbojets, 9.81kN
SN.601 Engines: 2 x P&WAC JT15D 4, 2,500 lbs thrust Length: 45 ft 4 in Height: 13 ft 10 in Wingspan: 45 ft 2 in Aspect ratio: 7.45 Wing area: 237 sq.ft Wing loading: 61.9 lb/sq.ft Passenger seats: 8 14 Operating weight: 9,150 lb Useful load: 5,400 lb Payload with full fuel: 1,296 lb Takeoff weight: 14,550 lb Zero fuel weight: 12,345 lb Power loading: 2.91 lb/lb Cabin pressure differential: 8.7 psi Fuel capacity: 620 gals/14,154 lb Cabin altitude @ 41,000 ft: 8,000 ft Baggage volume: 38.1 cu.ft Balanced field length: 4,700 ft Initial rate of climb: 3,050 fpm Maximum operating altitude: 41,000 ft SE service ceiling: 21,000 ft Max op Mach no (w/out tip tanks): 0.77 Max op Mach no (with tip tanks): 0.7 Max cruise (@ 33,000 ft/12,000 lb): 406 kts Long range cruise (@ 41,000 ft/12,000 lb): 320 kts Maximum range (45 minute reserve): 1,330nm Maximum landing weight: 12,550 lb Approach airspeed (@ 12,550 lbs.): 111 kts Landing distance (50 ft. obst/ 12,550 lb): 2,638 ft Stall (12,550 lb landing config): 91 kts Crew: 2 Passengers: 14
Beginning in 1990, Super Pumas were separated in their civilian and militarized forms by the latter taking on the production designation of AS 532 “Cougar” (civilian models still retained their AS 332 designations). The Cougar family now consists of the AS 532MC Mk I (note the “Mk I” mark designation was retroactively applied to previous Super Puma forms) as a Search & Rescue (SAR) platform, the AS 532SC Mk I as a short-fuselage anti-submarine variant, the AS 532U2 Mk II as an unarmed base model, the AS 532A2 Mk II as another Search & Rescue form, the AS 532L2 Mk II featuring a lengthened fuselage for extra seating and extended main rotor blades, and the simplified AS 532 “Cougar 100” with fixed landing gear. Militarized Super Puma/Cougar aircraft can display a broad range of armaments including 7.62mm general purpose cabin-door machine guns (on pintle mountings), 7.62mm gun pods, rocket pods, anti-ship missiles and various makes of air-to-surface missiles.
The AS 532U2 Cougar Mk.2 incorporated new main and tail rotors, a lengthened rear fuselage and four-tube EFIS cockpit display and digital autopilot. Powered by two 1,877 shp (1400 kW) Turbomeca Makila turboshafts, the standard military AS 532M1 can carry 25 troops while the civil AS 332L1 seats up to 24 passengers.
AS 532 Cougar
Versions include the AS.532SC, navalised; AS.532UC, tactical transport; AS.532AC, armed with pod mounted cannon; AS.532UL, tactical transport; and AS.532AL, armed with pod mounted cannon or side firing cannon. The Horizon system, Helicoptere d’Observation Radar et d’Investigation sur Zone, includes a Cougar AS 532 UL twin-engine helicopter with radar and electronic countermeasures and a ground station. The helicopter surveillance system was originally developed to counter any possible threat by tank fleets of the Warsaw Pact countries. The French Ministry of Defence awarded a development contract to Eurocopter in 1992 initially for two then four AS 532 UL Horizon systems. The first flight of the Horizon Cougar helicopter with the full radar system took place in late 1992. The first AS 532 Horizon was delivered to the French Army in July 1996. The Swiss Air Force, ordered 27. The unarmed AS 532 UL is equipped with a long range multi-mode retractable pulse Doppler radar with a rotating antenna carried beneath the fuselage. The radar range is 200km with the helicopter operating at an altitude of 4000m and a cruise speed of 180 km per hour. The radar scans a ground area of 20,000 sq.km over a depth of 200km in 10 seconds and the data is transmitted to a ground station. For moving targets the radar provides a speed resolution of the target of 2 m/second. The cockpit is night vision goggle compatible and a weather radar is fitted. The navigation equipment includes a Decca navigator and flight log with an SFIM model 155 autopilot, inertial navigation and global positioning system. The engine is fitted with jet efflux diluters and the crew are armour protected. The helicopter is equipped with anti-icing systems. The AS 532 UL Cougar helicopter is equipped with two Turbomeca Makila 1A1 turboshaft engines with the air intakes protected from debris with a grille. Centrisep multipurpose air intakes are provided for operations in high dust/particulate or desert conditions. Six flexible self-sealing fuel tanks have a capacity of 2,020 litres.
AS.532SC Cougar Engine: 2 x Turbomeca Makila 1A1 Instant pwr: 1400 kW MTOW: 9000 kg Payload: 4500 kg Max speed: 135 kts Max range: 800 km HIGE: 9156 ft HOGE: 5413 ft Crew: 2 Pax: 2
AS.532U2 Cougar Mk.2 Engines: 2 x Turbomeca Makila 1A2 turboshaft, 1,845shp Instant pwr: 1570 kW Length: 51.02ft (15.55m) Width: 60.01ft (18.29m) Height: 16.11ft (4.91m) Empty Weight: 10,902lbs (4,945kg) Maximum Take-Off Weight: 21,493lbs (9,749kg) Maximum Speed: 170mph (273kmh; 147kts) Maximum Range: 494miles (795km) Rate-of-Climb: 1,260ft/min (384m/min) Service Ceiling: 13,448ft (4,099m) HIGE: 8525 ft HOGE: 4921 ft Accommodation: 3 + 19 Hardpoints: 2
AS.532UC/AC Cougar Engine: 2 x Turbomeca Makila 1A1 Instant pwr: 1400 kW MTOW: 9350 kg Payload: 4670 kg Max speed: 140 kts Max range: 845 km HIGE: 9196 ft HOGE: 5413 ft Crew: 2 Pax: 21
AS.532UL/AL Cougar Engine: 2 x Turbomeca Makila 1A1 Instant pwr: 1400 kW MTOW: 9350 kg Payload: 4500 kg Max speed: 140 kts Max range: 1245 km HIGE: 9196 ft HOGE: 5415 ft Crew: 2 Pax: 25
AS.532 Cougar AEW Main rotor diameter: 15.60 m Fuselage length: 15.53 m Height: 4.92m MTOW: 9000 kg Cruising speed: 262km/h HOGE: 2300 m Range: 910 km Crew: 4-5
Developed from the turbine powered SA 360 Dauphin, Aerospatiale’s SA 365 introduced twin turbines and became named Dauphin 2 to indicate this. Aerospatiale flew the prototype (F-WVKE) of the SA 365 Dauphin on 24 January 1975. Certificated by the French Government for VFR, the Dauphin 2 should carry 3,478 pounds of payload at a cruise speed of 143 knots. Flown on 24 January 1975, the first SA 365C was powered by two 492 kW (660 shp) Turbormeca Arriel engines.
From the SA.365C model, the AS.365N variant was developed; it looked similar to its predecessor but in fact had 90 per cent new or improved parts. Modifications included extensive use of composite materials for the structure, rotor blades with a different profile, a modified fuselage and a retractable tricycle landing gear. The SA.366G version was developed at the same time as the AS.365N. Designed in response to an order from the US Coast Guard, it differed primarily in using 590 hp (440 kW) American Avco Lycoming LTS-101 engines. An SA 366 Dauphin prototype first flew on 28 January 1975. For the search and rescue missions for which it is intended, the aircraft has sophisticated avionics equipment by Collins. It has two sliding doors, a rescue hoist and can take three stretchers and four assistants. One of the first civil models set a world speed record on 9 February 1980 by flying non-stop from Paris (heliport) to London at an average of over 294km/h, beating this two days later by a direct flight from Paris (Issy-les-Moulineaux) to London at 321.9km/h.
In 1979 the US Coast Guard ordered 90 SA365G-1s (HH 65A Dolphin) for short range recovery tasks which, though not requiring offensive capabilities means the aircraft must have the latest maritime search and surveillance equipment. These all feature the retractable undercarriage and other new features that distinguish the Dauphin IIN from the original SA 365 Dauphin II.
The HH-65 is based on the Eurocopter Dauphin (AS 365N) but despite its origins in the French-made Aerospatiale/Eurocopter system, the HH-65 Dolphin is produced in the United States by American Eurocopter, Textron Lycoming (turboshaft engines) and Rockwell Collins (electronics). First flight was achieved in 1980 and the system was introduce in whole by 1985. In service in the USCG with some 102 total Dolphins making up the Coast Guard HH-65 force.
The HH-65 design in characterized by her low-set forward cockpit showcasing a smallish pointed nose assembly and a shrouded Fenestron tail section. The undercarriage is fully retractable and is made up of two single-wheeled main landing gears and a double-wheeled nose gear. Engines are mounted hit and above the crew cabin about midway on the design. The body integrates smoothly into a finely contoured empennage that fits a single vertical tail fin (above the Fenestron shroud) and a horizontal tailpane situated.
Power is derived from twin Turbomeca Arriel 2C2-CG turboshaft engines delivering up to 934 shaft horsepower and driving a corrosion-resistant composite four-bladed main rotor. Maximum speed tops 184 miles per hour with a range of 409 miles and a service ceiling of 15,000 feet. The Dolphin sports an empty weight of approximately 6,333lbs and a maximum take-off weight of up to 9,480lbs. Like the main rotor blades, the fuselage and rotor head are both constructed of corrosion-resistant materials for operations over the salty ocean. In fact, this type of composite construction makes up some 75% of the helicopter design.
Crew accommodations onboard a typical HH-65 model include the pilot, co-pilot, flight mechanic/flight engineer and rescue swimmer. Visibility is rated an excellent thanks to heavy use of glazing in the forward, side and top portions of the cockpit. The flight mechanic is afforded a chair which can slide on rails from one cabin side to the other as needed. The original Dolphin paint design featured a red, white and black scheme but this has since been changed to an overall red (still maintaining the black nose and exhaust sections) for easy visual marking from icebreaker vessels. The change in color has also cut off three days to the overhaul time needed for the aircraft.
The Dolphin maintains a distinct operating capability that allows its autopilot system to bring the aircraft to a hover or fly a designated flight pattern without the need for pilot intervention. This obviously frees up the pilots to other mission matters, particularly when having to visibly scan the surface of the ocean for persons or vessels. Deployment for Dolphins usually originates at land bases but Coast Guard Cutters are designed to take on the type.
The HH-65 has since been spawned into four major versions. The initial production model entered service in 1985 as the HH-65A, fitting twin LTS101-750B-2 series turboshaft engines of 735 shaft horsepower each. This was followed in 2001 by the upgraded HH-65B model with its revised avionics suite, twin global positioning integrated systems and two cockpit-mounted multi-function flat displays. If there was a drawback to the Dolphin system up to now, it lay in her Lycoming-brand engines, forcing the USCG to look through other powerplant options available.
The HH-65C’s were essentially A and B production models fitted with twin the French-made Turbomeca Arriel 2C2-CG turboshaft engines of 934 shaft horsepower each. These powerplants were already proven components of the Eurocopter EC155 series and marked an improvement in both efficiency and reliability over the original set of American-made Lycoming (Honeywell) LTS101-750B-2 turboshafts. Other changes to this model included new gearboxes for main rotor and tail, an 11-blade Fenestron tail rotor, an increase to its MTOW (Maximum Take-Off Weight) and a lengthened nose of new equipment. The first post-conversion C-models were made available in late 2004. A- and B-model Dolphins were retrofitted with the new Turbomeca Arriel 2C2-CG turboshafts and brought up to C-model standard, taking on the designation of HH-65C as well.
The MH-65C is a derivative of the HH-61C with an improved transmission, digital autopilot, revised avionics, increase fuel capacity, increased MTOW and a new 10-bladed tail rotor featuring noise reduction. The MH-65C has been used by the US Coast Guard’s Helicopter Interdiction Tactical Squadron (HITRON) “Force from Above” armed helicopters. Based out of Jacksonville and operating with the Department of Homeland Security, these Dolphins are armed aircraft charged with conducting “Airborne Use of Force” sorties in high drug trafficking areas as well as to counter general security threats in American waters. To compliment this new-found role, the MH-65C’s utilized by HITRON field a 7.62mm M240B general purpose machine gun and a 12.7mm Barrett M107CQ anti-materiel rifle. HITRON Dolphins are also used to guide their accompanying “Over The Horizon Cutter Boats” (OTHCB) to the scene of a given crime for possible interception and/or apprehension. MH-65C “HITRON” Dolphins began operations in 2008.
The HH-65 Dolphin replaced the Sikorsky HH-52A Sea Guards then in service with the United States Coast Guard (USCG).
HH-65
Israel purchased two HH-65s, and in trials operated them from the navy’s fleet of fast patrol craft, plus two HH-65s were used by the US Navy test centre at Patuxent River, Maryland. Powered by two Avco Lycoming LTS101 engines of 507 kW (680 shp) one was a prototype; two of the first five production aircraft were SA 365Gs, one of which was been flying in France with a production-standard 680 shp Avco-Lycoming LTS101-750AA turboshafts while the other was at the Aerospatiale Helicopter Corp, Grand Prairie, Texas, facility for installation and flight testing of the Rockwell-Collins avionics. An even bigger contract gained in 1980 by France, was the vast ‘Sawari’ order for military equipment for Saudi Arabia. Part of this comprised 24 SA 365F Dauphin 2 maritime versions, the final 20 being equipped with four AS.15TT anti ship missiles. This anti ship Dauphin, which is in¬tended to compete with the already existing Lynx with Sea Skua missiles, was developed with Saudi funds and has a Thornson CSI` Agrion radar which provides guidance for the AS.15TT, which itself was financed by this contract. The SA 365K differs considerably by being almost 75 per cent of composite construction, such as Kevlar, The Nomex and carbonfibre. A Dauphin AS 365X set a speed record in March 1991 flying a 3km course. These earlier versions were super¬seded by the standard civilian variant, the SA 365N Dauphin 2 first flying in March 1979, and first seen at the 1979 Paris Air Show and its derivatives, which have a new structure making extensive use of composite materials such as glass¬fibre, Nomex, Kevlar and Rohacell, and with carbon fibre composite in the spars of the rotor blades. The SA 365N also features fully retractable tricycle landing gear, and is one of the fastest of all helicopters, having set many world point to point speed re¬cords including Paris London in 63 mi¬nutes at an average of just over 322 kph (200 mph). The standard AS 365N can accommodate up to 13 passengers. Powerplants are two Turbomecca Arriel 1C1 turboshafts, each rated at 724 shp (540 kW). A naval variant, designated AS 565F, was in production in 1990. Arriel powered military versions of the Dauphin include the AS.15TT-equipped SA.365F for the Saudi Navy, with either an Omera ORB-32 of Thomson-CSF Agrion radar, and the similar but unarmed SA.365F for the Irish Air Corps, fitted with Bendix RDR-L500 search radar and a Crouzet ONS-200A long-range navigation system. A military development of the Dauphin is the multirole SA.365M Panther. A production standard Panther was demonstrated in April 1986, and was planned to be available for delivery in 1988, followed in 1992 by a further-refined version with full day and night combat capability. The SA.365M has a Turbomeca TM333-1M powerplant, and is based on the standard SA.365N airframe, but makes extensive use of composite materials, in addition to having military features such as armoured crew seats, self-sealing fuel tanks, and cable cutters. Engine exhausts are designed for reduced infrared signature, and armament options include 20mm gun pods, rocket pods, Matra Mistral AAMs, and HOT anti-tank missiles with an associated Viviane roof-mounted sight. In the assault transport role eight to ten troops may be carried. French certification (VFR, day and night, category A and B) was awarded to the Aerospatiale SA 365N Dauphin IIN on 9 April 1981.
Aerospatiale AS-365N-2 Dauphin 2
The AS.365N3 with wide 12-passenger fuselage, five-blade main rotor and improved avionics suite, first flew in prototype form on 16 June 1997. It was later redesignated EC-155. Commercial and military sales of the AS 365 Dauphin 2 exceeded 500 aircraft for operators in some 44 countries by 1990. The total also includes production in China as the Harbin Z-9/Z9A, an initial batch of 50 having been due for completion in 1989.
Z-9A
The Harbin Z-9 (Chinese name: Zhishengji-9 / Vertical take-off aircraft 9) are licence-built AS 365N Dauphin 2. A licence agreement (Aerospatiale/CATIC) was signed on 2 July 1980 and the first (French-built) example made the initial acceptance flight in China on 6 February 1982. Chinese parts manufacture began in 1986 for the initial agreed batch of 50, the last of which was delivered in January 1992. The transmission was manufactured by Dongan Engine Manufacturing Company at Harbin, and hubs and tail rotor blades by Baoding Propeller Factory. Production continued under a May 1988 domestic contract. Plans to introduce the Arriel 2C were announced in mid-2001, following delivery of two of these engines in April. The first flight was achieved in September 2001.
A total of 110 (all versions) were reportedly built by mid-2001 and eight H410As were ordered mid-2002 by Far Eastern Leasing Company, China State Oceanic Administration and Zhoushan Civil Aviation Development Company. Most early production was for Chinese armed services (People’s Navy Aviation and Army Aviation each at least 25) and People’s Armed Police (four delivered 12 September 2001). The type entered service with two PLA army groups in January and February 1988 (Beijing and Shenyang Military Regions respectively). The People’s Navy Aviation was believed to use Z-9A for commando transport as well as shipboard communications. Ten were based at the former Royal Air Force airfield at Sek Kong in the third quarter of 1997, following the 1 July handover of Hong Kong by UK. The first export was made in late 2000 (two to Mali Air Force).
Civil models were used for various duties including offshore oil rig support and air ambulance (four stretchers/two seats or two stretchers/five seats). In 1992, Flying Dragon Aviation received two (late production Z-9s, augmenting an Aerospatiale Dauphin) which are operated on behalf of the Ministry of Forestry. Five civil Z-9s ordered by Shenzhen Financial Leasing Company (SFLC) in 2001. One Z-9A was deployed to Arctic regions in mid-1999, on a scientific survey ship.
The multi-role SA 565UA Panther is a military development of the twin-engined SA 365 Dauphin first flown on 29 February 1984. Based on the standard SA.365N1 airframe, the primary changes include more composite materials and armoured crew seats to maximize survivability in combat zones, the introduction of Turbomeca TM333-1M turboshafts with a continuous rating of 751shp, and the provision of equipment to permit the use of armament and to allow for night operations. Fuselage-mounted outriggers can carry air-to-ground weapons such as rocket or gun pods and/or air-to-air Matra Mistral missiles. For the assault role, up to ten troops can be carried, or external freight up to 3,515 lb (1 600 kg). First customer was the Brazilian Army, which had ordered 42.
Aerospatiale AS.565 Panther
The SA575-SA is a navalised derivative of the Panther light military helicopter, itself a derivative of the Dauphin. The AA version can be equipped with pod mounted cannon etc, the MA is a SAR version, and the SA is armed for anti-ship or ASW. Chile operates four AS 565 MAs fitted with radar warning and Exocet missiles and Saudi Arabia uses AS 565s equipped with the AS.15TT short-range anti-ship missile. Also licence built by Harbin as the Z-9.
Principal versions: SA.365 Dauphin 2 SA.360 fitted with two 650shp Turbomeca Arriel 1A turboshafts Prot. F-WVKE FF 24 Jan. 1975. Second prot. F-WVKD used for testing retractable u/c.
SA.365C Dauphin 2 Civil production version of SA.365 with 3382kg TOGW.
SA.365C1 Dauphin 2 SA.365C with 667shp Arriel 1A1 turboshafts.
SA.365C2 Dauphin 2 SA.365C with 670shp Arriel 1A2 turboshafts, 3480kg TOGW and modified transmission system.
SA.365N Dauphin 2 SA.365C with retractable tricycle u/c, lengthened cabin with max 11 pax separated from crew, pointed nose, composite rotors new air intakes and redesigned under-floor fuel tanks. 710shp Turbomeca Arriel IC turboshaft, 3977kg TOGW. FF 31 Mar. 1979. Prot. F-WZJD.
SA.365N1 Dauphin 2 SA.365 with 724shp Arriel 1C1 turboshafts, 4076kg TOGW and recontoured lower tail section eliminating ventral fin.
AS.365N2 Dauphin 2 SA-365N with two 763shp Turbomeca Arriel 1C2 turboshafts, new gearbox, 4226kg TOGW.
AS.365N3 Dauphin 2 AS.365N with quiet tail rotor and two Arriel 2C turboshafts. Prot. FF Oct. 1996.
AS.365N4 AS.365N3 with wide 12-passenger fuselage, five-blade main rotor and improved avionics suite. Prot. FF 16 Jun. 1997. Redesignated EC-155.
SA.365F Dauphin 2 Navalised SA.365N for Saudi Arabia etc. With pointed radar nose and either under-nose radar dish or antisubmarine missile system and 700shp Arriel 1M turboshafts. Prot. F-WZJD FF in this form 22 Feb. 1982.
SA.365M Dauphin 2 Army light tactical version of SA.365N1 with 12-troop capacity. Powered by two 913shp Turbomeca TM.333-1M turboshafts. 4077kg TOGW. Prot. F-WZJV FF 29 Feb. 1984. Later named Panther.
Harbin Z-9 Initial Chinese version, equivalent to French AS 365N1 and assembled from French-built kits: 28 completed.
Harbin Z-9A Follow-on kit-built version, to AS 365N2 standard. Final 22 of first 50 were of this version.
Harbin Z-9A-100 Effectively, prototypes for domestic licence-built version, with WZ8A engines and much increased local manufacture (72.2% of airframe and 91% of engine). Two built; first flight 16 January 1992; flight test programme completed 20 November 1992 after almost 200 flight hours (408 flights); Chinese type approval received 30 December 1992.
Harbin Z-9B First indigenous production version, based on Z-9A-100. Modified Fenestron with 11 wider-chord, all-composites blades instead of 13 metal blades as in AS 365N1. Principal unarmed PLA version for SAR, artillery direction, EW, troop transport (accommodates eight), communications and other utility duties. Certified also for domestic commercial operations 19 April 2001.
Harbin Z-9C Version for PLA Naval Air Force, for deployment aboard certain classes of destroyers and frigates; in service by late 2000. Believed to be equivalent to Arriel 2-engined Eurocopter AS 565 Panther, but equipped with Thales HS-12 dipping sonar and KLC-11/J-band (Chinese version of Agrion 15) surface search radar; armament includes two Yu-7 torpedoes or TV-guided C-701 anti-surface vessel missiles.
Harbin WZ-9 Armed (wuzliuang) version (also reported as Z-9W); eight Norinco HJ-8 (Hongjian: Red Arrow) wire-guided anti-tank missiles, twin 12.7mm machine gun or 23mm cannon pods, or twin 57 or 90mm rocket pods, and gyro stabilised, roof-mounted optical sight. First flight thought to have been in early 1989; in production. Export designation Z-9G, available with or without roof-mounted sight.
Harbin H410A Version with 635kW Arriel 2C (WZ8C) turboshafts for improved ‘hot-and-high’ performance. (Designation signifies 4.10 tonne MTOW.) First flight September 2001; CAAC certification 10 July 2002. Initial orders for eight.
Harbin H425 VIP version of H410A (thus 4.25 tonne MTOW); improvements to rotor system, fuel system and structure (crashworthiness), avionics and interior layout.
AS.365K Panther SA.365M with 748shp Arriel 1M1 turboshafts. Redesignated AS.565.
X.380 Dauphin SA.365N with combined composite rotor hub/mast, 5-blade rotor with swept tips, and 837shp Turbomeca Arriel IX turboshafts.
AS.366G / HH-65A Dolphin Three-seat SA.365N for US Coast Guard short-range recovery tasks with internal stretcher fittings, rescue hoist, pop-out flotation bags etc. 4027kg TOGW. Powered by two 680shp Textron-Lycoming LTS.101-750A-1 turboshafts. Prot. USCG.4101 FF 23 Jul. 1980. Four built.
AS.366G1 Dolphin Production AS.366G with LTS.101-750B-2 turboshafts and 4036kg TOGW. 92 built.
Specifications:
AS365 Dauphin 2 Engine: 2 x Turbomeca Arriel turboshafts, 650 hp (485 kW)
AS365C Dauphin 2 Engine: 2 x Turbomeca Arriel 1A, 651 / 670 shp TBO: 2000 hrs Main rotor: 39.1 ft / 11.68m Seats: 14 Length: 44.2 ft / 13.29m Height: 13.2 ft / 3.5m Max ramp weight: 8490 lb Max takeoff weight: 8490 lb Standard empty weight: 4314 lb Max useful load: 4176 lb Max landing weight: 8490 lb Max sling load: 3748 lb Disc loading: 7.1 lb/sq.ft Power loading: 6.1 lb/hp Max usable fuel: 2336 lb Max rate of climb: 1515 fpm Service ceiling: 15,000 ft HIGE: 3445 ft HOGE: 3445 ft Max speed: 165 kt Normal cruise @ 3000 ft: 150 kts Fuel flow normal cruise: 648 pph Endurance normal cruise: 3.4 hr Pax seats: 13
SA 365F Dauphin 2 Engines: 2 x Turbomeca Arriel turboshafts, 710 shp (529 kW) Max cruise SL (clean): 252 km/h (156 mph) Max cruise alt. (clean): 259 km/h (161 mph) Max speed: 280 kph Fuel cap: 1140 lt Range (max fuel, SL): 898 km (558 miles) Endurance (max fuel): 4 hrs 25 min Endurance (two missiles): 3 hrs 45 min Endurance (four missiles): 2 hr 45 min Empty weight: 2141 kg (4,720 lb) MTOW: 3900 kg (8,598 lb) No. Blades: 4 Main rotor diameter: 11.93 m (39 ft 1¾ in) Fuselage length: 12.11 m (39 ft 8¾ in) Height: 3.99 m (13 ft 1 in) Main rotor disc area: 111.7 sq.m (1,202.4 sq.ft) Crew: 2 Pax: 9 Armament: four Aerospatiale AS.15TT radar guided missiles.
SA 366 Dauphin Engines: 2 x Avco Lycoming LTS 101 turboshafts, 590 hp (440 kW)
Aerospatiale / Eurocopter HH-65C Dolphin Engines: 2 x Turbomeca Arriel 2C2 turboshaft, 853shp Length: 44.29ft (13.5m) Height: 12.80ft (3.90m) Maximum Speed: 137mph (220kmh; 119kts) Maximum Range: 345miles (555km) Service Ceiling: 7,510ft (2,289m) Armament HITRON Dolphins: 1 x 7.62mm M240B General Purpose Machine Gun 1 x 12.7mm M107CQ Anti-Materiel Rifle Accommodation: 4 Empty Weight: 6,173lbs (2,800kg) Maximum Take-Off Weight: 20,900lbs (9,480kg)
SA.365N2 Dauphin II Engine: 2 x Turbomeca Arriel 1C2 or 2 x Turbomeca 1M1 Instant pwr: 550 or 570 kW Rotor dia: 11.9 m MTOW: 4250 kg Useful load: 1970 kg Max cruise: 150 kts Max range: 880 km HIGE: 8365 ft HOGE: 5905 ft Seats: 14
Aérospatiale SA 365 M Panther Engine: 2 x Turbomeca TM 333-1M, 672 shp Length: 39.698 ft / 12.1 m Height: 13.123 ft / 4.0 m Rotor diameter: 39.042 ft / 11.9 m Max take off weight: 9040.5 lb / 4100.0 kg Weight empty: 5071.5 lb / 2300.0 kg Max. speed: 148 kt / 275 km/h Cruising speed: 138 kt / 255 km/h Initial climb rate: 1574.8 ft/min / 8.0 m/s Service ceiling: 15420 ft / 4700 m Range: 421 nm / 780 km Fuel capacity: 300 gal / 1135 lt Crew: 2 Payload: 8-10 pax
Harbin Z-9A Engine: 2 x South Aeroengine Co WZ8A Instant pwr: 527 kW Rotor dia: 11.9 m MTOW: 4100 kg Empty weight equipped: 2050kg Payload: 1660 kg Useful load: 2038 kg Fuel capacity 1,140 lt / opt. 180 litre aux Max speed: 159 kts / 315km/h Max cruise sea level: 153 kts / 280km/h Max range at 250km/h, standard tanks: 860 km HIGE: 8530 ft / 2150m HOGE: 5900 ft / 1150m Service ceiling: 19,685 ft / 6000m Max vertical rate of climb: 252m/min Max forward rate of climb: 396m/min Crew: 2 Pax: 12
AS.565AA Panther Engine: 2 x Turbomeca Arriel 1M1 Instant pwr: 570 kW MTOW: 4250 kg Payload: 1600 kg Max speed: 147 kts Max range: 860 km HIGE: 6726 ft HOGE: 4101 ft Crew: 2 Pax: 10
AS.565MA/SA Panther Engine: 2 x Turbomeca Arriel 1M1 Instant pwr: 558 kW MTOW: 4250 kg Payload: 1600 kg Max speed: 147 kts Max range: 875 km HIGE: 2726 ft HOGE: 4101 ft Crew: 2 Pax: 10
AS.565UA Panther Engine: 2 x Turbomeca Arriel 1M1 Instant pwr: 570 kW MTOW: 4255 kg Payload: 1600 kg Max speed: 147 kts Max range: 858 km HIGE: 6726 ft HOGE: 4101 ft Crew: 1 Pax: 10
Eurocopter Panther 800 Engine: 2 x LHTEC T800-800 Instant pwr: 657 kW MTOW: 4250 kg Max speed: 143 kts Max range: 778 km HOGE: 6500 ft Crew: 2 Pax: 10
Aerospatiale flew the first prototype (F-WVKH) of the AS 350 Ecureuil (squirrel) five/six-seat light general purpose helicopter on 24 June 1974 and introduced a new simplified rotor and an all-new streamlined fuselage with room for five or six persons. Built from composites/fibre-glass, the rotor head was designed without the need for conventional mechanical hinging. It used the inherent flexibility of laminated composites for movement. The AS.350 uses many automobile parts such as a cooling fan from a normal Citroen car and an oil radiator by another automobile manufacturer. The cabin is made of thermoformed polycarbonate semi-monocoque sections with ultrasonic welding. The bearings usually found in rotor hubs have been replaced by elastomeric ball joints which need no lubrication. The first prototype was powered by a Lycoming LTS engine, and the second with a Turbomeca Arriel 1A engine. The first flight of the second example (F-WVKI) was on 14 February 1975.
The first production version was the AS 350B powered by 478kW Arriel IB and certified 27 October 1977. Delivery of the 2,000th AS 350/550 (F-WWPZ, later ZJ270 of UK Defence Helicopter Flying School) took place in July 1997. Production of the AS350B started in July 1978 after eight pre-production models had been built. By the end of December of that year, the company had 459 orders. The AS350 B2 is an uprated Squirrel variant powered by a 732shp Turbomeca Arriel engine. It was being marketing in the USA as the SuperStar to replace the SA315B Lama in the heavy lifting role. The AS350B3 is equiped with basically a glass cockpit, a six axis auto-pilot, an AS355 swash plate, rotor head and dual hydraulics. This helicopter is IFR certified. The conversion from a B model to an AS.350BA consists mainly of fitting the AS355 rotor head and blades and replaced the AS 350B during 1992. French VFR certification was received in 1991, UK and US certifications in 1992, and Japanese in 1993. Production of AS 350BA ended in 1998. All AS 350B1, 350BA and 350B versions can be upgraded to 350B2. The Aerospatiale AS.350C AStar six-place helicopter received U.S. certification in 1978. The helicopter is powered by a 615 shp Lycoming LTS101 turbine driving all fiberglass rotor blades and sold only in USA. The AS350D Astar of 1976 differs solely in having an American Lycoming LTS101 engine.
AS.550C-2 Fennec
Sales of the single- (AS 350) and twin-engined (AS 355) versions of the Ecureuil (Squirrel) exceeded 1,300 by 1990. In February 2001, delivery took place of the 3,000th of Ecureuil family (including AS 355/555), which also was first EC 130 upgraded version. There were a total 10,986,000 Ecureuil flying hours by January 2001. Also built under licence by Helibras in Brazil as the Esquilo. The AS.550 Fennec is a military version of the Eurocopter AS.350 Squirrel powered by a single full FADEC controlled Turbomeca Aniel B2 engine, ordered by the French and Danish Armies. In 1992 the RoSAF took delivery of 10 utility and training AS.550 A2 models and a further ten AS.550 C2 models, which were equipped with a with a roof mounted sight and can be armed with GIAT 20mm cannon pods, BAE Systems CRV 7 unguided rockets and Hughes HeliTOW anti armour guided missiles. The A2 is a battlefield version, and can carry weapons.
AS355F1
Development of the twin-engined AS.355 version of the Squirrel started in 1978 and it is essentially similar to earlier models with the added attraction of twin-engined reliability specified by some op¬erators in the rescue, police and night flying roles. The first Twin Squirrel (F-WZLA), with 420shp 250-C20F Allison turboshafts and the Starflex rotor system made its maiden flight on 28 September 1979 followed by the second prototype on 13 November. The twin-engined version is known as the Twinstar in the USA and Ecureuil 2 everywhere else. After 122 hours of flight testing, production went ahead at a rate of between five and seven helicopters a month, rising to 20-24 in 1981. Production of the AS 355F was superseded by the AS 355F1 in January 1984. Conversion from an AS355F to AS355F1 enables a higher gross weight. After several modifications the civilian AS.355F2 is fitted with twin Allison turbines developing around 315kW and new wider composite blades and remoulded engine intakes for anti-icing protection. The AS 355F2 was certified 10 December 1985. Three military versions of the Ecureuil light helicopter; the single-turbine AS.350L-1, the twin-turbine AS.355M for the French Air Force, and the similar AS.355M-2 for export. All have strengthened airframes, reinforced landing gear, and increased instru¬mentation. Other armament options include the 20mm GIAT M621 cannon, 7.62mm machine-gun pods, and unguided rockets. A naval variant, the AS 555MN, is equipped with a chin-mounted radar, but is unarmed.
The Aerospatiale AS 555UN Fennec, powered by paired Turbomeca TM 319 turboshafts is the military version of the AS 355 Ecureuil. An enlarged engine casing above and behind the five-seat cabin identifies the twin-engined AS 355/555 version. The AS.555SR engines are 420 shp (313 kW) Allison 250-C20F turboshafts which are replaced in the North American-marketed TwinStar by 450 shp (335.6 kW) Allison units. 1990 military versions were designated AS 555s and users include Brazil (built by Helibras and designated CH-55 and VH-55 for the Brazilian air force) and France. Armament can comprise GIAT 20-mm cannon and HOT or TOW anti-tank missiles. For naval use two torpedoes can be carried. The MN is a naval version for sea survey, the SN an ASW version. The AN can have axial weapons. A total 3,028 AS 350s, AS 355s and EC 130s had been ordered by at least 70 countries by January 2001, of which 2,675 were then in service; 1,948 single-engined Ecureuils were in service at May 2000. Military customers include Singapore armed forces (10 AS 550B2 and 10 AS 550C2); Australia (RAAF 18 for training; RAN six utility); Danish Army (12 AS 550C2 with ESCO HeliTOW system ordered 1987, delivered 1990); French Army ALAT (originally expressed need for up to 100 to replace Alouette III); French CEV (flight test centre), and FBS Ltd, which ordered 38 AS 350BBs, with deliveries beginning November 1996 and service entry in April 1997. Of these, 26 are Squirrel HT. Mk Is with Defence Helicopter Flying School at Shawbury and 12 are NVG-compatible HT. Mk 2s with 670 Squadron, Army Air Corps, at Middle Wallop; by June 2001 the fleet had amassed 100,000 hours. Other orders include 11 for Brazilian Navy fox liaison and patrol work; 30 for Brazilian Air Force for training; 36 for Brazilian Army (16 for liaison and 20 for training and firefighting); six AS 350B3 for Chilean Army; eight for China (see also CHAIC Z-11) and 40 AS 350B2 options for US Customs Service (augmenting five B2s delivered from 21 October 1998 to supplement 19 earlier AStars); six AS 550C3; 13 AS 350B3 ordered by United Arab Emirates in 2000; and four AS 350B3 for the South African Police Air Wing, of which last two delivered in January 2002. Orders in 1997-2002 were 102, 73, 95, 137, 103 and 132. Deliveries in 2002 were 163. In 2003 an AS 350B3 cost US$1.4 million. The AS350 features Starflex bearingless glass fibre main rotor head with the main rotor turning at 394 rpm, and tail rotor at 2,086 rpm. Flying controls are single fully powered, with accumulators to delay manual reversion following hydraulic failure until airspeed can be reduced, and inverted aerofoil tailplane to adjust pitch attitude in climb, cruise and descent. In the military AS 550versions fuel is held in a self-sealing composites tank with capacity of 540 litres. An option is a 475 litre auxiliary tank in the cabin. Engines include: AS 350B2 powered by one 546kW Turbomeca Arriel 1D1 with transmission rated at 440kW for T-O; AS 350B3/AS 550C3 powered by one 632kW Turbomeca Arriel 2B turbine engine controlled by FADEC, with transmission rated at 500kW for T-O; AS 350D powered by AlliedSignal LTS101 sold only in USA. Soloy offers conversion using Rolls-Royce 250-C30M turboshaft. Two individual bucket seats in the front and a four-place rear bench are standard,with a large forward-hinged door on each side of versions for civil use. Sliding doors are standard on military the versions. There is a baggage compartment aft of the cabin, with full-width upward-hinged door on the starboard side. The top of the baggage compartment is reinforced to provide a work platform on each side. Hydraulic system includes four single-body servo units, operating at 40 bar pressure, and accumulators to delay reversion to manual control; electrical system includes a 4.5kW engine-driven starter/ generator, a 24V 16Ah Ni/Cd battery and a ground power receptacle. Options include A 907kg capacity cargo sling (1,160 kg for AS 350B2/550, 1,400 kg on AS 350B3), AND A 135kg capacity electric hoist (optional 204kg on AS 350B3).
The need for a light twin-turbine helicopter, particularly in America, led Aerospatiale to develop a bigger version of the Ecureuil — Ecureuil II (or Twinstar) — powered by two 420shp Allison 250-C20F. It made its first flight on 27 September 1979 (F-WZLA) followed by the second prototype on 13 November. After 122 hours’ flight testing, production went ahead at a rate of between five and seven helicopters a month, rising to 20-24 in 1981.
Similar to the AS 350, the AS355/AS555 has the Starflex main rotor with the two engine shafts driving into a combiner gearbox containing freewheels. The main rotor turns at 394 rpm and tail rotor at 2,086 rpm as does the AS350.
Flying controls are powered, with full dual flying controls without manual reversion, trim by adjustable stick friction, and inverted aerofoil tailplane.
Engines are two Turbomeca Arrius 1A turboshafts, each rated at 357kW for take-off and 302kW maximum continuous; 388kW 30 minutes OEI emergency; 407kW 2.5 minutes OEI emergency; full authority digital engine control (FADEC) allows automatic sequenced starting of both engines, automatic top temperature and torque limiting and preselection of lower limits for practice OEI operation. Transmission rating 511kW for T-O. Two integral fuel tanks, with total usable capacity of 730 litres, in body structure. Optional 475 litre auxiliary tank in cabin.
The AS 355/555 is equipped with two hydraulic pumps, reservoirs and tandem powered flying control units and electric generators, with a 204kg capacity winch available. A cargo hook is optional; capacity 1,134kg.
AS.355 Ecureil 2
AS 355F superseded by AS 355F1 in January 1984. The AS 355F2 certified 10 December 1985. The AS.355F2 civilian variant is fitted with twin Allison turbines developing around 315kW and new wider composite blades and remoulded engine intakes for anti-icing protection.
AS 355N powered by two Turbomeca TM 319 Arrius 1A certified in France in 1989, UK and USA in 1992; deliveries of this version began early 1992.
Customers for the AS355/AS555 totaled 592 twin-engined Ecureuils in service at May 2000.
The French Air Force ordered 52 Fennecs, first eight as AS 355F1s powered by Rolls-Royce 250; flown by 67e Escadre d’Helicopteres at Villacoublay and other units for communications and, with side-mounted Giat M61 20mm gun pod, by ETOM 68 in Guyana; delivery of the remaining 44 (AS 555AN powered by Arrius) began 19 January 1990; from 24th onwards, provision for centrally mounted 20mm cannon and T-100 sight, plus Mistral missiles.
The French Army ordered 18 AS 555UNs for TFR training (delivery from February 1992). The French Air Force operate the AS.355N in the surveillance role and later models are fitted with Turbomeca TM319 turbines. A naval variant, the AS 555MN, is equipped with a chin-mounted radar, but is unarmed.
The Brazilian Air Force has 13 AS 555s: 11 with armament, designated CH-55, and two VIP transports, designated VH-55. The Brazilian Navy acquired 11 UH-12Bs; Brazilian AS 555s assembled by Helibras in Brazil; four more navies ordered eight AS 555s in 1992, two in 1993, four in 1994 and one in 1995.
Two AS 333F1s, leased from OSS of Hayes, UK, supplied to the RAF’s No. 32 (The Royal) Squadron at Northolt on 1 April 1996 for VIP transport; third subsequently added.
Total of six AS 3555Ns ordered by Malaysian Navy on 13 October 2001 with deliveries at end 2003.
Orders in 1997-2001 totalled nine, 20, 10, 13 and 17. About 750 Ecureuils and Astars have been delivered to operators in 19 nations.
In May 2005 a Eurocopter AS 350B3 Squirrel set a new world record for the highest take-off and landing when it touched down on the peak of Mount Everest at a height of 29,035 ft / 8850 m. To be recognised as a record, the Squirrel had to remain on the ground for two minutes before departing.
AS 350B2 Ecureuil Uprated engine and transmission; wide-chord new section main and tail rotor blades originally developed for AS 355 twin; certified 26 April 1989; known as SuperStar in North America; supplied to UK Ministry of Defence as AS 350BB, designated Squirrel HT. Mk 1 with normal instrumentation and Squirrel HT. Mk 2 with provision for pilot’s NVGs.
AS 350B3 Ecureuil 632kW Arriel 2B and wide-chord tail rotor; optimised for high-altitude operation; uprated transmission and digital engine control. First flight (F-WWPB) 4 March 1997; French VFR certification December 1997 after 150 hour test programme; first delivery, to Osterman Helicopter, January 1998; Australian and New Zealand certification achieved late 1998. By 1 June 2001, 180 AS 350B3s were in service with 120 customers, in 25 countries; 100th AS 350B3 delivered 14 December 1999 to Japanese customer.
AS 350BA Ecureuil Powered by 478kW Turbomeca Arriel 1B and fitted with large main rotor blades of AS 350B2; maximum T-O weight increased by 150kg.
AS 350D AStar Version of 350B for North American market; improved LTS101 engine, with 6% more power, offered early 1999.
AS 350 Firefighter Conair system able to pick up water load in 30 seconds while hovering over water; demonstrated 1986; Isolair system certified September 1995.
AS 550ÑÇ Fennec Light anti-tank version armed with four TOW missiles; has same power plant as AS 550A3 and 2 hour 45 minute endurance.
AS 550A3 Fennec Light attack version of AS 350B2 with 3-hour endurance; powered by 632kW, Arriel 2B; standard features include taller landing gear, sliding doors; NVG-compatible cockpit; reinforced airframe; provision for armoured seats and engine cowlings; can be armed with single 20mm cannon or two rocket launchers.
AS 550U3 Fennec Military utility version with Arriel 2B power plant; capable of performing observation, commando and transport duties.
AS 355N Ecureuil 2 / Twinstar Civil production version, adaptable for passengers, cargo, police, ambulance, slung loads, carrying harbour pilots, working on high-tension cables and other missions; Category A OEI performance; known as TwinStar in USA.
AS 555UN Fennec Military utility version and French Army ALAT IFR pilot trainer.
AS 555AN Fennec Armed version; later machines adapted for centreline-mounted 20mm gun and pylon-mounted rockets.
AS 555MN Fennec Naval unarmed version. Can carry a 360 degree chin-mounted radar.
AS 555SN Fennec Armed naval version for ASW and over-the-horizon targeting, operating from ships of 600 tonnes upwards; armament includes one lightweight homing torpedo or the cannon and rockets of land-based versions; avionics include Honeywell RDR-1500B 360° chin-mounted radar, Thales Nadir 10 navigation system, Thales RDN 85 Doppler and SFIM 85 T31 three-axis autopilot.
AS.350 Ecureuil Engine: Turboméca Arriel II, 632 shp Length: 35.794 ft / 10.91 m Rotor diameter: 35.072 ft / 10.69 m Fuselage length: 10.9m Height: 3.15m MTOW: 4630.5 lb / 2100.0 kg Weight empty: 2348.3 lb / 1065.0 kg Max. speed: 147 kts / 272 km/h Cruising speed: 125 kts / 232 km/h Initial climb rate: 1555.12 ft/min / 7.9 m/s Service ceiling: 4750m HIGE: 2500m H OGE: 1860m Range: 378 nm / 700 km Crew: 2 Payload: 6 pax
AS.350B Ecureuil Engine: Turbomeca Arriel 1D1, 614 shp TBO: 2000 hrs Main rotor: 35.1 ft Seats: 6 Length: 42.6 ft / 12.99 m Height: 10.3 ft / 3.5 m Width: 10.69 m Max ramp wt: 4300 lb MTOW: 4300 lb Std empty wt: 2363 lb Max useful load: 1937 lb Max landing wt: 4300 lb Max sling load: 2000 lb Disc loading: 4.4 lb/sq.ft Power loading: 6.7 lb/hp Max usable fuel: 983 lb Max ROC: 1555 fpm Max speed: 147 kts Service ceiling: 15,600 ft HIGE: 9675 ft HOGE: 7380 ft Normal cruise @ 3000 ft: 123 kts Fuel flow @ normal cruise: 301 pph Endurance @ normal cruise: 2.9 hr
AS.350B2 / SuperStar Engine: 1 x Turbomeca Arriel 1D1 Instant pwr: 545 kW Rotor dia: 10.7 m Length: 12.99 m Height: 3.5 m Width: 10.69 m MTOW: 2250 kg Useful load: 1090 kg Max cruise: 135 kts Max range: 670 km HOGE: 8350 ft Service ceiling: 15,750 ft Crew: 2 Pax: 4 Seats: 6/7
AS.350B3 Engine: 1 x Turbomeca Arriel 2B, 847 shp Max cont pwr: 728 shp Empty wt: 1202 kg MAUW: 2250 kg Height: 3.5 m Width: 10.69 m Length: 12.99 m ROC @ 2250 kg: 1979 fpm Cruise: 120-130 kt Max cruise: 147 kt Vne: 155 kt MAUW external load: 2800 kg
AS.350BA Engine: 1 x Turbomeca Arriel 1B Instant pwr: 475 kW Rotor dia: 10.7 m Length: 12.99 m Height: 3.5 m Width: 10.69 m MTOW: 2100 kg Useful load: 945 kg Max cruise: 126 kts Max range: 730 km HOGE: 6500 ft Service ceiling: 15,750 ft Crew: 2 Pax: 4 Seats: 6/7
AS.350C AStar Engine: 1 x Lycoming, 615 shp Seats: 6
AS.350D AStar Engine: 1 x Lycoming LTS101-600A2, 615 shp TBO: 2400 hrs Main rotor: 35.1 ft Seats: 6 Length: 42.6 ft Height: 10.3 ft Max ramp wt: 4300 lb MTOW: 4300 lb Std empty wt: 2360 lb Max useful load: 1940 lb Max landing wt: 4300 lb Max sling load: 2000 lbs Disc loading: 4.4 lb/sq.ft Power loading: 9.37 lbs/hp Max usable fuel: 938 lb Max ROC: 1760 fpm Service ceiling: 15,000 ft HIGE: 8800 ft HOGE: 5400 ft Max speed: 147 kts Normal cruise @ 3000 ft: 122 kts Fuel flow @ normal cruise: 293 pph Endurance @ cruise: 3 hr
AS.350L Ecureil Engine: 1 x Turbomeca Arriel Installed pwr: 480 kW Rotor dia: 10.7 m Fuselage length: 10.9 m No. Blades: 3 Empty wt: 1065 kg MTOW: 2200 kg Payload: 900 kg Max speed: 270 kph ROC: 480 m/min Ceiling: 4575 m HIGE: 2950 m HOGE: 2250 m Fuel cap (+aux): 530 lt (475 lt) Range: 700 km Crew: 1 Pax: 5
AS.355 Ecureuil 2 / Twinstar Engine: 2 x Allison 250-C20F, 309 shp Length: 35.761 ft / 10.9 m Height: 10.171 ft / 3.15 m Rotor diameter: 35.105 ft / 10.69 m Fuselage length: 10.9m MTOW: 5600.7 lb / 2540.0 kg Weight empty: 2877.5 lb / 1305.0 kg Max. speed: 121 kts / 224 km/h Cruising speed: 108 kts / 200 km/h Initial climb rate: 1279.53 ft/min / 6.5 m/s Service ceiling: 11155 ft / / 3400 m HIGE: 2000m HOGE: 1500m Range: 378 nm / 700 km Fuel capacity: 193 USG / 730 lt Crew: 1 Payload: 5 pax
AS.355F TwinStar Engine: 2 x Allison 250-C20F, 420 shp TBO: 3500 hrs Main rotor: 35.1 ft Seats: 6 Length: 42.6 ft Height: 10.3 ft Max ramp weight: 5070 lb MTOW: 5070 lb Standard empty weight: 2807 lb Max useful load: 2263 lb Max landing weight: 5070 lb Max sling load: 2300 lb Disc loading: 5.2 lb/sq.ft Power loading: 6 lb/hp Max usable fuel: 1293 lb Max rate of climb: 1614 fpm Service ceiling: 14,800 ft Hover in ground effect: 6900 ft Max speed: 147 kts HOGE: 7900 ft Normal cruise @ 3000 ft: 128 kts Fuel flow @ normal cruise: 435 pph Endurance @ normal cruise: 2.8 hr
AS.355F1 Ecureuil II Engine: 2 x Allison 250-C20F
AS.355F2 Ecureuil II Engine: 2 x Allison 250-C20F Instant pwr: 315 kW Rotor dia: 10.7 m MTOW: 2540 kg Useful load: 1185 kg Max cruise: 120 kts Max range: 705 km Seats: 6/7
AS.355N Ecureuil II Engine: 2 x Turbomeca Arrius 1A Instant pwr: 355 kW Rotor dia: 10.7 m MTOW: 2540 kg Useful load: 1135 kg Max cruise: 120 kts Max range: 720 km HIGE: 8530 ft HOGE: 5085 ft Seats: 6/7
AS.550A2/C2 Fennec Engine: 1 x Turbomeca Arriel 1D1 Instant pwr: 545 kW MTOW: 2500 kg Payload: 1160 kg Max speed: 130 kts Max range: 654 km HIGE: 9850 ft HOGE: 7850 ft Crew: 1 Pax: 5
AS.550U2 Fennec Engine: 1 x Turbomeca Arriel 1D1 Instant pwr: 545 kW MTOW: 2500 kg Payload: 1160 kg Max speed: 130 kts Max range: 654 km HIGE: 9850 ft HOGE: 7550 ft Crew: 1 Pax: 5
AS.555MN/SN Fennec Engines: 2 x Turbomeca Arrius TM3191A1 Instant pwr: 340 kW MTOW: 2600 kg Payload: 1134 kg Max speed: 121 kts Max range: 722 km HIGE: 8530 ft HOGE: 5085 ft Crew: 1 Pax: 5
AS.555SR Engines: 2 x Allison 250-C20F, 420 shp (313 kW)
AS.555AN Fennec Engine: 2 x Turbomeca Arrius TM3191A1 Instant pwr: 390 kW MTOW: 2600 kg Payload: 1135 kg Max speed: 118 kts Max range: 659 km HIGE: 8530 ft HOGE: 5080 ft Crew: 1 Pax: 5
AS.555UN Fennec Engine: 2 x Turbomeca Arrius TM3191A1 Instant pwr: 390 kW MTOW: 2600 kg Payload: 1135 kg Max speed: 118 kts Max range: 695 km HIGE: 8530 ft HOGE: 5080 ft Crew: 1 Pax: 5
The design of the AS.332 commenced in 1974 and the definitive prototype was preceded by a modified Puma, the AS.331, which flew in September 1977 with an uprated transmission driven by two Turbomeca Makila turboshafts. The first AS.332 flew on 13 September 1978 (the prototype designated as the AS 331) and introduced additional changes to improve payload, performance and survivability, and to reduce maintenance.
Changes included a new energy-absorbing landing gear with increased wheel base and track, a lengthened nose section, more efficient fiberglass main and tail rotors, greater fuel capacity, and revised fin and tail plane contours to improve handling. In 1980 a fourth prototype introduced a cabin stretch of 0.76m with two additional windows and up to three more passengers.
When development of the SA.330 (then called Alouette IV) and the production of seven test aircraft (two prototypes and five pre-series machines) was authorised by the STAe in June 1963 (the War Ministry allocated 20 million francs), Turmo III free turbines of the same rating were selected in preference to the Bastan powerplant. A full-size mock-up, seen at the Paris Air Show that year, was similar to the final version apart from the shape of the nose. The evaluation aircraft were registered F-ZWWN to F-ZFWT, and the first of them made its maiden flight on 15 April 1965; all of these, plus a sixth pre-series aircraft, were flying by mid-1968, the last on 30 July 1968.
Beginning with the AS 331 prototype, this produced the AS 332A commercial pre-production models followed by the first commercial production examples designated as the AS 332C. Military pre-production models became the AS 332B followed by the initial militarized forms in the AS 332B1. The AS 332 C1 was a dedicated Search & Rescue (SAR) example equipped with six cabin stretchers and a surface search radar. The AS 332F became a militarized anti-submarine and anti-ship variant while the AS 332F1 was a base navalized Super Puma modified to contend with the rigors of the salty ocean environment.
The sixth pre-production aircraft had a different nose, which was standardized on the production aircraft. As a result of the trials programme the SA330 won the approval of the French Army, which ordered 130 (designated SA.330H).
After several trial examples were built the production of the Puma was started in 1968 powered by twin 1115kW Turbomeca Turmo IVC turboshafts and carrying sixteen combat troops at 260kph for a range of 555km. The first deliveries of fifty-four SA 330Bs to the French army took place in 1969, the type becoming operational the following year and the first of forty-eight Westland-built Pumas joining the RAF in 1971.
Thirty of the SA.330B, which is the version for the French ALAT (Army Air Corps), were built from spring 1969.
The SA.330C export version also went into production in 1969.
The SA.330 may carry a 2500kg external sling load or 20 troops and is equipped with a hoist capable of lifting a 175kg load. The SA.330 carries a crew of 2. The main rotor blades fold back for stowage, and all landing wheels retract, but protrude slightly. The fully-articulated main rotor had four extruded aluminum bladesand the anti-torque rotor five-blades.
The last pre-production Puma was modified by Westland for the RAF and after promising tests, a joint production agreement was reached (concluded on 2 April 1968) and Westland Helicopters built 48 SA 330E as the Puma HC.Mk I.
Those which are in British and French military service are powered by two 1,185 shp Turbomeca Turmo IIIC4 turboshaft engines. They can carry a wide variety of cannon, machine‑guns, and missiles, or be used to transport up to 20 troops or cargo.
The RAF’s SA.330E Puma HC Mk.1s built by Westland in 1970-71, were assigned to No.33 and 230 Squadrons.
The SA.330F civil version flew in September 1969 powered by 1290shp Turmo lVA engines. It was superseded by the SA.330J, introduced in 1976, and the SA.330L for military use. Both have 1580shp Turmo IVC engines and composite material main rotor blades. The SA.330J has been certified for all-weather operation and has an anti-icing system on both the rotor blades and air intakes.
The SA 330J provides for a standard crew of two on the flight deck, with a toilet and baggage compartment at the rear of the cabin. Equipped with thermal de-icing of the main rotor blades, thermal anti-icing of the tail rotor blades, special intakes and weather radar, the SA 330J, on 25 April 1978, received certification for all-weather operations, including flight in icing conditions.
Aerospatiale went on to build 686 (some sources claim 697) SA 330s (before switching production to the Super Puma in 1981) in successively improved versions for numerous export customers. These included civil operators, especially those in the oilfield support industry once the all-weather capability was available in the SA 330J and L. Between 1970 and 1984, Aerospatiale sold 126 civil models in all.
The SA330 was also assembled in Romania as the CNIAR-330, the first IAR-330H Puma flying on 22 October 1975. In 1977 a licence was granted for the Puma to be built in Romania.
Romania became the sole manufacturer of the Puma helicopter, and had completed 112 by mid-1985, mostly for military use. Romania exported a number of Puma, the military customers included Sudan, which received 12 in 1985. By 1994 IAR had built over 200 and production of the IAR-330L. Despite being a COMECON and Warsaw Pact member, Romania strove for some measure of independence from the USSR. Instead of buying popular Soviet designs, Romania bought a licence to manufacture the French Aérospatiale SA 330 Puma on 30 July 1974. The first licensed helicopter was flown on 22 October 1975 under the designation IAR-330L. Production was at the Industria Aeronautică Română plant at Ghimbav near Brașov.
MEDEVAC IAR 330M Puma
At least 163 of these helicopters have been built, out of which 104 were assigned to Romania’s military, 2 were retained by the manufacturer and 57 were produced for export (Pakistan, Ivory Coast, United Arab Emirates, Sudan, Ecuador). There is also a search and rescue (SAR) version, fitted with inflatable floats for emergency landing at sea, which has been built in a small batch.
AS332L Super Puma
The fuselage of the SA 330 Puma is a conventional all-metal semi-monocoque structure, with the engines mounted externally on top of the fuselage shell and forward of the main rotor assembly. The rotor is driven via a main gearbox, with twin free-wheeling spur gears to combine the outputs of the two turboshaft engines to a single main drive shaft. Should both engines fail the auto-rotating main rotor continues to drive the auxiliary take-offs for the shaft-driven tail rotor, alternator, dual hydraulic pumps, and ventilation fan. The tail boom, which carries the flapping-hinge five-blade tail rotor on the starboard side and a horizontal stabiliser on the port side, is a monocoque continuation of the aft fuselage. Early main rotor blades were of light alloy construction, but those fitted since 1976 are composite units of glassfibre, carbon fibre and honeycomb construction, with anti-abrasion leading edges of stainless steel. The landing gear is of the semi-retracting tricycle type, with twin wheels on each unit, all of which are partly exposed when retracted. The first SA 330Bs for the French army and air force, and the SA 330Es for the Royal Air Force, were powered by Turmo III C4 turboshaft engines with a take-off rating of 990kW; and the SA330C/H military export versions, first flown in September 1968, had originally 1044kW Turmo IVBs, but from the end of 1973 SA 330H aircraft were equipped with 1174kW Turmo IVC engines which include anti-icing of the engine air intakes. The first SA 330F/G civil versions had Turmo IVA engines of 1070kW as first flown on 26 September 1969 and delivered from the end of 1970; but the SA 330G acquired Turmo IVC engines from the end of 1973; and this is also installed on the SA 330J (civil) and SA 330L (military) helicopters of 1976.
Features: A four-blade main rotor, with a fully articulated hub and integral rotor brake. Attachment of each blade to its sleeve is by two quick-disconnect pins enabling the blades to be folded back manually. The five-blade tail rotor on the starboard side of the tailboom has flapping hinges only, with mechanical shaft and gear drive. The main gearbox is on top of cabin behind engines, and has two separate inputs from the engines and five reduction stages. Drive to the tail rotor is via shaft and an intermediate angle gearbox, and a right-angle tail rotor gearbox. The hydraulically controlled rotor brake, on the main gearbox, allows the rotor to be stoped 15 seconds after engine shutdown. Each of the moulded blades is made up of a fibreglass roving spar, a composite fibreglass and carbonfibre fabric skin, with Moltoprene/honeycomb filler. The leading-edge is covered with a stainless steel protective section. The fuselage is an all-metal semi-monocoque structure. Titanium alloy is used under the engines, which are outside the main fuselage shell. The monocoque tailboom supports the tail rotor and a horizontal stabiliser on the port side. The Messier-Hispano-Bugatti semi-retractable tricycle type landing gear, with twin wheels on each unit retract upward hydraulically into fairings on sides of fuselage and a self-centring nose unit retracts rearward. The wheels have hydraulic differential disc brakes, controlled by foot pedals, and a lever-operated park brake. The two Turbomeca Turmo IVC turboshaft engines are mounted side by side above cabin forward of the main rotor assembly and separated by a firewall. They are coupled to the main rotor transmission box, with shaft drive to the tail rotor, and form a completely independent system from the fuel tanks up to the main gearbox inputs. Fuel is in four flexible tanks and one auxiliary tank beneath the cargo compartment floor, with a total capacity of 1,544 litres. There is provision for an additional 1,900 litres in four auxiliary ferry tanks to be installed in the cabin. External auxiliary tanks (two of 350 litres each) can be fitted. For long-range missions one or two extra internal tanks of 215 litres each can be fitted in the cabin. Each engine is supplied by a pair of interconnected primary tanks, the lower halves of which have self-sealing walls for protection against small calibre projectiles. Crew can be one, or two side by side on anti-crash seats on the flight deck, with a jump-seat for third crew member if required. Doors feature on each side of flight deck on later versions. An internal doorway connects the flight deck with folding seat in the doorway for an extra crew member or cargo supervisor. Dual controls standard. Accommodation in main cabin for 16 individually equipped troops (20 in the high-density version), six stretchers and six seated patients, or equivalent freight. The floor is strengthened for cargo-carrying, with lashing points. The main cabin can have jettisonable sliding door on each side or a port-side door with built-in steps and starboard-side door in VIP or airline configuration. A hatch in the floor below the centreline of the main rotor is provided for carrying loads of up to 3,200kg on an internally mounted cargo sling. A fixed or retractable rescue hoist (capacity 275kg) can be mounted externally on the starboard side of the fuselage. The cabin can have a baggage compartment and/or toilet facilities in the rear of cabin. Two independent hydraulic systems, each 172 bars, are supplied by self-regulating pumps driven by the main gearbox. Three-phase 200V AC electrical power is supplied by two 15 kVA 400Hz alternators driven by the port side intermediate shaft from the main gearbox and available on the ground under the same conditions as the hydraulic ancillary systems. 28.5V 10kW DC power is provided from the AC system by two transformer-rectifiers. A main aircraft battery is used for self-starting and emergency power in flight. De-icing of engines and engine air intakes is by warm air bled from compressor. The search and rescue version has nose-mounted Bendix RDR 1400 or RCA Primus 40 or 50 search radar, Doppler, and Decca self-contained navigation system, including navigation computer, polar indicator, roller-map display, hover indicator, route mileage indicator and groundspeed and drift indicator. A wide range of armament can be carried, including side-firing 20mm cannon, axial-firing 7.62mm machine guns, missiles and rockets.
The design of the AS.332 commenced in 1974 and the definitive prototype was preceded by a modified Puma, the AS.331, which flew in September 1977 with an uprated transmission driven by two Turbomeca Makila turboshafts. The first AS.332 flew on 13 September 1978 (the prototype designated as the AS 331) and introduced additional changes to improve payload, performance and survivability, and to reduce maintenance. Changes included a new energy-absorbing landing gear with increased wheel base and track, a lengthened nose section, more efficient fiberglass main and tail rotors, greater fuel capacity, and revised fin and tail plane contours to improve handling. In 1980 a fourth prototype introduced a cabin stretch of 0.76m with two additional windows and up to three more passengers.
Production began in France in 1981, and is also undertaken by IPTN in Indonesia under license from Aérospatiale. Samco assembling 17 AS.332Ms under licence for the Republic of Singapore Air Force, and CASA planed to assemble 12 AS.332Bs for the Spanish Army in 1988/89, both joining fleets of French-built helicopters. A total of 197 military Super Pumas had been ordered by May 1987. There are versions of the Super Puma based on short and long fuselage variants.
AS.332 Super Puma
The short fuselage AS.332B is the standard 23-seat tactical transport military version and the short fuselage AS.332F is a naval variant. The AS.332F features a folding tail-rotor pylon, a deck-landing assistance device, additional corrosion protection, a nose mounted Omera 360 deg scan search radar, and sonar equipment. Anti-ship armament comprises two AM.39 Exocets, six AS.15TT, or a mix of one Exocet and three AS.15TT. The AS.332F can also be configured for search and rescue. The civil equivalent of the AS.332B and F is the AS.332C. There is a stretched AS.332M 25-seat military transport. The stretched AS.332L civil version of the AS.332M is in wide use with 34 with Bristow Helicopters, redesignated Tigers to signify equipment differences from the standard AS.332L.
Aérospatiale was devel¬oping the AS.332 Mk.II incorporating advanced rotor systems, including lengthened blades with parabolic tips, an uprated gearbox to allow increased power transmission, and upgraded avionics and equipment. Performance and manoeuvrability improvements over the standard AS.332 are significant, and uprated engines give a better hot/high capability. The first Super Puma Mk.II flew on February 6, 1987. The 2002 build Eurocopter AS.332L2, a modified Super Puma, had the latest glass cockpit technology with a four¬ axis coupled autopilot for IFR, day/night approaches and SAR search modes. HIF, VHF/FM, UHF and homing devices make up the extra avionics, whilst an Ultraforce 11 FLIR camera is under the nose, a 30 million candela Nitesun on the lower starboard fuselage and a Skyshout system is also installed. A comprehensive set of medical equipment is carried, including a heart monitor and defibrillator.
Externally, the Super Puma shares many of its characteristics with the preceding Puma design. Its engines are mounted forward and high atop the fuselage exhausting outwards above the crew cabin. The engines power a four-bladed composite construction main rotor and five-bladed tail rotor mounted to starboard. The pilot and co-pilot are fitted into a glazed forward-mounted canopy with excellent views in all vital directions. Each pilot is afforded an automobile-style door for easy entry and exit. The fuselage sides are dominated by two large cabin doors (one door to a side) with cabin windows. The undercarriage is full retractable and features two main landing gears (single-wheeled) recessing into low-mounted fuselage side sponsons as well as a nose gear fitting two wheels recessing behind and under the cockpit floor. Like the Puma series before it, the Super Puma features an elevated empennage with a single vertical tail fin and a horizontal tailplane jutting out of the portside of the fin.
The AS 332L first flew on October 10th, 1980, appeared as a new civilian production model and sported a lengthened fuselage for an increase in its cabin space and fuel capacity as well as uprated turboshaft engines. Operations of the type were certified in 1983. The AS 332L1 was a similar model featuring an even more lengthened fuselage containing an airliner-type interior and uprated Makila 1A1 turboshaft engines and made its operational appearance in 1986. The AS 332M became a militarized version of the AS 332L model while the AS 332M1 was a similar militarized AS 332L with a lengthened fuselage.
Indonesian Aerospace (formally IPTN) has license-produced the Super Puma as the NAS 332L1 of which at least 7 were sold to Iran in a 1996 deal.
The AS 332L2 “Super Puma Mk II” was a further civilian-based transport development of the type beginning service in 1993 and featuring a long-fuselage for an extra row of seats. These Super Pumas were also given a spheriflex rotor head with EFIS flight instrumentation as well as longer main rotor blades with parabolic tips and a four-axis Automatic Flight-Control System (AFCS). The cockpit was updated to include four large multi-function LCD screens. Passenger seating is between 19 and 24 persons. A 15-passenger VIP model (Super Puma Mk II VIP) is also available complete with galley and toilet.
The AS 332L1 utilized twin Turbomeca Makila 1A1-series turboshaft engines running at 1,742 shaft horsepower each while the AS 332L2 fitted twin Turbomeca 1A2-series turboshaft engines rated at 1,819 shaft horsepower each. Top speed for the AS 332L1 was 278 kilometers-per-hour with a range of 841 kilometers and a service ceiling of 20,000 feet. Rate-of-climb was listed at 1,618 feet-per-minute. Comparatively, the AS 332L2 operated at a top speed of 278 kilometers-per-hour, a range of 831 kilometers, a service ceiling of 23,622 feet and a rate-of-climb of 1,614 feet-per-minute.
The AS 332L has seen extensive production and use during its run. These are now being replaced by the newer AS 332L2 Super Puma MK II series. Bristow Helicopters acquired no fewer than 31 custom AS 332L’s for its North Sea-based offshore oil rig work. Customizations included folding cabin seats, life rafts, jettisonable cabin doors, IFR instrumentation, de-icing equipment, baggage compartments and North Sea-related navigational aid equipment. These came under the designation of “Tiger” (sometimes called “Super Tigers”).
Following on from the Alpha XH-1 research, Denel comimssioned two Puma helicopters to develop the systems required for the Rooivalk. Puma J1 first flew in 1986 and was the primary avionics, weapons and flight control systems’ test bed. Puma J2 flew shortly afterwards, its primary task being to develop the weapons systems and integrate them with the aircraft and the other on hoard systems. Concurrently two missile tests were conducted: the first studied the effect of missile blast on the tail boom and the other studied the accuracy of the weapons and associated systems. From the J model Pumas the Rooivalk started to take shape in the form of the initial experimental development model (XDM). Production of the original Puma totalled over 686.
The Airbus Helicopters H215 (formerly Eurocopter AS332 Super Puma) is a four-bladed, twin-engined, medium-sized, utility helicopter developed and initially produced by French aerospace company Aérospatiale.
SA.330 Puma / Alouette IV Medium-lift 20-troop military helicopter with retractable tricycle u/c and four-blade main rotor driven by two 1320shp Turbomeca Turmo III.C4 turboshafts positioned in housing above main cabin. Prot. F-ZWWN FF 14 Apr. 1965. Jointly built by Aerospatiale and Westland. Originally named Alouette IV.
SA.330B Initial military production version; delivered to ALAT (French Army Air Corps) from 1969; two 984kW Turmo IIIC-4 turboshaft engines. First flown January 1969.
SA 330B Orchidee Prototype for battlefield surveillance version, fitted with ESB Orchidee 360° radar and datalink system.
SA.330C Puma Military export version; similar to SA 330B with provision for fixed or retractable undercarriage; some fitted with surveillance radar and flotation gear.
SA 330E / Puma HC.1 Westland-built version for Royal Air Force, designated HC Mk 1. Forty built.
SA.330F First civil version with 1,070kW Turmo IVA engines. First flown 26 September 1969; French certification 12 October 1970; FAA IFR certification 23 June 1971.
SA 330G Uprated SA.330F model for civil and military markets; two 1,174kW Turmo IVC engines; composite main rotor blades.
SA.330H Export version of Puma SA.330G for ALAT and military customers.
SA.330J Puma SA.330G with composite main rotor blades and higher weights introduced in 1976. Some assembled by IPTN in Indonesia.
SA.330L Puma SA.330H with composite main rotor blades and higher weights introduced in 1976.
SA.330S Puma Portuguese SA.330C modified by OGMA with composite main rotor and two 1700shp Turbomeca Makila I turboshafts.
SA.330Z Puma SA.330 fitted with experimental tail fenestron. Prot F-ZWRR.
IAR.330L Puma Puma Licence-built in Romania by IAR Brasov with 1588shp Turbomeca Turmo IV-CA turboshafts.
SA.330R / SA.331 Stretched Puma SA.330 used as development aircraft for SA.332 Super Puma with two 1755shp Turbomeca Makila turboshafts and redesigned rotor head. Also known as SA.330R. F-ZWWO First flown on 5 Sept. 1977.
Oryx Upgraded Puma by Denel (Atlas Aviation) in South Africa. Atlas has conducted the development and production of a variant of the SA 330 Puma helicopter as the Oryx, and development of a modular weapon suite for the Puma helicopter to convert it into a gunship.
Aérospatiale SA 330 Puma Engine: 2 x Turboméca Turmo III C4, 1302 shp Length: 46.129 ft / 14.06 m Height: 13.714 ft / 4.18 m Rotor diameter: 49.213 ft / 15.0 m MTOW: 14112.0 lb / 6400.0 kg Max. speed: 151 kt / 280 km/h Service ceiling: 15748 ft / 4800 m Range: 756 nm / 1400 km Crew: 2+20
SA 330B Puma Rotor dia: 49 ft 2.5 in /15 m Max cruise: 169 mph / 272 km/h
SA 330E Puma / HC.1
Engines: 2 x Turbomeca Turmo TS, 1185shp Rotor dia: 49 ft 2.5 in / 15 m Length: 59 ft 6.5 in / 18.15 m Height: 16 ft 10.5 in / 5.14 m Max TO wt: 14,770 lb / 6700 kg Max level speed: 169 mph / 272 kph
SA330J Puma Engines: 2 x Turbomeca Turmo IVC, 1558 shp TBO: 2000 hrs Main rotor: 49.5 ft Seats: 16/22 Length: 59.8 ft Height: 16.9 ft Max ramp wt: 16,315 lb Width: 5.14 m Standard empty weight: 8358 lb MTOW: 16,315 lb Max landing weight: 16,315 lb Max useful load: 7957 lb Max sling load: 7715 lb Disc loading: 8.5 lb/sq.ft Power loading: 5.2 lb/hp Max usable fuel: 2734 lb Max rate of climb: 1200 fpm Service ceiling: 15,750 ft Hover in ground effect: 7545 ft Hover out ground effect: 5580 ft Max speed: 142 kts Normal cruise/3000 ft: 128 kt Fuel flow normal cruise: 1269 pph Endurance normal cruise: 2 hr
IAR-330H
IAR-330L Powerplant: 2 × Turboméca Turmo IVC, 1,175 kW (1,576 hp) each Main rotor diameter: 15.00 m (49 ft 3 in) Main rotor area: 176.7 m2 (1,902 sq ft) Length: 18.15 m (59 ft 7 in) (overall), 14.06 m (46 ft 2 in) Height: 5.14 m (16 ft 10 in) Empty weight: 3,615 kg (7,970 lb) Max takeoff weight: 7,400 kg (16,314 lb) Never exceed speed: 294 km/h (183 mph, 159 kn) Cruise speed: 271 km/h (168 mph, 146 kn) (max cruise) Range: 572 km (355 mi, 309 nmi) Service ceiling: 6,000 m (20,000 ft) Rate of climb: 9.2 m/s (1,810 ft/min) Crew: 1–3 Capacity: 16 fully equipped troops
AS 332 Super Puma Engine: 2 x Turboméca Makila 1A, 1701 shp Length: 61.45 ft / 18.73 m Rotor diameter: 49.475 ft / 15.08 m MTOW: 18411.8 lbs / 8350.0 kg Range: 342 nm / 634 km Crew: 2 Payload: 24 Pax / 2722 kg int. / 4500 kg ext.
AS.332B Super Puma Engine: 2 x Turbomeca Makila 1A1, 1380kW Installed pwr: 2370 kW Rotor dia: 15.6 m Fuselage length: 15.5 m Height: 4.92m No. Blades: 4 Empty wt: 4290 kg MTOW: 9000 kg Max internal payload: 2722kg Max external payload: 4500kg Max speed: 295 kph Cruising speed: 262km/h ROC: 530 m/min Ceiling: 4600 m HIGE: 2700 m HOGE: 1600 m Fuel cap (+aux): 2060 lt (1900 lt) Range: 635 km Crew: 2-3 Pax: 20
AS332C Super Puma Engine: Turbomeca Makila, 1755 shp TBO: 2000 hrs Main rotor: 51.1 ft Seats: 21 Length: 61.4 ft Height: 16.1 ft Max ramp weight: 18,080 lb Max takeoff weight: 18,080 lb Standard empty weight: 9115 lb Max useful load: 8965 lb Max landing weight: 18,080 lb Max sling load: 9920 lb Disc loading: 8.8 lb/sq.ft Power loading: 5.2 lb/hp Max usable fuel: 4576 lb Max rate of climb: 1810 fpm Service ceiling: 15,580 ft Hover in ground effect: 9840 ft Max speed: 160 kts HOGE: 7545 ft Normal cruise @ 3000 ft: 135 kt Fuel flow @ normal cruise: 1030 pph Endurance @ normal cruise: 4.2 hr First built: 1979
AS.332L1 Super Puma Mk.2 Engine: 2 x Turbomeca Makila 1A1 Instant pwr: 1400 kW Rotor dia: 15.6 m MTOW: 8600 kg Useful load: 4140 kg Max cruise: 140 kts Max range: 1216 km HIGE: 10,170 ft HOGE: 7545 ft Service ceiling: 13,450 ft Seats: 22/26
AS.332L2 Super Puma Mk.2 Engine: 2 x Turbomeca Makila 1A2 Instant pwr: 1573 kW Rotor dia: 16.2 m MTOW: 9150 kg Useful load: 4490 kg Max cruise: 150 kts Max range: 1215 km HIGE: 9414 ft HOGE: 7382 ft Seats: 22/28
Oryx Gunship Engine: 2 x Turbomeca Turmo IV C. Instant pwr: 1115 kW. Rotor dia: 15 m. MTOW: 7400 kg. Max speed: 140 kts. Max cruise: 136 kts. Max range: 348 km. HOGE: 12,000 ft. Crew: 2.
Airbus H215 Engine type: 2 x Safran Makila 1A1 Turboshaft Takeoff power: 1,357 kW / 1,819 shp One engine inoperative (OEI 2 min 30s): 1,400 kW / 1,877 shp Hover ceiling IGE: 3.250 m Hover ceiling OGE: 2,300 m Recommended cruise speed: 252 Km/hr Max range with standard fuel tanks at SL: 642 km / 866 km Max endurance with standard fuel tanks: 772 km / 1,241 km Max endurance with standard fuel tanks: 3 hr, 19 min / 4 hr, 25 min Max endurance with SL Aux fuel tanks: 4 hr, 02 min / 6 hr, 35 min Rotor diameter: 15.60 m Cabin Internal volume: 11.4 cu.m / 13.4 cu.m Crew + passengers / troops: 1 or 2 + 17/20 – 1 or 2 +19/22 Max takeoff weight (MTOW): 8,600 kg Max takeoff with external load: 9,350 kg Useful load: 4,038 kg / 3,889 kg Max External load: 4,500 kg Standard fuel tank capacity: 1,228 kg / 1,613 kg
All Aero 