Designed by R D Fehlner, E B Trent and Harris Woods the Scamp originally with a tailwheel around a box keel of 5” x 2” extruded aluminium, to which are attached the landing gear, bottom wings, empennage, and fuselage bulkheads, as well as another extruded piece running vertically in front of the pilot to hold the top wing. All spars are tubular aluminium, and the strength in this basic structure gives it aerobatic capabilities. The Scamp can be used for limited aerobatics and is stressed to + 6G and -3G. An open-cockpit, single-seater biplane with T-tail, and tricycle undercarriage. A fibreglass engine cowling was supplied in the kit.
It was marketed as plans and kits for home-builders, reportedly 1,050 plan sets sold.
First flown in 1974, the Scamp can be built from either plans or a kit.
At least one example has been fitted out as a sprayer in South America. Powered by a 2100 cc Revmaster, it has a tank slung underneath with a 200 lb agricultural overload.
Price in 1982: $4,460 (with plans, excludes engine). Units delivered to June 1982: 78.
Engine: VW Gross weight: 768 lb Empty weight: 520 lb Useful load: 248 lb Fuel capacity: 30 USG Wingspan: 17 ft 6 in Length: 14 ft Top speed: 105 mph Cruise speed: 90 mph Stall: 45 mph Ceiling: 12,000 ft Takeoff dist: 300 ft Landing roll: 400 ft Range: 150 mile Max X-wind: 30 kt
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
The 1971 Quail is a stubby, little single-seater with an enclosed cabin that can be powered by a variety of engines, the KAM-25 Kiekhaefer, the Volkswagen 1600, 1700 or the Franklin 2 cyl. This high-wing plane is constructed of all metal and stands on tricycle landing gear. The Quail’s wing is similar to that of the Rail, and also like the Rail its tricycle gear can be equipped with optional wheel fairings.
The first, N88760, first flew in December 1971.
One of the lightest all-metal homebuilts, outside the ultralight category at 435 pounds, the Aerosport Quail gets 32mpg, has a rugged spring gear for rough fields, is easily built using Pop rivets, has pilot comfort in the cabin and a complete electrical system.
Aerospool CZ WMD-10 CLASSIC is a side-by-side, two-seat, braced high-wing plane of composite structure with a load-bearing cage in the central part of the fuselage and a fixed tricycle landing gear, meant for sport and recreational flying under VFR conditions in SLZ category.
The power plant is a four stroke, four cylinder engine ROTAX 912 ULS with a ground adjustable, three blade propeller Woodcomp SR 200. The plane can be fitted with a ballistic rescue system.
ULL aircraft Classic Engine: Rotax 912 ULS, 73,6 kW at 5800 rpm Propeller: 1.68 m, three-blade, ground adjustable SR 200 Propeller ground clearance: 250 mm Wing span: 10,0 m Wing area: 10,5 sq.m Aspect ratio: 9,52 Length: 6,3 m Height: 2,2 m Empty weight with fixed undercarriage: 280 kg Empty weight with ballistic rescue system: 305 kg Maximum take-off weight: 450 kg Live load: 170 kg Fuel tanks capacity: 90 litres Mean camber line: 1,05 m Aileron length: 1,45 m Aileron area: 0,36 sq.m Flap length: 2,50 m Flap area: 0,81 sq.m Tailplane span: 2,4 m Tailplane area: 1,68 sq.m Fin/rudder height: 1,19 m Fin/rudder area: 1,02 sq.m Main undercarriage wheel spacing: 1,75 m Wheel base: 1,52 m Main undercarriage wheel dimension: 0,32 m 0,35 m
In September 1978 details were given of the Aerospatiale TB-30 piston-engined trainer, designed as a basic light trainer, in collaboration with the Armee de l’Air in response to rising costs before starting jet training. Features include a metal airframe with a life in the military training role of not less than 10,000 hours, a cockpit resembling that of a jet combat aircraft, and equipment for full basic flying training, including aerobatic, instrument, night, formation, navigation, combat manoeuvres and VFR/IFR navigation.
The first of two prototypes flew on 22 December 1977, but delays were caused by redesign of the wingtips, lowering the tail-plane and adding a ventral fin to cure high speed pitch and yaw instability. Deliveries beginning in 1982 from SOCATA, the Aerospatiale subsidiary at Tarbes for the Armee de l’Air, the first of 150 aircraft to the French Air Force was accepted in July 1983. An armed export version of the Epsilon, featuring structural reinforcement, a gunsight, and four under-wing hardpoints to carry up to 300kg of stores, flew in February 1983.
TB-30, Le Luc A/B 26 June 1989
Assembled by OGMA for the Forca Aerea Portuguesa, 18 of the piston-engined Epsilon were ordered by Portugal in October 1987. The Togolaise Air Force operated three Epsilons for dual training/light attack use, with four underwing pylons for a total of 661 lb (300 kg) of stores. Powerplant is a 300 hp (224 kw) Lycoming AEIO-540-L1B5D. On November 9, 1985, an Epsilon flew powered by a TP-319 turboprop. The aircraft was being used as a testbed for the engine, which has been developed by Turbomeca from the TM-319 turboshaft.
On 30 April 1989 SOCATA flew the first example of its turboprop-powered Omega trainer.
Omega is the outcome of re-engining the Epsilon using a 360 shp (269 kW) Turbomeca TP319-1A2. To familiarise students with future jet aircraft, engine power and propeller settings are controlled through a single lever and there is a 31 per cent increase in fuel capacity, allowing Omega to fly two full training missions without refuelling. The airframe has been strengthened to cope with the higher acrobatic weight.
Epsilon Engine: 1 x Lycoming AEIO-540-L1B5D, 300 hp (224 kW)
Epsilon Engine: 1 x Avco Lycoming AEIO-540-K, 225 kW Span: 7.9 m / 25 ft 11 in Length: 7.6 m / 24 ft 11 in Height: 2.7 m / 8 ft 10 in Wing area: 9 sq.m / 96.88 sq ft Empty wt: 932 kg MTOW: 1250 kg Max. speed: 355 km/h / 221 mph Ceiling: 6100 m / 20000 ft Initial ROC: 565 m / min Ceiling: 7000 m T/O run (to 15m): 640 m Ldg run (from 15m): 440 m Fuel internal: 210 lt. Range/Endurance: 1250 km / 3.75 hr Combat radius: 465 km.
Omega Engine: 1 x Turbomeca TP319-1A2, 360 shp (269 kW)
The SE.3120 Alouette I three-seat utility helicopter was designed primarily as an agricultural aircraft, but external panniers could be fitted. Powered by a 200 hp Salmson 9 NH engine, it first flew on 31 July 1951.
SE.3120 Alouette I
The basic airframe of the Sud-Est SE-3120 Alouette was completely redesigned to take the 269kW Turbomeca Artouste II turboshaft, and the first of two prototypes, designated SE 3130, was flown on 12 March 1955.
Following were three pre-production aircraft in 1956 as the Alouette II. This was granted a French Certificate of Airworthiness on 2 May 1956. Three months after the first flight the Alouette II set a new helicopter altitude record of 8209m. In 1957 Sud-Est merged with Sud-Aviation, at which time the designation of the Alouette II was altered to SE 313B, remaining unchanged after Sud’s take-over by Aerospatiale. It has three blade rotor with three degrees of freedom, pitch, in-plane motion and vertical flapping. Pitch is controlled by means of a stabilizing gyroscope. Even before flight testing had been completed, the Alouette II was showing its abilities as a mountain rescue aircraft. The second prototype Alouette II was in the Alps for performance tests in July 1956 when the test team learned that a climber was dying after having a heart attack in the Vallot Mountain refuge, one of the highest in Europe at 4362m. The first attempt at a rescue was unsuccessful, but the second worked: within five minutes of landing the helicopter had transported the climber to hospital in Chamonix, thereby saving his life. During the period 9-13 June 1958, an Artouste-powered Alouette II set up a helicopter altitude record of 10981m for all classes, and a height record of 9583m in the 1000/1750kg category. By September 1960 598 Alouette IIs had been ordered by customers in 22 different countries and the type was being assembled by Republic in the USA and Saab in Sweden although few were built.
SE 313 Alouette II
Production aircraft were delivered initially to fulfil orders from the French forces and civilian customers, but when production ended nine hundred and twenty-three of the Artouste-powered Alouette II’s had been built for customers in thirty-three countries. Three-hundred and sixty-three of these were built for the French services — particularly the Aviation Legere de I’Armee de Terre – and a further two hundred and sixty-seven were built for the Federal German Heeresfliegerei. Other large military operators of the Alouette II include the Belgian Army (thirty-nine), Swiss Army (thirty), all three Swedish air arms (total twenty-five), and Britain’s Army Air Corps (seventeen) as Alouette AH.2. Alouette II’s were also delivered to the air forces of Austria (sixteen), Cambodia (eight), Congo Leopoldville (three), Dominican Republic (two), Indonesia (three), Israel (four). Ivory Coast (two), Laos (two), Lebanon (three), Mexico (two), Morocco (seven), Netherlands (eight), Peru (six), Portugal (seven) and South Africa (seven). In all, at least 1,305 Alouette II were built. Alouettes of the ALAT have carried out firing trials using Nord AS.10 or AS.11 anti-tank missiles, while some of the Aeronavale’s machines have been used to carry homing torpedoes. A development of the Alouette II with a 298kW Turbomeca Turmo II engine, with the designation SE 3140, was announced in May 1957 and flown on 16 May 1957 but did not reach the production stage.
SE.3130 Alouette II
The SE.3150 an Artouste-powered development of it of which two were built. From the Alouette II, the SE.3131 Gouverneur executive version was derived.
The first version of the Alouette III, the SE 3160 prototype flew in 1959. Production of the SA 316A (SE 3160) began in 1960 and remained in production until 1968. It was replaced by the SA 316B.
The Turbomeca Artouste IIIB turboshaft engine was the original variant produced, the Alouette III is recognized for its mountain rescue and adaptability for land and ship based applications. The Argentine Navy purchased 14 helicopters, 3 of the original design SE3160, 7 with the more powerful engine and strength upgrades in the SA316B and 4 machines of the SA319B with more power than the other two versions.
The Alouette III entered in service with the French Armed forces in 1960. Many were used by the Foreign Legion from 1964-1967. Three machines were delivered from France for local assembly in Australia, and were used by Royal Australian Air Force (RAAF).
Pakistan purchased 35 machines and used them in the Indo-Pakistani War of 1971. Two planes of the PAF were shot down in the war, and the Portuguese Colonial War, during 60’s and 70’s used large numbers of helos in Angola, Mozambique and Guinea, where it proved its qualities for use in dusty and hot flying conditions. One SA316B purchased by Argentina was on board the ARA General Belgrano when she was sunk by the HMS Conqueror S48 during the Falklands War with Great Britain in 1982.
Basically, the SE.3160 Alouette III is an enlarged and more powerful development of the Alouette II, with an Artouste IIIB turboshaft engine of 870/550shp and a strengthened transmission system. The cabin is enlarged to accommodate a pilot and 6 passengers, and the tailboom is an enclosed, all-metal semi-monocoque fuselage. The prototype, F-ZWVQ, first flew on 28 February 1959. The SE.3160 was revised in 1968 and redesignated SA.316A Alouette III for the first production series.
In 1963 Ireland ordered three Alouette III’s, two for delivery in 1963 and one in 1964.
A close-support version, the SA.3164 Alouette III Armee with a stepped windshield, was flown on 24 June 1964. This carried a 20mm cannon in front of the left-hand seat, and can be armed with 7.92mm machine-guns, pods of 18 or 36 HVAR rockets or Nord AS.11 or AS.12 anti-tank missiles on mountings on each side of the cabin. A naval version with a mooring harpoon and all-weather capability is being developed for anti-submarine and other shipboard roles. Various experimental developments followed, including an all-weather variant which made its initial flight on 27 April 1964. The SA.319 Alouette III prototype, F-ZWVQ, was basically an SA.316 fitted with a 600shp Turbomeca Astazou XIV turboshaft.
SA.319B Alouette III
The subsequent SA 316B, first flown on 27 June 1968, featured strengthened main and tail rotor transmissions and was generally slightly heavier, but could carry more payload. It became the principal production version, with first deliveries made in 1970, and was an immediate export success. Two versions have been built, the SA 316B with one 870 shp Turbomeca Artouste IIIB turboshaft engine derated to 570 shp, and the SA 319B with one 870 shp Turbomeca Astazou XIV turboshaft derated to 600 shp. The first experimental SA 319B prototype was completed and flown in 1967, but full production did not start until 1973. Those in service in an anti-armour role can carry a variety of cannon, machine-guns, rockets, and wire-guided missiles. Naval versions can deploy wire-guided missiles, but those intended specifically for an ASW role carry two homing torpedoes, or one torpedo and MAD equipment. The Alouette III has an external sling for loads up to 750kg or a rescue hoist which can lift 175kg. Another derivative, powered by the more economical Astazou IIA turboshaft engine and featuring a new centrifugal clutch, was far more successful. The first prototype, designated SA 3180, was flown on 31 January 1960 and after thorough trials an extension of the Alouette II French Certificate of Airworthiness was granted on 18 February 1964. Production, as the SA 318C with the Artouste IIID derated to 600shp, commenced in the same year, with first deliveries taking place in 1965. The SA 318C had a slightly higher level speed, longer range and was capable of lifting heavier loads, but is less suitable for operations in higher altitudes. The success of the basic Alouette II design was reflected in the growing number of civil and military customers: by 1 June 1967 a total of 988 Alouette IIs (including those with Astazous engines) had been ordered (and 969 delivered); by 21 May 1970 the total had increased to 1,200 (923 with Artouste and 277 with Astazou engines); this total included 450 Alouette IIs delivered to the French air force, army and navy as well as private customers. By the spring of 1975, when the production of this helicopter was terminated, the number of Alouette IIs sold had reached 1,300, and it was used by 126 civil and military operators in 46 countries. Production of the SE.3130 (which was redesignated SE.313B in 1967) has been gradually running down since about 1964, but output is still maintained of the SA.318C (originally SE.3180) which first flew on 31 January 1961 and received domestic type approval on 18 February 1964. This is basically the same airframe, but with a 550shp Astazou IIA shaft turbine (derated to 360shp) and the strengthened transmission system of the Alouette III. An initial fifteen Alouette II Astazou’s were built for the ALAT; by September 1967 orders had reached seventy-eight, for the Gendarmerie, the Federal German police force and other customers. A lighter-weight ‘long-life’ version was being developed during 1967, and one Alouette II Astazou was testing the Bolkow rigid-rotor system. It flew in this configuration on 24 January 1966. Production ended in 1975, by which time over 1300 had been built.
The SA 316B and the SA 319B both remained in series production up to the early 1980s, when the main production line in France was closed down. However, HAL of India continued to licence-build Alouette IIIs as the Chetak. In 2004, most of the Alouette III were retired from the French Air Force after 32 years of successful service, to be replaced by the Eurocopter EC 355 Ecureuil 2. In the same year, the Swiss Armed Forces announced the retirement of the Alouette III, from the front line by 2006, and entirely by 2010. Venezuelan Air forces retired their Alouette IIIs in the late 90s.
Hindustan Licence-manufactured SA-315B Lama and SA-316B Alouette III helicopters at Bangalore as Cheetah and Chetak respectively up to 1998 under a licence agreement finalised in 1962. Production gave way to the indigenously developed Advanced Light Helicopter (first flown August 1992). The first Indian-assembled Alouette III was flown on 11 June 1965. More than 250 had been completed at Bangalore in India for civil and military use. In addition to a number of military export customers, the USSR purchased eight Chetaks for civil use. A version for the Indian Navy is armed with two Mk.44 torpedoes and has a harpoon moor¬ing system and folding rotor blades for ship¬board operations. A podded magnetic anomaly detector may also be carried in place of one of the torpedoes. An armed variant for the Indian Air Force is equipped with four air-to-surface missiles, and has a roof mounted periscope sight.
Also built under licence in Roumania by CNIAR were the IAR-316 and IAR-317 Airfox. The IAR-316B Allouette III first flew on 13 November 1971. Production of the Alouette III continued in Romania for domestic and export customers in 1987. The IAR-317 Airfox is a Romanian developed light attack/training version of the Aérospatiale Alouette III helicopter. Its recon¬figured front fuselage has two seats in tandem, the rear seat raised for improved visibility; a hard nose; a fixed forward firing armament of two 7.62mm machine-guns in the lower front fuselage; six external weapons pylons; and armour protection for the crew and fuel tanks in the combat variant. The IAR-317 was due to enter production for the Romanian armed forces in 1986. The first flight took place in 22 September 1983, and two more prototypes were completed by the end of 1985. To the rear of the main rotor mast the Airfox is essentially an Alouette III, retaining the latter’s tail rotor and Turbomeca Artouste IIIB power plant. Performance is improved by the lighter, more streamlined nose, with a maximum cruise speed of 190km/hr (102kt) at maximum take-off weight, a 525km range on internal fuel, and 810km with two external tanks fitted. Service ceiling is more than 6,200m (20,350ft). Licence production in Switzerland by FFA totalled 60.
Designations: SE 3130 Alouette II SE 3140 SE.3150 SE.3160 Alouette III SA.3164 Alouette III Armee SA.3180 Alouette SE.3180 SE 313B Alouette II SA.316A Alouette III SA.316B Alouette III SA.316C Alouette III SA 318C SA.318C Alouette Astazou SA.319 Alouette III SA.319B Alouette III Alouette AH.2 Hindustan Aeronautics Ltd. HSA.316B Alouette III Hindustan Aeronautics Ltd. HSA.316B Chetak IAR-316B Alouette III IAR-317 Airfox
SE.3120 Alouette I Engine: 200 hp / 150kW Salmson 9 NH Rotor diameter: 38 ft / 11.60m Length: 34 ft 3 in / 10.45m Height: 9 ft 6 in Empty weight: 1650 lb / 750kg Loaded weight: 2750 lb / 1150kg Max speed: 78 mph / 125km/h Cruise: 62 mph ROC: 500 fpm Service ceiling: 4000m Range: 225km
Sud-Est SE 3130 B Alouette II / SA.313B Engine: Turboméca Artouste II C 6, 400 shp Length: 31.824 ft / 9.7 m Width of hull: 6.824 ft / 2.08 m Height: 9.022 ft / 2.75 m Rotor diameter: 33.465 ft / 10.2 m MTOW: 3307.5 lb / 1500.0 kg Weight empty: 2149.9 lb / 975.0 kg Max. weight carried: 1157.6 lb / 525.0 kg Max. speed: 92 kts / 170 km/h Initial climb rate: 826.77 ft/min / 4.20 m/s Service ceiling: 12959 ft / 3950 m Range: 302 nm / 560 km Endurance: 3 h Crew: 1 Payload: 4 Pax
SE 313 Alouette II Artouste Engine: Turbomeca Artouste IIC6, 530shp(derated to 360shp) 923 built
Aerospatiale SE-313B Alouette II Engine: 1 x Turbomeca Artouste II C6 turboshaft, 395kW Main rotor diameter: 10.2m Length blades folded: 9.7m Height: 2.75m Take-off weight: 1600kg Empty weight: 895kg Max speed: 185km/h Cruising speed: 165km/h Service ceiling: 2150m Range with max fuel: 565km Range 390kg payload: 300km Crew: 1 Passengers: 2
SA316B Engine: Astazou IV, 600 shp Fuselage length: 10 m / 33 ft Rotor dia: 36 ft 1.25 in / 11.02 m Max speed: 130 mph / 210 km/h
SA 316 Alouette III Engine: 1 x Turbomeca Artouste IIIB turboshaft, 570shp Length: 42.13ft (12.84m) Width: 36.15ft (11.02m) Height: 9.84ft (3.00m) Maximum Speed: 130mph (210kmh; 113kts) Maximum Range: 298miles (480km) Rate-of-Climb: 885ft/min (270m/min) Service Ceiling: 7,379ft (2,249m) Accommodation: 2 + 5 Hardpoints: 2 Empty Weight: 2,474lbs (1,122kg) Maximum Take-Off Weight: 4,850lbs (2,200kg)
Aerospatiale SA.316B Alouette III Engine: 1 x Turbomeca Artouste IIIB turboshaft, 649kW Main rotor diameter: 11.02 m Length rotors turning: 10.03 m Height: 3.0 m Take-off weight: 2200 kg Empty weight: 1143kg Max speed: 210km/h Cruising speed: 185km/h Service ceiling: 3200m Range max fuel: 540km Crew: 1 Passengers: 7
Aerospatiale SA 316B Alouette III Engine: Turbomeca Artouste IIIB, 850 hp (derated to 570 shp) Main rotor dia: 36 ft 1.75 in / 11.02 m Length rotors turning: 42 ft 1.5 in / 12.84 m Disc loading: 4.74 lb/sq.ft Pwr loading: 5.65 lb/hp Max TO wt: 4850 lb / 2200 kg Empty wt: 2474 lb 1122 kg Equipped useful load: 2321 lb Payload max fuel: 1322 lb Range max fuel/ cruise: 191 nm/ 1.9 hr Range max fuel SL: 258 nm / 298 mi / 480 km Service ceiling: 13,125 ft / 4000 m Max cruise SL: 101 kt / 115 mph / 185 kph Max range cruise: 96 kt Max ROC SL: 885 fpm / 270 m/min HIGE: 9510 ft HOGE: 4920 ft Max sling load: 1650 lb / 750 kg Fuel cap: 999 lb Seats: 7
SA318C Alouette II Artouste Engine: Turbomeca Astazou IIA turboshaft, 530shp derated to 360 shp Main rotor diameter: 33 ft 5 5/8 in / 10.20m Fuselage length: 32 ft 0 in / 9.75m Empty weight: 1961 lb / 890 kg MTOW: 3630 lb / 1650 kg Max cruise SL: 97 kt / 112 mph / 180 kph ROC SL: 1300 fpm / 396 m/min Service ceiling: 10,800 ft / 3300 m Range max fuel SL: 388 nm / 447 mi / 720 km Range with 1058 lb / 480 kg payload: 161 nm / 186 mi / 300 km Seats: 5 External load capacity: 1322 lb / 600 kg
SE 3160 Allouette III / Aerospatiale SA 319B Alouette III Engines: Turbomeca Astazou XIVB, 858 hp derated to 600 shp Rotor diameter: 36.155 ft / 11.02 m Length: 32.841 ft / 10.01 m Width of hull: 8.497 ft / 2.59 m Height: 9.744 ft / 2.97 m Max TO wt: 4960 lb Empty wt: 2486 lb Equipped useful load: 2412 lb Payload max fuel: 1413 lb Disc loading: 4.8 lb/sq.ft Pwr loading: 5.78 lb/hp Range max fuel/ cruise: 264 nm / 2.4 hr Service ceiling: 13,125 ft Max. speed: 113 kts / 210 km/h Max cruise: 107 kt Max range cruise: 90 kt ROC: 900 fpm HIGE: 10,400 ft HOGE: 5900 ft Max sling load: 1800 lb Fuel cap: 999 lb Seats: 7
HAL SA-315B Cheetah Engine: 1 x Hindustan Aeronautics/Turbomeca Artouste IIIB Instant pwr: 420 kW Rotor dia: 11.02 m MTOW: 2200 kg Payload: 325 kg Useful load: 780 kg Max speed: 113 kts Max cruise: 104 kts Max range: 560 km HIGE: 20,010 ft HOGE: 19,026 ft Service ceiling: 20,993 ft Crew: 2 Pax: 3
HSA.316B Alouette III Engine: 1 x Hindustan Aeronautics/Turbomeca Artouste IIIB Instant pwr: 420 kW Rotor dia: 11.02 m MTOW: 2300 kg Payload: 465 kg Useful load: 920 kg Max speed: 113 kts Max cruise: 100 kts Max range: 500 km HIGE: 12,136 ft HOGE: 8036 ft Service ceiling: 15,580 ft Crew: 2 Pax: 5/6
The 377MG Mini-Guppy was the first of the Guppys that was built using an entirely new fuselage to connect the existing Stratocruiser sections. Stretched ex-USAF C-97 modified by addition of new upper fuselage lobe with interior radius of 18′; swing-tail for cargo loading. This removed the Stratocruiser’s limitation of a 2.4m wide floor, and allowed a 4m wide cargo floor and a maximum inside diameter of 5.5m with the constant section measuring just over 22m long. The aircraft featured a swing tail for loading cargo.
The first flight as 377MG Mini-Guppy, christened “Spirit of Santa Barbara”, was on May 24, 1967. Two days later on May 26, the Mini-Guppy was used for its first cargo flight, flying a Budd Company Skylounge to the 1967 Paris Airshow. While in France, the Mini-Guppy was flown south to Toulouse for a demonstration for Aerospatiale officials.
Two were built; N1037V and N111AS, the first aircraft powered by R-4360s, second by Allisons taken from Lockheed Electras.
Crashed at Edwards AFB on 5/12/70 after engine failure, crew of four perished.
377MG “Mini Guppy” Engine: 4 x Pratt-Whitney R-4360, 2575kW Take-Off Weight: 64770 kg / 142794 lb Empty Weight: 41275 kg / 90996 lb Wingspan: 43.0 m / 141 ft 1 in Length: 38.7 m / 126 ft 12 in Height: 11.6 m / 38 ft 1 in Cruise Speed: 400 km/h / 249 mph Crew: 3
Aero Spacelines started work in 1961 on the conversion of a Boeing B-377 Stratocruiser to an outsize cargo aircraft able to airlift large booster rocket stages being employed in the American space programme, for the transport of aircraft assemblies, oil drilling equipment, and any other items too large to be carried by any then existing aircraft.
Designed by Jack Conroy, the fuselage of ex-airline Boeing 377 N1024V was extended by 5.08m aft of the wing, and a new ‘bubble’ structure was added over the top of the fuselage to allow the loading of items up to 6.02m in diameter. Capable of carrying 34,000 lb of cargo, the resulting B-377PG Pregnant Guppy was flown for the first time on 19 September 1962, and was used from the summer of 1963, under contract to NASA, for the transport of space programme hardware. Aircraft was loaded by removing the tail section just aft of the wing trailing edge.
377PG “Pregnant Guppy” Engines: 4 x Pratt-Whitney R-4360, 23500hp / 625kW Wingspan: 43.05 m / 141 ft 3 in Length: 38.71 m / 127 ft 0 in Take-off weight: 60200 kg / 132719 lb Empty weight: 41200 kg / 90831 lb Payload: 13100kg / 28881 lb Speed: 240 mph
