Jane's Helicopter Markets and Systems

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Browse: Markets: Jane's Helicopter Markets and Systems: Section
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BUYERS GUIDE AIRFRAME MANUFACTURERS

BUYERS GUIDE AIRFRAME MANUFACTURERS
(UNMANNED HELICOPTERS)
BUYERS GUIDE ASSOCIATIONS AND CLUBS
BUYERS GUIDE COMPANY DIRECTORY
HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE ANTI-SHIP MISSILES

HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS
HELICOPTER-LAUNCHED WEAPONS - ROCKETS
HELICOPTER-LAUNCHED WEAPONS - TORPEDOES
BUYERS GUIDE ENGINE MANUFACTURERS

BUYERS GUIDE HELICOPTER MUSEUMS
BUYERS GUIDE HELICOPTER PUBLISHERS AND
PUBLICATIONS
BUYERS GUIDE WEAPONS MANUFACTURERS
HELICOPTERS IN SERVICE - CIVIL

HELICOPTERS IN SERVICE - CIVIL/MILITARY
HELICOPTERS IN SERVICE - MILITARY
HELICOPTERS IN SERVICE - MILITARY/CIVIL
CALENDAR
CIVIL CENSUS
COMMERCIAL HELICOPTER OPERATORS
FOREWORD
GLOSSARY OF AEROSPACE TERMS
HELICOPTER ENGINES
HELICOPTER ENGINES - PISTON
HELICOPTER ENGINES - TURBOPROP
HELICOPTER ENGINES - TURBOSHAFT
HELICOPTER UPGRADES AND CONVERSIONS - CIVIL
HELICOPTER UPGRADES AND CONVERSIONS MILITARY
HELICOPTER UPGRADES AND CONVERSIONS MILITARY/CIVIL
HELICOPTER UPGRADES AND CONVERSIONS ROTARY-WING - CIVIL
HELICOPTER UPGRADES AND CONVERSIONS ROTARY-WING - CIVIL/MILITARY
HELICOPTER UPGRADES AND CONVERSIONS ROTARY-WING - MILITARY
HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR
MISSILES
HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE
- ANTI-ARMOUR MISSILES
HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL

HELICOPTERS IN SERVICE - ROTARY-WING CIVIL/MILITARY
HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY
HELICOPTERS UNDER DEVELOPMENT/RESEARCH ROTARY-WING - CIVIL
HELICOPTERS UNDER DEVELOPMENT/RESEARCH ROTARY-WING - CIVIL/MILITARY
HELICOPTERS UNDER DEVELOPMENT/RESEARCH ROTARY-WING - MILITARY
HOW TO USE JANE'S HELICOPTER MARKETS AND
SYSTEMS
ICAO AIRCRAFT NATIONALITY AND REGISTRATION
MARKS
MARKET INTELLIGENCE
MILITARY CENSUS
PRICE GUIDE
SIGNIFICANT EVENTS
UNMANNED HELICOPTERS
UNMANNED HELICOPTERS - ROTARY-WING - CIVIL
UNMANNED HELICOPTERS - ROTARY-WING CIVIL/MILITARY
UNMANNED HELICOPTERS - ROTARY-WING - MILITARY
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: BUYERS GUIDE AIRFRAME
MANUFACTURERS
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Documents 1 - 10 of 62 strictly in BUYERS GUIDE AIRFRAME MANUFACTURERS

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JHMS 28/06/02 BUYERS GUIDE AIRFRAME MANUFACTURERS/KOREA, SOUTH/Korea Aerospace Industries Ltd (KAI)
JHMS 28/06/02 *BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/The Enstrom Helicopter Corporation
JHMS 28/06/02 *BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Bell Helicopter Textron Inc (Subsidiary of Textron Inc)
JHMS 28/06/02 *BUYERS GUIDE AIRFRAME MANUFACTURERS/CANADA/Bell Helicopter Textron Canada Lte (A division of Textron
Canada Ltd)
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS/CZECH REPUBLIC/NA Design Company Inc (NADC)
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Sikorsky Aircraft (A United Technologies Company)
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Schweizer Aircraft Corporation
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS/CHINA/Beijing University of Aeronautics & Astronautics (BUAA)
JHMS 18/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS/ITALY/Heli-Sport Srl
JHMS 18/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS/JAPAN/Engineering System Co Ltd
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/LITHUANIA/Silver Titan
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Performance Aviation Manufacturing Group (PAM)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Brantly International Inc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Bell/Agusta Aerospace Company
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/ISRAEL/AD & D Aero Design & Development Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/CHINA/Wuhan Helicopter Industry Corporation
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Vertical Aviation Technologies Inc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/AUSTRALIA/Veetol Helicopters Pty Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/CZECH REPUBLIC/Unis spol sro
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/RUSSIA/Ulan-Ude Aviation Plant
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/SINGAPORE/Singapore Technologies Aerospace Ltd

JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/KOREA, SOUTH/Samsung Aerospace Industries Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/RotorWay International
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/RUSSIA/Rostvertol
JHMS 27/11/01 *BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Robinson Helicopter Company
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Revolution Helicopter Corporation Inc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/POLAND/PZL Swidnik SA
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/FRANCE/NH Industries Sarl
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/GERMANY/MK Helicopter GmbH
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/JAPAN/Mitsubishi Heavy Industries Ltd
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/RUSSIA/MI-Light Helicopters

JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/RUSSIA/MIL Moscow Helicopter Plant
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/BELGIUM/Masquito Aircraft NV
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/TAIWAN/Light's American Sportscopter Inc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/RUSSIA/KUMAPE (Kumertau Aviation Production Enterprise)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/KOREA, SOUTH/Korean Air Lines Co Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/RUSSIA/Kazan Helicopter Plant
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/JAPAN/Kawasaki Heavy Industries Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/RUSSIA/Kamov Company
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Kaman Aerospace Corporation (Subsidiary of Kaman
Corporation)
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/INDONESIA/IPTN (PT Industri Pesawat Terbang Nusantara)
JHMS 27/11/01 *BUYERS GUIDE AIRFRAME MANUFACTURERS/ROMANIA/IAR SA
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/INDIA/Hindustan Aeronautics Limited (HAL)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Hiller Aircraft Corporation
JHMS 27/11/01 *BUYERS GUIDE AIRFRAME MANUFACTURERS/BRAZIL/Helibras (Helicpteros do Brasil SA)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/CHINA/HAMC (Harbin Aircraft Manufacturing Corporation)
JHMS 27/11/01 *BUYERS GUIDE AIRFRAME MANUFACTURERS/UK/Westland Helicopters Ltd (an AgustaWestland Company)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/JAPAN/Fuji Heavy Industries Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/FRANCE/Eurocopter SAS
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/UK/EH Industries Limited
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/ITALY/Dragon Fly - Industrie Aeronautiche SpA
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/SOUTH AFRICA/Denel Aviation (A division of Denel (Pty) Ltd)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/KOREA, SOUTH/Daewoo Heavy Industries (DHI)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/CHINA/Changhe Aircraft Industries Corporation (CHAIC)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/CANADA/Canadian Home Rotors Inc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Boeing Sikorsky (Boeing and Sikorsky Aircraft)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Boeing Philadelphia
JHMS 27/11/01 *BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/MD Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Bell Boeing (Bell Helicopter Textron Inc and Boeing)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/American Sportscopter Inc
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JHMS 27/11/01 *BUYERS GUIDE AIRFRAME MANUFACTURERS/ITALY/Agusta (A AgustaWestland Company)

JHMS 12/12/00 BUYERS GUIDE AIRFRAME MANUFACTURERS/USA/Whisper Jet Inc
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MANUFACTURERS (UNMANNED HELICOPTERS)
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Documents 1 - 10 of 37 strictly in BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)

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JHMS 07/05/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/RoboChopper
JHMS 07/05/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/NETHERLANDS/FlyCam
JHMS 07/05/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Colby Systems Corporation
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/CHINA/Beijing University of
Aeronautics & Astronautics (BUAA)
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/CHINA/Nanjing Research Institute for
Simulation Technoques (NRIST)
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/CZECH REPUBLIC/NA Design
Company Inc (NADC)
JHMS 19/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/CHINA/Nanjing Aeronautical Institute
(NAI)
JHMS 18/03/02 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/ISRAEL/Steadycopter Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/RUSSIA/Yakovlev Moscow
Machinery Plant `Skorost'
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/FRANCE/Thales-Detexis
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/FRANCE/Survey-Copter
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Thorpe SEEOP Corporation
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Northrop Grumman Corporation
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/TAIWAN/Modus Corporation
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/KOREA, SOUTH/Korea Aerospace
Industries Ltd (KAI)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/ISRAEL/AD&D - Aero Design &
Development Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/AAT - Advanced Aerospace
Technologies Inc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/JAPAN/Yamaha Motor Co Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/FRANCE/Techno Sud Industries
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Sikorsky Aircraft Corporation
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Science Applications Industrial
Corporation (SAIC)
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Schweizer Aircraft Corporation
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/AUSTRIA/Schiebel Elektronische
Gerte GmbH
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/SWEDEN/Scandicraft Systems AB
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/JAPAN/Kawada Industries Inc
Aircraft and Mechanical Systems Division
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/RUSSIA/Kamov Helicopter Company
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Kaman Aerospace Corporation
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/UK/Intora-Firebird plc
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/JAPAN/Fuji Heavy Industries Ltd
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/ITALY/Dragon Fly Srl
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JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Dragonfly Pictures

JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/GERMANY/Dornier GmbH, Dasa
Defence and Civil Systems
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/FRANCE/CAC Systmes SA
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/CANADA/Bombardier Defence
Services
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Boeing Defense and Space
Group
JHMS 27/11/01 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/USA/Bell Helicopter Textron Inc
JHMS 22/02/99 BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS)/FRANCE/BEX SA
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: BUYERS GUIDE ASSOCIATIONS AND
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Documents 1 - 10 of 48 strictly in BUYERS GUIDE ASSOCIATIONS AND CLUBS

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JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/New England Helicopter Council
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Mid-Atlantic Helicopter Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Helicopter Operators of Texas
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Eastern Region Helicopter Council
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/FRANCE/Association Aronautique et Astronautique de France (AAAF)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Popular Rotorcraft Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/UK/National Association of Air Ambulance Services (NAAAS)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Helicopter Club of America
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/UK/Defence Manufacturers Association (DMA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/UK/British Naval Equipment Association (BNEA)
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JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Association of the US Army (AUSA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/AUSTRALIA/Asia Pacific Helicopter Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Air Transport Association of America (ATA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/United States Air Tour Association (USATA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/SWITZERLAND/Swiss Helicopter Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/RUSSIA/Russian Helicopter Society
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Professional Aviation Maintenance Association (PAMA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Northwest Rotorcraft Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Naval Helicopter Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/National Business Aviation Association (NBAA)
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JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/National Air Transportation Association (NATA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/International Helicopter Firefighters Association (IHFA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/International Federation of Helicopter Associations (IFHA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Helicopter Foundation International (HFI)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/UK/Helicopter Club of Great Britain (HCGB)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/SOUTH AFRICA/Helicopter Association of Southern Africa (HASA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/NEW ZEALAND/Helicopter Association of New Zealand (HANZ)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/CANADA/Helicopter Association of Canada
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/AUSTRALIA/Helicopter Association of Australia (HAA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Helicopter Association International (HAI)
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JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/FRANCE/Groupement Franaise de l'Hlicoptre

JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/General Aviation Manufacturers Association (GAMA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Flight Safety Foundation
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/FRANCE/European Unmanned Vehicle Systems Association (EURO
UVS)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/UK/European Helicopter Operators Committee (EHOC)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/NETHERLANDS/European Helicopter Association (EHA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/GERMANY/Deutscher Hubschrauber Verband e V
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/UK/British Helicopter Advisory Board (BHAB)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/BRAZIL/Brazilian Helicopter Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Association for Unmanned Vehicle Systems International (AUVSI)
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JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Association of Air Medical Services (AAMS)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Asociacin Latinoamericano de Aeronutica (ALA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/American Institute of Aeronautics and Astronautics (AIAA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/American Helicopter Society (AHS)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Alaska Air Carriers Association
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/CANADA/Air Transport Association of Canada (ATAC)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Airborne Law Enforcement Association (ALEA)
JHMS 27/11/01 BUYERS GUIDE ASSOCIATIONS AND CLUBS/USA/Aerospace Industries Association of America Inc (AIA)
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Documents 1 - 10 of 818 strictly in BUYERS GUIDE COMPANY DIRECTORY

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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Zuccaro Industries Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Vortex Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/USF Vacu-Blast International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Ural Optical & Mechanical Plant (UOMP)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/United Helicopter Maintenance (UHM)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/UniAvia
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/LITHUANIA/Transaviabaltica Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Transas Aviation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/TLC Handing Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Thales Avionics
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Sunrise Helicopter Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/SPARC JSC
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/South Bend Controls
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Snecma Control Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Skyline Industries Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/SEMIA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Schroth Safety Products Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Sandel
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/SAGEM SA Defence and Security Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Safe Flight Instrument Corporation
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Ryan International Corp

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/RUAG Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/RTS Rework Inc/RTS Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/RTD Helicopter Support
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rotorcraft Support Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rotorcraft Enterprises LLC
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Raymond R Syms & Associates
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/R & M International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Priester Aviation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Polytech USA Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Plasansasa

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Permali Gloucester Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Pentar Avionics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Offshore Helicopter Support Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/NAASCO
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/MW Helicopters Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Micro-Surface Finishing Products Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Luminator Aircraft Products
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Lombard

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CZECH REPUBLIC/Leteck opravny Kbely sp (LOK)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Kronshtadt
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Krasny Octiabr JSC
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Kleerdex Company
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Kellstrom Industries Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Kahn Industries Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/JR Technology Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/J B Knowles Inc (The Chopper Spotter Company)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/James A Staley Co
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/IRAN/Iran Helicopter Support & Renewal Company (IHSRC)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Instrument Tech Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Infinity Technology
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Indal Technologies
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/IDD Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/HRC Heli Rescue Consult GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Helitune
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Helispares Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/LITHUANIA/Helisota Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helipro Completions
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Engines Repair Overhaul Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heavycopter Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heatcon Composite Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Headset Services Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/H & S Aviation (Team 250)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Gdel Lineartec UK Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Global Filtration Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Glendale International Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/GCA International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Garmin (Europe) Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Gantt Aviation Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Flame Enterprises Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Filtration Development Company LLC
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Falcon Crest Aviation Supply Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/ERDA Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Enterprise Control Systems Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Eaton Aerospace
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Dynepro Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/DRS Hadland Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Deschamps

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/DCN International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dayton T Brown Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/DAC International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SOUTH AFRICA/Cumulus
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Cubic Defense Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Corrosion Technologies Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Copter Care Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Continental Forge Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/CMC Electronics Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Cincinnati Control Dynamics Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/CILAS Compagnie Industrielle des Lasers
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Champion Aviation Products
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Center Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Castle Air
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Canam Aerospace Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Calgary Gooseneck Service Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Bruce's Custom Covers
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Broadcast Microwave Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/BLR Rotorcraft Division
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Bet Shemesh Engines Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Beaufort Air-Sea Equipment Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Bearing Inspection Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/B/E Aerospace Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/BAE Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Avsoft
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Avimo Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Aviatrade GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aviation Traders Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Asia Pacific Aerospace

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Anglo Trust Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/AMSAFE
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Amphitech International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Airwolf Filter Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Part Express Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Air Data Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Airborne Engines Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Air & Ground Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/AIG Aviation Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/TAIWAN/AIDC Aircraft Factory

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aerotron Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Aerotech Telub AB
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Technology Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Products Components Services
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/PERU/Aero Pacifico SA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aeromaritime
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Helicopters
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Dynamix Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/VENEZUELA/Aerocentro de Servicios SA
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Arazur

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Aeraustral
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Advanced Power Products
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/ACES INA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/356 Aircraft Repair Factory
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Wenger Aircraft Maintenance Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Ultra Electronics Command & Control Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/TRW Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Thales Training & Simulation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Thales Marconi Sonar Pty Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Thales Marconi Sonar (TMS)

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Texas Instruments Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/DENMARK/TERMA Elektronik A/S
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/STN ATLAS Elektronik GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rockwell Collins Avionics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Radamec Defence Systems Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Omniflight Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Mason Electric Company
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Marconi Communications Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UKRAINE/Konotop Aircraft Repair Plant Àviakon'
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Karlebo Helicopter AB

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Infinity Aviation Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Hunting Defence
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Howden Airdynamics Group
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Heli-Union Industrie
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Adventures Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/GE Capital Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SOUTH AFRICA/First Bowring Insurance Brokers Pty Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/First Aviation Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/First Aviation Finance
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Faugere & Jutheau SA

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Evans & Sutherland
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/EDS Defence Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Eagle Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Double Eagle Consulting
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/BELGIUM/Delft Sensors Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/debis Financial Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Datel Defence Limited
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/EADS Systems & Defence Electronics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Computing Devices Limited
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Comet GmbH Pyrotechnik-Apparatebau

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Chemring Countermeasures
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Bower Helicopter Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Finance Group Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Atlantis Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ITALY/Alenia Marconi Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Alenia Marconi Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Power Financial Group
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Methods Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aerosystems International
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Planning International Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aeronautical & General Instruments Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aerobel Defence Technology Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aerobel Defence Technology Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/ZF Luftfahrttechnik GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Yehnert Helicopter Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/POLAND/WZL No 1 (Military Aircraft Factory No 1)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/W Vinten Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Wulfsberg Electronics Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Worldwide Heli Services Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NEW ZEALAND/Wing & Rotor Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Willis Corroon Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Whelen Engineering Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Western Rotorcraft
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Western Operations Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Westcan Aircraft Sales & Salvage Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Wessex Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Wescam Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Walter Dittel GmbH-Luftfahrtgertebau
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Volvo Aero Engine Services

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Volvo Aero Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Eaton Aerospace-Tedeco Products
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/Vibro-Meter SA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Vertiflite Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Vertical Aviation Technologies Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Vertical Aeronautics International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Versatron Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Versatile Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/VDO Luftfahrtgerte Werk GmbH
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Vancouver Heliport Services Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Vaisala Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/US Helicopter Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/USCAN Aviation Sales Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/US Air Tool Co International (USATCO)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/USAIG (United States Aircraft Insurance Group)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/UNC Airwork
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NETHERLANDS/UNC - Accessory Services
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Ultrafine Technology Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Ultra Electronics Electrics Division
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Ultra Electronics Holdings plc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/TV2 Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Turbotech Repairs Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Turbomeca Engine Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/TSS (UK) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Trimble Navigation Europe Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Trimble Aerospace Avionics Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Tridair Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Transaero Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Transaco SA
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Tradewind International

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Tracor Aerospace Electronic Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Trace Worldwide Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Tiodize
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ARGENTINA/Timen SA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Thurston Helicopters (Engineering) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Thales Training & Simulation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Thales Radars & Contre-Mesures
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Thales Optronique
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Thomson-CSF
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Textron Financial Corp (Aviation Financial Division)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Texas Instruments - Precision Controls Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Temp Research & Development Bureau Arzamas
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Telephonics Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Teleflex Syneravia
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Teledyne Controls
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Teledyne Aircraft Products
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Teldix GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Tech-Tool Plastics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Technisonic Industries Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/TDA Armements SAS

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Systems Management Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/Swiss Aircraft and Systems Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Survival Products Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Superior Air Parts Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Sundstrand Power Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Sunair Electronics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Sully Produits Spciaux
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Stewart Warner South Wind Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Stewart Hughes Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Standard Aero Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/SP Helicopter Service GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Spectrum Associates Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Spectrolab Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Spartan Helicopter Service Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Spar Aerospace Ltd (Spar Aviation Services)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CHINA/Southern Pratt & Whitney Aero-Engine Company
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Sogerma
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Smiths Industries Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Smiths Industries Aerospace
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Sloane Helicopters Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/SkyHook Technologies Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Skyforce Avionics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SINGAPORE/Singapore Aerospace Pte Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Simula Safety Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Simplex Manufacturing Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Signature Industries Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Signal Processing Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Sifco Selective Plating UK Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Shwayder Co
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/SFIM Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/SFIM Industries
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Sextant Avionique Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Sextant Avionique
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Serco Systems Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Sensor Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Sensor Electronics Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Sennheiser Electronic KG
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Sennheiser Electronic Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/SEI Industries Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Seaside Helicopters Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/DENMARK/Scandinavian Avionics A/S
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NORWAY/Scancopter A/S
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/DENMARK/Satair A/S
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/San Joaquin Helicopters
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/San Diego Helicopter Service Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SINGAPORE/Samaero Co Pte Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/SAFT America Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/BELGIUM/SABCA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Saab Helikopter AB
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Saab Dynamics AB

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/RTS-EJA International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Rotortech Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Rotortech Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rotor Dynamics Americas Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/RotorCraft Partnership Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rotor Blades Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Rotech Industries Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rotair Industries Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/RoLin Industries Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Rohde & Schwarz GmbH & Co KG
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rogerson Kratos Aircraft Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rocky Mountain Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Rockwell Collins Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Robertson Aviation LLC
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Roberts Aircraft Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/RFD Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/Revue Thommen AG
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Revolution Helicopters Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Renz Aerotech
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Reliance AeroProducts International Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Reflectone Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Red Box International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Red Barn Machine Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NETHERLANDS/RDM Technology BV
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/RCR Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Raytheon Systems Company
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Rapid Power Technologies
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Ramapo Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Ram Enterprises Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Radio Systems Technology Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Racal Defence Electronics Ltd Radar & EW Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Racal Avionics Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Racal Acoustics Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ARGENTINA/RACA SA Industries Aeronautics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/POLAND/PZL-Hydral SA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Purolator Facet Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/PROAV International Aviation Services Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Premier Turbines
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Premier Aviation Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Precision Heliparts Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Precision Air-Power LLC
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Precision Airmotive Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Pratt & Whitney Canada (UK) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Powervamp Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Polytech AB
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Piasecki Aircraft Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Photo-Sonics International Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Photo-Sonics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/PHILIPPINES/Philippine Aerospace Development Corp (PADC)
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/PHI Technical Services

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Phazotron Research and Production Company
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Penny & Giles Aerospace Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Penny & Giles Aerospace Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Parker Hannifin Corp (Stratoflex Products Division)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Parker Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Park Air Electronics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/IRELAND/Parc Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Paravion Technology Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Paraid Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Panterra Heli Support Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Pall Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Pacific Scientific
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Pacific Avionics & Instruments Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Pacific Aviation (Australasia) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Pacific Air Logistics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Pacer Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/PacAero
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Patria Ostermans Aero AB
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Orlando Helicopter Airways
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Orbit-Alchut Technologies Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Onboard Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CZECH REPUBLIC/Omnipol Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Octec Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/NovaFinance
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Northstar Technologies Inc (a division of Canadian Marconi Co)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Northrop Grumman Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Cadorath Aerospace Distribution Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Northern Airborne Technology Ltd (NAT)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Normalair-Garrett Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Normal Co

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Nordam Group
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Norcross Helicopters
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Niacc Technology Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Naval Aircraft Repair Organisation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Nav-Aids USA Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Nav-Aids Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/National Airmotive Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/TAIWAN/National Aerospace Fasteners Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Nash Group
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Mustang Survival

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Multifabs Survival Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Muirhead Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/M P Bolshaw & Co Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Morgan Read & Sharman Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Monit' Air
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Mitsui Bussan Aerospace Corp (MAC)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Miraj Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/MI-Inter
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Mid-Continent Instruments West
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Mid-Continent Instruments Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Metro Aviation Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Messier-Dowty
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Messier Bugatti
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Mesirow Insurance Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Merrill Engineering Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Menasco Aerosystems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Meggitt Avionics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Mechanical Specialties Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ITALY/Mecaer Meccanica Aeronautica SrL
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Measurement Systems International

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/McTurbine Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/McMillan Offshore Survival Training
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/McAlpine Helicopters Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Masco Service Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Masco Service Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Martin Coleman and Associates Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Martin-Baker Aircraft Co Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Marsh & McClennan Aviation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NORWAY/Marine Aluminium Aanensen & Co A/S
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Marathon Power Technologies

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Mann Aviation Flight Systems Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Main Line Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Magellan Systems Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Machida Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/M & N Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/The Lynton Group
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/BELGIUM/Luminescent Systems Inc (LSI)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lucas Varity Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lucas Aerospace Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/LORI

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lord Corp Mechanical Products Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CZECH REPUBLIC/LOM Praha sp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lockheed Martin Sanders
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lockheed Martin Federal Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SINGAPORE/Lloyd Helicopters (Pte) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lloyd Helicopters
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Litton Systems Canada Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Litton Special Devices
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Litton Guidance & Control Systems
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Litton Avionics Systems

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Litton Applied Technology
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Litton Aero Products
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Litef GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Lindair (Europe) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Life Support International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lifesaving Systems Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/LifePort Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/LFD Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Letcher Helicopters
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Law Enforcement Aviation Services (LEAS)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Latin American Helicopter School
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Lamptronix Co Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Korry Electronics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NORWAY/Kongsberg Defence & Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FINLAND/Konecranes Nordic Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Kollsman Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Keystone Helicopter Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Keystone Engine Services
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/JAPAN/Kawada Industries Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/JAPAN/Kanematsu Aircraft Corp

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Kamatics Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/J R Potter & Associates Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/JD Chapdelaine Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/J B Offshore
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/ITT Defense & Electronics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/ITT Industries Aerospace and Communications Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/JAPAN/ITC Aerospace Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Israel Military Industries Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Isolair Helicopter Systems
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Irvin Aerospace Canada Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SOUTH AFRICA/Irenco (Pty) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SINGAPORE/Interturbine Singapore Pte Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Intertechnique
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Interpoint (UK) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/International Turbine Service
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/International Police Aviation Training School
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/International Jet Traders Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/International Helicopter Parts and Services
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/International Biomedical Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Intamar Logistics Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Innotech Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Inframetrics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/IMP Aerospace Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/IFR Precision Instruments Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/IBCOL Helicopter Services GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/IAI-Tamam Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/IAI-Mata Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/IAC Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Hydrep
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SOUTH AFRICA/Hunting Aviation (Pty) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Howmet Refurbishment Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Howell Instruments Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Horsham Valley Helicopter Airways Inc (HVA)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Honeywell Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Honeywell Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Honeywell Defence Avionics Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Hoffman Engineering
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Hitchcock Industries Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Hill Industries Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Helmet Integrated Systems Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GREECE/Hellenic Aerospace Industry
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Hella Aerospace GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Heliwork Services Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Helitrades Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/Helitrade
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heli-Tech Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heli Tech
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Heli-Support AB
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/HeliSource Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helipro Corp International

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helipower Service
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heliport Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heliponents Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heliplanners
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heli-Mart Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helilease International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heli-Dyne Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heli-Dyne Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicorp
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Technology Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Support Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Structural & Maintenance Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Parts & Service Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Accessory Service Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heli-Conversions Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Heli-Consultants Pty Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicomb International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/COLOMBIA/Helicentro Ltda
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ARGENTINA/Helicenter
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Heli Air Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heli-Air (Jaffe Helicopter Co)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Heins Balancing Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Hayward Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Hawker Pacific Pty Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SINGAPORE/Hawker Pacific Pte Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/HONG KONG/Hawker Pacific Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NETHERLANDS/Hawker Pacific Aerospace Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Hawker Pacific Aerospace Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Harris Corporation
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/HR Textron Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/HAS Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Gulf Coast Avionics Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SOUTH AFRICA/Grintek Avitronics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Green Tree Financial Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Global Helicopter Technology Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Gibbs Hartley Cooper Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Geteca USA-France
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Gerard Technology Associates
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/Geographia AB
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Geneva Aviation Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/General Helicopters International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/BAE Systems Avionics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Gatwick Avionics (Redhill) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Garsite Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Garmin International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Garlick Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Friebe Luftfahrt-Bedarf GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Frasca International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/FPT Industries Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Foxtronics Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Floats & Fuel Cells
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/FLIR Systems International Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/FLIR Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Flight Visions Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/FlightSafety International/Sikorsky
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/FlightSafety International/Bell
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/FlightSafety International/Alliance
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/FlightSafety International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Flightline Aircraft Instruments
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/Flight Components AG

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ITALY/FIAR Defence Systems Group
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/FGE Gknipas
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Faudi UK
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/JAPAN/Far East Aviation Co Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Falcon Insurance Agency of Dallas Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Falcon Insurance Agency of California Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Fairey Hydraulics Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Facet International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Extex Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Executive Instruments Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Evergreen Aircraft Sales & Leasing Co (EASL)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Eventide Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/European Helicopters Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/EuroAvionics GmbH & Co KG
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/E-Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Essential Turbines Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Era Aviation Services
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Environmental Equipments Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Enflite Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Endevco UK Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Emergency Beacon Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Elop Electro Optics Industries Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Elisra Electronic Systems Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ITALY/Elettronica SpA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/ELECMA The Electronics Division of SNECMA
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Elbit Systems Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GREECE/EIS Hellas Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/Eichenberger Aviation AG
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Edwards and Kelcey Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Edwards & Associates Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Ed Marshall Insurance Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/ECT Industries
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Eckhart Helicopter Sales Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Eastern Shore Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Eastern Aero Marine
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/EAS Egle Air Service GmbH & Co KG
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Eagle Copters Maintenance Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dynatech International Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dynamic Solutions Systems Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dynametric Systems Co

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Dunlop Equipment Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Dunlop-Beaufort Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Duncan Aviation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SINGAPORE/DS Alliance Pte Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/DRS Technologies Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/DRS Photronics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Drake Air Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Downing Electronics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dorne & Margolin Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dodson International Helicopter Division

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Diehl GmbH & Co Luftfahrt Elektronik
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Diamond J Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Devtec Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/DeVore Aviation Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/debis Financial Services Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/David Clark Co Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/FRANCE/Dassault Electronique
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Dart Aerospace Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/HUNGARY/Danubian Aircraft Co
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/DENMARK/Danish Aerotech A/S

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dallas Avionics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Dallas Airmotive Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/CSE Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/CRL Technologies Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Corporate Rotable & Supply Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Control Products Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Consolite Technology Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Consolidated Instrument & Avionics Co Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Consolidated Heliflight Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Consolidated Aircraft Supply Co Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Conklin & de Decker Associates Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Concorde Battery Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Concorde AeroSales Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Conair Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Computing Devices Canada Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Computer Training Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Computair Consultants
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Composite Technology Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SINGAPORE/Composite Technology International Pte Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Composite Technology Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Composite Technology (Canada) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Complas Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Comm Innovations
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Comant Industries
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Columbia Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Clintondale Aviation Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Civic Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ARGENTINA/Chincul SACAIFI
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Chelton Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Chelton Ltd

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Chandler Evans Control Systems Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/BELGIUM/Champion Aviation Products
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Chadwick-Helmuth Co Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/CeoTronics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Century Manufacturing Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWEDEN/CelsiusTech Electronics AB
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Cav-Air Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Casper Air Service Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Cargo Systems Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Cargo Aids

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Canon USA Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Canadian Marconi Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Canadian Aero Accessories Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/California Helicopter International
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Caledonian Airborne Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/CAE Electronics plc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/CAE Electronics Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Byrne Industries International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Buck System GmbH
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SWITZERLAND/Bucher Leichtbau AG

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Broadcast & Surveillance Systems Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/British Aviation Insurance Group (Canada) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/BAE Systems Aviation Services
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/BAE Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Bristow Helicopters Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Bristol Aerospace Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/BriskHeat Corp, Advanced Material Group
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Breeze-Eastern (Trans Technology Corp)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Brackett Aircraft Co Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Boston City Heliport

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NETHERLANDS/Bose BV
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Bose Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Bogan Aerotech Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Boeing Mesa Training Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Blades Aviation Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Bigorre Aerospace Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Goodrich Aerospace, De-Icing Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Goodrich Aerospace, Castleberry Division
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Goodrich Aerospace Avionics Systems
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Goodrich Aerospace, Aircraft Integrated Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Benz Airborne Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/BEI Sensors & Systems Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/GERMANY/Becker Flugfunkwerk GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Becker Avionics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/NEW ZEALAND/Barr Brothers Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Barfield Inc/AVSCO
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/The Barden Corp (UK) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/B&D Instruments and Avionics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ISRAEL/Azimuth Technologies Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Avtronics

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Av-One
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Avionics Specialties Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Avionics Specialties
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Avionic Instruments Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/RUSSIA/Aviazapchast
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Aviation Turbine Overhaul Pty Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Insurance Services of Washington Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Insurance Services of Utah Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Insurance Services of Nevada Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Instrument Services Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Consulting Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Composite Technologies Inc (AvCom)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviation Components Support Co (ACSC)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aviall Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/AVIA Flight Services, Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRALIA/Australian Aviation Underwriting Pool Pty Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Austin Jet International, Helisales
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Audio International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/ATC Flight Simulator Co
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Associated Aviation Underwriters

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/TURKEY/Aselsan
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Arthur J Gallagher (UK) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Artex Aircraft Supplies Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Arnav Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Armour of America Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Arizona Rotorcraft Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Argo-Tech Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aradyne Windsocks
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/APPH Group
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Apical Industries

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/AOG Inc, Tank Tigers
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Anavibe Services Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Ampep plc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Ametek Aerospace Products
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Americas Insurance Company
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/American Nucleonics Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/American Eagle Group, Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Altair Avionics Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/All-System Aerospace International Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/All Power Manufacturing Co

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Honeywell Commercial Avionics Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Honeywell Commercial Avionics Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Honeywell Electronics Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Alexander & Alexander Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/ITALY/Alenia Difesa Avionic Systems & Equipment Division, Officine Galileo
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Alan Mann Helicopters Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Alan Cobham Engineering Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Air Transport Avionics
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/MALAYSIA/Airtrade Aviation Consultants (M) Sdn Bhd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Track

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Technology Engines Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Airtechnics International Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Services International Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Air Hanson Engineering Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Airdale Aerospace
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Cruisers Co
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aircraft Power Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aircraft Parts Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aircraft Marketing Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aircraft Gear Corp

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Air Comm Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Airburst Helicopters Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Airborne Supply Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/TAIWAN/Air Asia Co Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Air and General Finance Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/AUSTRIA/Air Ambulance Technology GmbH
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/AIM Enterprises Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/AIL Systems Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aerotest Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aerotech World Trade Corp

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Tec Laboratories Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SOUTH AFRICA/Aerosud (Pty) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Aerospace Turbines International-IATS
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aerospace Lighting Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aerosonics Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aerosonics Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Simulation Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SOUTH AFRICA/Aero Services (Pty) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aeroquip Corp Aerospace Group
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aero Quality Sales

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Propulsion Support Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aeropaint Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aeronautical Accessories Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/SPAIN/Aeronautica Industrial SA (AISA)
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Aeromega Helicopters (Engineering) Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/MALTA/Aeromaritime Mediterranean Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aero Aire Corporation
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Aerial Films Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/AEM Ltd
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/A E Petsche Co Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Advanced Technology & Research Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Advanced Technologies Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Advanced Navigation & Positioning Corp
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/Advanced Composite Structures Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/UK/Adams Aviation Supply Co Ltd
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/CANADA/ACRO Aerospace Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/ACES Systems
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Acadian Composites Inc
JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/A/C Fuel Cells Worldwide Inc
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JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/Absolute Technologies Inc

JHMS 27/11/01 BUYERS GUIDE COMPANY DIRECTORY/USA/AAI Systems Management Inc
JHMS 01/03/00 BUYERS GUIDE COMPANY DIRECTORY/UK/Vickers-Tedeco Division
JHMS 01/03/00 BUYERS GUIDE COMPANY DIRECTORY/UK/Southern Air Ltd
JHMS 01/03/00 BUYERS GUIDE COMPANY DIRECTORY/NORWAY/Helikopter Service A/S
JHMS 01/03/00 BUYERS GUIDE COMPANY DIRECTORY/USA/Helicopter Parts & Service Corp
JHMS 01/03/00 BUYERS GUIDE COMPANY DIRECTORY/UK/Marconi Electronic Systems
JHMS 01/03/00 BUYERS GUIDE COMPANY DIRECTORY/UK/Marconi Avionics Ltd
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JHMS 28/06/02 BUYERS GUIDE ENGINE MANUFACTURERS/CANADA/Pratt & Whitney Canada (Subsidiary of United Technologies
Corporation)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/RUSSIA/RYBINSK-GE AVIATION MOTORS
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/UKRAINE/Ivchenko Progress ZMKB
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/ITALY/Alfa Romeo Avio
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/ROMANIA/Turbomecanica SA
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/FRANCE/Turbomeca
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/USA/Textron Lycoming
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/BELGIUM/Techspace Aero SA
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/RUSSIA/Soyuz
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/USA/Soloy Corporation
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JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/CHINA/SAEC (South Aero-Engine Company)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/USA/RotorWay International
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/UK/Rolls-Royce Turbomeca Limited
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/UK/Rolls-Royce plc
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/RUSSIA/Rybinsk Motors JSC
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/POLAND/PZL RZESZW SA
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/CANADA/Pratt & Whitney-RUS
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/ITALY/Piaggio (Industrie Aeronautiche e Meccaniche Rinaldo Piaggio
SpA)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/USA/Nelson Aircraft Corporation
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/GERMANY/MTU Turbomeca Rolls-Royce GmbH (MTR)
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JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/GERMANY/MTU (Motoren- und Turbinen-Union Mnchen GmbH)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/UKRAINE/Motor-Sich
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/JAPAN/Mitsubishi Heavy Industries Ltd
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/RUSSIA/Omsk Aircraft Engine Design Bureau
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/USA/LHTEC (Light Helicopter Turbine Engine Company)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/RUSSIA/Klimov Corporation
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/JAPAN/Kawasaki Heavy Industries Ltd
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/JAPAN/IHI (Ishikawajima-Harima Heavy Industries Co Ltd)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/INDIA/Hindustan Aeronautics Ltd (HAL)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/GERMANY/Gbler-Hirthmotoren KG
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JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/USA/GE Aircraft Engines

JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/ITALY/FiatAvio
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/CHINA/Dongan Engine Manufacturing Company
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/RUSSIA/Chernyshov (Moscow Mechanical Engineering Production
Enterprise)
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/CHINA/Changzhou Lan Xiang Machinery Works
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/AUSTRIA/Bombardier-Rotax GmbH
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/RUSSIA/Aviadvigatel (Perm Scientific and Production Enterprise
Àircraft Engines')
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/USA/Honeywell
JHMS 27/11/01 BUYERS GUIDE ENGINE MANUFACTURERS/ROMANIA/Aerostar - Bacau Group Industrial Aeronautic
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MUSEUMS
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4 documents strictly in BUYERS GUIDE HELICOPTER MUSEUMS
JHMS 27/11/01 BUYERS GUIDE HELICOPTER MUSEUMS/UK/The International Helicopter Museum

JHMS 27/11/01 BUYERS GUIDE HELICOPTER MUSEUMS/GERMANY/Hubschrauber Museum
JHMS 27/11/01 BUYERS GUIDE HELICOPTER MUSEUMS/USA/Hiller Aviation Museum
JHMS 27/11/01 BUYERS GUIDE HELICOPTER MUSEUMS/USA/American Helicopter Museum and Education Center
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JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Rotorcraft
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Pacific Rotors
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Military Helicopter Handbook
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/CANADA/Helicopters
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/HeliBooks Annual
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/RUSSIA/Air Fleet
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Aerokurier
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Vertiflite
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Teal Group Corporation
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Trade-a-Plane Publishing
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JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Rotor Roster
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/FRANCE/Rotor Journal
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Rotor Magazine
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Rotor & Wing
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Pacific Rim Helicopter Operators Directory
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/HeliValue$ Inc
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Helidata News and Classified
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Helicopter World
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Helicopter News
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Helicopter International
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JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/HeliBooks Ltd

JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Forecast International/DMS Inc
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/European Helicopter Operators Directory
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Defense News
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Defence Helicopter
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Avionics Magazine
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Aviation Buyers Directory
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Aircraft Technical Publishers
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Aeromart
JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Aastad Company
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JHMS 27/11/01 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/UK/Yearbooks and Binders
JHMS 02/06/00 BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS/USA/Helicopter Annual
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JHMS 12/06/02 BUYERS GUIDE WEAPONS MANUFACTURERS/UK/MBDA Missile Systems
JHMS 12/06/02 BUYERS GUIDE WEAPONS MANUFACTURERS/FRANCE/MBDA Missile Systems
JHMS 12/06/02 BUYERS GUIDE WEAPONS MANUFACTURERS/GERMANY/MBDA Missile Systems
JHMS 12/06/02 BUYERS GUIDE WEAPONS MANUFACTURERS/UK/MBDA Missile Systems
JHMS 12/06/02 BUYERS GUIDE WEAPONS MANUFACTURERS/FRANCE/MBDA Missile Systems
JHMS 12/06/02 BUYERS GUIDE WEAPONS MANUFACTURERS/INTERNATIONAL/MBDA Missile Systems
JHMS 18/03/02 BUYERS GUIDE WEAPONS MANUFACTURERS/RUSSIA/Molot Engineering Plant JSC
JHMS 18/03/02 BUYERS GUIDE WEAPONS MANUFACTURERS/GERMANY/Mauser-Werke Oberndorf Waffensysteme GmbH
JHMS 18/03/02 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/FN Manufacturing Inc
JHMS 18/03/02 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Contract Fabrication & Design Inc
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JHMS 18/03/02 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Boeing Military Aircraft & Missile Systems
JHMS 18/03/02 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/General Dynamics Armament Systems
JHMS 18/03/02 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Boeing North American Inc
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/RUSSIA/Zvezda-Strela State Research & Production Centre
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/BULGARIA/VMZ (Vazovski Machinostroitelni Zavodi)
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/FRANCE/TDA Armements SAS
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/RUSSIA/Spetztekhnika Vympel NPO
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/ITALY/SNIA BPD SpA
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/UK/Shorts Missile Systems
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Raytheon Company
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JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/ISRAEL/Rafael Armament Development Authority

JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/SWITZERLAND/Oerlikon Contraves Defence
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Northrop Grumman, Electronic Sensors and Systems Division
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/CHINA/NORINCO (China North Industries Corporation)
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Motorola Government Space and Technology Group
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Longbow LLC/Longbow International
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Lockheed Martin Electronics and Missiles
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/NORWAY/Kongsberg Aerospace
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/SOUTH AFRICA/Kentron, Division of Denel (Pty) Ltd
JHMS 27/11/01 *BUYERS GUIDE WEAPONS MANUFACTURERS/RUSSIA/KBP Instrument Design Bureau
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JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/RUSSIA/KBM Engineering Design Bureau

JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/ISRAEL/IAI (Israel Aircraft Industries Ltd)
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/USA/Hellfire Systems LLC
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/BELGIUM/FZ-Forges de Zeebrugge SA
JHMS 27/11/01 *BUYERS GUIDE WEAPONS MANUFACTURERS/FRANCE/Eurotorp
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/FRANCE/Euromissile Dynamics Group (EMDG)
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/GERMANY/DaimlerChrysler Aerospace AG, Defence and Civil
Systems
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/ARGENTINA/CITEFA
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/CANADA/Bristol Aerospace Ltd
JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/BRAZIL/Avibras Industria Aeroespacial SA
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JHMS 27/11/01 BUYERS GUIDE WEAPONS MANUFACTURERS/ITALY/Alenia Difesa Oto Sistemi Missilistici
JHMS 01/03/00 BUYERS GUIDE WEAPONS MANUFACTURERS/UK/GEC-Marconi Naval Systems
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: CALENDAR
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1 document strictly in CALENDAR
JHMS 09/04/02 HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/USA/Type
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Documents 1 - 10 of 156 strictly in CIVIL CENSUS

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JHMS 09/10/01 CIVIL CENSUS/MADAGASCAR/ICAO Registration Marking: 5R
JHMS 09/10/01 CIVIL CENSUS/SURINAME/ICAO Registration Marking: PZ
JHMS 09/10/01 CIVIL CENSUS/MALDIVES/ICAO Registration Marking: 8Q
JHMS 09/10/01 CIVIL CENSUS/LESOTHO/ICAO Registration Marking: (7P)
JHMS 09/10/01 CIVIL CENSUS/GEORGIA/ICAO Registration Marking: 4L
JHMS 09/10/01 *CIVIL CENSUS/ARUBA/ICAO Registration Marking: P4
JHMS 09/10/01 *CIVIL CENSUS/ZIMBABWE/ICAO Registration Marking: Z
JHMS 09/10/01 CIVIL CENSUS/ZAMBIA/ICAO Registration Marking: 9J
JHMS 09/10/01 CIVIL CENSUS/YUGOSLAVIA/ICAO Registration Marking: YU
JHMS 09/10/01 CIVIL CENSUS/YEMEN/ICAO Registration Marking: 7O
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JHMS 09/10/01 CIVIL CENSUS/WESTERN SAMOA/ICAO Registration Marking: 5W
JHMS 09/10/01 *CIVIL CENSUS/VIETNAM/ICAO Registration Marking: VN
JHMS 09/10/01 CIVIL CENSUS/VENEZUELA/ICAO Registration Marking: YV
JHMS 09/10/01 CIVIL CENSUS/VANUATU/ICAO Registration Marking: YJ
JHMS 09/10/01 CIVIL CENSUS/UZBEKISTAN/ICAO Registration Marking: UK
JHMS 09/10/01 CIVIL CENSUS/URUGUAY/ICAO Registration Marking: CX
JHMS 09/10/01 *CIVIL CENSUS/USA/ICAO Registration Marking: N
JHMS 09/10/01 *CIVIL CENSUS/UK/ICAO Registration Marking: G
JHMS 09/10/01 CIVIL CENSUS/UAE/ICAO Registration Marking: A6
JHMS 09/10/01 CIVIL CENSUS/UKRAINE/ICAO Registration Marking: UR
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JHMS 09/10/01 CIVIL CENSUS/UGANDA/ICAO Registration Marking: 5X

JHMS 09/10/01 CIVIL CENSUS/TURKMENISTAN/ICAO Registration Marking: EZ
JHMS 09/10/01 CIVIL CENSUS/TURKEY/ICAO Registration Marking: TC
JHMS 09/10/01 CIVIL CENSUS/TUNISIA/ICAO Registration Marking: TS
JHMS 09/10/01 CIVIL CENSUS/TRINIDAD/ICAO Registration Marking: 9Y
JHMS 09/10/01 CIVIL CENSUS/TOGO/ICAO Registration Marking: 5V
JHMS 09/10/01 CIVIL CENSUS/THAILAND/ICAO Registration Marking: HS
JHMS 09/10/01 CIVIL CENSUS/TANZANIA/ICAO Registration Marking: 5H
JHMS 09/10/01 CIVIL CENSUS/TAJIKISTAN/ICAO Registration Marking: EY
JHMS 09/10/01 CIVIL CENSUS/TAIWAN/ICAO Registration Marking: B
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JHMS 09/10/01 *CIVIL CENSUS/SWITZERLAND AND LIECHTENSTEIN/ICAO Registration Marking: HB

JHMS 09/10/01 *CIVIL CENSUS/SWEDEN/ICAO Registration Marking: SE
JHMS 09/10/01 CIVIL CENSUS/SWAZILAND/ICAO Registration Marking: 3D
JHMS 09/10/01 CIVIL CENSUS/SUDAN/ICAO Registration Marking: ST
JHMS 09/10/01 CIVIL CENSUS/SRI LANKA/ICAO Registration Marking: 4R
JHMS 09/10/01 *CIVIL CENSUS/SPAIN/ICAO Registration Marking: EC
JHMS 09/10/01 *CIVIL CENSUS/SOUTH AFRICA/ICAO Registration Marking: ZS
JHMS 09/10/01 CIVIL CENSUS/SOLOMON ISLANDS/ICAO Registration Marking: H4
JHMS 09/10/01 CIVIL CENSUS/SLOVENIA/ICAO Registration Marking: S5
JHMS 09/10/01 CIVIL CENSUS/SLOVAKIA/ICAO Registration Marking: OM
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JHMS 09/10/01 CIVIL CENSUS/SINGAPORE/ICAO Registration Marking: 9V

JHMS 09/10/01 CIVIL CENSUS/SIERRA LEONE/ICAO Registration Marking: 9L
JHMS 09/10/01 CIVIL CENSUS/SEYCHELLES/ICAO Registration Marking: S7
JHMS 09/10/01 CIVIL CENSUS/SENEGAL/ICAO Registration Marking: 6V
JHMS 09/10/01 CIVIL CENSUS/SAUDI ARABIA/ICAO Registration Marking: HZ
JHMS 09/10/01 CIVIL CENSUS/SO TOM AND PRINCIPE/ICAO Registration Marking: S9
JHMS 09/10/01 CIVIL CENSUS/RWANDA/ICAO Registration Marking: 9XR
JHMS 09/10/01 *CIVIL CENSUS/RUSSIA/ICAO Registration Marking: RA
JHMS 09/10/01 CIVIL CENSUS/ROMANIA/ICAO Registration Marking: YR
JHMS 09/10/01 CIVIL CENSUS/QATAR/ICAO Registration Marking: A7
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JHMS 09/10/01 *CIVIL CENSUS/PORTUGAL/ICAO Registration Marking: CS

JHMS 09/10/01 CIVIL CENSUS/POLAND/ICAO Registration Marking: SP
JHMS 09/10/01 CIVIL CENSUS/PHILIPPINES/ICAO Registration Marking: RP
JHMS 09/10/01 CIVIL CENSUS/PERU/ICAO Registration Marking: OB
JHMS 09/10/01 CIVIL CENSUS/PARAGUAY/ICAO Registration Marking: ZP
JHMS 09/10/01 CIVIL CENSUS/PAPUA/ICAO Registration Marking: P2
JHMS 09/10/01 CIVIL CENSUS/PANAMA/ICAO Registration Marking: HP
JHMS 09/10/01 CIVIL CENSUS/PALESTINE/ICAO Registration Marking: OD
JHMS 09/10/01 CIVIL CENSUS/PAKISTAN/ICAO Registration Marking: AP
JHMS 09/10/01 CIVIL CENSUS/OMAN/ICAO Registration Marking: A4O
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JHMS 09/10/01 *CIVIL CENSUS/NORWAY/ICAO Registration Marking: LN

JHMS 09/10/01 CIVIL CENSUS/NIGERIA/ICAO Registration Marking: 5N
JHMS 09/10/01 CIVIL CENSUS/NICARAGUA/ICAO Registration Marking: YN
JHMS 09/10/01 CIVIL CENSUS/NEW ZEALAND/ICAO Registration Marking: ZK
JHMS 09/10/01 *CIVIL CENSUS/NETHERLANDS/ICAO Registration Marking: PH
JHMS 09/10/01 CIVIL CENSUS/NEPAL/ICAO Registration Marking: 9N
JHMS 09/10/01 CIVIL CENSUS/NAMIBIA/ICAO Registration Marking: V5
JHMS 09/10/01 CIVIL CENSUS/MYANMAR (BURMA)/ICAO Registration Marking: XY
JHMS 09/10/01 CIVIL CENSUS/MOZAMBIQUE/ICAO Registration Marking: C9
JHMS 09/10/01 CIVIL CENSUS/MONGOLIA/ICAO Registration Marking: JU
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JHMS 09/10/01 CIVIL CENSUS/MONACO/ICAO Registration Marking: 3A

JHMS 09/10/01 CIVIL CENSUS/MOLDOVA/ICAO Registration Marking: ER
JHMS 09/10/01 *CIVIL CENSUS/MEXICO/ICAO Registration Marking: XA/B/C
JHMS 09/10/01 CIVIL CENSUS/MAURITIUS/ICAO Registration Marking: 3B
JHMS 09/10/01 CIVIL CENSUS/MALTA/ICAO Registration Marking: 9H
JHMS 09/10/01 *CIVIL CENSUS/MALAYSIA/ICAO Registration Marking: 9M
JHMS 09/10/01 CIVIL CENSUS/MALAWI/ICAO Registration Marking: 7Q
JHMS 09/10/01 CIVIL CENSUS/MACEDONIA/ICAO Registration Marking: Z3
JHMS 09/10/01 CIVIL CENSUS/MACAU/ICAO Registration Marking: CS
JHMS 09/10/01 CIVIL CENSUS/LUXEMBOURG/ICAO Registration Marking: LX
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JHMS 09/10/01 CIVIL CENSUS/LITHUANIA/ICAO Registration Marking: LY

JHMS 09/10/01 CIVIL CENSUS/LIBYA/ICAO Registration Marking: 5A
JHMS 09/10/01 CIVIL CENSUS/LIBERIA/ICAO Registration Marking: EL
JHMS 09/10/01 CIVIL CENSUS/LATVIA/ICAO Registration Marking: YL
JHMS 09/10/01 CIVIL CENSUS/LAOS/ICAO Registration Marking: RDPL
JHMS 09/10/01 CIVIL CENSUS/KYRGYZSTAN/ICAO Registration Marking: EX
JHMS 09/10/01 *CIVIL CENSUS/KOREA, SOUTH/ICAO Registration Marking: HL
JHMS 09/10/01 CIVIL CENSUS/KENYA/ICAO Registration Marking: 5Y
JHMS 09/10/01 CIVIL CENSUS/KAZAKHSTAN/ICAO Registration Marking: UN
JHMS 09/10/01 *CIVIL CENSUS/JAPAN/ICAO Registration Marking: JA
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JHMS 09/10/01 CIVIL CENSUS/COTE D'IVOIRE/ICAO Registration Marking: TU

JHMS 09/10/01 *CIVIL CENSUS/ITALY/ICAO Registration Marking: I
JHMS 09/10/01 CIVIL CENSUS/ISRAEL/ICAO Registration Marking: 4X
JHMS 09/10/01 CIVIL CENSUS/IRELAND/ICAO Registration Marking: EI
JHMS 09/10/01 CIVIL CENSUS/IRAQ/ICAO Registration Marking: YI
JHMS 09/10/01 CIVIL CENSUS/IRAN/ICAO Registration Marking: EP
JHMS 09/10/01 *CIVIL CENSUS/INDONESIA/ICAO Registration Marking: PK
JHMS 09/10/01 CIVIL CENSUS/INDIA/ICAO Registration Marking: VT
JHMS 09/10/01 CIVIL CENSUS/ICELAND/ICAO Registration Marking: TF
JHMS 09/10/01 *CIVIL CENSUS/HUNGARY/ICAO Registration Marking: HA
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JHMS 09/10/01 CIVIL CENSUS/HONDURAS/ICAO Registration Marking: HR

JHMS 09/10/01 CIVIL CENSUS/GUYANA/ICAO Registration Marking: 8R
JHMS 09/10/01 CIVIL CENSUS/GUINEA-BISSAU/ICAO Registration Marking: J5
JHMS 09/10/01 *CIVIL CENSUS/GUATEMALA/ICAO Registration Marking: TG
JHMS 09/10/01 CIVIL CENSUS/GREECE/ICAO Registration Marking: SX
JHMS 09/10/01 CIVIL CENSUS/GHANA/ICAO Registration Marking: 9G
JHMS 09/10/01 *CIVIL CENSUS/GERMANY/ICAO Registration Marking: D
JHMS 09/10/01 CIVIL CENSUS/GABON/ICAO Registration Marking: TR
JHMS 09/10/01 CIVIL CENSUS/FRENCH OVERSEAS DEPARTMENTS/TERRITORIES/ICAO Registration Marking: F-O
JHMS 09/10/01 *CIVIL CENSUS/FRANCE/ICAO Registration Marking: F
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JHMS 09/10/01 *CIVIL CENSUS/FINLAND/ICAO Registration Marking: OH

JHMS 09/10/01 CIVIL CENSUS/FIJI/ICAO Registration Marking: DQ
JHMS 09/10/01 CIVIL CENSUS/ESTONIA/ICAO Registration Marking: ES
JHMS 09/10/01 CIVIL CENSUS/EL SALVADOR/ICAO Registration Marking: YS
JHMS 09/10/01 CIVIL CENSUS/EGYPT/ICAO Registration Marking: SU
JHMS 09/10/01 CIVIL CENSUS/ECUADOR/ICAO Registration Marking: HC
JHMS 09/10/01 CIVIL CENSUS/DOMINICAN REP./ICAO Registration Marking: HI
JHMS 09/10/01 *CIVIL CENSUS/DENMARK/ICAO Registration Marking: OY*
JHMS 09/10/01 CIVIL CENSUS/CZECH REPUBLIC/ICAO Registration Marking: OK
JHMS 09/10/01 CIVIL CENSUS/CYPRUS/ICAO Registration Marking: 5B
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JHMS 09/10/01 CIVIL CENSUS/CUBA/ICAO Registration Marking: CU

JHMS 09/10/01 CIVIL CENSUS/CROATIA/ICAO Registration Marking: 9A
JHMS 09/10/01 CIVIL CENSUS/COSTA RICA/ICAO Registration Marking: TI
JHMS 09/10/01 CIVIL CENSUS/CONGO, DEMOCRATIC REPUBLIC/ICAO Registration Marking: 9Q
JHMS 09/10/01 CIVIL CENSUS/CONGO/ICAO Registration Marking: TN
JHMS 09/10/01 CIVIL CENSUS/COMOROS/ICAO Registration Marking: D6
JHMS 09/10/01 CIVIL CENSUS/COLOMBIA/ICAO Registration Marking: HK
JHMS 09/10/01 *CIVIL CENSUS/CHINA/ICAO Registration Marking: B
JHMS 09/10/01 *CIVIL CENSUS/CHILE/ICAO Registration Marking: CC
JHMS 09/10/01 CIVIL CENSUS/CAYMAN ISLANDS/ICAO Registration Marking: VR-C
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JHMS 09/10/01 *CIVIL CENSUS/CANADA/ICAO Registration Marking: C-F/C-G

JHMS 09/10/01 CIVIL CENSUS/CAMEROON/ICAO Registration Marking: TJ
JHMS 09/10/01 CIVIL CENSUS/CAMBODIA/ICAO Registration Marking: XU
JHMS 09/10/01 CIVIL CENSUS/BURUNDI/ICAO Registration Marking: 9U
JHMS 09/10/01 CIVIL CENSUS/BURKINA FASO/ICAO Registration Marking: XT
JHMS 09/10/01 CIVIL CENSUS/BULGARIA/ICAO Registration Marking: LZ
JHMS 09/10/01 CIVIL CENSUS/BRUNEI DARUSSALAM/ICAO Registration Marking: V8
JHMS 09/10/01 *CIVIL CENSUS/BRAZIL/ICAO Registration Marking: PP/PT
JHMS 09/10/01 CIVIL CENSUS/BOTSWANA/ICAO Registration Marking: A2
JHMS 09/10/01 CIVIL CENSUS/BOSNIA-HERZEGOVINA/ICAO Registration Marking: T9
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JHMS 09/10/01 CIVIL CENSUS/BOLIVIA/ICAO Registration Marking: CP

JHMS 09/10/01 CIVIL CENSUS/BERMUDA/ICAO Registration Marking: VR-B
JHMS 09/10/01 CIVIL CENSUS/BENIN/ICAO Registration Marking: TY
JHMS 09/10/01 CIVIL CENSUS/BELGIUM/ICAO Registration Marking: OO
JHMS 09/10/01 CIVIL CENSUS/BELARUS/ICAO Registration Marking: EW
JHMS 09/10/01 CIVIL CENSUS/BARBADOS/ICAO Registration Marking: 8P
JHMS 09/10/01 CIVIL CENSUS/BAHAMAS/ICAO Registration Marking: C6
JHMS 09/10/01 CIVIL CENSUS/AZERBAIJAN/ICAO Registration Marking: 4K
JHMS 09/10/01 *CIVIL CENSUS/AUSTRIA/ICAO Registration Marking: OE
JHMS 09/10/01 *CIVIL CENSUS/AUSTRALIA/ICAO Registration Marking: VH
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JHMS 09/10/01 CIVIL CENSUS/ARGENTINA/ICAO Registration Marking: LQ

JHMS 09/10/01 CIVIL CENSUS/ANGOLA/ICAO Registration Marking: D2
JHMS 09/10/01 CIVIL CENSUS/ANDORRA/ICAO Registration Marking: C3
JHMS 09/10/01 CIVIL CENSUS/ALGERIA/ICAO Registration Marking: 7T
JHMS 09/10/01 CIVIL CENSUS/ALBANIA/ICAO Registration Marking: ZA
JHMS 09/10/01 CIVIL CENSUS/Introduction
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: COMMERCIAL HELICOPTER
OPERATORS
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Documents 1 - 10 of 472 strictly in COMMERCIAL HELICOPTER OPERATORS

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JHMS 28/06/02 COMMERCIAL HELICOPTER OPERATORS/SOUTH AFRICA/Heyns Helicopters (Pty) Ltd/Titan Helicopters
JHMS 28/06/02 COMMERCIAL HELICOPTER OPERATORS/KOREA, SOUTH/Samsung Techwin Aviation
JHMS 28/06/02 COMMERCIAL HELICOPTER OPERATORS/KOREA, SOUTH/Citi Air
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Sunshine Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Sundance Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Summit Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Heavy Lift Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SWEDEN/Patria Ostermans Aero AB
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/INDIA/Deccan Aviation (P) Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GREECE/Interjet Hellenic Aviation SA
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Turbowest Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Hudson Bay Helicopters
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Heli Express Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Gemini Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Gateway Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Arctic Sunwest Charters
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/UK/Air Harrods Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Horizon Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Heli-Linth AG
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NORWAY/Norsk Luftambulanse A/S
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Helipro

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NEPAL/Karnali Air Pvt Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Deutsche Rettungsflugwacht eV
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GERMANY/ADAC Luftrettung GmbH
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/DENMARK/Air Alpha Greenland A/S
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CHINA/Helicopters Hong Kong Ltd (HeliHongKong)
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/VIH Logging Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Prism Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Tex-Air Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Temsco Helicopters Inc
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/San Joaquin Helicopters Inc

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/St Louis Helicopter Airways Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Rogers Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Rocky Mountain Helicopters
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Petroleum Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Papillon Grand Canyon Helicopters
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Omniflight Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Northwest Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Minuteman Aviation Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Midwest Helicopter Airways Inc
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Metro Aviation Inc

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Mercy Air Service Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Keystone Helicopter Corp
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Kenai Helicopters
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Kenai Air Alaska Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Industrial Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Idaho Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Houston Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Hillsboro Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Hillcrest Aircraft Co Inc
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Heli-Jet Corp

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Helicopter Transport Services Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Helicopter Adventures Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Hawkins & Powers Aviation Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Geo-Seis Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Evergreen Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Erickson Air Crane Co LLC
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Era Aviation Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Columbia Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Coastal Helicopters Inc
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Cascade Helicopters Inc

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Carson Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Blue Hawaiian Helicopters
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Biscayne Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Aspen Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Aris Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Air Methods Corp
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Air Logistics of Alaska
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Air Logistics LLC
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/Air Center Helicopters Inc
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/USA/AgRotors Inc

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/Sloane Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/McAlpine Aviation Services Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/Signature Aircraft Charter
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/Fast Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/Elite Helicopters & Aviation Services
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/Castle Air Charter Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/Cabair Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UK/Patriot Aviation Ltd
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/UK/Bristow Helicopter Group
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UAE/Aerogulf Services Co (LLC)

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/UAE/Abu Dhabi Aviation
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/TRINIDAD/National Helicopter Services Ltd
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Helog AG-Helikopter Transporte
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Eliticino SA
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Air Zermatt AG
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Air Grischa Helikopter AG
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SWEDEN/Osterman Helicopter i Gteborg AB
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SWEDEN/AB Lapplandsflyg (Lapair)
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SWEDEN/HelikopterService Euro Air AB
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SPAIN/TAF Helicopteros SA

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SPAIN/Helisureste-Helicopteros del Sureste SA
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SPAIN/Helicsa-Helicopteros SA
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SOUTH AFRICA/Heliquip (Pty) Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SOUTH AFRICA/CHC Helicopters (Africa) (Pty) Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/SLOVAKIA/Air Transport Europe Spol sro
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Tyumenaviatrans JSC
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Panh Company
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Murmansk Airlines/Airport
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Komiaviatrans
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JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/QATAR/Gulf Helicopters Company

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/PORTUGAL/Heliportugal Ltda
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/PAPUA/Pacific Helicopters Pty Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/PAPUA/Hevi Lift (PNG) Pty Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/PAPUA/Heli Niugini Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NORWAY/Norsk Helikopter AS
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NORWAY/CHC Helikopter Service A/S
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NIGERIA/Pan African Airlines (Nigeria) Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NIGERIA/Bristow Helicopters (Nigeria) Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Wanganui Aero Work Ltd
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/North Shore Helicopters Ltd

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/The Helicopter Line
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Garden City Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/MONACO/Heli Air Monaco
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/MEXICO/SAEMSA-Servicios Areas Especializados Mexicanos SA de CV
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/MEXICO/SACSA-Servicios Aereos del Centro SA de CV
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/MEXICO/PEGASO-Transportes Areos Pegaso SA de CV
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/MEXICO/ASESA-Aeroservicios Espezializados SA de CV
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/MALTA/Malta Air Charter
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/MALAYSIA/Penerbangan Sabah Sdn Bhd (Sabah Air)
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CHINA/East Asia Airlines Ltd (EAA Helicopters)
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/LAOS/Lao Westcoast Helicopter Co
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Toho Air Service Co Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Aero Asahi Corp
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/ITALY/Elisystem Srl
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/ITALY/Elifriulia Srl
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/ITALY/Eli-Fly SpA
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/ITALY/Air Green Srl
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/IRELAND/Westair Aviation Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/INDONESIA/PT Pelita Air Service
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/INDONESIA/PT National Utility Helicopters

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/INDONESIA/PT Gatari Air Service
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/INDONESIA/PT Airfast Indonesia
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/INDIA/Pawan Hans Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GERMANY/WIKING Helikopter Service GmbH
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Meravo Luftreederei Fluggesellschaft GmbH
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GERMANY/HSD Hubschrauber-Sonder-Dienst Flugbetriebs-GmbH & Co
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Helitransair GmbH
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/GERMANY/HDM-Flugservice GmbH
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/FRANCE/SAF-Service Arien Franais SA/Air Courchevel
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Heli-Inter SA

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Helifrance
JHMS 12/06/02 *COMMERCIAL HELICOPTER OPERATORS/FINLAND/Copterline (Copter Action OY)
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/FIJI/Pacific Crown Aviation Ltd (Island Hopper)
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/EGYPT/Petroleum Air Services (PAS)
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/DENMARK/Groenlandsfly A/S (Greenlandair Inc)
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CZECH REPUBLIC/Aerocentrum Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/COLOMBIA/Aeroexpreso Bogot SA
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CHINA/China Southern Airlines Zhuhai Helicopter Company
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Yellowhead Helicopters Ltd
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Vancouver Island Helicopters Ltd

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Helijet Charters
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Universal Helicopters Newfoundland Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Tundra Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Trans North Air
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Taiga Helicopters (1993) Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Skylink Aviation Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Remote Helicopters (NWT) Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Passport Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Pacific Western Helicopters Ltd
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/North Central Helicopters Ltd

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Niagara Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/National Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Highland Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Heli-Max Lte/Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Helijet International Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Helifor Industries Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Great Slave Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Conair Helicopters
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Delta Helicopters Ltd
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Custom Helicopters Ltd

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Coulson Aircrane Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Cougar Helicopters Inc
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Cariboo-Chilcotin Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Canadian Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Canadian Air-Crane Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Campbell Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Alpine Helicopters Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/ALC Airlift Corp
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/CANADA/Abitibi Helicopters Ltd (Established 1976)
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/BULGARIA/Heli Air Services

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/BRAZIL/Helivia Aero Taxi Ltda
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/BELGIUM/QS Helicopters/Heliservice Belgium NV
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Reef Helicopters Pty Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Marine Helicopters Pty Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Jayrow Helicopters Pty Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Helicopter Resources Pty Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Bristow Helicopters Australia Pty Ltd
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/ARGENTINA/Servicios Especiales SA
JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/ARGENTINA/Helicopteros Marinos SA
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JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/ANGOLA/Sonair SaRL (Sonangol State Corporation)

JHMS 12/06/02 COMMERCIAL HELICOPTER OPERATORS/ALGERIA/Air Algrie
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Tiger Helicopters Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Starspeed Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Oxford Air Services Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/London Helicopter Centres Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Heliflight (UK) Ltd
JHMS 19/03/02 *COMMERCIAL HELICOPTER OPERATORS/UK/Helicopter Training & Hire Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Heli-Charter Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Helicentre Ltd
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JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Flightworks Ltd

JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Biggin Hill Helicopters
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/British International Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Sterling Helicopters Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Police Aviation Services Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/PDG Helicopters Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/CHC Scotia Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Bond Air Services Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Alan Mann Helicopters Ltd
JHMS 19/03/02 COMMERCIAL HELICOPTER OPERATORS/UK/Aeromega Ltd
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JHMS 07/08/01 COMMERCIAL HELICOPTER OPERATORS/JAPAN/JHMS

JHMS 07/08/01 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/JHMS
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/USA/Pompano Helicopters Inc
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/USA/National Helicopter Service
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TURKEY/Southeast Aviation
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TURKEY/Orman Helikopter
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Swift Copters SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Swiss Air-Ambulance Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SPAIN/FAASA Aviacion
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SLOVAKIA/Tech-Mont Helicopter Co Ltd
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Tomskavia

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Polar Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Aviagarant
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/ARGO JSC (Established 1991)
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/PERU/Aviasur - Aviacion del Sur SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Tohoku Air Service
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Heliwest Srl
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Aernord SpA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Heli-Flight
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRENCH OVERSEAS DEPARTMENTS/TERRITORIES/Heliocean
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Proteus Helicopters

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Commerc'Air/Heli-Union France
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ECUADOR/Aeromaster Airways
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CHILE/LAASA - Linea de Aeroservicios SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CHILE/Alfa Helicopters
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BELARUS/Gomel Avia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/VIETNAM/SFC Service Flight Corporation of Vietnam
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/VENEZUELA/Helicaribe-Helicopteros del Caribe CA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/VENEZUELA/ATSA-Aerotecnica SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/VENEZUELA/Aeroservicios Ranger CA
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/USA/Helicopters Inc

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/USA/Hawaii Helicopters Inc
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/USA/Briles Wing & Helicopter Inc
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/USA/Blue Bird Helicopters
JHMS 07/12/00 *COMMERCIAL HELICOPTER OPERATORS/UK/Virgin Helicopters
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TURKEY/Sancak Air
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TURKEY/Mach Air
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TURKEY/Doruk Air
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TUNISIA/Tunisavia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TRINIDAD/Bristow Caribbean Ltd
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/THAILAND/Thai Aviation Services Co Ltd

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/THAILAND/Si-Chang Flying Service Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TAIWAN/Daily Air Corp
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/TAIWAN/Asia Pacific Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Heli-TV SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Heliswiss-Schweizerische
Helikopter AG
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Fuchs Helikopter
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/BOHAG-Berner Oberlnder
Helikopter AG
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWITZERLAND AND LIECHTENSTEIN/Air-Glaciers SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWEDEN/Norrlandsflyg AB
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SWEDEN/Heliflyg AB (Established 1986)

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SPAIN/TAVASA-Trabajos Areos Vascongados SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SPAIN/Heliswiss Iberica SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SPAIN/Helimar-Helicopteros del Mare Nostrum SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SOUTH AFRICA/Civair Helicopters
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SOUTH AFRICA/Capital Air (Pty) Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/SEYCHELLES/Helicopter Seychelles
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Yugorsk Airkompany
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Yaroslavl' Aviation
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Vostok Airlines
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Vologda Air Enterprise

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Vladivostok Air
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Ust-Kutavia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Uraiavia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Turukhansk Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Tura Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Sverdlovsk 2nd Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Sochispetsavia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Sibaviatrans JSC
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Sakhaavia National Aircompany
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Rostvertol

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Perm 2nd Aviation Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Orenburg Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Novy Urengoi Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Novosibirsk Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Nizhnevartovsk Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Nizhneudinsk Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Nikolaevsk-na-Amure Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Nefteyugansk Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Naryan-Mar Air Enterprise
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Elbrus-Avia

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Nadym Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Mi-Avia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Magadan 2nd Aviation Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Lipetsk Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/KVZ (Kazan Helicopters)
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Kubanspetsavia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Koryak Air Enterprise
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Khalaktyrka Aviakompania
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Khakasia Airlines JSC
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Irtyshaviatrans

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Chukotavia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Buryatia Airlines JSC
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Bravia
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Bratsk Avia JSC
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Baltic Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/BAL Bashkiri Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Altai Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Almazy Rossii Sakha Aviakompania
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CIS/Aerokuzbass
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ROMANIA/Romavia RA

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ROMANIA/Aviatia Utilitara SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/PORTUGAL/Omni Aviaao e Technologia Lda
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/POLAND/Heliseco Aviation Services Co
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/PHILIPPINES/Jaka Transport Corp
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/PHILIPPINES/Airspan Corp
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/PERU/Helisur-Helicopteros del Sur SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/PERU/Helicusco-Helicopteros del Cusco SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/PAPUA/Islands Helicopter Services Pty Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NORWAY/A/S Lufttransport
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NORWAY/Airlift A/S

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NIGERIA/Aerocontractors Co of Nigeria Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Marine Helicopters Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Helicopters (NZ) Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Glacier Helicopters Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Emeny Helicopter Services
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NEW ZEALAND/Airwork (NZ) Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NETHERLANDS/Schreiner North Sea Helicopters BV
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NETHERLANDS/Heli-Holland BV
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/NEPAL/Asian Airlines Helicopters Pvt Ltd
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/MOZAMBIQUE/TTA-Empresa Nacional de Transporte e Trabalho Areo

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/MONGOLIA/Mongolian Airlines-MIAT
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/MEXICO/Heliservicio Campeche SA de CV
JHMS 07/12/00 *COMMERCIAL HELICOPTER OPERATORS/MAURITIUS/Air Mauritius Ltd, Helicopter Services
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/MALAYSIA/MHS Aviation Sdn Bhd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/MALAYSIA/Hornbill Skyways Sdn Bhd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/LITHUANIA/Lithuanian Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/LITHUANIA/Aviabaltika Aviation Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/LAOS/Lao Aviation
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/KOREA, SOUTH/Seoul Air International Ltd
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/KOREA, SOUTH/Air Korea Co Ltd

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Shin-Nihon Helicopter Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Shikoku Air Service Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Sagawa Helicopter Express
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Osaka Aviation Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Nishi Nihon Air Lines Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Naka Nihon Air Service Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Kawasaki Helicopter System
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Japan Royal Helicopter Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Imperial Airline Co Ltd
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Hokkaido Aviation Co Ltd

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Hankyu Airlines Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/All Nippon Helicopter Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/JAPAN/Ace Helicopter Co Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Helitalia SpA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Freeair SpA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Elilombarda Srl
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Elilario SpA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Elidolomiti Srl
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Alidaunia Srl
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ITALY/Aeroveneta Srl

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/ISRAEL/Chim-Nir Aviation Services & Airways Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/IRELAND/Irish Helicopters Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/IRELAND/Celtic Helicopters Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/IRAN/Helicopter Services Organisation
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/INDONESIA/PT Indonesia Air Transport (IAT)
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/INDONESIA/PT Derazona Air Service
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/INDIA/Mesco Airlines Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/HUNGARY/Budapest Aircraft Services Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GUATEMALA/Heli Guatemala - Helicopteros de Guatemala SA
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GREECE/Olympic Aviation SA

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GREECE/Greek Aviation SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GREECE/Avionic Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GEORGIA/AISI
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/SP Helicopter-Service GmbH
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Rotorflug GmbH
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Rhein-Ruhr Helicopter
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/MHS Helicopter-Flugservice GmbH & Co KG
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/LGM Luftfahrt GmbH Mannheim
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/HFS Helicopter Flug-Service GmbH
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Heli Unionair Fluggesellschaft GmbH

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Helicopter-Service Wasserthal GmbH
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/DHD Deutscher Helikopter Dienst GmbH
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/BSF Hubschrauber-Dienste GmbH
JHMS 07/12/00 *COMMERCIAL HELICOPTER OPERATORS/GERMANY/Air Lloyd Deutsche Helicopter Flugservice GmbH
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Agrarflug HeliLift GmbH & Co KG
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/GABON/Heli-Gabon
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRENCH OVERSEAS DEPARTMENTS/TERRITORIES/Heli Reunion
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRENCH OVERSEAS DEPARTMENTS/TERRITORIES/Helilagon
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRENCH OVERSEAS DEPARTMENTS/TERRITORIES/Heli-Inter
Polynesie
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRENCH OVERSEAS DEPARTMENTS/TERRITORIES/Heli-Inter Guyane

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Mont-Blanc Helicopters
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Heli-Union
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Heli Pyrenees
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Heli Perigord
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Heli-Ouest SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Helicap
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/FINLAND/Helikopteripalvelu OY
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/DENMARK/Maersk Helicopters
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CZECH REPUBLIC/Delta System-Air
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CZECH REPUBLIC/Alfa Helikopter Spol sro

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CUBA/Aerogaviota
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/COLOMBIA/Helivalle Colombia (Helicopteros del Valle Ltda)
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/COLOMBIA/Helitaxi Ltda
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/COLOMBIA/Helicol Colombia (Helicopteros Nacionales de Colombia SA)
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CHINA/Heliservices (Hong Kong) Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CHINA/China Ocean Helicopter Corp
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CHINA/China Flying Dragon Aviation Co
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CHINA/China Eastern Airlines
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CHILE/DAP Helicopters Ltda
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CANADA/Peace Helicopters Ltd

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CANADA/Northern Mountain Helicopters Inc
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CANADA/Canadian Territorial Helicopters (Inc)
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/CAMEROON/Cameroon Helicopters
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BULGARIA/Scorpion Air
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BRAZIL/Lider Taxi Areo SA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BRAZIL/Helisul Taxi Areo Ltda
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BRAZIL/Aeroleo Taxi Areo Ltda
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BOLIVIA/Helibol SrL
JHMS 07/12/00 *COMMERCIAL HELICOPTER OPERATORS/BELGIUM/Skytech Heavy Lift
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BELGIUM/Publi Air SA

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BELGIUM/Helifly BVBA
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BELGIUM/EG Heli Service NV
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/BARBADOS/Bajan Helicopters Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AZERBAIJAN/AZAL Aero (Azerbaijan Airlines)
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRIA/AMTC-Christophorus Flugrettungsverein
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRIA/Heli Trans Bedarfsflugunternehmen GmbH
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRIA/Wucher Helicopter GmbH & Co KG
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRIA/Haas Helikopter Flugdienst Ges.mbh
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Lloyd Helicopters Pty Ltd
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JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Heliwork Western Australia Pty Ltd

JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Heli-Muster Pty Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Chopperline Flight Training
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/AUSTRALIA/Aeropower Pty Ltd
JHMS 07/12/00 COMMERCIAL HELICOPTER OPERATORS/Introduction
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/USA/National Helicopter Corporation of America (Established 1961)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/USA/AirStar Helicopters Inc
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/UK/Air Hanson Ltd (Established 1971)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/TURKEY/Belko Air (Established 1986)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/TRINIDAD AND TOBAGO/Briko Air Services (Established 1984)
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JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/SOLOMON ISLANDS/Heli Solomons Group (Established 1987)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/SLOVAKIA/LOS sro
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Yeniseisk Air Enterprise
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Yaravia
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Strezhevoi Airlines
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Petrozavodsk Air Enterprise
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Kolpashevo Air Enterprise
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Ikar Sakhalin Aircompany
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Chitaavia (Established 1991)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Astrakhan Airlines (Established 1994)
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JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/RUSSIA/Air Troika (Established 1992)

JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/PERU/Helica del Peru SA (Established 1995)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/PAKISTAN/Panjnad Aviation (Pvt) Ltd
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/NEPAL/Nepal Airways Helicopters Pvt Ltd (Established 1994)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/NEPAL/Gorkha Airlines Pvt Ltd (Established 1996)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/NEPAL/Everest Air (Established 1992)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/MEXICO/Aerolineas Ejecutivas SA de CV (Established 1970)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/LUXEMBOURG/Heli Union International (Established 1991)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/ITALY/Elicompany Srl (Established 1979)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/HUNGARY/Air Service Hungary Rt (Established 1959)
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JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/GERMANY/HSH-Helicopter-Service Hannover (Established 1983)

JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/GERMANY/Aerotec Airways GmbH & Co KG (Established 1991)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/FRANCE/Heli Montagne (Established 1990)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/ECUADOR/Helipet-Helicopteros Petroleros SA
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/CYPRUS/Adellah Aerial Services Ltd
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/COSTA RICA/Agroservicios Helicopteros SA
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/CHINA/Northeast General Aviation Co (Established 1991)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/CHILE/Aerocardal
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/CANADA/Midwest Helicopters Ltd (Established 1978)
JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/CANADA/Heli-Transport Inc (Established 1987)
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JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/CANADA/Heli-North Aviation Inc (Established 1990)

JHMS 18/06/99 COMMERCIAL HELICOPTER OPERATORS/CANADA/Athabaska Airways Ltd (Established 1955)
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: FOREWORD
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1 document strictly in FOREWORD
JHMS 04/07/01 FOREWORD/Foreword
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: GLOSSARY OF AEROSPACE TERMS
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1 document strictly in GLOSSARY OF AEROSPACE TERMS
JHMS 04/07/01 GLOSSARY OF AEROSPACE TERMS/JHMS
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTER ENGINES
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JHMS 19/03/02 *HELICOPTER ENGINES/RUSSIA/Type
JHMS 19/03/02 *HELICOPTER ENGINES/USA/Type
JHMS 19/03/02 *HELICOPTER ENGINES/CANADA/Type
JHMS 19/03/02 *HELICOPTER ENGINES/USA/US military designation: YT702-LD-700
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JHMS 18/03/02 *HELICOPTER ENGINES/AUSTRIA/Rotax 912 UL
JHMS 18/03/02 *HELICOPTER ENGINES/JAPAN/Engineering System Gen125
JHMS 18/03/02 *HELICOPTER ENGINES/AUSTRIA/Dimensions
JHMS 18/03/02 *HELICOPTER ENGINES/AUSTRIA/Dimensions
JHMS 18/03/02 *HELICOPTER ENGINES/UK/Type
JHMS 12/02/02 *HELICOPTER ENGINES/RUSSIA/Type
JHMS 27/11/01 *HELICOPTER ENGINES/FRANCE/Type
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JHMS 23/04/01 *HELICOPTER ENGINES/USA/JHMS
JHMS 23/04/01 *HELICOPTER ENGINES/INTERNATIONAL/Type
JHMS 31/07/00 *HELICOPTER ENGINES/RUSSIA/Aviadvigatel (Soloviev) D-25V (TV-2VM)
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTER ENGINES - PISTON
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6 documents strictly in HELICOPTER ENGINES - PISTON
JHMS 18/06/99 *HELICOPTER ENGINES - PISTON/USA/RotorWay RI 162

JHMS 18/06/99 HELICOPTER ENGINES - PISTON/USA/Nelson H-63
JHMS 18/06/99 *HELICOPTER ENGINES - PISTON/JAPAN/Kawasaki KSX
JHMS 18/06/99 *HELICOPTER ENGINES - PISTON/USA/Gobler-Hirth F 30
JHMS 18/06/99 HELICOPTER ENGINES - PISTON/USA/Gobler-Hirth 2703
JHMS 18/06/99 HELICOPTER ENGINES - PISTON/RUSSIA/Aviadvigatel (VAZ) D-200
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTER ENGINES - TURBOPROP
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1 document strictly in HELICOPTER ENGINES - TURBOPROP
JHMS 18/06/99 HELICOPTER ENGINES - TURBOPROP/USA/Soloy Dual Pac
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTER ENGINES - TURBOSHAFT
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JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/FRANCE/Turbomeca Turmo
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/FRANCE/Turbomeca Makila
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/FRANCE/Turbomeca Astazou
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/FRANCE/Turbomeca Artouste
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/CHINA/SAEC WZ8A
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/UK/Rolls-Royce Gnome
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/POLAND/PZL Rzeszw GTD-350
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/POLAND/PZL Rzeszw PZL-10W
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Progress (Ivchenko) D-136
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Progress (Ivchenko) D-127
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTER ENGINES - TURBOSHAFT
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JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Omsk TV-O-100
JHMS 18/06/99 HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Omsk TVD-10
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/INTERNATIONAL/MTU Turbomeca Rolls-Royce MTR 390
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/JAPAN/Mitsubishi MG5
JHMS 18/06/99 HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Klimov/PS DV-12
JHMS 18/06/99 HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Klimov TVA-3000
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Klimov TV7-117
JHMS 18/06/99 *HELICOPTER ENGINES - TURBOSHAFT/RUSSIA/Klimov (Isotov) TV2-117
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTER UPGRADES AND
CONVERSIONS - CIVIL
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8 documents strictly in HELICOPTER UPGRADES AND CONVERSIONS - CIVIL
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/USA/US Helicopter (Bell) 209S CobraLifter
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/USA/Southwest Florida (Bell) SW204/SW205
JHMS 18/06/99 HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/USA/HVA (Bell) OH-58 Command
JHMS 18/06/99 HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/USA/Heli-Air (Bell) 222SP
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/USA/Global Helicopter (Bell) Huey 800
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/USA/Conair Helitanker
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/USA/California Helicopter (Sikorsky) S-58T
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - CIVIL/GERMANY/Aerotec (Mil) Helitanker
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CONVERSIONS - MILITARY
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5 documents strictly in HELICOPTER UPGRADES AND CONVERSIONS - MILITARY
JHMS 18/06/99 HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/JAPAN/Mitsubishi (Sikorsky) SH-60J Kai
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/ROMANIA/IAR IAR-330 Puma SOCAT
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/USA/Helipro (Sikorsky) S-61 `Short'
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/SOUTH AFRICA/Denel (Atlas/Aerospatiale) Oryx
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/USA/Arrow Falcon (Bell) OH-58A+ Arrow Kiowa
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CONVERSIONS - MILITARY/CIVIL
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3 documents strictly in HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/CIVIL
JHMS 18/06/99 HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/CIVIL/USA/Tridair (Bell) Gemini BT

JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/CIVIL/USA/San Joaquin Helicopters (Bell) UH-1B Super
Huey
JHMS 18/06/99 *HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/CIVIL/USA/Heli-Conversions (Bell) Super 205 Helijet
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CONVERSIONS - ROTARY-WING - CIVIL
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8 documents strictly in HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL
JHMS 28/06/02 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/USA/Type

JHMS 13/06/01 HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/CANADA/Type
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/NEW ZEALAND/Airwork (Bell) Huey 703
JHMS 12/12/00 HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/USA/VAT (Sikorsky) S-58/H-34
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/USA/VAT (Sikorsky) S-55/H-19
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/USA/Garlick Helicopters (Bell) 209HL
Heavy Lift Cobra
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CONVERSIONS - ROTARY-WING - CIVIL/MILITARY
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4 documents strictly in HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/MILITARY
JHMS 12/02/02 HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/MILITARY/RUSSIA/Type

JHMS 13/06/01 HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/MILITARY/USA/Type
JHMS 13/06/01 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/MILITARY/INDIA/Type
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/MILITARY/USA/Garlick Helicopters (Bell)
Super Huey
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CONVERSIONS - ROTARY-WING - MILITARY
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JHMS 28/06/02 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/RUSSIA/Type
JHMS 28/06/02 HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/USA/Type
JHMS 28/06/02 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/USA/Type
JHMS 27/11/01 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/FRANCE/Type
JHMS 27/11/01 HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/UK/Type
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JHMS 13/06/01 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/POLAND/Type
JHMS 13/06/01 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/ISRAEL/Type
JHMS 13/06/01 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/INTERNATIONAL/Type
JHMS 12/12/00 HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/USA/Sikorsky UH-60C
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/SOUTH AFRICA/ATE (Mil) Mi-24 Mk
III
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/USA/Sikorsky UH-60X Super Black
Hawk
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JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/USA/Sikorsky S-70A/UH-60L

Firehawk
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/RUSSIA/Mil Mi-24M
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/USA/Heli-Dyne (Bell) BH 412EP
Sentinel
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/JAPAN/Fuji (Bell) UH-1J
JHMS 12/12/00 *HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY/GERMANY/Eurocopter (Sikorsky)
CH-53G
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTER-LAUNCHED WEAPONS AIR-TO-AIR MISSILES
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JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/FRANCE/Type

JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/RUSSIA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/USA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/USA/Type
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/CIS/KBM (Turopov) 9K32M Strela-2
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/UK/Shorts Air-to-Air Starstreak (ATASK)
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/CIS/KBM (Nepobidimy) 9M313 Igla
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES/SOUTH AFRICA/Denel Kentron V3 Kukri/Darter
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JHMS 12/06/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/INTERNATIONAL/Type
JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/INTERNATIONAL/Type
JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/INTERNATIONAL/Type
JHMS 12/02/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/RUSSIA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/INDIA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/IRAN/Type
JHMS 12/02/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/RUSSIA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/CHINA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/RUSSIA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/SOUTH AFRICA/Type
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JHMS 12/02/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/SOUTH AFRICA/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/SOUTH AFRICA/Type
JHMS 12/02/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/ARGENTINA/Type
JHMS 12/02/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/ARGENTINA/Type
JHMS 12/02/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/FRANCE/Type
JHMS 07/08/01 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/USA/Type
JHMS 07/08/01 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/USA/Type
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/ISRAEL/Rafael NT-D Dandy
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/CIS/Zvezda-Strela Kh-25
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/CIS/KBP (Shipunov)
9M120M Vikhr M
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JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/CIS/KBP (Shipunov) 9M120

Vikhr/Ataka
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/USA/Raytheon BGM-71D/E/F
TOW 2
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/USA/Raytheon BGM-71A/C
TOW
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/CIS/KBP (Nepobidimy)
9M114 Kokon/Shturm
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/ISRAEL/IAI Nimrod
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/FRANCE/Aerospatiale AS 11
JHMS 23/10/98 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES/ISRAEL/Rafael Spike
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JHMS 12/06/02 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/NORWAY/Type
JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/GERMANY/Type
JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/UK/Type
JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/ITALY/Type
JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/FRANCE/Type
JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/FRANCE/Type
JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/UK/Type
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/CIS/Zvezda-Strela Kh-35 Kayak
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/USA/Raytheon AGM-65 Maverick
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/USA/Motorola AGM-122A
Sidearm
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JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES/NORWAY/Kongsberg Penguin

Mk 2 Mod 7
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JHMS 12/06/02 *HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/USA/Type
JHMS 18/03/02 HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/USA/Type
JHMS 18/03/02 HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/RUSSIA/Type
JHMS 18/03/02 HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/SOUTH AFRICA/Type
JHMS 18/03/02 HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/GERMANY/Type
JHMS 18/03/02 *HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/RUSSIA/Type
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JHMS 18/03/02 *HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/FRANCE/Type
JHMS 18/03/02 *HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/FRANCE/Type
JHMS 18/03/02 *HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/BELGIUM/Type
JHMS 18/03/02 HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/BELGIUM/Type
JHMS 18/03/02 HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS/BELGIUM/Type
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JHMS 07/08/01 *HELICOPTER-LAUNCHED WEAPONS - ROCKETS/INTERNATIONAL/Type
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/CIS/Vympel S-13
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - ROCKETS/CIS/Vympel S-8
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/CIS/Vympel S-5
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/BULGARIA/VMZ S-8
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - ROCKETS/BULGARIA/VMZ S-5
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/BELGIUM/TDA/FZ 70/Multidart 70
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/ITALY/SNIA BPD 122 Falco
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/ITALY/SNIA BPD 81 Medusa
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/ITALY/SNIA BPD 51
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JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/SWITZERLAND/Oerlikon Contraves SURA-D
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/USA/Hydra 70
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/CANADA/Bristol Aerospace CRV-7
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - ROCKETS/BRAZIL/Avibras SBAT
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JHMS 12/02/02 *HELICOPTER-LAUNCHED WEAPONS - TORPEDOES/UK/Type

JHMS 07/08/01 *HELICOPTER-LAUNCHED WEAPONS - TORPEDOES/INTERNATIONAL/Type
JHMS 07/08/01 *HELICOPTER-LAUNCHED WEAPONS - TORPEDOES/INTERNATIONAL/Type
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - TORPEDOES/USA/Raytheon Mk 54 Mod 0
JHMS 04/12/00 HELICOPTER-LAUNCHED WEAPONS - TORPEDOES/USA/Raytheon (Alliant Techsystems) Mk 50 Barracuda
JHMS 04/12/00 *HELICOPTER-LAUNCHED WEAPONS - TORPEDOES/USA/Raytheon (Alliant Techsystems) Mk 46
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JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/RUSSIA/Mil Mi-34

JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/RUSSIA/Mil Mi-10K
JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/RUSSIA/Mil Mi-10 (V-10)
JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/RUSSIA/Kamov Ka-126
JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/RUSSIA/Kamov Ka-32
JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/USA/Hiller (Bell) 47T
JHMS 15/10/99 *HELICOPTERS IN SERVICE - CIVIL/JAPAN/Mitsubishi MH2000
JHMS 23/10/98 *HELICOPTERS IN SERVICE - CIVIL/ITALY/Agusta-Sikorsky AS-61N1 Silver
JHMS 10/07/98 *HELICOPTERS IN SERVICE - CIVIL/CANADA/Canadian Home Rotors Baby Belle
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JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/CHINA/HAMC (Eurocopter) Z-9 Haitun (Dolphin)

JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/RUSSIA/Mil Mi-26 and Mi-27
JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/RUSSIA/Mil Mi-8 (V-8) and Mi-9
JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/RUSSIA/Mil Mi-6 and Mi-22
JHMS 09/05/00 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/RUSSIA/Mil Mi-4
JHMS 10/07/98 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/USA/Sikorsky S-64 Skycrane
JHMS 10/07/98 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/USA/Sikorsky S-61/H-3
JHMS 10/07/98 HELICOPTERS IN SERVICE - CIVIL/MILITARY/USA/Sikorsky S-55/H-19
JHMS 27/06/97 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/CHINA, PEOPLE'S REPUBLIC/Changhe Z-8
JHMS 27/06/97 *HELICOPTERS IN SERVICE - CIVIL/MILITARY/FRANCE/Aerospatiale SA 319B Alouette III Astazou
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JHMS 09/05/00 *HELICOPTERS IN SERVICE - MILITARY/RUSSIA/Mil Mi-28
JHMS 09/05/00 *HELICOPTERS IN SERVICE - MILITARY/RUSSIA/Mil Mi-14
JHMS 09/05/00 *HELICOPTERS IN SERVICE - MILITARY/RUSSIA/Kamov Ka-50 Chernaya Akula (Black Shark)
JHMS 09/05/00 *HELICOPTERS IN SERVICE - MILITARY/RUSSIA/Kamov Ka-29 and Ka-31
JHMS 09/05/00 *HELICOPTERS IN SERVICE - MILITARY/RUSSIA/Kamov Ka-27 and Ka-28
JHMS 01/03/00 *HELICOPTERS IN SERVICE - MILITARY/SOUTH AFRICA/Denel (Atlas) AH-2A Rooivalk (Red Kestrel)
JHMS 15/10/99 *HELICOPTERS IN SERVICE - MILITARY/JAPAN/Mitsubishi (Sikorsky) UH-60J
JHMS 15/10/99 HELICOPTERS IN SERVICE - MILITARY/JAPAN/Mitsubishi (Sikorsky) S-61
JHMS 15/10/99 *HELICOPTERS IN SERVICE - MILITARY/JAPAN/Kawasaki (MDH) H 500
JHMS 15/10/99 *HELICOPTERS IN SERVICE - MILITARY/JAPAN/Kawasaki (Boeing) CH-47 Chinook
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JHMS 15/10/99 *HELICOPTERS IN SERVICE - MILITARY/JAPAN/Fuji-Bell UH-1H and Advanced 205B
JHMS 15/10/99 HELICOPTERS IN SERVICE - MILITARY/JAPAN/Fuji-Bell 204B/UH-1B
JHMS 15/10/99 HELICOPTERS IN SERVICE - MILITARY/KOREA, SOUTH/Korean Air (McDonnell Douglas) 500D/500MD/520MK
JHMS 22/02/99 *HELICOPTERS IN SERVICE - MILITARY/RUSSIA/Kamov Ka-25
JHMS 23/10/98 *HELICOPTERS IN SERVICE - MILITARY/ITALY/Agusta-Bell AB 212
JHMS 23/10/98 *HELICOPTERS IN SERVICE - MILITARY/ITALY/Agusta-Bell AB 206 JetRanger
JHMS 23/10/98 HELICOPTERS IN SERVICE - MILITARY/ITALY/Agusta-Bell AB 205 and AB 205A-1
JHMS 10/07/98 *HELICOPTERS IN SERVICE - MILITARY/UK/Westland Wessex
JHMS 10/07/98 *HELICOPTERS IN SERVICE - MILITARY/USA/Sikorsky S-58/H-34
JHMS 27/06/97 *HELICOPTERS IN SERVICE - MILITARY/FRANCE/Aerospatiale SA 321 Super Frelon
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JHMS 15/10/99 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/POLAND/PZL Swidnik Kania (Kitty Hawk)
JHMS 15/10/99 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/POLAND/PZL Swidnik (Mil) Mi-2
JHMS 15/10/99 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/JAPAN/Kawasaki (Boeing) KV107IIA
JHMS 15/10/99 HELICOPTERS IN SERVICE - MILITARY/CIVIL/JAPAN/Kawasaki KH-4
JHMS 18/06/99 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/INDIA/Hindustan Aeronautics (HAL) Chetak
JHMS 18/06/99 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/INDIA/Hindustan Aeronautics (HAL) Cheetah
JHMS 22/02/99 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/RUSSIA/Kamov Ka-26
JHMS 22/02/99 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/USA/Boeing (Vertol) 107
JHMS 23/10/98 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/INTERNATIONAL/IAR IAR-330L Puma
JHMS 23/10/98 HELICOPTERS IN SERVICE - MILITARY/CIVIL/INTERNATIONAL/IAR IAR-316AB Alouette III
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JHMS 23/10/98 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/ITALY/Agusta-Sikorsky AS-61A

JHMS 23/10/98 *HELICOPTERS IN SERVICE - MILITARY/CIVIL/ITALY/Agusta (Meridionali)-Boeing CH-47C Chinook
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JHMS 28/06/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/CANADA/Type
JHMS 28/06/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/USA/Type
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JHMS 12/02/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/ITALY/Type
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JHMS 23/04/01 HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/INTERNATIONAL/Type
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/ITALY/JHMS
JHMS 23/04/01 HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/ITALY/JHMS
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/RUSSIA/Type
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/RUSSIA/Type
JHMS 12/12/00 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/USA/Revolution Voyager 500
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JHMS 12/12/00 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/USA/Revolution Mini-500

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JHMS 19/07/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/ITALY/Type
JHMS 07/05/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/USA/Type
JHMS 19/03/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/CANADA/Type
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JHMS 12/02/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/INTERNATIONAL/Type
JHMS 12/02/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/USA/Military designation: H-76
JHMS 12/02/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/UK/Type
JHMS 12/02/02 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/RUSSIA/Type
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JHMS 22/05/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/INDONESIA/JHMS
JHMS 22/05/01 HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/INDONESIA/JHMS
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/ITALY/JHMS
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/ITALY/Type
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JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/FRANCE/Type

JHMS 23/04/01 HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/FRANCE/Type
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/FRANCE/Indian Army and Navy name: Chetak
JHMS 31/07/00 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/USA/Sikorsky S-70C/H-60
JHMS 31/07/00 *HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY/BRAZIL/Helibras (Eurocopter) Esquilo and Fennec
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTERS IN SERVICE ROTARY-WING - MILITARY
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Documents 1 - 10 of 32 strictly in HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY

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JHMS 28/06/02 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/USA/Type
JHMS 28/06/02 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/RUSSIA/Type
JHMS 19/03/02 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/CANADA/Type
JHMS 19/03/02 HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/USA/Type
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JHMS 12/02/02 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/UK/Type
JHMS 12/02/02 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/JAPAN/Type
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JHMS 22/05/01 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/JAPAN/Type

JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/INTERNATIONAL/Type
JHMS 23/04/01 HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/USA/JHMS
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/ITALY/Type
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/ITALY/Weights
JHMS 23/04/01 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/KOREA, SOUTH/Type
JHMS 12/12/00 HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/INTERNATIONAL/Eurocopter EC 145
JHMS 31/07/00 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/USA/Sikorsky S-80/H-53E
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JHMS 31/07/00 HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/USA/Sikorsky S-76N/H-76

JHMS 31/07/00 *HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY/USA/Sikorsky S-65A/H-53
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HELICOPTERS UNDER
DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL
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Documents 1 - 10 of 43 strictly in HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL

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JHMS 07/05/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/USA/Type
JHMS 19/03/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CZECH REPUBLIC/Type
JHMS 19/03/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/RUSSIA/Type
JHMS 18/03/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/ITALY/Type
JHMS 12/02/02 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/INTERNATIONAL/Type
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JHMS 12/02/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/INDONESIA/Type
JHMS 12/02/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/INTERNATIONAL/Programme
JHMS 13/06/01 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/IRAN/Programme
JHMS 13/06/01 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/TAIWAN/Type
JHMS 13/06/01 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/INDONESIA/Type
JHMS 12/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/USA/Bell/Agusta BA 632
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/LITHUANIA/Silver Titan VR-555
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JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/USA/PAM 100B

JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/UK/Intora Firebird
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/ISRAEL/AD&D Hummingbird
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/USA/Veetol Phillicopter Mk 1
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/POLAND/PZL Swidnik SW-4
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/POLAND/PZL/IL IS-2
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/USA/MK Helicopter MK II
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Mil Mi-58
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Mil Mi-54
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Mil Mi-52
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JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Mil Mi-46T

JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Mil Mi-46K
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Mil Mi-34 VAZ
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/BELGIUM/Masquito M80
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/USA/Load Ranger 2000
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Kamov Ka-115
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/INTERNATIONAL/Kamov/Agusta
Ka-64 Sky Horse
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CIS/Kamov Ka-62
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/JAPAN/Fuji AMH
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/FRANCE/Eurocopter EC 165
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JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/CHINA/BUAA M-16

JHMS 31/07/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/INTERNATIONAL/Eurofar
JHMS 01/03/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/USA/Bell 442
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DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY
this category
8 documents strictly in HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY
JHMS 12/02/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/KOREA, SOUTH/Type

JHMS 13/06/01 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/CHINA/Type
JHMS 13/06/01 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/USA/Type
JHMS 13/06/01 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/INDIA/Type
JHMS 12/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/CHINA/AVIC Chinese
Medium Helicopter (CMH)
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/IRAN/Sanjaqak (Dragonfly)
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/POLAND/PZL Swidnik
SW-5
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY/ITALY/Erica
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DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY
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Documents 1 - 10 of 23 strictly in HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY

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JHMS 19/03/02 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/CZECH REPUBLIC/Type
JHMS 12/02/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/SOUTH AFRICA/Type
JHMS 12/02/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/USA/Type
JHMS 12/02/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/USA/Type
JHMS 12/02/02 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/ITALY/Type
JHMS 13/06/01 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/IRAN/Programme
JHMS 13/06/01 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/RUSSIA/Type
JHMS 13/06/01 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/INTERNATIONAL/Type
JHMS 12/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/USA/Bell/Agusta BA 627
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/IRAN/Panha 2-75 Shabaviz
(Owl)
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JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/IRAN/Panha 2061
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/KOREA, SOUTH/KAI AH-X
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/USA/Bell Quad Tiltrotor (QTR)
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/USA/Sikorsky CH-60S
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/INTERNATIONAL/NH Industries
NH90
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/CIS/Mil Mi-40
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/CIS/Mil Mi-28N
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/JAPAN/Kawasaki OH-1
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/CIS/Kamov Ka-60 Kasatka
(Orca)
JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/CIS/Kamov Ka-40
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JHMS 04/12/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/USA/Joint Transport Rotorcraft

(JTR)
JHMS 04/12/00 *HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/INDIA/Hindustan Aeronautics
Lancer
JHMS 01/03/00 HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY/USA/Bell/Agusta D 620
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: HOW TO USE JANE'S HELICOPTER
MARKETS AND SYSTEMS
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1 document strictly in HOW TO USE JANE'S HELICOPTER MARKETS AND SYSTEMS
JHMS 31/07/00 HOW TO USE JANE'S HELICOPTER MARKETS AND SYSTEMS
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: ICAO AIRCRAFT NATIONALITY AND
REGISTRATION MARKS
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1 document strictly in ICAO AIRCRAFT NATIONALITY AND REGISTRATION MARKS
JHMS 22/02/99 ICAO AIRCRAFT NATIONALITY AND REGISTRATION MARKS/Listed in registration prefix order
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: MARKET INTELLIGENCE
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3 documents strictly in MARKET INTELLIGENCE
JHMS 07/05/02 *MARKET INTELLIGENCE/WORLD MILITARY HELICOPTER MARKET

JHMS 07/05/02 *MARKET INTELLIGENCE/WORLD CIVIL HELICOPTER MARKET
JHMS 15/10/99 *MARKET INTELLIGENCE/THE INDUSTRY VIEW
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: MILITARY CENSUS
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JHMS 08/04/02 MILITARY CENSUS/KOREA, SOUTH/Korea National Police
JHMS 08/04/02 MILITARY CENSUS/GERMANY/Bundesgrenzschutz (Border Guard)
JHMS 08/04/02 MILITARY CENSUS/THAILAND/Royal Thai Agricultural Aviation
JHMS 08/04/02 MILITARY CENSUS/FINLAND/Suomen Maavoimat (Finnish Army)
JHMS 08/04/02 MILITARY CENSUS/COLOMBIA/Ejercito de Colombiana (Colombian Army Aviation)
JHMS 08/04/02 MILITARY CENSUS/VENEZUELA/Fuerza Area Venezolana (Venezuelan Air Force)
JHMS 08/04/02 *MILITARY CENSUS/VENEZUELA/Guardia Nacional - Fuerza Armadas de Co-operacion (National Guard - Air
Co-operation Fleet)
JHMS 08/04/02 MILITARY CENSUS/VENEZUELA/Servicio Areo del Ejrcito Venezolano (Venezuelan Army Air Service)
JHMS 08/04/02 MILITARY CENSUS/VENEZUELA/Comando de la Aviacion Naval (Naval Aviation Command)
JHMS 08/04/02 *MILITARY CENSUS/UK/QinetiQ (formerly Defence Evaluation and Research Agency (DERA))
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JHMS 08/04/02 MILITARY CENSUS/UK/Army Air Corps
JHMS 08/04/02 MILITARY CENSUS/UK/Fleet Air Arm
JHMS 08/04/02 *MILITARY CENSUS/UK/Royal Air Force (RAF)
JHMS 08/04/02 *MILITARY CENSUS/THAILAND/Royal Thai Border Police
JHMS 08/04/02 MILITARY CENSUS/THAILAND/Kongbin Tha Han Bo Thai (Royal Thai Army)
JHMS 08/04/02 MILITARY CENSUS/THAILAND/Kongbin Tha Han Lur Thai (Royal Thai Navy)
JHMS 08/04/02 MILITARY CENSUS/THAILAND/Kongtap Agard Thai (Royal Thai Air Force)
JHMS 08/04/02 *MILITARY CENSUS/SLOVAKIA/Letectva a Protivzdusnej Obrany (Slovak Air Force and Air Defence Force)
JHMS 08/04/02 MILITARY CENSUS/PORTUGAL/Ejrcito Portuguesa (Portuguese Army Aviation)
JHMS 08/04/02 MILITARY CENSUS/PORTUGAL/Marinha Portuguesa (Portuguese Navy)
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JHMS 08/04/02 MILITARY CENSUS/PORTUGAL/Forca Area Portuguesa (Portuguese Air Force)

JHMS 08/04/02 *MILITARY CENSUS/PHILIPPINES/Philippine Police Service
JHMS 08/04/02 MILITARY CENSUS/PHILIPPINES/Philippine Naval Aviation
JHMS 08/04/02 MILITARY CENSUS/PHILIPPINES/Hukbons Himpapawid NG Pilipinas (Philippine Air Force)
JHMS 08/04/02 MILITARY CENSUS/PAKISTAN/Pakistan Naval Aviation
JHMS 08/04/02 *MILITARY CENSUS/PAKISTAN/Pakistan Army Aviation Corps
JHMS 08/04/02 MILITARY CENSUS/PAKISTAN/Pakistan Fiza'ya (Pakistan Air Force)
JHMS 08/04/02 MILITARY CENSUS/OMAN/Al Quwwat al Jawwiya as Oman (Royal Air Force of Oman)
JHMS 08/04/02 MILITARY CENSUS/NIGERIA/Nigerian Navy Air Arm
JHMS 08/04/02 MILITARY CENSUS/NIGERIA/Nigerian Air Force
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JHMS 08/04/02 MILITARY CENSUS/NEW ZEALAND/Royal New Zealand Air Force (RNZAF)
JHMS 08/04/02 *MILITARY CENSUS/MEXICO/Aviacin de la Armada de Mexico (Mexican Naval Aviation)
JHMS 08/04/02 *MILITARY CENSUS/MEXICO/Fuerza Area Mexicana (Mexican Air Force)
JHMS 08/04/02 MILITARY CENSUS/MALAYSIA/Tentara Darat Diraja Malaysia (Royal Malaysian Army)
JHMS 08/04/02 MILITARY CENSUS/MALAYSIA/Tentara Laut Diraja Malaysia (Royal Malaysian Navy)
JHMS 08/04/02 *MILITARY CENSUS/MALAYSIA/Tentara Udara Diraja Malaysia (Royal Malaysian Air Force)
JHMS 08/04/02 MILITARY CENSUS/MACEDONIA/Voeno Vozduhoploustvo i Protiv Vozdusna Odbrana Armija na Republika
Makedonija (Air Force and Defence Forces of the Republic of Macedonia Armed forces)
JHMS 08/04/02 *MILITARY CENSUS/KOREA, SOUTH/Republic of Korea Army (RoKA)
JHMS 08/04/02 MILITARY CENSUS/KOREA, SOUTH/Republic of Korea Navy (RoKN)
JHMS 08/04/02 MILITARY CENSUS/KOREA, SOUTH/Han-Guk Kong Goon (Republic of Korea Air Force) (RoKAF)
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JHMS 08/04/02 MILITARY CENSUS/IRELAND/Aer-Chor Nah Eireann (Irish Air Corps)

JHMS 08/04/02 MILITARY CENSUS/IRAN/Islamic Republic of Iran Army
JHMS 08/04/02 MILITARY CENSUS/IRAN/Islamic Republic of Iran Navy
JHMS 08/04/02 MILITARY CENSUS/IRAN/Islamic Republic of Iran Air Force
JHMS 08/04/02 MILITARY CENSUS/INDIA/Indian Coast Guard
JHMS 08/04/02 MILITARY CENSUS/INDIA/Indian Army Air Corps
JHMS 08/04/02 MILITARY CENSUS/INDIA/Indian Naval Aviation
JHMS 08/04/02 MILITARY CENSUS/INDIA/Bharatiya Vayu Sena (Indian Air Force)
JHMS 08/04/02 *MILITARY CENSUS/GERMANY/Heeresflieger (Army Aviation)
JHMS 08/04/02 MILITARY CENSUS/GERMANY/Marineflieger (Naval Air Arm)
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JHMS 08/04/02 *MILITARY CENSUS/GERMANY/Luftwaffe (Air Force)

JHMS 08/04/02 MILITARY CENSUS/GEORGIA/Republic of Georgia Air Force
JHMS 08/04/02 MILITARY CENSUS/FINLAND/Rajavartiolaitos (Finnish Border and Coastguard)
JHMS 08/04/02 MILITARY CENSUS/DENMARK/Hrens Flyvetjeneste (Army Flying Service)
JHMS 08/04/02 *MILITARY CENSUS/DENMARK/Svaernets Flyvetjeneste (Naval Flying Service)
JHMS 08/04/02 MILITARY CENSUS/DENMARK/Flyvevabnet (Royal Danish Air Force)
JHMS 08/04/02 *MILITARY CENSUS/CROATIA/Hrvatsko Ratno Zrakoplovstro i Protiv Zracna Obrana (Croatian Air Force and
Anti-aircraft Defence)
JHMS 08/04/02 MILITARY CENSUS/COLOMBIA/Policia Nacional de Colombia (Colombian National Police)
JHMS 08/04/02 *MILITARY CENSUS/COLOMBIA/Comando Aviacion Naval (Naval Aviation Command)
JHMS 08/04/02 MILITARY CENSUS/COLOMBIA/Fuerza Area Colombiana (Colombian Air Force)
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JHMS 08/04/02 *MILITARY CENSUS/CHILE/Prefectura Areo-Policial de los Carabineros de Chile (Chilean Military Police Air Unit)
JHMS 08/04/02 MILITARY CENSUS/CHILE/Comando de Aviacin del Ejrcito de Chile (Chilean Army Aviation Command)
JHMS 08/04/02 *MILITARY CENSUS/CHILE/Comandancia de Aviacin Naval de la Armada de Chile (Chilean Naval Air Command)
JHMS 08/04/02 MILITARY CENSUS/CHILE/Fuerza Area de Chile (Chilean Air Force)
JHMS 08/04/02 *MILITARY CENSUS/AUSTRIA/sterreichische Luftstreitkrfte (Austrian Air Force)
JHMS 08/04/02 MILITARY CENSUS/AUSTRALIA/Australian Army Aviation
JHMS 08/04/02 MILITARY CENSUS/AUSTRALIA/Royal Australian Navy-Fleet Air Arm
JHMS 08/04/02 MILITARY CENSUS/AUSTRALIA/Royal Australian Air Force (RAAF)
JHMS 08/04/02 *MILITARY CENSUS/ARGENTINA/Gendarmeria Nacional Argentina (National Police Force of Argentina)
JHMS 08/04/02 MILITARY CENSUS/ARGENTINA/Prefectura Naval Argentina (Argentine Coastguard)
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JHMS 08/04/02 MILITARY CENSUS/ARGENTINA/Comando de Aviacin del Ejrcito Argentino (Argentine Army Aviation Command)
JHMS 08/04/02 MILITARY CENSUS/ARGENTINA/Comando de Aviacin Naval Argentina (Argentine Naval Aviation Command)
JHMS 08/04/02 MILITARY CENSUS/ARGENTINA/Fuerza Area Argentina (Argentine Air Force)
JHMS 11/10/01 MILITARY CENSUS/ROMANIA/Politia (Police)
JHMS 11/10/01 MILITARY CENSUS/GABON/Gendarmerie Nationale (National Gendarmerie)
JHMS 11/10/01 MILITARY CENSUS/ZIMBABWE/Air Force of Zimbabwe
JHMS 11/10/01 MILITARY CENSUS/ZAMBIA/Zambian Air Force and Air Defence Command
JHMS 11/10/01 MILITARY CENSUS/YUGOSLAVIA/Ratno Vazduhoplovstvo i Protiv Vazdusna Odbrana (Air Force and Air Defence)
JHMS 11/10/01 MILITARY CENSUS/YEMEN/United Yemen Air Force
JHMS 11/10/01 MILITARY CENSUS/VIETNAM/Kon Quan Nhan Dan Viet Nam (Vietnam People's Army Air Force)
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JHMS 11/10/01 MILITARY CENSUS/UZBEKISTAN/Uzbek Air Force

JHMS 11/10/01 MILITARY CENSUS/URUGUAY/Aviacin Naval Uruguaya (Uruguayan Naval Aviation)
JHMS 11/10/01 MILITARY CENSUS/URUGUAY/Fuerza Area Uruguaya (Uruguayan Air Force)
JHMS 11/10/01 *MILITARY CENSUS/USA/United States Army
JHMS 11/10/01 MILITARY CENSUS/USA/United States Coast Guard
JHMS 11/10/01 MILITARY CENSUS/USA/United States Marine Corps (USMC)
JHMS 11/10/01 MILITARY CENSUS/USA/United States Navy (USN)
JHMS 11/10/01 MILITARY CENSUS/USA/United States Air Force (USAF)
JHMS 11/10/01 *MILITARY CENSUS/UAE/Dubai Police Air Wing
JHMS 11/10/01 MILITARY CENSUS/UAE/Umm al-Qaiwain
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JHMS 11/10/01 MILITARY CENSUS/UAE/Sharjah

JHMS 11/10/01 MILITARY CENSUS/UAE/Dubai
JHMS 11/10/01 MILITARY CENSUS/UAE/Abu Dhabi
JHMS 11/10/01 MILITARY CENSUS/UAE/United Arab Emirates Air Force (UAEAF)
JHMS 11/10/01 MILITARY CENSUS/UKRAINE/Ukrainian Ground Forces (Army Aviation)
JHMS 11/10/01 MILITARY CENSUS/UKRAINE/Aviatsiya Voyenno-Morskoyo Flota (Naval Aviation Force)
JHMS 11/10/01 MILITARY CENSUS/UKRAINE/Voyenno-Vozdushnyye Sily (Military Air Forces)
JHMS 11/10/01 MILITARY CENSUS/UGANDA/National Police Air Wing
JHMS 11/10/01 MILITARY CENSUS/UGANDA/Uganda Air Force
JHMS 11/10/01 MILITARY CENSUS/TURKMENISTAN/Turkmenistan Air Force and Air Defence Force
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JHMS 11/10/01 *MILITARY CENSUS/TURKEY/Trk Jandarma Teskilati (Turkish Gendarmerie)

JHMS 11/10/01 *MILITARY CENSUS/TURKEY/Trk Kara Kuvvetleri (Turkish Army Aviation)
JHMS 11/10/01 MILITARY CENSUS/TURKEY/Trk Sahil Gvenlik (Turkish Coast Guard)
JHMS 11/10/01 MILITARY CENSUS/TURKEY/Trk Donama Havaciligi (Turkish Naval Aviation)
JHMS 11/10/01 MILITARY CENSUS/TURKEY/Trk Hava Kuvvetleri (Turkish Air Force)
JHMS 11/10/01 MILITARY CENSUS/TUNISIA/Al Quwwat al Jawwiya al Jamahiriyah at'Tunisia (Republic of Tunisia Air Force)
JHMS 11/10/01 MILITARY CENSUS/TRINIDAD/National Helicopter Service
JHMS 11/10/01 MILITARY CENSUS/TRINIDAD/Trinidad and Tobago Defence Force
JHMS 11/10/01 MILITARY CENSUS/TONGA/Tonga Defence Force
JHMS 11/10/01 MILITARY CENSUS/TOGO/Force Arienne Togolaise (Togolese Air Force)
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JHMS 11/10/01 MILITARY CENSUS/TANZANIA/Tanzania Police Air Wing

JHMS 11/10/01 MILITARY CENSUS/TANZANIA/Jeshi la Wanachi la Tanzania (Tanzanian People's Defence Force Air Wing)
JHMS 11/10/01 MILITARY CENSUS/TAJIKISTAN/Tajikistan Air Arm
JHMS 11/10/01 *MILITARY CENSUS/TAIWAN/Republic of China Army Air Arm
JHMS 11/10/01 MILITARY CENSUS/TAIWAN/Republic of China Naval Air Arm
JHMS 11/10/01 MILITARY CENSUS/TAIWAN/Chung-Kuo Kung Chuan (Republic of China Air Force)
JHMS 11/10/01 MILITARY CENSUS/SYRIA/Syrian Arab Naval Air Arm
JHMS 11/10/01 MILITARY CENSUS/SYRIA/Al Quwwat al Jawwiya al Arabiya As'Souriya (Syrian Arab Air Force)
JHMS 11/10/01 MILITARY CENSUS/SWITZERLAND/Schweizer Luftwaffe (Swiss Air Force)
JHMS 11/10/01 MILITARY CENSUS/SWEDEN/Svenska Armen-Armeflyget (Swedish Army-Army Flying Service)
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JHMS 11/10/01 MILITARY CENSUS/SWEDEN/Svenska Marinen (Swedish Navy)

JHMS 11/10/01 *MILITARY CENSUS/SWEDEN/Svenska Flygvapnet (Swedish Air Force)
JHMS 11/10/01 MILITARY CENSUS/SWAZILAND/Umbutfo Swaziland Defence Force
JHMS 11/10/01 MILITARY CENSUS/SURINAME/Suriname Air Force
JHMS 11/10/01 MILITARY CENSUS/SUDAN/Silakh al Jawwiya As'Sudaniya (Sudanese Air Force)
JHMS 11/10/01 MILITARY CENSUS/SRI LANKA/Sri Lankan Air Force (SLAF)
JHMS 11/10/01 *MILITARY CENSUS/SPAIN/Fuerza Aeromviles del Ejrcito de Tierra (Army-Air Mobile Forces)
JHMS 11/10/01 MILITARY CENSUS/SPAIN/Arma Area de la Armada Espaola (Spanish Naval Air Arm)
JHMS 11/10/01 MILITARY CENSUS/SPAIN/Ejrcito del Aire Espaol (Spanish Air Arm)
JHMS 11/10/01 MILITARY CENSUS/SOUTH AFRICA/Suid-Africaanse Ler (South African Army)
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JHMS 11/10/01 MILITARY CENSUS/SOUTH AFRICA/Suid-Africaanse Vloot (South African Navy)

JHMS 11/10/01 MILITARY CENSUS/SOUTH AFRICA/Suid-Afrikaanse Lugmag (South African Air Force) (SAAF)
JHMS 11/10/01 MILITARY CENSUS/SOMALIA/Dayuuradaha Xoogga Dalka Somalyeed (Somalian Aeronautical Corps)
JHMS 11/10/01 MILITARY CENSUS/SOLOMON ISLANDS/Air Arm
JHMS 11/10/01 MILITARY CENSUS/SLOVENIA/Slovensko Vojasko Letalstvo (Slovene Military Aviation)
JHMS 11/10/01 MILITARY CENSUS/SINGAPORE/Republic of Singapore Air Force
JHMS 11/10/01 MILITARY CENSUS/SIERRA LEONE/Sierre Leone Armed Forces
JHMS 11/10/01 MILITARY CENSUS/SEYCHELLES/Seychelles Coast Guard
JHMS 11/10/01 MILITARY CENSUS/SENEGAL/Arme de l'Air de Sngal (Senegalese Air Force)
JHMS 11/10/01 *MILITARY CENSUS/SAUDI ARABIA/Saudi Armed Forces Medical Services
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JHMS 11/10/01 MILITARY CENSUS/SAUDI ARABIA/Royal Saudi Land Forces

JHMS 11/10/01 MILITARY CENSUS/SAUDI ARABIA/Royal Saudi Naval Force
JHMS 11/10/01 MILITARY CENSUS/SAUDI ARABIA/Al Quwwat al Jawwiya al Malakiya as Sa'udiya (Royal Saudi Air Force)
JHMS 11/10/01 MILITARY CENSUS/RWANDA/Force Arienne Rwandaise (Rwandan Air Force)
JHMS 11/10/01 *MILITARY CENSUS/RUSSIA/Armeiskaya Aviatsiya (Army Aviation)
JHMS 11/10/01 MILITARY CENSUS/RUSSIA/Aviatsiya Voyenno-Morskoyo Flota (AV-MF) (Aviation of the Naval Defence Fleet)
JHMS 11/10/01 MILITARY CENSUS/RUSSIA/Voyenno-Vozdushnyye Sily (Military Air Forces)
JHMS 11/10/01 MILITARY CENSUS/ROMANIA/Marina Romana (Romanian Navy)
JHMS 11/10/01 *MILITARY CENSUS/ROMANIA/Aviatez Militare Romane (Romanian Military Aviation)
JHMS 11/10/01 MILITARY CENSUS/QATAR/Qatar Amiri Air Force
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JHMS 11/10/01 MILITARY CENSUS/POLAND/Ministerstwo Spraw Wewnetrznych (Ministry of the Interior)

JHMS 11/10/01 *MILITARY CENSUS/POLAND/Polska Lotnictwo Wojsk Ladowych (Polish Army Air Force)
JHMS 11/10/01 MILITARY CENSUS/POLAND/Polska Lotnictwa Marynarki Wojennej (Polish Naval Air Arm)
JHMS 11/10/01 MILITARY CENSUS/POLAND/Polska Wojska Lotnicze i Obrony Powietrznej (Polish Air Defence and Aviation Force)
JHMS 11/10/01 MILITARY CENSUS/PERU/Policia Nacional Peruana (Peruvian National Police)
JHMS 11/10/01 MILITARY CENSUS/PERU/Aviacin del Ejrcito Peruana (Peruvian Army Aviation)
JHMS 11/10/01 MILITARY CENSUS/PERU/Servicio Aeronaval de la Marina Peruana (Peruvian Naval Air Service)
JHMS 11/10/01 MILITARY CENSUS/PERU/Fuerza Area del Peru (Peruvian Air Force)
JHMS 11/10/01 MILITARY CENSUS/PARAGUAY/Aviacin de la Armada Nacional Paraguaya (Paraguayan Naval Aviation)
JHMS 11/10/01 MILITARY CENSUS/PARAGUAY/Fuerza Area Paraguaya (Paraguayan Air Force)
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JHMS 11/10/01 MILITARY CENSUS/PAPUA/Papua New Guinea Defence Force

JHMS 11/10/01 MILITARY CENSUS/PANAMA/Panama Servicio Areo Nacional (National Air Service)
JHMS 11/10/01 MILITARY CENSUS/PALESTINE/Palestine Authority
JHMS 11/10/01 *MILITARY CENSUS/NORWAY/Kongelige Norske Luftforsvaret (Royal Norwegian Air Force)
JHMS 11/10/01 MILITARY CENSUS/NIGER/Escadrille Nationale du Niger (Niger National Squadron)
JHMS 11/10/01 MILITARY CENSUS/NICARAGUA/Ejercito de Nicaragua - Fuerza Area (Nicaraguan Army Air Force)
JHMS 11/10/01 MILITARY CENSUS/NETHERLANDS/Marine Luchtvaartdienst (Naval Aviation Service)
JHMS 11/10/01 *MILITARY CENSUS/NETHERLANDS/Koninklijke Luchtmacht (Royal Netherlands Air Force)
JHMS 11/10/01 MILITARY CENSUS/NEPAL/Royal Nepalese Air Force
JHMS 11/10/01 MILITARY CENSUS/NAMIBIA/Namibia Defence Force
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JHMS 11/10/01 MILITARY CENSUS/MYANMAR (BURMA)/Tamdaw Lay (Myanmar Air Force)

JHMS 11/10/01 MILITARY CENSUS/MOZAMBIQUE/Fora Popular Area de Mocambique (Mozambique Air Force)
JHMS 11/10/01 MILITARY CENSUS/MOROCCO/Escuadron Arien du Gendarmerie Royale (Royal Gendarmerie Air Squadron)
JHMS 11/10/01 MILITARY CENSUS/MOROCCO/Al Quwwat al Jawwiya al Malakiya Marakishiya/Force Arienne Royale Marocaine
(Royal Moroccan Air Force)
JHMS 11/10/01 MILITARY CENSUS/MONGOLIA/Air Force of the Mongolian Republic
JHMS 11/10/01 MILITARY CENSUS/MOLDOVA/Moldova Air Force and Air Defence
JHMS 11/10/01 MILITARY CENSUS/MAURITIUS/Mauritius Police Air Wing
JHMS 11/10/01 MILITARY CENSUS/MAURITANIA/Force Arienne Islamique de Mauritanie (Mauritanian Islamic Air Force)
JHMS 11/10/01 MILITARY CENSUS/MALTA/Armed Forces of Malta
JHMS 11/10/01 MILITARY CENSUS/MALI/Force Arienne de la Rpublique du Mali (Mali Republic Air Force)
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JHMS 11/10/01 MILITARY CENSUS/MALDIVES/Maldives Defence Force

JHMS 11/10/01 MILITARY CENSUS/MALAWI/Malawi Army Air Wing
JHMS 11/10/01 MILITARY CENSUS/MADAGASCAR/Arme de l'Air Malgache (Malagasy Air Force)
JHMS 11/10/01 MILITARY CENSUS/LITHUANIA/Karins Oro Pajgos (Military Air Forces)
JHMS 11/10/01 MILITARY CENSUS/LIBYA/Libyan Arab Republic Army
JHMS 11/10/01 MILITARY CENSUS/LIBYA/Libyan Arab Republic Navy
JHMS 11/10/01 MILITARY CENSUS/LIBYA/Al Quwwat al Jawwiya al Jamahiriyah al Arabiya al Libya (Libyan Arab Republic Air Force)
JHMS 11/10/01 MILITARY CENSUS/LIBERIA/Liberian Army Air Unit
JHMS 11/10/01 MILITARY CENSUS/LESOTHO/Royal Lesotho Defence Force
JHMS 11/10/01 MILITARY CENSUS/LEBANON/Al Quwwat al Jawwiya al Lubnaniya/Force Arienne Libanaise (Lebanese Air Force)
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JHMS 11/10/01 MILITARY CENSUS/LATVIA/Latvijas Gaisaspeki (Latvian Air Force)

JHMS 11/10/01 MILITARY CENSUS/LAOS/Lao People's Liberation Army Air Force
JHMS 11/10/01 MILITARY CENSUS/KYRGYZSTAN/Republic of Kyrgyzsa Air Arm
JHMS 11/10/01 MILITARY CENSUS/KUWAIT/Al Quwwat al Jawwiya al Kuwaitiya (Kuwait Air Force)
JHMS 11/10/01 MILITARY CENSUS/KOREA, NORTH/Korean People's Army Air Force
JHMS 11/10/01 MILITARY CENSUS/KENYA/Kenya Air Force
JHMS 11/10/01 MILITARY CENSUS/KAZAKHSTAN/Kazakhstan Air Force and Air Defence
JHMS 11/10/01 MILITARY CENSUS/JORDAN/Al Quwwat al Jawwiya al Malakiya al Urduniya (Royal Jordanian Air Force)
JHMS 11/10/01 MILITARY CENSUS/JAPAN/Nihon Rikujyo Jieitai (Japanese Ground Self-Defence Force) (JGSDF)
JHMS 11/10/01 MILITARY CENSUS/JAPAN/Nihon Kaijyo Jieitai (Japanese Maritime Self-Defence Force) (JMSDF)
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JHMS 11/10/01 MILITARY CENSUS/JAPAN/Nihon Koku Jieitai (Japanese Air Self-Defence Force) (JASDF)
JHMS 11/10/01 MILITARY CENSUS/JAMAICA/Jamaica Defence Force Air Wing
JHMS 11/10/01 MILITARY CENSUS/COTE D'IVOIRE/Force Arienne de la Cote d'Ivoire (Ivory Coast Air Force)
JHMS 11/10/01 *MILITARY CENSUS/ITALY/Guardia di Finanza (Customs)
JHMS 11/10/01 MILITARY CENSUS/ALBANIA/Forcat Ushtarake Ajore Shgipetare (Albanian People's Army Air Force)
JHMS 11/10/01 MILITARY CENSUS/AFGHANISTAN/De Afghan Hauai Quvah (Afghan Army Air Force)
JHMS 11/10/01 MILITARY CENSUS/ITALY/Corpo Carabinieri (Military Police Force)
JHMS 11/10/01 MILITARY CENSUS/ITALY/Capitanerie di Porto (Ports Authority)
JHMS 11/10/01 MILITARY CENSUS/ITALY/Cavalleria dell'Aria (Air Cavalry)
JHMS 11/10/01 MILITARY CENSUS/ITALY/Marina Militare Italiano (Italian Naval Aviation)
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JHMS 11/10/01 MILITARY CENSUS/ITALY/Aeronautica Militare Italiana (Italian Air Force)

JHMS 11/10/01 *MILITARY CENSUS/ISRAEL/Tsvah Haganah le Israel-Heyl Ha'Avir (Israeli Defence Force - Air Force)
JHMS 11/10/01 MILITARY CENSUS/IRAQ/Al Quwwat al Jawwiya al Iraqiya (Iraqi Air Force)
JHMS 11/10/01 *MILITARY CENSUS/INDONESIA/Tentara Nasional Indonesia - Angkatan Kepolisian (Indonesian National Defence Police Force)
JHMS 11/10/01 MILITARY CENSUS/INDONESIA/Tentara Nasional Indonesia - Angkatan Darat (Indonesian National Defence - Army
Aviation)
JHMS 11/10/01 MILITARY CENSUS/INDONESIA/Tentara Nasional Indonesia - Angkatan Laut (Indonesian National Defence - Naval
Aviation)
JHMS 11/10/01 MILITARY CENSUS/INDONESIA/Tentara Nasional Indonesia - Angkatan Udara (Indonesian National Defence - Air
Force)
JHMS 11/10/01 MILITARY CENSUS/ICELAND/Islenska Landhelgisgaeslan (Icelandic Coastguard)
JHMS 11/10/01 *MILITARY CENSUS/HUNGARY/Magyar Honvdseg Replo Csapatai (Hungarian Air Defence Group)
JHMS 11/10/01 MILITARY CENSUS/HONDURAS/Fuerza Area Hondurena (Honduran Air Force)
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JHMS 11/10/01 MILITARY CENSUS/HAITI/Corps Arien d'Haiti (Haitian Air Corps)

JHMS 11/10/01 MILITARY CENSUS/GUYANA/Guyana Defence Force Air Corps
JHMS 11/10/01 MILITARY CENSUS/GUINEA REPUBLIC/Force Arienne de Guine (Guinea Republic Air Force)
JHMS 11/10/01 MILITARY CENSUS/GUINEA-BISSAU/Force Arienne da Guin-Bissau (Guinea-Bissau Air Force)
JHMS 11/10/01 MILITARY CENSUS/GUATEMALA/Fuerza Area Guatemalteca (Guatemalan Air Force)
JHMS 11/10/01 *MILITARY CENSUS/GREECE/Elliniki Aeroporia Stratou (Hellenic Army Aviation)
JHMS 11/10/01 MILITARY CENSUS/GREECE/Elliniki Polemiki Naftikou (Hellenic Navy)
JHMS 11/10/01 MILITARY CENSUS/GREECE/Elliniki Polemiki Aeroporia (Hellenic Military Aviation)
JHMS 11/10/01 MILITARY CENSUS/GHANA/Ghana Air Force
JHMS 11/10/01 MILITARY CENSUS/GABON/Aviation Lgre des Armes (Army Aviation)
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JHMS 11/10/01 MILITARY CENSUS/GABON/Garde Prsidentielle (Presidential Guard)

JHMS 11/10/01 MILITARY CENSUS/GABON/Forces Ariennes Gabonaises (Gabonese Air Forces)
JHMS 11/10/01 MILITARY CENSUS/FRANCE/Centre d'Essais en Vol (Flight Research Centre)
JHMS 11/10/01 MILITARY CENSUS/FRANCE/Gendarmerie Nationale (National Territorial Police)
JHMS 11/10/01 MILITARY CENSUS/FRANCE/Aviation Lgre de l'Arme de Terre (Army Aviation)
JHMS 11/10/01 MILITARY CENSUS/FRANCE/Aronautique Navale (Naval Air Arm)
JHMS 11/10/01 MILITARY CENSUS/FRANCE/Arme de l'Air (Air Force)
JHMS 11/10/01 MILITARY CENSUS/FIJI/Fiji Air Wing
JHMS 11/10/01 MILITARY CENSUS/ETHIOPIA/Ethiopian Army Aviation
JHMS 11/10/01 MILITARY CENSUS/ETHIOPIA/Ye Ityopya Ayer Hayl (Ethiopian Air Force)
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JHMS 11/10/01 MILITARY CENSUS/ESTONIA/Eesti Piirivalve Lennusalk (Estonian Border Guard Aviation Group)
JHMS 11/10/01 MILITARY CENSUS/ESTONIA/Eesti huvgi (Estonian Air Force)
JHMS 11/10/01 MILITARY CENSUS/ERITREA/Eritrean Air Force
JHMS 11/10/01 MILITARY CENSUS/EQ. GUINEA/Guardia Nacional (Equatorial Guinea National Guard)
JHMS 11/10/01 MILITARY CENSUS/EL SALVADOR/Fuerza Area Salvadorena (Salvadorean Air Force)
JHMS 11/10/01 *MILITARY CENSUS/EGYPT/Egyptian Navy
JHMS 11/10/01 MILITARY CENSUS/EGYPT/Al Quwwat al Jawwiya il Misriya (Arab Republic of Egypt Air Force)
JHMS 11/10/01 MILITARY CENSUS/ECUADOR/Servicio Areo del Ejrcito Ecuatoriana (Ecuadorean Army Air Service)
JHMS 11/10/01 MILITARY CENSUS/ECUADOR/Aviacin Naval Ecuatoriana (Ecuadorean Naval Aviation)
JHMS 11/10/01 MILITARY CENSUS/ECUADOR/Fuerza Area Ecuatoriana (Ecuadorean Air Force)
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JHMS 11/10/01 MILITARY CENSUS/DOMINICAN REP./Fuerza Area Dominicana (Dominican Air Force)
JHMS 11/10/01 MILITARY CENSUS/DJIBOUTI/Force Arienne Djiboutienne (Djibouti Air Force)
JHMS 11/10/01 MILITARY CENSUS/CZECH REPUBLIC/Letecka Sluzba Policie Cesk Republiky (Czech Republic Police Aviation)
JHMS 11/10/01 *MILITARY CENSUS/CZECH REPUBLIC/Cesk Letectvo a Protivzdusna Obrana (Czech Air Force and Air Defence)
JHMS 11/10/01 MILITARY CENSUS/CYPRUS/Astynomia (Police)
JHMS 11/10/01 MILITARY CENSUS/CYPRUS/Kypriaki Stratiotiki Aeroporia (Cyprus Air Force)
JHMS 11/10/01 MILITARY CENSUS/CUBA/Defensa Anti-Area y Fuerza Area Revolucionaria (Anti-aircraft Defence and Revolutionary
Air Force)
JHMS 11/10/01 *MILITARY CENSUS/COSTA RICA/Ministerio de La Seguridad Pblica (Costa Rica Public Security Ministry)
JHMS 11/10/01 MILITARY CENSUS/CONGO, DEMOCRATIC REPUBLIC/Force Arienne Congolaise (Congo Air Force)
JHMS 11/10/01 MILITARY CENSUS/CONGO/Force Arienne Congolaise (Congolese Air Force)
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JHMS 11/10/01 MILITARY CENSUS/COMOROS/Comoros Military Aviation Command

JHMS 11/10/01 *MILITARY CENSUS/CHINA/Army Aviation Corps
JHMS 11/10/01 MILITARY CENSUS/CHINA/Aviation of the People's Navy
JHMS 11/10/01 MILITARY CENSUS/CHINA/Zhongkuo Shenmin Taifang Tsunputai (Air Force of the People's Liberation Army) (AFPLA)
JHMS 11/10/01 MILITARY CENSUS/CHAD/Escadrille Nationale Tchadienne (Chad National Flight)
JHMS 11/10/01 MILITARY CENSUS/AFRICA REP./Escadrille Centrafricaine (Central African Flight)
JHMS 11/10/01 MILITARY CENSUS/CAPE VERDE/Fora Area Caboverdaine (Cape Verde Air Force)
JHMS 11/10/01 *MILITARY CENSUS/CANADA/Canadian Forces-Air Command
JHMS 11/10/01 MILITARY CENSUS/CAMEROON/Arme de l'Air du Cameroun (Cameroon Air Force)
JHMS 11/10/01 MILITARY CENSUS/CAMBODIA/Royal Cambodian Air Force
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JHMS 11/10/01 MILITARY CENSUS/BURUNDI/Arme Nationale du Burundi (Burundi National Army)

JHMS 11/10/01 MILITARY CENSUS/BURKINA FASO/Force Arienne de Burkina Faso (Burkina Faso Air Force)
JHMS 11/10/01 MILITARY CENSUS/BULGARIA/Aviatziya Na BVMF (Bulgarian Naval Aviation)
JHMS 11/10/01 MILITARY CENSUS/BULGARIA/Bulgarski Voenno Vozdushni Sili (Bulgarian Military Air Forces)
JHMS 11/10/01 MILITARY CENSUS/BRUNEI DARUSSALAM/Angkatan Tentara Udara Diraja Brunei (Royal Brunei Air Force)
JHMS 11/10/01 *MILITARY CENSUS/BRAZIL/Comando do Aviao do Exrcito (Army Aviation Command)
JHMS 11/10/01 *MILITARY CENSUS/BRAZIL/Fora Aeronaval da Marinha do Brasil (Brazilian Naval Air Force)
JHMS 11/10/01 MILITARY CENSUS/BRAZIL/Fora Area Brasiliera (Brazilian Air Force)
JHMS 11/10/01 MILITARY CENSUS/BOTSWANA/Botswana Defence Force Air Wing
JHMS 11/10/01 MILITARY CENSUS/BOSNIA-HERZEGOVINA/Vazduhoplovstvo I Protivvazdusna Odbrana Vojska Republike Srpske
(Serbian Republic Air and Air Defence Force)
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JHMS 11/10/01 MILITARY CENSUS/BOSNIA-HERZEGOVINA/Ratno Zrakoplovstvo I Protuzracna Odbrana Vojske Federacije (Bosniac
and Croat Federation Air and Air Defence Force)
JHMS 11/10/01 MILITARY CENSUS/BOLIVIA/Aviacin del Ejercito Boliviano (Bolivian Army Aviation)
JHMS 11/10/01 MILITARY CENSUS/BOLIVIA/Fuerza Area Boliviana (Bolivian Air Force)
JHMS 11/10/01 MILITARY CENSUS/BHUTAN/Bhutan Air Arm
JHMS 11/10/01 MILITARY CENSUS/BENIN/Force Arme Populaire du Benin (People's Armed Forces of Benin)
JHMS 11/10/01 MILITARY CENSUS/BELIZE/Belize Defence Force
JHMS 11/10/01 MILITARY CENSUS/BELGIUM/Rijkswacht/Gendarmerie
JHMS 11/10/01 *MILITARY CENSUS/BELGIUM/Groupement d'Avions Lgre/Groepering Licht Vliegwezen (Light Aviation Group)
JHMS 11/10/01 MILITARY CENSUS/BELGIUM/Force Arienne Belge/Belgische Luchtmacht (Belgian Air Force)
JHMS 11/10/01 MILITARY CENSUS/BELARUS/Voyenno-Vozdushnye Sily (Military Air Forces)
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JHMS 11/10/01 MILITARY CENSUS/BARBADOS/Barbados Defence Force

JHMS 11/10/01 MILITARY CENSUS/BANGLADESH/Bangladesh Biman Bahini (Bangladesh Defence Force Air Wing)
JHMS 11/10/01 MILITARY CENSUS/BAHRAIN/Bahrain Amiri Naval Air Arm
JHMS 11/10/01 MILITARY CENSUS/BAHRAIN/Bahrain Amiri Air Force
JHMS 11/10/01 MILITARY CENSUS/BAHAMAS/Royal Bahamas Defence Force
JHMS 11/10/01 MILITARY CENSUS/AZERBAIJAN/Azerbaijani Air Force
JHMS 11/10/01 MILITARY CENSUS/ARMENIA/Republic of Armenia Air Force
JHMS 11/10/01 MILITARY CENSUS/ANGOLA/Fora Area Popular de Angola (Angolan People's Air Force)
JHMS 11/10/01 MILITARY CENSUS/ALGERIA/Al Quwwat al Jawwiya al Jaza'eriya (Algerian Air Force)
JHMS 31/07/00 MILITARY CENSUS/PORTUGAL/Guarda Nacional Republicana (National Republican Guard)
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JHMS 31/07/00 MILITARY CENSUS/FINLAND/Suomen Ilmavoimat (Finnish Air Force)

JHMS 31/07/00 MILITARY CENSUS/BELARUS/Voyenno-Vozdushnyye Sily (Military Air Forces)
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: PRICE GUIDE
this category
1 document strictly in PRICE GUIDE
JHMS 18/03/02 PRICE GUIDE
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: SIGNIFICANT EVENTS
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JHMS 28/06/02 SIGNIFICANT EVENTS/Significant events in 2002
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Browse: Markets: Jane's Helicopter Markets and Systems: Section: UNMANNED HELICOPTERS
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JHMS 12/06/02 UNMANNED HELICOPTERS/USA/Type
JHMS 12/06/02 *UNMANNED HELICOPTERS/CANADA/Type
JHMS 12/12/00 *UNMANNED HELICOPTERS/CIS/Yakovlev Albatros
JHMS 12/12/00 *UNMANNED HELICOPTERS/USA/Freewing Scorpion
JHMS 04/12/00 *UNMANNED HELICOPTERS/FRANCE/Thomson-CSF Detexis Thomcopter
JHMS 04/12/00 *UNMANNED HELICOPTERS/FRANCE/ATECH-PRO Foucade
JHMS 04/12/00 *UNMANNED HELICOPTERS/USA/Bell Eagle Eye
JHMS 04/12/00 UNMANNED HELICOPTERS/JAPAN/Yanmar YH-300
JHMS 04/12/00 *UNMANNED HELICOPTERS/JAPAN/Yamaha R-MAX
JHMS 04/12/00 *UNMANNED HELICOPTERS/FRANCE/Techno Sud Vigilant
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JHMS 04/12/00 *UNMANNED HELICOPTERS/USA/Sikorsky Cypher
JHMS 04/12/00 *UNMANNED HELICOPTERS/INTERNATIONAL/Kawada RoboCopter 300
JHMS 04/12/00 *UNMANNED HELICOPTERS/SWEDEN/Scandicraft Apid
JHMS 04/12/00 *UNMANNED HELICOPTERS/USA/SAIC Vigilante
JHMS 04/12/00 *UNMANNED HELICOPTERS/CHINA/NAI Soar Bird
JHMS 04/12/00 *UNMANNED HELICOPTERS/TAIWAN/Modus Verticraft
JHMS 04/12/00 *UNMANNED HELICOPTERS/CIS/Kamov Ka-137
JHMS 04/12/00 *UNMANNED HELICOPTERS/CIS/Kamov Ka-37
JHMS 04/12/00 *UNMANNED HELICOPTERS/USA/Kaman Spyglass (K-MAX)
JHMS 04/12/00 *UNMANNED HELICOPTERS/UK/Intora Firebird
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JHMS 04/12/00 *UNMANNED HELICOPTERS/USA/Dragonfly DP4

JHMS 04/12/00 *UNMANNED HELICOPTERS/KOREA, SOUTH/Daewoo ARCH-50
JHMS 04/12/00 *UNMANNED HELICOPTERS/USA/Boeing Heliwing
JHMS 04/12/00 *UNMANNED HELICOPTERS/FRANCE/Survey-Copter
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JHMS 19/03/02 *UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/CHINA/Type

JHMS 12/02/02 UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/USA/Type
JHMS 04/12/00 *UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/ISRAEL/AD&D Hornet
JHMS 04/12/00 *UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/USA/AAT Spinwing
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JHMS 19/03/02 UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/MILITARY/CZECH REPUBLIC/Type

JHMS 12/02/02 *UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/MILITARY/JAPAN/Type
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JHMS 07/05/02 *UNMANNED HELICOPTERS - ROTARY-WING - MILITARY/USA/Type

JHMS 07/05/02 *UNMANNED HELICOPTERS - ROTARY-WING - MILITARY/NETHERLANDS/Type
JHMS 19/03/02 *UNMANNED HELICOPTERS - ROTARY-WING - MILITARY/CHINA/Type
JHMS 12/02/02 *UNMANNED HELICOPTERS - ROTARY-WING - MILITARY/AUSTRIA/Type
JHMS 12/02/02 *UNMANNED HELICOPTERS - ROTARY-WING - MILITARY/GERMANY/Type
JHMS 12/02/02 *UNMANNED HELICOPTERS - ROTARY-WING - MILITARY/FRANCE/Type
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BUYERS GUIDE AIRFRAME MANUFACTURERS, KOREA, SOUTH

Date Posted: 28 June 2002
Jane's Helicopter Markets and Systems 16
Korea Aerospace Industries Ltd (KAI)

8th Floor, Haedong Insurance Building 463, 3Ka, Chungjeong-Ro, Seodaemun-Ku, Seoul 120-709,
South Korea
Tel: (+82 2) 20 01 30 60
Fax: (+82 2) 20 01 30 11; 2
PRESIDENT AND CEO:
Lim In Taik
Changwon Plant
24, Seongju-Dong, Changwon-Shi, Kyungnam 641-120, South Korea
Tel: (+82 551) 280 65 01
Fax: (+82 551) 285 23 83
Sachon Plant
321 Yuchun-Ri, Sanam-Myun, Sachon-Shi, Kyungnam 356-850, South Korea
Tel: (+82 593) 851 10 00
Fax: (+82 593) 851 10 05
Seosan Pant
8-2, Kalhyun-Ri, Seongyeon-Myun, Seosan-Shi, Chungnam 664-940, South Korea
Tel: (+82 455) 661 71 14
Fax: (+82 455) 664 46 12
Established on 1 October 1999 through the consolidation of the aerospace businesses of Daewoo Heavy
Industries (DHI), Hyundai Space & Aircraft (HYSA) and Samsung Aerospace (SSA), as part of the
restructuring and rationalisation of Korea's aerospace industry. KAI is the designated prime contractor
and systems integrator for all fixed- and rotary-wing aircraft required by the Korean government.
Helicopter projects include the Korean Multi-Purpose Helicopter (KMH), the AH-X heavy attack
helicopter, SB 427 light helicopter developed by Bell Helicopter Textron and Samsung Aerospace, and
local production and marketing of the PZL Sokol helicopter, initiated through an agreement signed by
PZL and Daewoo (DHI). The unmanned helicopter programmes of DHI also come under KAI.
UPDATED
2002 Jane's Information Group
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BUYERS GUIDE AIRFRAME MANUFACTURERS, UNITED STATES OF AMERICA
The Enstrom Helicopter Corporation

PO Box 490, 2209 North 22nd Street, Twin County Airport, Menominee, Michigan 49858-0490, USA
Tel: (+1 906) 863 12 00
Fax: (+1 906) 863 68 21
Takashi Miyakawa
Robert M Tuttle
CHIEF EXECUTIVE OFFICER: Steve Daniels
VICE-PRESIDENT MANUFACTURING: John E Hanson
VICE-PRESIDENT ENGINEERING: Robert L Jenny
VICE-PRESIDENT MARKETING AND SERVICE: Robert J Cleland
OWNER AND SOLE SHAREHOLDER:
CHAIRMAN:
The Enstrom Helicopter Corporation was founded in 1959. The company designed, tested and
certificated the three-seat F28 in 1968 as the Enstrom helicopter to enter serial production. The F28C
and 280C models were certificated in 1976 and were produced through 1980, at which time both models
were upgraded to the F28F and 280F. The 280F underwent a design change in 1985, changing the
model to the current 280FX.
The Corporation designed, tested and certificated its first turbine helicopter, the TH-28, in 1992,
followed closely in 1994 by the certification of the five-seat commercial model 480. The 480 features a
wide spacious cabin which is an open-cabin design providing exceptional visibility for all five
occupants. The rotor system utilised on all Enstrom model helicopters is the Enstrom-designed and
-manufactured three-blade, fully articulated system. This heavy, rugged rotor system provides
exceptional autorotation capability and therefore boasts the best safety record according to the records
published by the US National Transportation Safety Board.
Production in China planned at Wuhan; Wuhan Helicopter Company (WHC) has been established for
this purpose with four- year programme and production capacity of 100 per year for sale only in China.
UPDATED
President and CEO Robert M Tuttle (Gnter Endres/Jane's)

(2002)
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Bell Helicopter Textron Inc

(Subsidiary of Textron Inc)
PO Box 482, Fort Worth, Texas 76101, USA
Tel: (+1 817) 280 84 15
Fax: (+1 817) 280 82 21
Web: http://www.bellhelicopter.
textron.com
CHAIRMAN: John
R Murphey
Glenn E Hess
EXECUTIVE VICE-PRESIDENT: P D Shabay
PRESIDENT/COO:
SENIOR VICE-PRESIDENT ACQUISITIONS AND INTERNATIONAL BUSINESS

DEVELOPMENT:
Fred N Hubbard
SENIOR VICE-PRESIDENT RESEARCH AND ENGINEERING: Troy M Gaffey

VICE-PRESIDENT AND MANAGING DIRECTOR BELL/AGUSTA AEROSPACE
COMPANY: James
K Rogers
The world's leading producer of helicopters, Bell Helicopter has been a subsidiary of Textron Inc, a
global, multi-industry company, since January 1982. Bell Helicopter Canada (which see) was formed at
Montreal/Mirabel under contract with the Canadian government in October 1983 and has taken over
production of several models.
Bell has built more than 34,000 helicopters since 1946, when the Model 47 became the world's first
helicopter certificated for commercial use. Current production at Fort Worth is taken up with the
AH-1W SuperCobra for the US Marine Corps and the armed OH-58D Kiowa Warrior for the US Army,
together with the V-22 Osprey tilt-rotor in a teaming arrangement with Boeing (which see). Production
of the V-22, and the BA 609 tilt-rotor built in a joint venture with Agusta, will be assembled at its new
centre in Amarillo, Texas. Also produces around 50 per cent of commercial helicopters being assembled
in Canada.
Over the years, Bell has participated in a number of co-production programmes to assemble
helicopters in other countries, including Argentina, Italy, Japan, Norway, Turkey and Indonesia. Current
licence-production is undertaken by Agusta (Italy), IPTN (Indonesia) and Fuji (Japan). Bell Helicopter
Korea (BKK) is planning to co-produce helicopters with Bell Helicopter Textron in South Korea.
Bell Helicopter Textron employs 6,200 people at Fort Worth and 1,800 in Canada. It operates 10
plants with a total area of over 280,000 m2 (3,000,000 sq ft).
UPDATED
Bell Helicopter Textron facilities at Fort Worth, Texas

(1998)
Gnter Endres MRAeS
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BUYERS GUIDE AIRFRAME MANUFACTURERS, CANADA
Bell Helicopter Textron Canada Lte

(A division of Textron Canada Ltd)
12800 Rue de l'Avenir, Mirabel,
Quebec J7J 1R4, Canada
Tel: (+1 514) 437 34 00
Fax: (+1 514) 437 60 10
PRESIDENT:
Bob MacDonald
Memorandum of Understanding to start helicopter industry in Canada signed 7 October 1983; US civil
production of 206B JetRanger transferred to Canada in 1986, 206L LongRanger by early 1987; then 212
in 1988 and 412 in 1989. The 230 was introduced and certificated in Canada in 1992 but has now been
replaced by the 430. Also builds the Model 427 in a collaborative agreement with Samsung Aerospace
of South Korea, and the CH-146 Griffon, a highly modified version of the 412EP, for the Canadian
Forces. Over 1,000 (all models) delivered by 1996; about half of each helicopter made in Canada
(dynamic systems supplied by Bell Fort Worth). Production rate from 15 to 25 per month. The company
has 1,800 employees.
VERIFIED
Bell Helicopter Textron Canada manufacturing plant at Mirabel, Quebec

(1998)
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BUYERS GUIDE AIRFRAME MANUFACTURERS, CZECH REPUBLIC

Date Posted: 19 March 2002
NA Design Company Inc (NADC)

Brnensk 415, 664 34 Kurim, Czech Republic
Tel: (+420 5) 41 2 3 06 94
Fax: (+420 5) 850 77 41
e-mail: nadc@centrum.cz
Web: http://www.bongo.cz
CHAIRMAN AND CHIEF DESIGNER:
Jan Nmisnk
FINANCE MANAGER: Jan Oplatek
CUSTOMER SERVICE: Jaroslav Najman
NEW ENTRY
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Sikorsky Aircraft (A United Technologies

Company)
6900 Main Street, Stratford, Connecticut 06615-9129, USA
Tel: (+1 203) 386 40 00
Fax: (+1 203) 386 73 00
Web: http://www.sikorsky.com
Troy, Alabama; South Avenue, Bridgeport, Connecticut; Shelton, Connecticut; West
Haven, Connecticut; Development Flight Test Center, West Palm Beach, Florida
OTHER WORKS:
PRESIDENT:
Dean Borgman
SENIOR VICE-PRESIDENT FINANCE AND CFO:
Jay Haberland
SENIOR VICE-PRESIDENT PRODUCTION OPERATIONS: Mark J Evans
SENIOR VICE-PRESIDENT ENGINEERING AND ADVANCED DEVELOPMENT PROGRAMMES:
Paul W Martin
SENIOR VICE-PRESIDENT MARKETING AND COMMERICAL PROGRAMS: Jeffrey
VICE-PRESIDENT PROGRAMS:
Merrick W Hellyar
VICE PRESIDENT CIVIL PROGRAMS: Tommy H Thomason
VICE-PRESIDENT OPERATIONS AND ENGINEERING: Dennis Campbell
VICE-PRESIDENT PRODUCTION OPERATIONS: Robert R Moore
VICE-PRESIDENT GOVERNMENT BUSINESS DEVELOPMENT: Gary F Rast
VICE-PRESIDENT BUSINESS DEVELOPMENT: R Michael Baxter
DIRECTOR COMMUNICATIONS: Ren I Beauchamp
P Pino
MANAGER PUBLIC RELATIONS:
William S Tuttle
Founded as Sikorsky Aero Engineering Corporation by the late Igor I Sikorsky; has been division of
United Technologies Corporation since 1929, but established as a subsidiary with effect 1 January 1995;
began helicopter production in 1940s; has produced more than 7,800 rotary-wing aircraft; further 1,800
Sikorsky helicopters built by foreign licensees. Headquarters and main plant at Stratford, Connecticut
which, along with other facilities in Connecticut, Alabama and Florida, total 371,600 m2 (4,000,000
sq ft). Total work force is 8,300.
Main current programmes include UH-60 Black Hawk and derivatives, CH-53E Super Stallion and
S-76 series; S-92 Helibus under development. Sikorsky and Boeing Helicopters won US Army RAH-66
Comanche light helicopter demonstration/validation order on 5 April 1991 (see under Boeing Sikorsky).
Sikorsky licensees include Agusta of Italy, Mitsubishi of Japan, Korean Air and GKN Westland of
the UK. Sikorsky and Embraer of Brazil signed agreement in summer 1983 to transfer technology
covering design and manufacture of composite components. Sikorsky and CASA of Spain signed MoU
in June 1984 covering long-term helicopter industrial co-operation programme; CASA builds tail rotor
pylon, tailcone and stabiliser components for H-60 and S-70, with first CASA S-70 components
delivered to Sikorsky January 1986.
Licence to manufacture S-70 in Japan granted to Mitsubishi Heavy Industries in 1988 and to Korean
Air for South Korea in 1990.
UPDATED
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Schweizer Aircraft Corporation

PO Box 147, Elmira, New York 14902, USA
Tel: (+1 607) 739 38 21
Fax: (+1 607) 796 24 88
Tx: 932459 SCHWEIZER BIGF
e-mail: marketing@sacusa.com
Web: http://www.schweizer-aircraft.com
PRESIDENT:
Paul H Schweizer
EXECUTIVE VICE-PRESIDENTS:
Leslie E Schweizer
W Stuart Schweizer
VICE-PRESIDENT: Michael D Oakley
MARKETING DIRECTORS: Rocky Peters; David Savage; Barbara Tweedt
Established in 1939 to produce sailplanes which remain an element of current business. Also produced
Ag-Cat agricultural aircraft from 1957 until manufacturing rights sold in 1995.
Schweizer acquired rights for sole US manufacture of Hughes 300 light helicopter 13 July 1983; first
Elmira-built 300C completed June 1984; Schweizer purchased US rights for whole 300C programme
from McDonnell Douglas Helicopter Company (formerly Hughes Helicopters) 21 November 1986.
Current production includes 300C, 300CB and 333 models and the 2-37B and 2-38B family of fixex
wing aircraft; also continues support for earlier Hughes models. Schweizer subcontracts include aircraft
structural components and assemblies for Northrop Grumman, Sikorsly and Boeing.
Total area of manufacturing facilities amounts to 18,500 m2 (200,000 sq ft).
UPDATED
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BUYERS GUIDE AIRFRAME MANUFACTURERS, CHINA, PEOPLE'S REPUBLIC

Beijing University of Aeronautics & Astronautics

(BUAA)
37 Xue Yuan Road, Haidian, Beijing 100083, People's Republic of China
Tel: (+86 10) 62 01 72 51
Fax: (+86 10) 62 02 83 56
Email: webadmin@manager.buaa.edu.cn
UPDATED
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BUYERS GUIDE AIRFRAME MANUFACTURERS, ITALY

Jane's Helicopter Markets and Systems 2002-2003
Heli-Sport Srl
Strada Traforo del Pino 104, I-10132 Turin, Italy
Tel: (+39 011) 899 95 65
Fax: (+39 011) 899 96 18
e-mail: info@ch-7helicopter.com
Web: http://www.ch-7helicopter.com
Previously known as EliSport, the company produces the CH-7 Angel/Kompress ultralight helicopter, a
development of the CH-6, produced in 1987 in Argentina by Augusto Cicare.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, JAPAN

Engineering System Co Ltd

652-83 Sasaga, Matsumoto-shi, Nagano-ken, 399-0033 Japan
Tel: (+81 263) 26 12 12
Fax: (+81 263) 26 12 13
e-mail: aviation@engineeringsystem.co.jp
Web: http://www.engineeringsystem.co.jp
Established in 1970 by its president Gennai Yanagisawa, who recently designed the single-seat GEN
H-4 ultralight helicopter, which flew in summer 2000. Testing has yet to be completed.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, LITHUANIA

Date Posted: 27 November 2001
Silver Titan
Rodunus Kelias 26-112, LT-2038 Vilnius, Lithuania
Tel and Fax: (+370 98) 753 38
e-mail: vytaur@excite.com
DIRECTOR:
Vytautas Radavicius
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Performance Aviation Manufacturing Group (PAM)

PO Box 80, Williamsburg, Virginia 23185, USA
Tel: (+1 757) 229 03 67
Fax: (+1 757) 229 73 80
e-mail: pamgroup@erols.com
PRESIDENT:
Robert Pegg
CHIEF EXECUTIVE OFFICER: Clement Makowski
Has developed the PAM 100B individual lifting vehicle (ILV).
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Brantly International Inc

Wilbarger County Airport, 12399 Airport Drive, Vernon, Texas 76384, USA
Tel: (+1 940) 552 54 51
Fax: (+1 940) 552 27 03
Web: http://www.brantly.com
George Stokes
e-mail: gstokes@brantly.com
MARKETING MANAGER:
Established in 1989 in Vernon, Texas to re-establish manufacture of the Brantly B-2B helicopter, which
first received its FAA type certificate in 1959. After completion of a 2,800m2 (30,000 sq ft) factory, the
new company obtained its own Type certificate in 1994 and an FAA production certificate in July 1996.
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Bell/Agusta Aerospace Company

Tel: (+1 817) 278 96 00
Fax: (+1 817) 278 97 26
Web: http://www.bellagustaaerospace.com
MANAGING DIRECTOR:
Jim Rogers
MARKETING DIRECTORS:
Don Barbour
Antonio Giovannini
e-mail: ba609@bellagustaaerospace.com
ab139@bellagustaaerospace.com
Joint venture for design engineering, together with management, marketing and sales support, for BA
609 tilt-rotor and AB 139 medium helicopter programmes. Both types will be assembled at Bell's
facilities at Fort Worth and Amarillo, Texas, and at the Agusta plant in Italy.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, ISRAEL

AD & D Aero Design & Development Ltd

Building 1, PO Box 565, Weizmann Industrial Park, 76102 Rehovot, Israel
Tel: (+972 8) 940 95 28
Fax: (+972 8) 940 95 29
e-mail: exec@netvision.net.il
Web: http://www.aero-marine.design-development.com
MANAGING DIRECTORS:
Dr Raphael Yoeli
Israel Gottesman
Has developed the Hummingbird Individual Lifting Vehicle (ILV) and an unmanned version known as
the Hornet.
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Wuhan Helicopter Industry Corporation

2 Gaoxiong Road, Wuhan, Hubei 430015, People's Republic of China
Tel: (+86 27) 579 21 87
Fax: (+86 27) 577 69 24
Established to produce Enstrom light helicopters under licence. Factory under construction and expected
to be completed in 1998. Licence deal yet to be finalised.
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Vertical Aviation Technologies Inc

PO Box 2527, Sanford, Florida 32773, USA
Tel: (+1 407) 322 94 88
Fax: (+1 407) 330 26 47
PRESIDENT:
Bradley G Clark
CONSULTANT ENGINEER: Ralph P Alex
Vertical Aviation Technologies Inc is an FAA-approved repair facility for various Sikorsky helicopters.
In 1984, development began to modify four-seat Sikorsky S-52-3 former production helicopter (of
which 81 originally produced) into kit for assembly by individuals, corporations or military, with all
tooling and fixtures completed by 1988. In 1990, development began for new version of Sikorsky S-55
with Garrett turbine engine. In 1991, VAT purchased assets of Orlando Helicopter Airways and is
continuing Orlando's activity in remanufactured Sikorsky helicopters.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, AUSTRALIA

Veetol Helicopters Pty Ltd

PO Box 5195C, Newcastle West, New South Wales 2302, Australia
Tel: (+61 2) 49 43 53 48
Fax: (+61 2) 49 43 53 48
CHAIRMAN:
Duan A Phillips
Formed 1991 to carry former VTOL Aircraft Pty Ltd Phillicopter programme into production stage.
Prototype successfully flown with transmission modifications and increased power. Awaiting financing
to start series production.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, CZECH REPUBLIC

Unis spol sro

Jundrovsk 33, CZ-624 00 Brno, Czech Republic
Tel: (+420 5) 41 51 51 11
Fax: (+420 5) 41 21 03 61
e-mail: ljaros@unis.cz
MANAGING DIRECTOR:
Karel Kuhnl
CHIEF DESIGNER: Jan Nmisnk
MARKETING DIRECTOR : Libor Jaros
Began work on the twin-shaft NA 40 Bongo helicopter under chief designer Jan Nmisnk in 1996.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, RUSSIAN FEDERATION

Ulan-Ude Aviation Plant

1 Khorinskaya Street, 670009 Ulan-Ude, Buryat Republic, Russian Federation
Tel: (+7 30122) 574 75/535 55
Fax: (+7 30122) 521 47/516 29
Tx: 288110 AVIA
GENERAL DIRECTOR:
Yury N Kravtsov
Founded in 1939, the Ulan-Ude Aviation Plant manufactures a wide range of products, from helicopters
and fixed-wing aircraft to spares and domestic equipment. Its current helicopter products include
modern developments of the Mil Mi-8/Mi-17 series of helicopters including the Mi-8AMTSH combat
transport, Mi-8T and Mi-171 civil models, and Sukhoi Su-25UB combat trainers. It expects to
manufacture the new Kamov Ka-62 helicopter.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, SINGAPORE

Singapore Technologies Aerospace Ltd

540 Airport Road, Paya Lebar, Singapore 539938
Tel: (+65 287) 11 11
Fax: (+65 280) 97 13/82 13
Tx: RS 25507 SAMAIR
: Ms Ho Ching
GROUP CHAIRMAN AND CEO: Boon Swan Foo
DEPUTY PRESIDENT AND COO: Siew Kim
CHAIRMAN
DEPUTY PRESIDENT AND PRESIDENT, MILITARY MARKETING:
Brigadier General Gany Yeo

SENIOR VICE-PRESIDENT COMMERCIAL BUSINESS GROUP AND INTERNATIONAL
MARKETING:
Ooi Ling Heong
Formed early 1982 as government-owned Singapore Aircraft Industries Ltd, controlled by Ministry of
Defence Singapore Technology Holding Company Pte Ltd; renamed Singapore Aerospace April 1989.
Major programmes are overhaul, repair and refurbishing of several models of Bell and Eurocopter
helicopters, and part manufacture of EC 120 light helicopter in partnership with Eurocopter and CATIC
of China. Has assembled 17 of 22 Super Pumas for Republic of Singapore Air Force. The company
employs 3,900 people.
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Samsung Aerospace Industries Ltd

In a consolidation of Korea's aerospace sector, Samsung Aerospace (SSA), formed in August 1997, was
integrated on 1 October 1999 with the aerospace businesses of Daewoo Heavy Industries (DHI) and
Hyundai Space & Aircraft (HYSA) to form Korea Aerospace Industries Ltd (KAI).
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RotorWay International
4140 West Mercury Way, Chandler, Arizona 85226, USA
Tel: (+1 602) 961 10 01
Fax: (+1 602) 961 15 14
e-mail: rotorway@primenet.com
Web: http://www.rotorway.com
: Elbert `Stretch' Wolter
VP SALES : Brent Marshall
VP CUSTOMER SERVICE : Thomas Smith
MARKETING DIRECTOR : Susie Bell
PRESIDENT
Original product was Exec 90, the former Exec with some 23 modifications. In August 1994, Exec 162F
introduced and replaced the Exec 90; 162F improvements can be retrofitted to Exec 90.
RotorWay currently manufactures Exec 162F helicopter kits for final assembly by amateur builders,
powered by the company's own R I 2.66 litre (162 cu in) liquid-cooled engine; kit comes complete and
only requires paint and avionics. Manufacturing facility has floor area of 3,440 m2 (37,000 sq ft).
Some foreign distributors also sell helicopters fully assembled and test flown for delivery. RotorWay
offers flight orientation and maintenance training and customer service programme.
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Rostvertol
5 Novatorov str, Rostov-on-Don 344038, Russian Federation
Tel: (+7 8632) 72 74 93
Fax: (+7 8632) 45 01 34
e-mail: rostvertol@gin.ru
Web: www.rostvertolplc.ru
DIRECTOR GENERAL:
B N Sliussar
PR MANAGER: Tina Shaposhnikova
Produces Mi-26 heavylift helicopter and Mi-35 and Mi-35M combat helicopters. The Mi-28N
night/all-weather combat helicopter is under development.
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2 Images
Robinson Helicopter Company

2901 Airport Drive, Torrance, California 90505, USA
Tel: (+1 310) 539 05 08
Fax: (+1 310) 539 51 98
PRESIDENT:
Franklin D Robinson
: Tim Goetz
MARKETING DIRECTOR
Produces highly successful range of light piston-engined helicopters, including the two-seat R22 Beta
and R44 Astro. Began design work on R22 in June 1973.
Modern new 24,150 m2 (260,000 sq ft) factory at Torrance Municipal Airport fully operational since
1996.
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Robinson Helicopter's new factory at Torrance, California

(1998)
President Frank Robinson

(1998)
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Revolution Helicopter Corporation Inc

Established in January 1991 and moved to its present 2,050 m2 (22,000 sq ft) facilities at Excelsior
Springs, Missouri, in 1993. Produces Mini-500 single-seat kit helicopter and developed the
Voyager-500 two-seat version but closed its doors in October 1999.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, POLAND

PZL Swidnik SA
Al. Lotnikw Polskich 1, 21-045 Swidnik, Poland
Tel: (+48 81) 751 20 61
Fax: (+48 81) 468 09 19
e-mail: he@pzl.swidnik.pl
Web: http://www.pzl.swidnik.pl
GENERAL MANAGER:
Mieczyslaw Majewski
DIRECTOR RESEARCH AND DEVELOPMENT: Ryszard Kochanowski
MARKETING MANAGER: Andrzej Stachyra
SPOKESMAN: Jan Mazur
Tel: (+48 81) 468 11 10
Fax: (+48 81) 468 09 19
Swidnik factory established 1951; began licence production of Soviet Mi-1 helicopter in 1955, building
some 1,700 as SM-1s, followed by 450 Swidnik-developed SM-2s; design office formed at factory to
work on variants/developments of SM-1. Swidnik works named after famous pre-war PZL designer,
Zygmunt Pulawski, September 1957; current production concentrates on W-3 and W-3A Sokl, Kania,
and Soviet-designed Mi-2, though orders for the last have dried up.
Has also developed indigenous SW-4 light helicopter, due to enter production in 1998 and is working
with the Instytut Lotnictwa (IL) on new IS-2 two-seat helicopter.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, FRANCE

NH Industries Sarl
Le Quatuor, Batiment C, 42 route de Galice, F-13082 Aix- en-Provence Cedex 2, France
Tel: (+33 4) 42 95 97 00
Fax: (+33 4) 42 95 97 48/49
GENERAL MANAGER:
Jean-Pierre Barthlemy
PARTICIPATING COMPANIES:
Agusta
Eurocopter Deutschland
Eurocopter France
Fokker Aerostructures
NH Industries was established in 1992 to manage design and development of NH 90; in October 1995,
work-shares were slightly amended to Agusta 28.2 per cent, Eurocopter Deutschland 23.7 per cent,
Eurocopter France 41.6 per cent, Fokker 6.5 per cent. NFT (Norway) joined in 1994 as risk-sharing
partner of Eurocopter France. NH Industries is prime contractor for design and development,
industrialisation and production, logistic support, marketing and sales.
Joint agency NAHEMA (NATO Helicopter Management Agency) formed February 1992 by the four
governments, within NATO framework, to manage programme; NAHEMA located alongside NH
Industries in Aix.
Country
R&D %
NHI NATIONAL SHARES

R&D %
Requirement
Work
France
To 1995
42.4
post-1995
41.6
% of 726
30.3
%
36.0
Germany
Italy
Netherlands
24.0
26.9
6.7
23.7
28.2
6.5
37.5
29.5
2.7
30.6
28.8
4.6
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BUYERS GUIDE AIRFRAME MANUFACTURERS, GERMANY

MK Helicopter GmbH
Hans-Bckler-Str.30, D-65468 Trebur-Astheim, Germany
Tel: (+49 6147) 91 91 28
Fax: (+49 6147) 91 91 29
e-mail: MK-helicopter-engineering@t-online.de
MANAGING DIRECTORS:
Jens Klver
Uwe Mathes
Founded 1 May 1991 to develop, certificate and market economic, environmentally friendly and
high-performance two-seat MK II helicopter.
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Mitsubishi Heavy Industries Ltd

Aircraft and Special Vehicle Headquarters Civil Aircraft and Aeroengine Department,
5-1 Marunouchi 2-chome, Chiyoda-ku, Tokyo 100-8315, Japan
Tel: (+81 3) 32 12 95 83
Fax: (+81 3) 32 12 98 67
NAGOYA AIRCRAFT WORKS: 10
Oye-cho, Minato-ku, Nagoya 455, Japan
Tel: (+81 52) 611 21 11

Fax: (+81 52) 612 37 63
PRESIDENT:
Takashi Nishioka
EXECUTIVE VICE-PRESIDENT: Tadayuki Tanioka
GENERAL MANAGER, DEFENSE, AIRCRAFT & AEROENGINEERING DEPARTMENT:
Tetsuya Otabe
NAGOYA GUIDANCE AND PROPULSION: 1200
O-aza, Higashi Tanaka, Komaki 485-8561, Japan
Tel: (+81 568) 79 21 11

Present Komaki South plant built 1952. Nagoya facility is divided into Aerospace Systems Works and
Guidance & Propulsion Systems Works with a combined floor area of 552,450 m2 (5,946,650 sq ft).
Built 167 HSS-2/2A/2B and 18 S-61A helicopters under Sikorsky licence (last aircraft delivered 2
March 1990). Is currently prime contractor for Japanese SH/UH-60J helicopters and has developed own
indigenous MH2000 light helicopter, including the power plant. Mitsubishi is also co-operating with
Sikorsky on the S-92 Helibus medium helicopter programme.
Started licence-production in 1967 of the CT63-M-5A/250-218A turboshaft developed by Allison, for

installation in OH-6 for Japanese Defense Agency. Has since developed the indigenous MG5-100
turboshaft for its own MH2000 helicopter.
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MI-Light Helicopters
2 Sokolnichyesky val, 107113 Moscow, Russian Federation
Tel: (+7 095) 200 25 34/209 16 68
Founded to organise development, production, sales and marketing and repair of Mil light helicopters,
together with pilot and technician training. The first production of the new joint stock company is the
four-seat Mi-34, which has been in series production since 1993.
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MIL Moscow Helicopter Plant

2 Sokolnichyesky val, 107113 Moscow, Russian Federation
Tel: (+7 095) 264 90 83
Fax: (+7 095) 264 55 71
GENERAL DESIGNER:
Georgy A Sinelshchikov
FIRST DEPUTIES:
S A Kolupayev
Aleksei G Samusenko
EXTERNAL AFFAIRS MANAGER: Vladimir
Bogocharov
OKB founded 1947 by Mikhail Leontyevich Mil, who was involved with Soviet gyroplane and
helicopter development from 1929 until his death on 31 January 1970, aged 60. His original Mi-1, first
flown September 1948 and introduced into service 1951, was first series production helicopter built in
the former USSR. More than 26,000 helicopters of Mil design built, representing 95 per cent of all
helicopters in RFAS.
Designed 15 main helicopter types of which 12 were produced in large numbers.
Mil design and production facilities to be integrated into group comprising Mil Moscow, Kazan and
Rostov plants, a helicopter operating company, financial and insurance interests. Associates will include
Ulan-Ude production centre, and Arsenyev and Viatka factories.
Joint venture established with Eurocopter under name of Euromil to develop and build Mi-38.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, BELGIUM

Masquito Aircraft NV
Reigersbaan 31, 1760 Roosdaal, Belgium
Tel: (+32 54) 34 30 08
Fax: (+32 54) 34 30 09
Web: http://www.masquito.be
FOUNDERS:
Paul Maschelein
Stefan Maschelein
DIRECTOR: John Pescod
Founded by two brothers to produce the Masquito M80 ultralight helicopter, currently under flight
testing.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, TAIWAN

Light's American Sportscopter Inc

26 Ta Ho Street, Taichung 407, Taiwan, Republic of China
Tel: (+886 4) 311 80 03
Fax: (+886 4) 311 80 01
e-mail: ultrasport@iname.com
Web: http://www.ultrasport.rotor.com
Responsible for production and assembly of Ultrasport light helicopters outside the Americas.
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KUMAPE (Kumertau Aviation Production

Enterprise)
15A Novozarinskaya, 453350 Kumertau, Bashkortostan, Russian Federation
Tel: (+7 34761) 46 02
Fax: (+7 34761) 340 91
GENERAL DIRECTOR:
Boris S Malyshev
R M Rafikov
EXPORT DEPARTMENT:
KUMAPE has manufactured helicopters, aircraft and related equipment at Kumertau since 1962. Major
helicopter programmes have included the Kamov Ka-26 (now out of production) and the
Ka-27/28/29/32 series. It is also the only manufacturer of carbon fibre/glass fibre rotor blades in the
Russian Federation and Associated States.
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Korean Air Lines Co Ltd

KAL Building, CPO Box 864, 41-3 Seosomun-Dong, Chung-ku, Seoul, South Korea
Tel: (+82 2) 751 71 14
Tx: KALHO K 27526
CHAIRMAN AND CEO:
Choong- Hoon Cho

PRESIDENT: Yang Ho Cho
Aerospace Division
Marine Center Building 22FL, 118-2-ka, Namdaemun-Ro, Chung-ku, Seoul 100770, South Korea
Tel: (+82 2) 726 62 40
Fax: (+82 2) 756 79 29
Tx: KALHO K 27526 (SELDBKE)
EXECUTIVE MANAGING VICE-PRESIDENT:
Yi Taek Shim
MANAGING VICE-PRESIDENT: Byung-Sun Lee
Kimhae Plant
103 Daejeo, 2 Dong, Kangseo-ku, Pusan 618142, South Korea
Tel: (+82 51) 972 91 11
Fax: (+82 51) 972 62 32
VICE-PRESIDENT
: Sang-Mook Suh
Korean Institute of Aeronautical Technology (KIAT)

461 Jonming-Dong, Yusung-ku, Taejon 305390, South Korea
Tel: (+82 42) 868 61 14
Fax: (+82 42) 868 61 28
VICE-PRESIDENT
: Si-Yoong Yoo
The Aerospace Division of Korean Air Lines was established in 1976 to manufacture and develop
aircraft. Korean Institute of Aeronautical Technology (KIAT), established as division of KAL in 1978,
has grown to become a major Korean aerospace industry R&D centre. Plant at Kimhae occupies floor
area of 250,000 m2 (2,690,000 sq ft). Workforce totals around 2,100.
KAL has co-developed (with McDonnell Douglas) the MD 520MK military helicopter derived from
the MD 500 and, since 1991, has manufactured UH-60P helicopters under licence from Sikorsky.
Involved in competition for new Korean Multipurpose Helicopter (KMH).
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Kazan Helicopter Plant

Tetsevskaya Street 13/30, 420085 Kazan, Tatarstan, Russian Federation
Tel: (+7 8432) 54 45 52
Fax: (+7 8432) 54 52 52
Web: http://www.kazanhelicopters.com
GENERAL DIRECTOR:
Alexander Lavrentiev
MARKETING DIRECTOR: V A Pashko
CHIEF ENGINEER: Bulat Valishev
Since 1951, Kazan has marketed and built Mil helicopters including Mi-1, Mi-4, Mi-8, Mi-14 and
Mi-17/172 series. At the 1995 Paris Air Show, it exhibited the Mi-17MD upgraded 40-passenger
version of the Mi-17 and a mockup of the first product of its design office, the Ansat light multipurpose
helicopter. New Aktai single-engined light helicopter design exhibited in model form at Moscow
International Aviation and Space Salon 1997.
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Kawasaki Heavy Industries Ltd

Kobe Crystal Tower, 1-3 Higashi-Kawasaki-Cho 1-chome, Chuo-ku, Kobe 650-91, Japan
TOKYO AND AEROSPACE GROUP OFFICE:
World Trade Center Building, 4-1 Hamamatsu-Cho 2-chome, Minato- ku, Tokyo 105-6116, Japan
Tel: (+81 3) 34 35 21 11
Fax: (+81 3) 34 36 30 37
PRESIDENT:
Hiroshi Ohba
MANAGER SALES ADMINISTRATION:
Masayuki Hirara
Tel: (+81 3) 34 35 24 85
Fax: (+81 3) 34 32 39 77
Aerospace Group
WORKS: Gifu, Nagoya 1 and 2, Akashi, Seishin and Harima
EXECUTIVE MANAGING DIRECTOR AND GROUP SENIOR GENERAL MANAGER:
Ryozo Tsutsui
Kawasaki Aircraft Company built many US aircraft under licence from 1955; amalgamated with
Kawasaki Dockyard Company and Kawasaki Rolling Stock Manufacturing Company to form Kawasaki
Heavy Industries Ltd 1 April 1969; Aerospace Group employs some 4,500 people.
Kawasaki is prime contractor for OH-1 new small observation helicopter; co-developer and
co-producer, with Eurocopter, of BK 117 helicopter; manufactures MD 500 helicopters under licence; is
prime contractor for Japanese licence production of CH-47 Chinooks for JGSDF and JASDF. Kawasaki
is also responsible for design and sole-source manufacturer of transmission for Boeing Explorer
helicopter. Produces AlliedSignal T53 and T55 engines under licence and provides overhaul.
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Kamov Company
March 8th Street, Lubertsy, 140007 Moscow Region, Russian Federation
Tel: (+7 095) 700 32 04/700 31 10/171 37 43
Fax: (+7 095) 700 30 71/700 31 40
e-mail: kb@kamov.ru
Web: http://www.kamov.ru
GENERAL DESIGNER:
Sergei Victorovich Mikheyev

DEPUTY GENERAL DESIGNER: Beniamin A Kasjanikov
CHIEF DESIGNERS:
Vyacheslav Krygin
Evgeny Pak
Grigori Yakemenko
Evgeny Sudarev
Formed in 1947, this OKB continues work of Prof Dr Ing Nikolai Ilyich Kamov, a leading designer of
rotary-wing aircraft from late 1920s, who died on 24 November 1973, aged 71. Since 1996, Kamov has
been a member of the MIG `MAPO' consortium. It is 49 per cent state-owned and employed 2,500
people in 1998. All Kamov helicopters in current service have coaxial contrarotating rotors; Ka-62,
under development, has single main rotor.
VERIFIED
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Kaman Aerospace Corporation

(Subsidiary of Kaman Corporation)
1332 Blue Hills Avenue, Bloomfield, Connecticut 06002, USA
Tel: (+1 860) 243 71 00
Fax: (+1 860) 243 63 65
Web: http://www.kaman.com
CHAIRMAN:
Charles H Kaman
PRESIDENT AND CEO: Paul Kuhn
VICE-PRESIDENT ENGINEERING: Michael Bowes
VICE-PRESIDENT MILITARY APPLICATIONS: Anthony Less
DIRECTOR OF BUSINESS DEVELOPMENT: William D Brown
PUBLIC RELATIONS MANAGER: David Long
Tel: (+1 860) 243 63 19
e-mail: dml-corp@kaman.com
Founded 1945 by Charles H Kaman. Developed servo-flap control of helicopter main rotor, initially in
contrarotating two-blade main rotors and still used in H-2 Seasprite four-blade main rotor. R&D
programmes sponsored by US Army, Air Force, Navy and NASA include advanced design of helicopter
rotor systems, blades and rotor control concepts, component fatigue life determination and structural
dynamic analysis and testing. Kaman has undertaken helicopter drone programmes since 1953; is
continuing advanced research in rotary-wing Unmanned Aerial Vehicles (UAVs). Currently produces
K-MAX external lift helicopter and upgraded version of SH-2G Super Seasprite ASW helicopter.
Kaman is major subcontractor and participates in many programmes including Bell Boeing 901,
Sikorsky UH-60 and SH-60.
Kaman designed and, since 1977, has been producing all-composite rotor blades for Bell AH-1
Cobras for US and foreign armies.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, INDONESIA

IPTN (PT Industri Pesawat Terbang Nusantara)

PO Box 1562 BD, Jalan Pajajaran 154, Bandung 40174, Indonesia
Tel: (+62 22) 63 39 00/63 39 11
Fax: (+62 22) 63 39 12
PRESIDENT DIRECTOR:
S Paramajuda
FINANCE DIRECTOR: Ending Ridwan
OPERATIONS AND COMMERCE: Ilham A Habibie
TECHNOLOGY: Agung Nugroho
VICE-PRESIDENT, ROTARY WING: Bambang Wahyudi
Originally formed by Indonesian government as PT Industri Pesawat Terbang Nurtanio (Nurtanio
Aircraft Industry Ltd) 23 August 1976 to centralise all aerospace facilities in one company; capital
formed by combining assets of Pertamina Advanced Technology and Aeronautical Division and
Nurtanio Aircraft Industry (LIPNUR); present name adopted late 1985.
Rotary Wing Division is responsible for licence production of Eurocopter BO 105 and Super Puma
(as NBO-105 and NAS-332 respectively), and Bell 412 (as NBell-412). New agreement signed with
Bell in spring 1995 to increase production of 412HP and extend IPTN range to include Bell 407 and
430. Long-term plans call for production of indigenous NH2 and NH5 helicopters.
Subcontract work includes overhaul and repair of Rolls-Royce Allison 250, AlliedSignal LTS101 and
General Electric CT7 engines.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, ROMANIA
IAR SA
1 Aeroportului Street, PO Box 198,
R-2200 Brasov, Romania
Tel: (+40 68) 15 00 15
Fax: (+40 68) 15 13 04
MANAGING DIRECTOR:
Dipl Eng Neculai Banea

COMMERCIAL DIRECTOR: Vasily Tanase
MARKETING MANAGER: Stefan Paunescu
IAR factory, created 1968, continues work begun in 1926 by IAR-Brasov and undertaken 1950-59 as
URMV-3 Brasov. The manufacturing plant at Brasov occupies an area of 160,000 m2 (1,722,225 sq ft).
IAR's present workforce totals 2,400.
Agreement signed with Bell Helicopter Textron in June 1995 for licence production of 96 AH-1F
HueyCobras, later changed to the AH-1W SuperCobra, for Romania's armed forces, to be known as the
AH-1RO Dracula. Bell has since acquired a 70 per cent stake in IAR. In May 1996, agreement signed
with Eurocopter for licence-assembly of up to 80 AS 350BA Ecureuil and AS 355N Ecureuil II. Present
helicopter work includes the upgrade with new avionics of 24 Romanian Army IAR 330 Pumas and
spares manufacture for the IAR 316B Alouette III. Production line for the IAR 330 Puma can be
re-opened if new orders received.
VERIFIED
IAR facilities at Brasov

(1998)
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BUYERS GUIDE AIRFRAME MANUFACTURERS, INDIA

Hindustan Aeronautics Limited (HAL)

CORPORATE OFFICE:
PO Box 5150, 15/1 Cubbon Road, Bangalore 560 001, India

Tel: (+91 80) 225 69 01
Fax: (+91 80) 225 87 58
CHAIRMAN:
N R Mohanty
DEPUTY GENERAL MANAGER (PR):
Cdr. M Nirmal
Tel: (+91 80) 286 67 01

Fax: (+91 80) 286 75 33
e-mail: root@bnghal.kar.nic.in
Formed 1 October 1964; has 12 manufacturing divisions at seven locations (Bangalore, Nasik, Koraput,
Hyderabad, Kanpur, Lucknow and Korwa), plus design complex. Hyderabad Division manufactures
avionics for all aircraft produced by HAL, plus air route surveillance and precision approach radars;
Lucknow Division produces landing gears and other accessories under licence from manufacturers in
France, Russia and the UK; Korwa manufactures inertial navigation and nav/attack systems. Presently
manufactures Advanced Light Helicopter (ALH) and licence-assembly of Chetak (SA315B Alouette)
and Cheetah (SA315B Lama). Under development is the Lancer light attack helicopter derived from
Cheetah (SA 315 Lama).
Design complex
Post Bag 1789, Bangalore 560 017, India
Tel: (+91 80) 56 52 01/56 10 20/
57 04 57
Fax: (+91 80) 559 30 96
Tx: 845 8083
GENERAL MANAGER:
Dr C R Ramanujachar
Helicopter division
Post Bag 1790, Bangalore 560 017, India
Tel: (+91 812) 56 52 01/56 10 20
Fax: (+91 812) 558 47 17
Tx: 8452764
GENERAL MANAGERS:
U D Paradkar
S M Kapoor
Rotary Wing Research and Design Centre
GENERAL MANAGER:
K S Sudheendra
UPDATED
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Hiller Aircraft Corporation

3200 Imjin Road, Marina, California 93933-5101, USA
Tel: (+1 408) 384 45 00
Fax: (+1 408) 384 31 00
PRESIDENT AND CEO:
Jeffrey H Hiller
GENERAL MANAGER: Steven Palm
VICE-PRESIDENT MARKETING: Don Malcolm
CHIEF ENGINEER: Harley Stallman
Original Hiller Aircraft Company was founded 1942 by Stanley Hiller; UH-12 series of helicopters
developed under the name of United Helicopters, but changed again to Hiller Aircraft Corporation late
1950s.
Underwent several ownership changes until production assets acquired in 1994 from Rogerson
Aircraft Company by investment consortium led by Jeffrey Hiller, son of Hiller Aircraft's original
founder Stanley Hiller. Company 70 per cent owned by Thai company.
Programme includes supply of spare parts and support to operators of some 1,000 Hiller UH-12 series
helicopters; has resumed production of three-place UH-12E series of light utility helicopters under new
designation UH-12E3. Has now also added four- seat UH-12E4/E4T versions. Bell 47T STC acquired
from Soloy Corporation in February 1996. Some parts manufacture may be moved to Thailand by 2001.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, BRAZIL
Helibras (Helicpteros do Brasil SA)

Rua Santos Dumont, No. 200, Distrito Industrial, 37500-000 Itajub, Minas Gerais, Brazil
Tel: (+55 35) 623 20 00
Fax: (+55 35) 623 20 01
e-mail: helibras@helibras.com.br
Web: http://www.helibras.com.br
MARKETING MANAGER:
Luis Henrique Testa
Formed 1978; owned jointly by Grupo Bueninvest (30 per cent), MGI Participaes (25 per cent) and
Eurocopter France (45 per cent). First assembly hall inaugurated 28 March 1980.
Assembly, marketing and overhaul, under Eurocopter licence, of single- and twin-engined
Ecureuil/Fennec helicopters and twin-engined Dauphin/Panther; markets and overhauls civil
twin-engined Eurocopter/Kawasaki BK 117C-1 and BO 105 in Brazil. Gavio (licence SA 315B Lama,
seven built) no longer produced.
Total of around 400 helicopters sold by January 1999 to more than 80 customers, including over 110
to Brazilian Army, Navy and Air Force; nearly 10 per cent of overall total exported.
Aeroporto Campo de Marte
AV Santos Dumont, No. 1979, Santana, CEP 02012-010, Sa Paulo, SP, Brazil
Tel: (+55 11) 69 59 68 28
Fax: (+55 11) 62 21 55 35
e-mail: luish@sp.helibras.com.br
VERIFIED
Helibras manufacturing facilities at Itajub, Minas Gerais

(1998)
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HAMC (Harbin Aircraft Manufacturing Corporation)

15 Youxie Street, PO Box 201, Pingfang, Harbin, Heilongjiang 150066, China
Tel: (+86 451) 650 20 61
Fax: (+86 451) 650 20 61
Tx: 87082 HAF CN
PRESIDENT:
Yang Shouwen
HAMC was established in 1952, subsequently producing H-5 light bomber (Soviet-designed Il-28) and
Z-5 helicopter (Soviet-designed Mi-4) in large numbers.
Currently undertakes licence manufacture of Eurocopter France Dauphin II as the Z-9B. Subcontract
work includes Dauphin doors for Eurocopter France.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, UNITED KINGDOM
Westland Helicopters Ltd

(an AgustaWestland Company)
Yeovil, Somerset BA20 2YB, UK
Tel: (+44 1935) 47 52 22
Fax: (+44 1935) 70 23 19
e-mail: info@gkn-whl.co.uk
Web: http://www.gkn-whl.co.uk
CHIEF EXECUTIVE:
Richard I Case
BUSINESS GROUP DIRECTOR: Roy D Shelley
DIRECTOR OF PUBLIC AFFAIRS: David R Bath
Tel: (+44 1935) 70 20 07
Production of Lynx continues for export markets. Westland and Agusta of Italy collaborate on EH 101
development and manufacture. Other activities include construction of carbon fibre/glass fibre main
rotor blades to replace metal blades on S-61s, SH-3s and Westland Sea Kings; advanced design of
composite main rotor blades in service on Lynx and EH 101. Under June 1989 agreement, Westland
obtained co-production rights for McDonnell Douglas, now Boeing AH-64 Apache. UK MoD ordered
67 WAH-64D Apache attack helicopters in July 1995.
UPDATED
Westland headquarters at Yeovil, Somerset

(1998)
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Fuji Heavy Industries Ltd

Subaru Building, 7-2 1-chome, Nishi-shinjuku, Shinjuku-ku, Tokyo 160-8316, Japan
Tel: (+81 3) 33 47 25 25
Fax: (+81 3) 33 47 25 88
PRESIDENT:
Isamu Kawai
Aerospace Division
GENERAL MANAGERS:
Yasuyuki Kogure (Managing Director)
Kisaburo Wani (Commercial)
CONTACT: Shigezumi Masuda
e-mail: masudas@ho.subaru-fhi.co.jp
Utsunomiya Manufacturing Division
1-11 Yonan 1-chome, Utsunomiya, Tochigi 320, Japan
Tel: (+81 286) 58 11 11
DIRECTOR AND GENERAL MANAGER:
Tsutou Ono
DEPUTY GENERAL MANAGER: Masaomi Kadoya
Established 15 July 1953 as successor to Nakajima. Fuji produces Bell UH-1J/Advanced 205B and
AH-1S HueyCobra helicopters, as well as RPH-2 remotely-piloted helicopter. Plans for Advanced
Medium Helicopter (AMH) with new Fuji quiet rotor.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, FRANCE

Eurocopter SAS
72 boulevard de Courcelles, F-75017 Paris, France
Tel: (+33 1) 49 34 44 44
Fax: (+33 1) 49 34 44 47
CHAIRMAN:
Jean-Franois Bigay
CHIEF, PRESS & INFORMATION: Jean-Louis Espes
Eurocopter was formed 16 January 1992 by merger of Aerospatiale and MBB (Daimler-Benz
Aerospace) helicopter divisions. Share capital then held on two levels: Eurocopter Holding SA owned
60 per cent by Aerospatiale and 40 per cent by Deutsche Aerospace; capital of Eurocopter SA held 75
per cent by Eurocopter Holding and 25 per cent by Aerospatiale. In 1997, Eurocopter finalised its
integration programme by merging Eurocopter SA, Eurocopter France, Eurocopter International and
Eurocopter Participations - all constituted under French law - into a new Eurocopter entity, which holds
100 per cent of the capital of Eurocopter Deutschland. The new structure also absorbed overseas
elements previously managed by Eurocopter Participations, including American Eurocopter (USA),
Eurocopter Canada, Eurocopter Service Japan, Eurocopter International Pacific, Samaero (Singapore),
Helibras (Brazil), Eurocopter de Mexico, Lansav (South Africa), MBB Helicopter Systems (UK) and
Helicopteros Espaa.
Eurocopter products cover 75 to 80 per cent of the range of helicopters in terms of size and capacity,
but the company intends to expand this to 95 per cent, particularly with co-operative development of
Russian Mil Mi-38. Eurocopter and its predecessor companies have produced some 11,000 helicopters.
Works are at La Courneuve (Paris) and Marignane (Marseille) in France, and Ottobrunn (Munich)
and Donauwrth in Germany.
Eurocopter Tiger GmbH

Gustav Heinemann Ring 135 (PO Box 830356), D-81735 Munich, Germany
Tel: (+49 89) 638 25 00
Fax: (+49 89) 63 82 50 50
CHIEF EXECUTIVE OFFICERS:
Wilfried Kuckein
Manuel Torres
Company formed 18 September 1985 to manage development and manufacture of Tiger/Tigre
battlefield helicopter for French and German armies. Executive authority for programme is DFHB
(Deutsch Franzsisches Hubschrauberbro) in Koblenz; procurement agency is German government
BWB (Bundesamt fr Wehrtechnik und Beschaffung).
Eurocopter Deutschland
D-81663 Munich, Germany
Tel: (+49 89) 60 00 04
Fax: (+49 89) 60 00 90 33
CHAIRMAN
: Dr Siegfried Sobotta
Christina Gtzhein
PUBLIC RELATIONS EXECUTIVE:
Wholly owned by new streamlined Eurocopter organisation. Current production includes BO 105, BK
117 and EC 135.
Eurocopter Canada Ltd
PO Box 250, 1100 Gilmore Road East, Fort Erie, Ontario L2A 5M9, Canada
Tel: (+1 416) 871 77 72
Fax: (+1 416) 871 33 20
e-mail: euro@eurocopter.com
Web: http://www.eurocopter.com
PRESIDENT AND CHIEF EXECUTIVE OFFICER:
VICE-PRESIDENT AND COO:
Willy Heidbchel
Michael D Lavoy
Formerly MBB Helicopter Canada; producer and design authority for Eurocopter BO 105 LS;
completes and sells BO 105 CBS and BK 117 in Canada.
American Eurocopter Corporation
2701 Forum Drive, Grand Prairie, Texas 75052-7099, USA
Tel: (+1 972) 641 00 00
Fax: (+1 972) 641 34 19
PRESIDENT & CHIEF EXECUTIVE OFFICER:
Christian Gras
CHIEF OPERATING OFFICE & CHIEF FINANCIAL OFFICER: Dominique Gavault
UPDATED
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BUYERS GUIDE AIRFRAME MANUFACTURERS, UNITED KINGDOM

EH Industries Limited
1 Solartron Road, Farnborough, Hampshire GU14 7QL, UK
Tel: (+44 1252) 37 21 21
Fax: (+44 1252) 38 64 67
PARTICIPATING COMPANIES
Agusta
GKN Westland
CHAIRMAN:
Sir Donald Spiers

G Saponaro
MANAGING DIRECTOR:
EH Industries was formed in June 1980 by Westland Helicopters and Agusta (50 per cent each) to
undertake joint development of a new anti-submarine warfare helicopter for Royal Navy and Italian
Navy within an integrated programme under which naval, army and civil variants now being produced
under designation EH 101. Programme handled on behalf of both governments by UK Ministry of
Defence; GKN Westland has design leadership for commercial version, Agusta for rear-loading
military/utility version; naval version being developed jointly for UK and Italian navies and export.
Kawasaki of Japan, in conjunction with trading company Okura, signed an agreement in June 1995
for joint marketing and support of the EH 101, this also to include local manufacture, if warranted by
orders. Announcement made in June 1999 that Boeing is joining Team Cormorant in Canada to provide
mission system for the Cormorant maritime patrol helicopter being offered to the Canadian Government
to meet its requirement to replace the existing fleet of Sea King shipborne helicopters.
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Dragon Fly - Industrie Aeronautiche SpA

Via Raffaello, 1/A, I-22060 Cucciago (CO), Italy
Tel: (+39 031) 351 81 11/351 81 01
Fax: (+39 031) 351 81 33/72 51 90
e-mail: dragonfly@nip1.it
PRESIDENT:
Angelo Castiglioni
VICE-PRESIDENT: Alfredo Castiglioni
MANAGING DIRECTOR: Alessandro Parrini
COMMERCIAL DIRECTOR: Dr Jan Campbell
Company was founded by twin brothers Angelo and Alfredo Castiglioni in 1994 to take over the CRAE
group which developed the Dragon Fly 333 helicopter. Italian certification for very light rotorcraft
obtained in June 1996. Production rate of three per month.
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BUYERS GUIDE AIRFRAME MANUFACTURERS, SOUTH AFRICA

Denel Aviation
(A division of Denel (Pty) Ltd)
Atlas Road, PO Box 11, Kempton Park 1620, Transvaal, South Africa
Tel: (+27 11) 927 92 22
Fax: (+27 11) 973 53 71
Web: http://www.denel.co.za
CEO:
Dr Seshi Chonco
GENERAL MANAGER: Connie Bester
Formed in early 1996 through merger of Atlas Aviation (founded in 1964) and Simera into single
aerospace division. Manufacturing, design and development facilities for airframes, engines, missiles
and avionics; developed Rooivalk from Puma, Oryx (Super Puma) from Puma, V3B and V3C dogfight
missiles, and many weapon installations.
VERIFIED
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Daewoo Heavy Industries (DHI)

In a consolidation of Korea's aerospace sector, the Aerospace Division of DHI, established in 1984, was
integrated on 1 October 1999 with Hyundai Space & Aircraft (HYSA) and Samsung Aerospace (SSA)
to form Korea Aerospace Industries Ltd (KAI).
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Changhe Aircraft Industries Corporation (CHAIC)

PO Box 109, Jingdezhen, Jiangxi 333002,
People's Republic of China
Tel: (+86 798) 844 20 19
Fax: (+86 798) 844 14 60
Tx: 95027 CHAF CN
GENERAL MANAGER:
Yuan Yaohui
CHAIC (formerly Changhe Aircraft Factory), founded in 1969, produces helicopters and minivans and
is one of three members (with Harbin Aircraft Manufacturing Corporation and China Helicopter Design
and Research Institute) of China Helicopter Industry Corporation. Current helicopter production
includes the Z-8 and Z-11 models. CHAIC's 1996 workforce of more than 7,000 includes 2,200
engineers, technicians and administrative staff. Its factory occupies 250 ha of land.
VERIFIED
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BUYERS GUIDE AIRFRAME MANUFACTURERS, CANADA

Canadian Home Rotors Inc

PO Box 370, 4 Roy Street, Ear Falls, Ontario, P0V 1T0 Canada
Tel: (+1 807) 222 24 74
Fax: (+1 807) 222 24 74
Web: http://www.babybelle.com
GENERAL MANAGER:
Gary Assels
Incorporated in 1986, the company produces the two-seat Baby Belle light homebuilt helicopter, which
made its debut at Oshkosh in 1992.
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Boeing Sikorsky (Boeing and Sikorsky Aircraft)

Boeing Sikorsky Comanche Joint Program Office, 5030 Bradford Drive, NW, Building 48-100, Suite
100, Huntsville, Alabama 35805, USA
Web: http://www.rah-66comanche.com
RAH-66 PROGRAMME DIRECTOR:
James J Morris
VICE-PRESIDENT, RAH-66 PROGRAMME: Donald F (Rick) Matson
ARMY PROGRAMME MANAGER: Gen James Snider
Boeing and Sikorsky began LHX (RAH-66 Comanche) collaboration June 1985; development centre
initially Wichita, but transferred to Philadelphia in early 1990, then Trumbull in 1992.
Winning RAH-66 Comanche design chosen in April 1991. Comanche now in Phase III of
demonstration/validation/prototype programme. Prototype first flight in January 1996.
UPDATED
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Boeing Philadelphia
PO Box 16858, Philadelphia, Pennsylvania 19142-0858, USA
Tel: (+1 610) 591 27 00
Fax: (+1 610) 591 27 01
PRESIDENT AND GENERAL MANAGER:
Denton Hanford
Vertol Aircraft Corporation (formerly Piasecki Helicopter Corporation) was purchased in 1960,
becoming Vertol Division of Boeing; then Boeing Defense & Space Group, Helicopters Division; now
Boeing Philadelphia. The company has produced more than 2,500 tandem-rotor helicopters for US
military services and export. Main production programmes cover the modernisation of the CH-47D for
US Army and new production of International Chinooks.
Boeing is teamed with Bell Helicopter Textron in 901 Osprey programme. Joined with Sikorsky
Aircraft 3 June 1985 to compete for US Army LH (RAH-66 Comanche) light helicopter, with Boeing
integrating avionics. All-composite rotor blade for Bell UH-1H developed for US Army.
Initiated development, with Bell Helicopter Textron, of Bell Boeing 609 civil tilt-rotor in 1996, but
has since relinquished its interest in that programme.
Manufacturing plant at Ridley Township, Pennsylvania, flight test centre at Newcastle County
Airport, Greater Wilmington, Delaware; development facility and office/laboratory/computer centre
added at Ridley Township early 1987. Total area of manufacturing plant 325,150 m2 (3,500,000 sq ft).
VERIFIED
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MD Helicopters Inc
4555 E. McDowell Road, Mesa, Arizona 85215, USA
Tel: (+1 480) 346 63 00
Fax: (+1 480) 346 68 07
Web: http://www.mdhelicopters.com
CHAIRMAN AND CHIEF EXECUTIVE OFFICER: Hank
Schaeken
VP MARKETING: Colin
Whicher
e-mail: colin@mdhelicopters.com
Manager Business Development: Andre Doumitt
History goes back to Hughes Helicopters Inc which became subsidiary of McDonnell Douglas
Corporation 6 January 1984; name changed to McDonnell Douglas Helicopter Company, 27 August
1985; changed again to McDonnell Douglas Helicopter Systems in September 1993 and August 1997
following take-over by Boeing to Boeing Mesa. Present name adopted when light helicopter line bought
by RDM Holding Inc, a European-based industrial group. Main company base at Mesa, Arizona; Chain
Gun systems manufactured at Culver City.
Current production includes MD 500E, MD 520N, MD 530F, MD 600N and MD 902 civil
turbine-powered models and MD 500/530 Defender military derivatives. Early versions produced under
licence by RACA, Argentina (500D); Kawasaki, Japan (civil and military 500D); Korean Airlines (civil
and military 500D and 500E, and fuselages for all MD 500s sold worldwide); Agusta, Italy (500D, 500E
and 530F civil variants); Agusta licence extended mid-1993 to include MD 520N but none built to date.
VERIFIED
Henk Schaeken, chairman and CEO

(2001)
MD helicopters assembly plant at Mesa, Arizona

(2001)
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Bell Boeing (Bell Helicopter Textron Inc and

Boeing)
Joint Program Office, Crystal Gateway One, Suite 401, 1235 Jefferson Davis Highway, Arlington,
Virginia 22202, USA.
Tel: (+1 703) 414 33 50
Fax: (+1 703) 414 33 78
BELL BOEING PROJECT DIRECTOR:
Stuart D Dodge
Colonel Bob Garner, USMC (Naval Air
Systems Command)
Jack Gallagher (Bell)
Jack Dougherty (Boeing)
PROGRAMME MANAGERS:
Teaming arrangement for the production of the V-22 Osprey tilt-rotor for the US Marine Corps and
Special Operations Command. Also the development of the Model 609 nine-passenger commercial
tilt-rotor.
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American Sportscopter Inc

875 Middle Ground Boulevard, Newport News, Virginia 23606, USA
Tel: (+1 757) 873 49 14
Fax: (+1 757) 873 37 11
e-mail: ultrasport@ati-asi.com
Web: http://www.ultrasport.rotor.com
American Sportscopter was founded in 1990 and test flew the Ultrasport 254 in July 1993. Designed to
meet FAA ultralight regulations, the 254 was joined by the Ultrasport 331 growth version and in July
1995, the two-seat fully enclosed Ultrasport 496 made its first flight at Oshkosh. All three models are
available in `Quick Build' kit form. Deliveries started December 1995; production between 10 and 30
helicopters per month. Markets outside the Americas covered by Light's American Sportscopter
International Inc of Taiwan. Helicopters are also assembled by Ultralight American Sportscopters (NZ).
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1 Image
Agusta (A AgustaWestland Company)

Via Giovanni Agusta 520, I-21017 Cascina Costa di Samarate (VA), Italy
Tel: (+39 0331) 22 97 69
Fax: (+39 0331) 22 96 84
Web: http://www.agusta.com
PRESIDENT: Ing
Amedeo Caporaletti
COMMUNICATIONS MANAGER: Gianluca Grimaldi
e-mail: g.grimaldi@agusta.it
Agusta was founded in 1923 and today part of the newly-established AgustaWestland Company. Agusta
entered the world of vertical flight in 1952 after signing an agreement with the American company Bell
to produce its helicopters under licence. Similar agreements were reached in the following years with
the other major US producers Sikorsky, Boeing and McDonnell Douglas. Current production includes
its own A 109, A 119 Koala and military A 129 Mangusta models, the latter undergoing further
development to increase its multirole capability, as well as the AB 412 under licence from Bell
Helicopter Textron. Agusta participates in four major international programmes: the EH 101 with GKN
Westland, the NH 90 with Eurocopter and the AB 139 and BA 609 with Bell.
Various domestic activities of Agusta are grouped under location of works. Agusta is parent of
Agusta Aerospace Corporation of Philadelphia, USA. Total number of employees is around 5,000. The
various works and affiliates are now as follows:
DOMESTIC WORKS
Via Giovanni Agusta 520, I-21017 Cascina Costa di Samarate (VA), Italy
Tel: (+39 0331) 22 91 11
Fax: (+39 0331) 22 25 95
Production of gearboxes and other transmission components and test benches; includes an avionics
integration centre containing integration rigs, software house and simulation systems. Engineering,
laboratories, test facilities.
Via Roma 51, I-21019 Vergiate (VA), Italy
Tel: (+39 0331) 94 01 11
Fax: (+39 0331) 94 79 09
Final Assembly Line
Via per Tornavento 15, I-21019 Somma Lombardo (VA), Italy
Tel: (+39 0331) 71 11 11
Fax: (+39 0331) 23 06 22
Customer Support
Contrada Ponte Valentino SS 90 bis, I-82100 Benevento, Italy
Tel: (+39 0824) 534 11
Fax: (+39 0824) 534 18
Production of castings in light aluminium and magnesium alloys.
Contrada Santa Teresa Pinti, I-72100 Brindisi, Italy
Tel: (+39 0831) 53 11
Fax: (+39 0831) 45 26 59
Production of metallic structures; naval helicopters overhaul.
Via Giovanni Agusta 1, I-03100 Frosinone, Italy
Tel: (+39 0775) 20 51
Fax: (+39 0775) 20 53 97
Production of rotor heads and masts; non-naval helicopter overhaul.
Localit Paduni, I-03012 Anagni, Italy
Tel: (+39 0775) 76 41
Fax: (+39 0775) 76 85 43
Production of rotor blades and composites structures.
Localit Centobuchi, I-63033 Monteprandone (AP), Italy
Tel: (+39 0735) 70 91
Fax: (+39 0735) 70 19 27
Light helicopters overhaul.
INTERNATIONAL AFFILIATES
Agusta Aerospace Corporation
2655 Interplex Drive, Travose, Philadelphia, Pennsylvania 19047, USA
Tel: (+1 215) 281 14 00

Fax: (+1 215) 281 04 40
Tx: 6851181
CHAIRMAN AND CEO:
Ing Amedeo Caporaletti
Agusta Aerospace Service SA

Belgium
Tel: (+32 2) 64 85 85/648 55 15
Tx: 63349
Bell/Agusta Aerospace Company (which see)
EH Industries Ltd (which see)
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(1999)
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Date Posted: 12 December 2000
Whisper Jet Inc

12515 Willows Road NE, Suite 200, Kirkland, Washington 98034, USA.
Tel: (+1 425) 820 88 00
Fax: (+1 425) 823 53 35
PRESIDENT: Elling
Halvorson
Remanufactures Sikorsky S-55 airframes into S-55QT Whispter Jet.

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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), UNITED

STATES OF AMERICA
Date Posted: 07 May 2002
RoboChopper
1270 Cedar Street, Palo Alto, California 94301, USA
Tel: (+1 650) 328 94 53
Fax: (+1 650) 322 30 08
e-mail: harnsoper@earthlink.net
PRESIDENT:
Harn Soper
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS),

NETHERLANDS
FlyCam
Part of RDM Aerospace
21 Heijplaatstraat (Haven 2600), 3089 JB Rotterdam. The Netherlands
Tel: (+31 10) 487 27 98
Fax: (+31 10) 487 21 65
e-mail: contactus@flycam.il
Web: http://www.flycam.nl
SALES MANAGER:
Abdre Leeuwendal
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STATES OF AMERICA
Colby Systems Corporation

2991 Alexis Drive, Palo Alto, California 94304, USA
Tel: (+1 650) 941 90 90
Fax: (+1 650) 949 10 19
e-mail: chuckcolby@colbysystems.com
PRESIDENT:
Charles E Colby
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), CHINA,

PEOPLE'S REPUBLIC
Beijing University of Aeronautics & Astronautics

(BUAA)
Research Institute for RPVs
37 Xue Yuan Road, Haidian, Beijing 100083, People's Republic of China
Tel: (+86 10) 62 01 72 51
Fax: (+86 10) 62 02 83 56
e-mail: webadmin@manager.buaa.edu.cn
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PEOPLE'S REPUBLIC
Nanjing Research Institute for Simulation

Technoques (NRIST)
PO Box 1607, Nanjing, Jiangsu 210016, People's Republic of China
Tel: (+86 25) 338 29 60
Fax: (+86 25) 338 29 94
e-mail: nrist@public1.ptt.js.cn
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), CZECH

REPUBLIC
NA Design Company Inc (NADC)

Brnensk 415, 664 34 Kurim, Czech Republic
Tel: (+420 5) 41 23 06 94
Fax: (+420 5) 850 77 41
e-mail: nadc@centrum.cz
Web: http://www.bongo.cz
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PEOPLE'S REPUBLIC
Nanjing Aeronautical Institute (NAI)

UAV Institute
29 Yu Dao Jie, Nanjing, Jiangsu 210016, People's Republic of China
Tel/Fax: (+86 25) 489 15 14
e-mail: nhwrjj@public1.ptt.js.cn
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), ISRAEL

Steadycopter Ltd
Science Park, Technion-Nesher, PO Box 212, Nesher 36601, Israel
Tel: (+972 4) 830 83 25
Fax: (+972 4 821 05 31
Web: http://www.steadycopter.com
Established in 1999 to develop, manufacture and market automated helicopter systems based on
mathematical models and algorithms, which can be applied to any size of helicopter.
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RUSSIAN FEDERATION
Yakovlev Moscow Machinery Plant `Skorost'

68 Leningradsky Prospekt,
125315 Moscow, Russian Federation
Tel: (+7 095) 157 17 34
Fax: (+7 095) 157 47 26
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), FRANCE

Thales-Detexis
55, quai Marcel-Dassault, BP301,
92214 Saint Cloud Cedex, France
Tel: (+33 1) 49 11 80 00
Fax: (+33 1) 46 02 57 58
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Survey-Copter
26700 La Garde-Adhmar, France
Tel/Fax: (+33 4) 75 04 45 22
e-mail: ptantot@aol.com
OWNER:
Pierre Tantot
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STATES OF AMERICA
Thorpe SEEOP Corporation

320 South Nina, Suite 14, Mesa, Arizona 85210, USA
Tel: (+1 480) 969 20 21
Fax: (+1 480) 969 13 19
e-mail: thorpe@seeop.com
Web: http://www.seeop.com
PRESIDENT:
Douglas Thorpe
Joint development with Advanced Aerospace Technologies Inc of Spinwing concept.

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STATES OF AMERICA
Northrop Grumman Corporation

Ryan Aeronautical Center
2701 North Harbor Drive, San Diego, California 92186, USA
Tel: (+1 619) 260 53 85
Fax: (+1 619) 260 54 37
Web: http://www.northgrum.com.isa
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TAIWAN
Modus Corporation
PO Box 46-155, Taichung Industrial Park, Taichung, Taiwan 407
Tel: (+886 4) 328 35 33
Fax: (+886 4) 328 34 20
e-mail: modus@mail.com
Web: http://www.verticraft.com
PRESIDENT:
Charles Lin
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), KOREA,

SOUTH
Korea Aerospace Industries Ltd (KAI)

8th Floor, Haedong Insurance Building 463, 3Ka, Chungjeong-Ro, Seodaemum-Ku, Seoul 120-709,
South Korea
Tel: (+82 2) 2001 30 60
Fax: (+82 2) 2001 30 11/2
Web: http://www.aero-marine.design-development.com
Lim In Taik
MANAGING DIRECTORS: Dr Raphael Yoeli
Israel Gottesman
PRESIDENT & CEO:
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), ISRAEL

AD&D - Aero Design & Development Ltd

PO Box 561, Rehovot Industrial Park, 76102 Rehovot, Israel
Tel: (+972 8) 931 55 33
Fax: (+972 8) 931 55 32
e-mail: ad-d@netvision.net.il
Web: http://www.aero-marine.design-development.com and http://www.vtol.co.il
Raphael Yoeli
Israel Gottesman
MANAGING DIRECTORS:
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STATES OF AMERICA
AAT - Advanced Aerospace Technologies Inc

54 Roan Lane, St Louis, Missouri, 63124, USA
Tel: (+1 314) 994 02 44
Web: http://www.seeop.com
DESIGNER:
William Randall 'Randy' McDonnell

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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), JAPAN

Yamaha Motor Co Ltd

2500 Shingai Iwata-shi, Shizuoka-ken, 438-8501, Japan
Tel: (+81 5) 38 32 11 70
Fax: (+81 5) 38 37 42 59
e-mail: itagakit@yamaha-motor.co.jp
Web: http://www.yamaha-motor.co.jp
MANAGER, AERONAUTICS OPERATIONS:
Takafumi (Tom) Itagaki

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Techno Sud Industries

178 boulevard Haussmann, F-75008 Paris, France
Tel: (+33 1) 40 76 90 00
Fax: (+33 1) 42 25 77 58
The company entered bankruptcy in September 2000. No buyer has been found and continuation of
Vigilant programmes uncertain.
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STATES OF AMERICA
Sikorsky Aircraft Corporation

6900 Main Street, PO Box 9729, Stratford, Connecticut 06615-9129, USA
Tel: (+1 203) 386 40 00
Fax: (+1 203) 386 73 00
Web: http://www.sikorsky.com/cypher
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STATES OF AMERICA
Science Applications Industrial Corporation (SAIC)

8301 Greensboro Drive, PO Box 50132, MS E-7-1, McLean, Virginia 22102-3600, USA
Tel: (+1 703) 734 59 82
Fax: (+1 703) 790 01 84
e-mail: michael.s.fagan@cpmx.saic.com
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STATES OF AMERICA
Schweizer Aircraft Corporation

PO Box 147, Elmira, New York 14902, USA
Tel: (+1 607) 739 38 21
Fax: (+1 607) 796 24 88
e-mail: schweizer@aol.com
Web: http://www.schweizer-aircraft.com
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AUSTRIA
Schiebel Elektronische Gerte GmbH

Margaretenstrasse 112, A-1050 Vienna, Austria
Tel: (+43 1) 54 62 6-0
Fax: (+43 1) 545 23 39
Web: http://www.schiebel.com
DIVISION MANAGER, CAMCOPTER:
Thomas Zischinsky
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SWEDEN
Scandicraft Systems AB
Mjardevi Science Park, Tekingringen 6, SE-583 30 Linkping, Sweden
Tel: (+46 13) 21 02 40
Fax: (+46 13) 21 10 81
e-mail: info@scandicraft.se
Web: http://www.scandicraft.se
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Kawada Industries Inc Aircraft and Mechanical

Systems Division
122-1 Haga-dai, Haga-machi, Haga-gun, Tochigi-ken 321-3325, Japan
Tel: (+81 28) 677 57 37
Fax: (+81 28) 677 57 07
e-mail: mech@kawada.co.jp
Web: http://www.kawada.co.jp
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RUSSIAN FEDERATION
Kamov Helicopter Company

March 8th Street, Lubertsy, Moscow Region 140007, Russian Federation
Tel: (+7 095) 700 32 04
Fax: (+7 095) 700 30 71
e-mail: kamov@mail.sitek.ru
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STATES OF AMERICA
Kaman Aerospace Corporation

PO Box 2, Dept 403, Bloomfield, Connecticut 06002, USA
Tel: (+1 860) 243 71 00
Fax: (+1 860) 243 75 14
e-mail: kmax-kac@kaman.com
Web: http://www.kaman.com
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KINGDOM
Intora-Firebird plc
PO Box 8000, London Southend Airport, Southend, Essex SS2 6DE, UK
Tel: (+44 1702) 56 18 18
Fax: (+44 1702) 56 18 19
e-mail: mail@intora-firebird.com
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Fuji Heavy Industries Ltd

Aerospace Division
Subaru Bldg, 7-2 1-chome, Nishi-shinjuku, Shinjuku-ku, Tokyo 160, Japan
Tel: (+81 3) 33 47 25 23
Fax: (+81 3) 33 47 25 88
e-mail: masudas@ho.subaru-fhi.co.jp
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BUYERS GUIDE AIRFRAME MANUFACTURERS (UNMANNED HELICOPTERS), ITALY

Dragon Fly Srl

Via Raffaello 1A, I-22-060 Cucciago (CO), Italy
Tel: (+39 031) 72 51 90
Fax: (+39 031) 78 76 42
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STATES OF AMERICA
Dragonfly Pictures
West Terminus 2nd Street, PO Box 202, Essington, Pennsylvania 19029-0202, USA
Tel: (+1 610) 521 61 15
Fax: (+1 610) 521 30 74
e-mail: dragonflypictures@yahoo
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GERMANY
Dornier GmbH, Dasa Defence and Civil Systems

PO Box 1420, D-88039 Friedrichshafen, Germany
Tel: (+49 7545) 800
Fax: (+49 7545) 844 11
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CAC Systmes SA
Arodrome du Breuil, F-41330 La Chapelle Vendomoise, France
Tel: (+33 2) 54 52 65 65
Fax: (+33 2) 54 52 65 75
e-mail: cacsystemes@wanadoo.fr
Web: http://www.cacsystemes.fr
PRESIDENT AND GENERAL MANAGER:
Christophe Corizzi
Founded in 1987, CAC Systmes specialises in the design and manufacture of aerial targets and
unmanned aerial vehicles, including the Heliot multimission remotely-piloted helicopter.
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CANADA
Bombardier Defence Services

10000 Cargo A-4 Street, Montreal International Airport, Mirabel, Quebec, J7N 1H3 Canada
Tel: (+1 514) 476 48 98
Fax: (+1 514) 476 48 28
e-mail: gilles.laflamme@services.bombardier.com
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STATES OF AMERICA
Boeing Defense and Space Group

Military Airplanes Division
PO Box 3999, Seattle, Washington 98124-2499, USA
Tel: (+1 206) 773 26 96
Fax: (+1 206) 773 45 41
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STATES OF AMERICA
Bell Helicopter Textron Inc

Tel: (+1 817) 280 84 15
Fax: (+1 817) 280 82 21
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FRANCE
BEX SA
38 rue Mends-France, F-69120 Vaulx-en-Velin, France
Tel: (+33 4) 78 79 49 80
Fax: (+33 4) 78 79 49 89
e-mail: bex@bex.fr
WWW: www.bex.fr
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, UNITED STATES OF AMERICA

New England Helicopter Council

5 Commonwealth Road, Natick, Maine 01760,USA
Tel: (+1 603) 465 34 62
Fax: (+1 508) 650 98 46
e-mail: wifholm@aol.com
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Mid-Atlantic Helicopter Association

110 Irving St, Washington DC 20010, USA
Tel: (+1 202) 877 57 78
Fax: (+1 202) 877 77 80
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Helicopter Operators of Texas

PO Box 1016, Pearland, Texas 77588, USA
Tel: (+1 713) 643 46 89
Fax: (+1 713) 644 31 36
e-mail: jnmking@aol.com
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Eastern Region Helicopter Council

100 Green Pond Road, Sherman, Connecticut 06784, USA
Tel: (+1 914) 287 66 43
Fax: (+1 914) 287 66 40
e-mail: dianed@corporated.ge.com
Web: http://www.erhc.org
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, FRANCE

Association Aronautique et Astronautique de

France (AAAF)
6 rue Galile, 75782 Paris Cedex 16, France
Tel: (+33 1) 47 23 07 49
Fax: (+33 1) 47 23 07 48
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Popular Rotorcraft Association

PO Box 68, Mentone, Indiana 46539, USA
Tel: (+1 219) 353 72 27
Fax: (+1 219) 353 72 27
Web: http://www.pra.org
President: Gary Goldsberry
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, UNITED KINGDOM

National Association of Air Ambulance Services

(NAAAS)
PO Box 6339, Basingstoke, Hampshire RG21 4XP, UK
Tel: (+44 1256) 49 36 47
Fax: (+44 1256) 49 27 80
Secretary: Ray Emmans
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Helicopter Club of America

PO Box 951899, Lake Mary, Florida 32795-1899, USA
Tel: (+1 407) 324 41 10
Fax: (+1 407) 324 41 13
WWW: http://www.helicopter-club.org
President: Robert R Uttal
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Defence Manufacturers Association (DMA)

Marlborough House, Headley Road, Grayshott, Hindhead, Surrey GU26 6LG, UK
Tel: (+44 1428) 60 77 88
Fax: (+44 1428) 60 45 67
Web: http://www.the-dma.org.uk
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British Naval Equipment Association (BNEA)

4th Floor, Great Guildford Street, London SE1 0HS, UK
Tel: (+44 20) 79 28 91 99
Fax: (+44 20) 79 28 65 99
e-mail: bnea@bmec.org.uk
Web: http://www.bmec.org.uk
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Association of the US Army (AUSA)

2425 Wilson Boulevard, Arlington, Virginia 22201, USA
Tel: (+1 702) 907 26 66
Fax: (+1 702) 243 25 89
e-mail: lhooper@ausa.org
WWW: http://www.ausa.org
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, AUSTRALIA

Asia Pacific Helicopter Association

PO Box 154, Maroochydore, Queensland 4558, Australia
Tel: (+617) 5452 50 55
President: Rob Rich
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Air Transport Association of America (ATA)

1301 Pennsylvania Avenue, NW, No 1100, Washington, DC 20004, USA
Tel: (+1 202) 626 40 00
Fax: (+1 202) 626 41 81
WWW: http://www.air_transport.org
President: Carol Hallett
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United States Air Tour Association (USATA)

311 Commerce Street, Alexandria, Virginia 22314, USA
Tel: (+1 703) 683 62 22
Fax: (+1 703) 683 64 02
WWW: http://www.usata.com
President: Steve Bassett
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, SWITZERLAND

Swiss Helicopter Association

Glrnischstrasse 8, CH-9524 Zuzwil, Switzerland
Tel: (+41 71) 944 25 40
Fax: (+41 71) 944 25 40
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, RUSSIAN FEDERATION

Russian Helicopter Society

2 Sokolnichesky val, Moscow 107113, Russia
Tel: (+7 095) 269 94 66
Fax: (+7 095) 264 55 71
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Professional Aviation Maintenance Association

(PAMA)
1707 H Street NW, Suite 700, Washington, DC 20006, USA
Tel: (+1 202) 73 02 60
Fax: (+1 202) 73 02 77
President: Stan Mackiewicz
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Northwest Rotorcraft Association

111 SW Fifth, Suite 3500, Portland, Oregon 97204, USA
Tel: (+1 503) 286 09 27
Fax: (+1 503) 543 52 96
Director: John C Helm
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Naval Helicopter Association

Box 180460 Coronado, California 92178-0460, USA
Tel: (+1 619) 435 71 39
Fax: (+1 619) 435 73 54
President: Anthony Dzielski
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National Business Aviation Association (NBAA)

1200 18th Street NW, Washington, DC 20036, USA
Tel: (+1 202) 783 90 00
Fax: (+1 202) 331 83 64
Web: http://www.nbaa.org
President: Jack Olcott
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National Air Transportation Association (NATA)

4226 King Street, Alexandria, Virginia 22302, USA
Tel: (+1 703) 845 90 00
Fax: (+1 703) 845 81 76
President: James K Coyne
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International Helicopter Firefighters Association

(IHFA)
205 Starfield Place, Hot Springs, Arkansas 71913, USA
Tel: (+1 501) 767 1181
WWW: http://www.ihogman.com/ihfa
President/Secretary: Jim Evans
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International Federation of Helicopter Associations

(IFHA)
1635 Prince Street, Alexandria, Virginia 22314-2818, USA
Tel: (+1 703) 683 46 46
Fax: (+1 703) 683 47 45
Executive Director: Frank Jensen Jr
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Helicopter Foundation International (HFI)

1635 Prince Street, Alexandria, Virginia 22314, USA
Tel: (+1 703) 683 46 46
Fax: (+1 703) 683 47 45
Curator: John M Slattery
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Helicopter Club of Great Britain (HCGB)

Rylands House, Aynho, Banbury, Oxfordshire OX1 7AT, UK
Tel: (+44 1869) 81 06 46
Fax: (+44 1869) 81 07 55
Secretary: Jeremy James
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, SOUTH AFRICA

Helicopter Association of Southern Africa (HASA)

Terminal Building, 1st Floor, Grand Central Airport, Midrand 1685, South Africa
Tel: (+27 11) 805 06 80
Fax: (+27 11) 805 05 99
President: Kathy Myburgh
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, NEW ZEALAND

Helicopter Association of New Zealand (HANZ)

PO Box 38866, Auckland, New Zealand
Tel: (+64 9) 273 91 58
Fax: (+64 9) 273 97 15
Chairman: Ken Vincent
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, CANADA

Helicopter Association of Canada

50 O'Conner Street, Suite 1421, Ottawa, Ontario, Canada K1P 6L2
Tel: (+1 418) 656 09 00
Fax: (+1 418) 656 08 33
WWW: http://www.h-a-c.ca
Executive Director: Brian Jenner
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, AUSTRALIA

Helicopter Association of Australia (HAA)

21/8 Campbell Street, PO Box 757, Artarmon, New South Wales 2064, Australia
Tel: (+61 2) 436 45 33
Fax: (+61 2) 950 48 98
President: Daniel Tyler LLM
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Helicopter Association International (HAI)

Tel: (+1 703) 683 46 46
Fax: (+1 703) 683 47 45
Web: http://www.rotor.com
President: Roy Resavage
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Groupement Franaise de l'Hlicoptre

6 rue Galile, F-75116 Paris, France
Tel: (+33 1) 44 39 26 58
Fax: (+33 1) 45 44 99 80
President: Lionel Poilane
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General Aviation Manufacturers Association

(GAMA)
1400 K Street NW, Suite 801, Washington, DC 20005, USA
Tel: (+1 202) 393 15 00
Fax: (+1 202) 842 40 63
President: Ed Bolen
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Flight Safety Foundation

2200 Wilson Boulevard, Suite 500, Arlington, Virginia 22201-3306, USA
Tel: (+1 703) 522 83 00
Fax: (+1 703) 525 60 47
Web: http://www.flightsafety.org
President/CEO: Stuart Matthews
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European Unmanned Vehicle Systems Association

(EURO UVS)
112 rue Michel Ange, F-75016 Paris, France
Tel: (+33 1) 46 51 88 65
Fax: (+33 1) 46 51 05 22
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European Helicopter Operators Committee (EHOC)

c/o Shell Aircraft Ltd, Cardinal Point, Heathrow Airport, Middlesex TW6 2HF, UK
Tel: (+44 20) 87 30 52 00
Fax: (+44 20) 87 30 52 00
Chairman: Tjapko van Tijk
Secretary: Eric Clark
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, NETHERLANDS

European Helicopter Association (EHA)

Kruisweg 507, NL-2132 Hoofddorp NA, Netherlands
Tel: (+31 20) 653 45 07
Fax: (+31 20) 653 45 02
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, GERMANY

Deutscher Hubschrauber Verband e V

(German Helicopter Association)
Am Goldberg 7, D-56581 Melsbach, Germany
Tel: (+49 3702) 634 83 45
Fax: (+49 3702) 634 24 86
President: Kurt Pfleiderer
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British Helicopter Advisory Board (BHAB)

Graham Suite, West Entrance, Fairoaks Airport, Chobham, Surrey GU24 8HX, UK
Tel: (+44 1276) 85 61 00
Fax: (+44 1276) 85 61 26
Web: http://www.bhab.demon.co.uk
Chief Executive: John P W Friedberger
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, BRAZIL

Brazilian Helicopter Association

Rua Voluntarios da Patria 2717, Arraquara, So Paulo 14802. 206, Brazil
Fax: (+55 1) 6235 21 97
President: Captain Jos F Motta
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Association for Unmanned Vehicle Systems

International (AUVSI)
1200 19th Street NW, Suite 300, Washington, DC 20036, USA
Tel: (+1 202) 857 18 89
Fax: (+1 202) 223 45 79
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Association of Air Medical Services (AAMS)

110 N Royal Street, Suite 307, Alexandria, Virginia 22314, USA
Tel: (+1 703) 836 87 32
Fax: (+1 703) 836 89 20
Web: http://www.aams.org
Executive Director: Dawn Mancuso
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Asociacin Latinoamericano de Aeronutica (ALA)

2514 Gravel Road, Fort Worth, Texas 76118, USA
Tel: (+1 817) 284 04 31
Fax: (+1 817) 284 04 33
Web: http://www.ala-internet.com
President: Ernesto Rois-Mendez
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American Institute of Aeronautics and

Astronautics (AIAA)
1801 Alexandra Bell Drive, Suite 500, Reston, Virginia 20191-4344, USA
Tel: (+1 703) 764 75 25
Fax: (+1 703) 764 75 51
Executive Director: Cort Durocher
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American Helicopter Society (AHS)

217 Washington Street, Alexandria, Virginia 22314, USA
Tel: (+1 703) 684 67 77
Fax: (+1 703) 739 92 79
Web: http://www.vtol.org
Chairman: John Murphey
President: Gilles Ouimet
Executive Director: Rhett Flater
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Alaska Air Carriers Association

929 E 81st Ave, Suite 108, Anchorage, Alaska 99518, USA
Tel: (+1 907) 277 00 71
Fax: (+1 907) 277 00 72
Executive Director: Kimberly S. Ross
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BUYERS GUIDE ASSOCIATIONS AND CLUBS, CANADA

Air Transport Association of Canada (ATAC)

99 Bank Street, Suite 747, Ottawa, Ontario K1P 6P9, Canada
Tel: (+1 613) 233 77 27
Fax: (+1 613) 230 86 48
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Airborne Law Enforcement Association (ALEA)

PO Box 3683, Tulsa, Oklahoma 74101, USA
Tel: (+1 918) 599 07 05
Fax: (+1 918) 583 23 53
WWW: http://www.alea.org
Executive Director: Sherry W Hadley
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Aerospace Industries Association of America Inc

(AIA)
1250 Eyre Street NW, Washington, DC 20005-3922, USA
Tel: (+1 202) 371 84 00
Fax: (+1 202) 371 84 70
President: John Douglass
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BUYERS GUIDE COMPANY DIRECTORY, UNITED STATES OF AMERICA

Zuccaro Industries Inc

30 Valley Lane, Chappaqua, New York 10514, USA
Tel: (+1 914) 238 18 00
Fax: (+1 914) 238 18 02
e-mail: tailrotor@aol.com
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Vortex Helicopters Inc

7120 Jones Truck Line Road, Long Beach, Mississippi 39560, USA
Tel: (+1 228) 864 73 57
Fax: (+1 228) 864 58 50
e-mail: vortexheli@earthlink.com
Web: http://www.vortex-helicopters.com
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BUYERS GUIDE COMPANY DIRECTORY, UNITED KINGDOM

USF Vacu-Blast International

Woodson House, Ajax Avenue, Slough, Berkshire SL1 4DJ, UK
Tel: (+44 1753) 52 65 11
Fax: (+44 1753) 53 80 93
e-mail: info@vacu-blast.co.uk
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BUYERS GUIDE COMPANY DIRECTORY, RUSSIAN FEDERATION

Ural Optical & Mechanical Plant (UOMP)

33-b Vostochnaya St, Ekaterinburg 620100, Russian Federation
Tel: (+7 3432) 24 18 63
Fax: (+7 3432) 24 16 80
e-mail: trank@gin.global-one.ru
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United Helicopter Maintenance (UHM)

Alliance between Bristow Helicopters (UK) and Air Logistics (USA) (which see).
Web: http://www.helimaintain.com
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UniAvia
40 Butlerova Street, Moscow 117342, Russian Federation
Tel: (+7 095) 956 27 98
Fax: (+7 095) 956 27 98
e-mail: km95@dol.ru
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BUYERS GUIDE COMPANY DIRECTORY, LITHUANIA

Transaviabaltica Aviation Ltd

Vilniaus str 86A, Karmelava, 4301 Kaunas, Lithuania
Tel: (+370 7) 39 91 54
Fax: (+370 7) 39 95 28
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Transas Aviation
21/2 Obukhovskoy, St Petersburg 193019, Russian Federation
Tel: (+7 812) 325 31 31
Fax: (+7 812) 567 19 01
e-mail: amms@transas.com
Web: http://www.transas.com
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TLC Handing Ltd

20 First Avenue, Doncaster Finningley Airport, Hayfield Lane, Finningley, Doncaster, South Yorkshire
DN9 3GA, UK
Tel: (+44 1302) 77 31 71
Fax: (+44 1302) 77 31 70
e-mail: tlchelilift@netscapeonline.co.uk
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Thales Avionics
86-88 Bushey Road, London, SW20 0JW, UK
Tel: (+44 20) 89 46 80 11
Fax: (+44 20) 89 46 75 30
Web: http://www.thalesavionics.com
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Sunrise Helicopter Inc

20803 Stuebner Airline #12, Spring, Texas 77379, USA
Tel: (+1 281) 251 40 05
Fax: (+1 281) 251 88 48
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SPARC JSC
Pilotov str 9, St Petersburg 196210, Russian Federation
Tel: (+7 812) 104 16 06
Fax: (+7 812) 104 16 02
e-mail: spark@mail.wplus.net
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South Bend Controls

1237 Northside Boulevard, South Bend, Indiana 46615, USA
Tel: (+1 219) 234 31 57
Fax: (+1 219) 234 39 48
e-mail: mikepound@sbcontrols.com
Web: http://www.sbcontrols.com
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BUYERS GUIDE COMPANY DIRECTORY, FRANCE

Snecma Control Systems

Site de Villaroche, BP 42, 77552 Moissy Cramayel Cedex, France
Tel: (+33 1) 60 59 92 30
Fax: (+33 1) 60 59 88 33
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Skyline Industries Inc

1201 Forum Way South, PO Box 821, Fort Worth, Texas 76140, USA
Tel: (+1 817) 551 19 67
Fax: (+1 817) 551 71 79
Web: http://www.skyline-usa.com
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SEMIA
1 Boulevard de l'Oise, Les Marades, 95030 Cergy-Pontoise, France
Tel: (++33 1) 30 75 15 07
Fax: (+33 1) 30 75 13 07
Web: http://www.semia.fr
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Schroth Safety Products Corp

1371 SW 8th Street #8-A, Pompano Beach, Florida 33069, USA
Tel: (+1 954) 784 31 78
Fax: (+1 954) 784 31 79
Web: http://www.schroth.com
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Sandel
2401 Dogwood Way, Vista, California 92083, USA
Tel: (+1 760) 727 49 00
Fax: (+1 760) 727 48 99
Web: http://www.sandel.com
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SAGEM SA
Defence and Security Division
61, rue Salvador Allende, 92751 Nanterre Cedex, France
Tel: (+33 1) 40 70 68 66
Fax: (+33 1) 40 70 68 88
Web: http://www.sagem.com
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Safe Flight Instrument Corporation

20 New King Street, White Plains, New York 10604-1206, USA
Tel: (+1 914) 946 95 00
Fax: (+1 914) 946 78 82
e-mail: mail@safeflight.com
Web: http://www.safeflight.com
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Ryan International Corp

4800 Evanswood Drive, Columbus, Ohio 43229, USA
Tel: (+1 614) 885 33 03
Fax: (+1 614) 885 83 07
e-mail: bdb@ryan-tcad.com
Web: http://www.ryan-tcad.com
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BUYERS GUIDE COMPANY DIRECTORY, SWITZERLAND

RUAG Aerospace
CH-6055 Alpnach, Switzerland
Tel: (+41 41) 672 50 50
Fax: (+41 41) 672 50 51
e-mail: marketing.aerospace@ruag.com
Web: http://www.ruag.com
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RTS Rework Inc/RTS Services Inc

7451 Airport Freeway, Fort Worth, Texas 76118, USA
Tel: (+1 817) 589 83 37
Fax: (+1 817) 284 57 69
e-mail: rts@rtsservices.com
Web: http://www.rtsservices.com
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BUYERS GUIDE COMPANY DIRECTORY, CANADA

RTD Helicopter Support

Hangar #7 - 5333 216th Street, Langley, British Columbia V2Y 3N8, Canada
Tel: (+1 604) 530 0354
Fax: (+1 604) 530 0152
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Rotorcraft Support Inc

16425 Hart St, Van Nuys, California 91406, USA
Tel: (+1 818) 997 76 67
Fax: (+1 818) 997 15 13
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Rotorcraft Enterprises LLC

PO Box 3068, Wickenburg, Arizona 85358, USA
Tel: (+1 520) 684 54 42
Fax: (+1 520) 684 89 70
e-mail: startpacjim@w3az.net
Web: http://www.startpac.com
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Raymond R Syms & Associates

28 Baruch Drive, Long Beach, New Jersey 07740, USA
Tel: (+1 732) 870 88 83
Web: http://www.syms.rotor.com
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R & M International
North Creake Airfield, Wells Road, Fakenham, NR22 6BE, UK
Tel: (+44 1328) 82 11 11
Fax: (+44 1328) 82 11 12
e-mail: sales@rami.co.uk
Web: http://www.rami.co.uk
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Priester Aviation
1126 S Milwaukee Avenue, Pal-Waukee Municipal Airport, Wheeling, Illinois 60090-6391, USA
Tel: (+1 847) 537 12 05
Fax: (+1 847) 537 16 02
Web: http://www.priesterave.com
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Polytech USA Inc

2089 Gillen Lane, Falls Church, Virginia 22043-1671, USA
Tel: (+1 703) 533 05 77
Fax: (+1 703) 995 09 44
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BUYERS GUIDE COMPANY DIRECTORY, ISRAEL

Plasansasa
Kibbutz Sasa, M P Merom Hagalil, 13870 Israel
Tel: (+972 6) 98 85 55
Fax: (+972 6) 98 02 12
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Permali Gloucester Ltd

Bristol Road, Gloucester, Gloucestershire GL1 5TT, UK
Tel: (+44 1452) 52 82 82
Fax: (+44 1452) 50 74 09
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Pentar Avionics
19820 North Creek Parkway, Suite 102, Bothell, Washington 98011-8227, USA
Tel: (+1 425) 424 33 70
Fax: (+1 425) 424 33 80
e-mail: sales@pentar.com
Web: http://www.pentar.com
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Offshore Helicopter Support Services Inc

200 A Burgess Drive, Broussard, Louisiana 70518, USA
Tel: (+1 337) 839 05 00
Fax: (+1 337) 839 07 00
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NAASCO
222 Grand Avenue, Brookhaven Airport, Shirley, New York 11967, USA
Tel: (+1 631) 399 22 44
Fax: (++1 631) 399 22 75
e-mail: jim@naasco.com
Web: http://www.naasco.com
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MW Helicopters Ltd
Hangar 17, Stapleford Aerodrome, Stapleford Tawney, Essex RM4 1SJ, UK
Tel: (+44 1708) 68 81 15
Fax: (+44 1708) 68 81 17
e-mail: contact@mwhelicopters.co.uk
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Micro-Surface Finishing Products Inc

1217 West Third Street, Wilton, Iowa 52761, USA
Tel: (+1 563) 732 33 40
Fax: (+1 563) 732 33 90
e-mail: salesms@netins.net
Web: http://www.micro-surface.com
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Metravia RDS
200 Chemin des Ormeaux, 69760 Limonest, France
Tel: (+33 4) 78 66 34 00
Fax: (+33 4) 78 66 34 34
e-mail: pilar@metravib.fr
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Meeker Aviation
#206-19142 122nd Avenue, Pitt Meadows, British Columbia V3Y 2P9, Canada
Tel: (+1 604) 460 18 10
Fax: (+1 604) 460 18 12
e-mail: meekerav@netcom.ca
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Luminator Aircraft Products

1200 E, Plano Parkway, Plano, Texas 75074-0030, USA
Tel: (+1 972) 881 54 83
Fax: (+1 972) 881 89 00
e-mail: lapsales@luminatorusa.com
Web: http://www.luminatorusa.com
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Lombard
3 Princess Way, Redhill, Surrey RH1 1NP, UK
Tel: (+44 1737) 77 69 66
Fax: (+44 1737) 77 46 80
e-mail: jwaites@lombard .co.uk
Web: http://www.lombard.co.uk/aviation
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BUYERS GUIDE COMPANY DIRECTORY, CZECH REPUBLIC

Leteck opravny Kbely sp (LOK)

Touzimsk 583, 197 03 Prague 9 - Kbely, Czech Republic
Tel: (+420 2) 850 78 05
Fax: (+420 2) 850 78 06
e-mail: lokinter@mbox.vol.cz
Web: http://www.lok.cz
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Kronshtadt
142 Bldg 1, Varshavskoe shosse, Moscow 115230, Russian Federation
Tel: (+7 095) 797 34 85
Fax: (+7 095) 795 32 47
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Krasny Octiabr JSC

13/15 Polytechnicheskaya st, St Petersburg, Russian Federation
Tel: (+7 812) 247 71 19
Fax: (+7 812) 247 18 92
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Kleerdex Company
21 North Hepburn Avenue, Jupiter, Florida 33458, USA
Tel: (+1 561) 721 48 04
Fax: (+1 561) 721 82 64
e-mail: tonynap@fdn.com
Web: http://www.kydex.com
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Kellstrom Industries Inc

3701 Flamingo Road, Mirimar, Florida 33323, USA
Tel: (+1 954) 538 25 49
Fax: (+1 954) 538 25 66
Web: http://www.kellstrom.com
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Kahn Industries Inc

885 Wells Road, Wethersfield, Connecticut 06109, USA
Tel: (+1 860) 529 86 43
Fax: (+1 860) 529 18 95
e-mail: info@kahn.com
Web: http://www.kahn.com
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JR Technology Ltd
81 North End, Meldrith, Royston, Hertfordshire SG8 8NU, UK
Tel: (+44 1763) 26 07 21
Fax: (+44 1763) 26 08 09
e-mail: enquiries@jrtech.co.uk
Web: http://www.jrtech.co.uk
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J B Knowles Inc
(The Chopper Spotter Company)
31336 Woodshire Lane, Blue River, Wisconsin 53518, USA
Tel: (+1 608) 537 20 49
Fax: (+1 608) 537 20 43
Web: http://www.jbk.rotor.com
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James A Staley Co
5 Bowen Court, Carmel, New York 10512, USA
Tel: (+1 845) 878 33 44
Fax: (+44 845) 878 34 29
Web: http://www.staley.com
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BUYERS GUIDE COMPANY DIRECTORY, IRAN

Iran Helicopter Support & Renewal Company

(IHSRC)
Mehrabad Airport Road, Meradj Ave, PO Box 13185-1688, Tehran, Iran
Tel: (+98 21) 600 34 14
Fax: (+98 21) 601 58 62
e-mail: panha@isiran.com
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Instrument Tech Corp

15060 Beltwood Parkway East, Addison, Texas 75001, USA
Tel: (+1 972) 458 87 85
Fax: (+1 972) 458 87 89
Web: http://www.instrumenttech.com
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Infinity Technology
1312 Commerce Lane, Unit 11B, Jupiter, Florida 33458, USA
Tel: (+1 561) 747 26 78
Fax: (+1 561) 747 41 58
e-mail: bcaptm@gate.net
Web: http://www.honeycombseals.com
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Indal Technologies
3570 Hawkestone Road, Mississauga, Ontario L5C 2V8, Canada
Tel: (+1 905) 275 53 00
Fax: (+1 905) 273 70 04
e-mail: sales@indaltech.com
Web: http://www.indaltech.com
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IDD Aerospace
18225 NE 76th Street, Redmond, Washington 98052, USA
Tel: (+1 425) 897 43 09
Fax: (+1 425 883 64 23
Web: http://www.iddaerospace.com
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BUYERS GUIDE COMPANY DIRECTORY, GERMANY

HRC Heli Rescue Consult GmbH

Carl-Schwanz-Str 5, 83727 Schliersee, Germany
Tel: (+49 8026) 26 59
Fax: (+49 8026) 20 99 91
Web: http://www.helirescueconsult.com
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Helitune
Hatchmoor Industrial Estate, Torrington, Devon EX38 7HH, UK
Tel: (+44 1805) 64 26 50
Fax: (+44 1805) 62 46 89
e-mail: sales@helitune.com
Web: http://www.helitune.com
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Helispares Ltd
Unit 33, Walworth Enterprise Centre, Duke Close, West Way, Andover, Hampshire SO10 5AP, UK
Tel: (+44 1264) 33 88 66
Fax: (+44 1264) 22 88 99
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BUYERS GUIDE COMPANY DIRECTORY, LITHUANIA

Helisota Ltd
29 J Bakanausko St, 3018 Kaunas, Lithuania
Tel: (+370 7) 29 17 37, 29 17 41
Fax: (+370 7) 29 54 20
e-mail: helisota@helisota.lt
Web: http://www.helisota.lt
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Helipro Completions
9510 Max Conrad Drive, Spring, Texas 77389, USA
Tel: (+1 281) 370 85 20
Fax: (+1 281) 370 76 19
Web: http://www.helipro.com
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Helicopter Engines Repair Overhaul Services Inc

7117 Arlington Avenue, Unit E, Riverside, California 92503, USA
Tel: (+1 909) 687 42 87
Fax: (+1 909) 687 45 88
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Heavycopter Inc
PO Box 388, Roslyn, New York 11576, USA
Tel: (+1 516) 869 00 71
Fax: (+1 516) 869 62 57
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Heatcon Composite Systems

600 Andover Part East, Seattle, Washington 98188-7610, USA
Tel: (+1 206) 575 13 33
Fax: (+1 206) 575 08 56
Web: http://www.heatcon.com
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Headset Services Ltd

Unit 5, Shoreham Airport, Shoreham-by-Sea, West Sussex BN43 5FF, UK
Tel: (+44 1273) 23 41 81
Fax: (+44 1273) 23 41 90
e-mail: headsetservices@btinternet.com
Web: http://www.headsetservices.com
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H & S Aviation (Team 250)

Robinson Way, Portsmouth, Hampshire PO3 5TH, UK
Tel: (+44 2392) 30 40 00
Fax: (+44 2392) 30 43 52
Web: http://www.hsaviation.co.uk
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Gdel Lineartec UK Ltd

Unit J, Cavans Close, Binley Industrial Estate, Coventry, West Midlands CV3 2SF, UK
Tel: (+44 1203) 63 59 77
Fax: (+44 1203) 65 01 03
e-mail: gudeluk@aol.com
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Global Filtration Inc

6650 Roxburgh Drive, Suite 100, Houston, Texas 77041-5208, USA
Tel: (+1 713) 856 98 00
Fax: (+1 713) 856 98 22
Web: http://www.globalfiltration.com
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Glendale International Ltd

533 Rayleigh Road, Thundersley, Essex SS7 3TN, UK
Tel: (+44 1268) 74 17 70
Fax: (+44 1268) 74 17 80
e-mail: pcamp@glendale-int.o.uk
Web: http://www.glendale-int.co.uk
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GCA International Inc

501 East Plaza Circle, Suite 1, Litchfield Park, Arizona 85340, USA
Tel: (+1 623) 935 65 20
Fax: (+1 623) 935 65 68
Web: http://www.gcacharts.com
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Garmin (Europe) Ltd

Unit 5, The Quadrangle, Abbey Park, Romsey, Hampshire SO51 9AQ, UK
Tel: (+44 1794) 51 99 44
Fax: (+44 1794) 51 92 22
e-mail: steve.gubbins@garmin.com
Web: http://www.garmin.com
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Gantt Aviation Inc

221 Stearman Drive, Georgetown, Texas 78728, USA
Tel: (+1 512) 863 55 37
Fax: (+1 512) 869 00 98
e-mail: scott@ganttaviation.com
Web: http://www.ganttaviation.com
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Flame Enterprises Inc

20945 Osborne Street, Canoga Park, California 91304, USA
Tel: (+1 818) 700 29 05
Fax: (+1 818) 700 91 68
e-mail: infro@flamecorp.com
Web: http://www.flamecorp.com
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Filtration Development Company LLC

20 Pimental Court, Suite C-5, Novato, California 94949, USA
Tel: (+1 415) 884 05 55
Fax: (+1 415) 884 05 05
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Falcon Crest Aviation Supply Inc

8318 Braniff, Houston, Texas 77061, USA
Tel: (+1 713) 644 22 90
Fax: (+713) 644 03 56
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ERDA Inc
701 US Highway 41, Peshtigo, Wisconsin 54157, USA
Tel: (+1 715) 582 45 17
Fax: (+1 715) 582 28 99
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Enterprise Control Systems Ltd

31 High Street, Wappenham, Northants NN12 8SN, UK
Tel: (+44 1327) 86 00 50
Fax: (+44 1327) 86 00 58
e-mail: sales@enterprisecontrol.co.uk
Web: http://www.enterprisecontrol.co.uk
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Eaton Aerospace
Larchwood Avenue, Bedhampton, Havant, Hampshire PO9 3QN, UK
Tel: (+44 2392) 48 72 51
Fax: (+44 2392) 49 24 00
Web: http://www.acdhq@eaton.com
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Eaton Aerospace
Tel: (+1 949) 253 21 00
Fax: (+1 949) 253 21 11
Web: http://www.aerospace.eaton.com
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Dynepro Inc
9420B Clark Graham Avenue, Baie D'Urfe, Quebec H9X 3R8, Canada
Tel: (+1 514) 457 76 69
Fax: (+1 514) 457 77 51
e-mail: busdev@dynepro.com
Web: http://www.dynepro.com
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DRS Hadland Ltd

Harrow Yard, Akeman Street, Tring, Hertfordshire HP23 6AA, UK
Tel: (+44 1442) 82 15 00
Fax: (+44 1442) 8215 99
Web: http://www.drs.com
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Deschamps
BP 20, 16400 La Couronne, France
Tel: (+33 5) 45 67 70 30
Fax: (+33 5) 45 67 81 60
e-mail: deschamps@deschamps.fr
Web: http://ww.deschamps.fr
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DCN International
BP30, 16 600 Ruelle sur Touvre, France
Tel: (+33 5) 45 24 32 92
Fax: (+33 5) 45 24 32 88
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Dayton T Brown Inc

555 Church Street, Bohemia, New York 11716, USA
Tel: (+1 631) 589 63 00
Fax: (+1 631) 589 36 48
e-mail: jluscher@daytontbrown.com
Web: http://www.daytontbrown.com
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DAC International Inc

6702 McNeil Drive, Austin, Texas 78729, USA
Tel: (+1 512) 331 53 23
Fax: (+1 512) 331 45 16
Web: http://www.dacint.com
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BUYERS GUIDE COMPANY DIRECTORY, SOUTH AFRICA

Cumulus
Business Unit of Denel (Pty) Ltd, PO Box 8859, Centurion 0046, South Africa
Tel: (+27 12) 67 40 00
Fax: (+27 12) 674 01 99
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Cubic Defense Systems Inc

9333 Balboa Avenue, San Diego, California 92123, USA
Tel: (+1 858) 505 26 68
Fax: (+1 858) 505 15 04
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Corrosion Technologies Corp

PO Box 551625, Dallas, Texas 75355-1625, USA
Tel: (+1 972) 271 73 61
Fax: (+1 972) 278 97 21
Web: http://www.corrosionx.com
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Copter Care Inc

3333 E Spring Street, Hangar 16, Long Beach, California 90806, USA
Tel: (+1 562) 989 98 09
Fax: (+1 562) 989 98 19
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Continental Forge Co
412 East El Segundo Boulevard, Compton, California 90222, USA
Tel: (+1 310) 603 10 14
Fax: (+1 310) 637 87 96
e-mail: rmorris@cforge.com
Web: http://www.cforge.com
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CMC Electronics Inc

600 Dr Frederik Philips Boulevard, Ville Saint-Laurent, Quebec, Canada H4M 2S9
Tel: (+1 514) 748 31 48
Fax: (+1 514) 748 31 00
Web: http://www.cmcelectronics.com
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Cincinnati Control Dynamics Inc

9850 Redhill Drive, Cincinnati, Ohio 45242, USA
Tel: (+1 513) 984 88 15
Fax: (+1 513) 984 64 48
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CILAS Compagnie Industrielle des Lasers

Route de Nozay, BP 27, 91460 Marcoussis, France
Tel: (+33 1) 64 54 48 00
Fax: (+33 1) 69 01 37 39
Web: http://www.cilas.com
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Champion Aviation Products

1230 Old Norris Road, PO Box 686, Liberty, South Carolina 29657-0686, USA
Tel: (+1 864) 843 53 75
Fax: (+1 864) 843 54 14
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Center Helicopters Inc

150 Aviation Way, Hangar 17N, Fort Worth, Texas 76106, USA
Tel: (+1 817) 624 63 00
Fax: (+1 817) 624 63 11
Web: http://www.aircenterhelicopters.com
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Castle Air
Trebrown, Liskeard, Cornwall PL14 3PX, UK
Tel: (+44 1503) 24 05 43
Fax: (+44 1503) 24 07 47
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Canam Aerospace Inc

Unit 6, 7424 Hume Avenue, Delta, British Columbia V4G 1C5, Canada
Tel: (+1 604) 952 44 04
Fax: (+1 604) 952 44 05
e-mail: info@canamaerospace.com
Web: http://www.canamaerospace.com
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Calgary Gooseneck Service Ltd

PO Box 2425, Strathmore, Alberta T1P 1K3, Canada
Tel: (+1 403) 641 38 68
Fax: (+1 403) 641 39 03
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Bruce's Custom Covers

989 E California Avenue, Sunnyvale, California 94086, USA
Tel: (+1 408) 738 39 59
Fax: (+1 408) 738 27 29
Web: http://www.aircraftcovers.com
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Broadcast Microwave Services Inc

PO Box 84630, San Diego, California 92138, USA
Tel: (+1 800) 669 96 67
Fax: (+1 858) 560 16 37
Web: http://www.bms-inc .com
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BLR Rotorcraft Division

Boundary Layer Research Inc
3125 100th St SW C75-5, Everett, Washington 98204, USA
Tel: (+1 425) 353 65 91
Fax: (+1 425) 355 30 46
e-mail: dave@blrvgs.com
Web: http://www.blrvgs.com
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Bet Shemesh Engines Ltd

Western Industrial Zone, Post Office Haela, Bet Shemesh 95000, Israel
Tel: (+972 2) 990 94 86
Fax: (+972 2) 991 19 70
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Beaufort Air-Sea Equipment Ltd

Beaufort Road, Birkenhead, Merseyside CH41 1HQ, UK
Tel: (+44 151) 652 91 51
Fax: (+44 151) 670 09 58
Web: http://www.beaufort-uk.com
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Bearing Inspection Inc

4422 Corporate Center Drive, Los Alamitos, California 90720-1570, USA
Tel: (+1 714) 484 24 00
Fax: (+1 714) 484 24 18
Web: http://www.bii.net
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B/E Aerospace Inc

6835 Ridge Road, PO Box 326, Sharon Center, Ohio 44274, USA
Tel: (+1 330) 239 10 00
Fax: (+1 330) 239 13 52
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BAE Systems
Airport Works, Rochester, Kent ME1 2XX, UK
Tel: (+44 1634) 81 68 29
Fax: (+44 1634) 81 63 92
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Avsoft
Myson House, Railway Terrace, Rugby, CV21 3HL, UK
Tel: (+44 1788) 54 08 98
Fax: (+44 1788) 54 09 33
e-mail: sales@avsoft.co uk
Web: http://www.avsoft.co.uk
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Avimo Ltd
Lisieux Way, Taunton, Somerset TA1 2JZ, UK
Tel: (+44 1823) 33 10 71
Fax: (+44 1823) 27 44 13
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Aviatrade GmbH
Buchenstrasse 10, 56626 Andernach, Germany
Tel: (+49 2632) 964 30
Fax: (+49 2632) 96 43 99
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Aviation Traders Ltd

Bournemouth International Airport, Christchurch, Dorset BH23 6NW, UK
Tel: (+44 1202) 58 19 00
Fax: (+44 1202) 58 29 22
Web: http://www.atldesign.dial.pipex.com
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BUYERS GUIDE COMPANY DIRECTORY, NORWAY

Astec Helicopter Services AS

PO Box 535, 4055 Stavanger Lufthavn, Norway
Tel: (+47 51) 94 14 00
Fax: (+47 51) 94 14 01
Web: http://www.chcastec.com
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BUYERS GUIDE COMPANY DIRECTORY, AUSTRALIA

Asia Pacific Aerospace

Box 131, Hamilton Central, Brisbane, Queensland 4007, Australia
Tel: (+61 7) 32 68 66 00
Fax: (+61 7) 32 68 68 31
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Anglo Trust Ltd

PO Box 225, Polygon Hall
Le Marchant Street
Guernsey
Channel Islands GY1 4HY
United Kingdom
Tel: (+44 1481) 70 46 81
Fax: (+44 1481) 70 46 82
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AMSAFE
1043 North 47th Avenue, Phoenix, Arizona 85043, USA
Tel: (+1 602) 850 28 50
Fax: (+1 602) 850 28 12
Web: http:// www.amsafe.com
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Amphitech International
65 de la Seigneurie Boulevard East, Blainville, Quebec J7C 4M9, Canada
Tel: (+1 450) 430 13 35
Fax: (+1 450 430 08 00
Web: http://www.amphitech.com
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Airwolf Filter Corp

15369 Madison Road, Middlefield, Ohio 44062, USA
Tel: (+1 440) 632 51 36
Fax: (+1 440) 632 16 85
Web: http://www.airwolf.com
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Air Part Express Inc

13022 N 37th Place, Phoenix, Arizona 85032, USA
Tel: (+1 602) 971 67 67
Fax: (+1 602 971 78 42
Web: http://www.airpartsexpress.com
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Air Data Inc

5930 Cote de Liessa, Mont Royal, Quebec H4T 1CP, Canada
Tel: (+1 514) 344 16 74
Fax: (+1 514) 344 16 75
Web: http://www.airdata.com
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Airborne Engines Ltd

10-3071 No 5 Road, Richmond, British Columbia V6X 2T4, Canada
Tel: (+1 604) 244 16 68
Fax: (+1 604) 244 17 87
Web: http://www.airborneengines.com
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Air & Ground Aviation Ltd

Unit 9, New Road Industrial Estate, Hixon, Staffordshire ST 18 0PJ, UK
Tel: (+44 1889) 27 17 77
Fax: (+44 1889) 27 07 56
e-mail: office@airandground.com
Web: http://www.airandground.com
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AIG Aviation Inc

1175 Peachtree Street NE, Suite 1000, Atlanta Georgia 30361, USA
Tel: (+1 404) 249 18 00
Fax: (+1 404) 249 19 17
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BUYERS GUIDE COMPANY DIRECTORY, TAIWAN

AIDC Aircraft Factory

111-20, Lane 68, Fu-Shing N Road, Taichung, Taiwan
Tel: (+886 4) 259 00 01
Fax: (+886 4) 256 23 94
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Aerotron Ltd
21-24 Cobham Way, Gatwick Road, Crawley, West Sussex RH10 2RX, UK
Tel: (+44 1293) 51 66 51
Fax: (+44 1293) 52 27 59
e-mail: service@aerotron.co.uk
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BUYERS GUIDE COMPANY DIRECTORY, SWEDEN

Aerotech Telub AB
SE-732 81 Arboga, Sweden
Tel: (+46 589) 800 00
Fax: (+46 589) 61 16 52
and
SE-581 82 Linkping
Sweden
Tel: (+46 13) 23 10 00
Fax: (+46 13) 29 84 49
Web: http://www.aerotechtelub.se
Web: http://www.component-maintenance.com
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Aero Technology Inc

33 East Spring Street, Long Beach, California 90806, USA
Tel: (+1 562) 595 60 55
Fax: (+1 562) 595 84 16
e-mail:richard@aerotechnology.org
Web: http://www.aerotechnology.org
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Aero Products Components Services

1808 West 3rd Street, Tempe, Arizona 85281, USA
Tel: (+1 480) 829 67 89
Fax: (+1 480) 966 85 08
Web: http://www.aeroproducts.com
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BUYERS GUIDE COMPANY DIRECTORY, PERU

Aero Pacifico SA
Ave Jose Galvez Barrenechea 225, Lima 27, Peru
Tel: (+51 14) 76 79 00
Fax: (+51 140) 75 78 04
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Aeromaritime
4927 East Falcon Drive
Mesa, Arizona 85215, USA
Tel: (+1 480) 830 77 80
Fax: (+1 480) 830 89 88
Web: http://www.aeropowerresources.com
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Aero Helicopters
490 Smith Road, Red Rock, Texas 78662, USA
Tel: (+1 512) 303 57 58
Fax: (+1 512) 321 16 65
Web: http://www.aerohelicopters.com
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Aero Dynamix Inc

3227 W Euless Boulevard #100
Euless, Texas 76040, USA
Tel: (+1 817) 571 07 29
Fax: (+1 817) 252 06 36
Web: http://www.aerodynamix.com
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BUYERS GUIDE COMPANY DIRECTORY, VENEZUELA

Aerocentro de Servicios SA
Apartado Postal 68823
Altamira 1062, Caracas, Venezuela
Tel: (+58 2) 959 04 01
Fax: (+58 2) 959 51 13
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Arazur
2 rue Maurice Mallet, 92130 Issy-les-Moulineaux, France
Tel: (+33 1) 41 23 23 23
Fax: (+33 1) 46 48 74 79
Web: http://www.aerazur.com
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Aeraustral
20 Burstow Street, Toowoomba, Queensland 4350, Australia
Tel/Fax: (+61 7) 46 38 19 44
e-mail: Jabou@Telstra.Easymail.com.au
Web: http://www.snazzisafety.com
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Advanced Power Products

7702 S Greenleaf, Whittier, California 90602, USA
Tel: (+1 562) 696 73 34
Fax: (+1 562) 696 74 15
Web: http://www.advancedpowerproducts.com
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ACES INA
1601 Chestnut St - TL31W
Philadelphia
Pennsylvania 19103
USA
Tel: (+1 215) 761 32 43
Fax: (+1 215) 761 49 98
Web: http://www.acelimited.com
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356 Aircraft Repair Factory

Engels-1, Saratov 413101, Russian Federation
Tel: (+7 8452) 214 84
Fax: (+7 8452) 214 84
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Wenger Aircraft Maintenance Inc

3333 E. Spring Street, Hangars 14-15-16, Long Beach, California 90806, USA
Tel: (+1 562) 989 36 20
Fax: (+1 562) 989 36 24
Web: http://www.wengeracm.com
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Ultra Electronics Command & Control Systems

Knaves Beach Business Centre, Loudwater, High Wycombe,
Buckinghamshire HP10 9UT, UK
Tel: (+44 1628) 53 00 00
Fax: (+44 1628) 52 45 57
Web: http://www.ultra-electronics.com
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TRW Inc
1760 Glenn Curtiss, Carson, California 90746, USA
Tel: (+1 310) 764 60 21
Fax: (+1 310) 764 60 42
e-mail: ron.defrees@trw.com
Web: http://www.trw.com/systems_it
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Thales Training & Simulation Ltd

Gatwick Road, Crawley, West Sussex, UK
Tel: (+44 1293) 56 28 22
Fax: (+44 1293) 56 33 66
e-mail: sales@thales-tts.com
Web: http://www.thales-tts.com
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Thales Marconi Sonar Pty Ltd

274 Victoria Road, Rydalmere, New South Wales 2116, Australia
Tel: (+61 2) 98 48 38 00
Fax: (+61 2) 98 48 37 20
e-mail: ellis.colin@tms-pty.com
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Thales Marconi Sonar (TMS)

525 route des Dolines, BP 157, F-06903 Sophia Antipolis, France
Tel: (+33 4) 92 96 30 00
Fax: (+33 4) 92 96 46 30
e-mail: info@tms-sonar.com
Web: http://www.tms-sonar.com
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Texas Instruments Inc

2501 West University, M58058, McKinney, Texas 75070, USA
Tel: (+1 214) 952 38 00
Fax: (+1 214) 952 42 00
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BUYERS GUIDE COMPANY DIRECTORY, DENMARK

TERMA Elektronik A/S

Hovmarken 4, Lystrup, DK-8520, Denmark
Tel: (+45) 86 22 20 00
Fax: (+45) 86 22 27 99
e-mail: ton@terma.dk
Web: http://www.terma.com
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STN ATLAS Elektronik GmbH

Sebaldsbrcker Heerstrasse 235, D-28305 Bremen, Germany
Tel: (+49 421) 457 0
Fax: (+49 421) 457 29 00
e-mail: marketing@stn-atlas.de
Web: http://www.stn-atlas.de
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Rockwell Collins Avionics

400 Collins Road NE, Cedar Springs, Iowa 52498-0001, USA
Tel: (+1 319) 295 40 85
Fax: (+1 319) 295 22 97
Web: http://www.collins.rockwell.com
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Radamec Defence Systems Ltd

Bridge Road, Chertsey, Surrey KT16 8LJ, UK
Tel: (+44 1932) 56 11 81
Fax: (+44 1932) 56 87 75
e-mail: rdsl@radamec.co.uk
Web: http://www.radamec.co.uk
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Omniflight Helicopters Inc

4650 Airport Parkway, Addison, Texas 75001, USA
Tel: (+1 972) 776 01 30
Fax: (+1 972) 776 01 31
Web: http://www.omniflight.com
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Mason Electric Company

Aerospace and Defence Group, Esterline Technologies, 605 8th Street, PO Box 311, San Fernando,
California 91341-0311, USA
Tel: (+1 818) 361 33 66
Fax: (+1 818) 365 68 09
e-mail: sales@mason_electric.com
Web: http://www.mason-electric.com
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Marconi Communications Ltd

Stratford House, New Century Park, Coventry CV3 1HJ, UK
Tel: (+44 24) 76 56 20 00
Fax: (+44 24) 76 56 70 00
Web: http://www.marconi.com
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BUYERS GUIDE COMPANY DIRECTORY, UKRAINE

Konotop Aircraft Repair Plant Àviakon'

25 Ryabishapko Street, Konotop, Sumy Region, 245780 Ukraine
Tel: (+380 5447) 42 100
Fax: (+380 5447) 42 102
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Karlebo Helicopter AB
Box 6084, Sjoangsvager 15, Norrviker, SE-192 06 Sollentuna, Sweden
Tel: (+46 705) 35 03 55
Fax: (+46 705) 134 14 98
e-mail: msavbback@telia.com
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Infinity Aviation Inc

PO Box 757, Lincoln, California 95648, USA
Tel: (+1 916) 645 81 17
Fax: (+1 916) 645 94 79
Web: http://www.infinityaviation.com
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Hunting Defence
Reddings Wood, Ampthill, Bedfordshire MK45 2HD, UK
Tel: (+44 1525) 84 10 00
Fax: (+44 1525) 40 58 61
e-mail: hunting.marketing@dial.pipex.com
Web: http://www.hunting-engineering.co.uk
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Howden Airdynamics Group

111 Windmill Road, Sunbury-on-Thames, Middlesex TW16 7EF, UK
Tel: (+44 1932) 76 58 22
Fax: (+44 1932) 76 10 98
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Heli-Union Industrie
Aerodrome de Toussus-le-Noble, F-78117 Chateaufort, France
Tel: (+33 1) 39 56 51 52
Fax: (+33 1) 39 56 38 64
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Helicopter Adventures Inc

81 John Glenn Drive, Concord, California 94520, USA
Tel: (+1 925) 686 29 17
Fax: (+1 925) 686 29 86
e-mail: info@heli.com
Web: http://www.heli.com
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GE Capital Corp
44 Old Ridgebury Road, Danbury, Connecticut 06810, USA
Tel: (+1 203) 796 10 29
Fax: (+1 203) 830 37 00
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First Bowring Insurance Brokers Pty Ltd

Box 61787 Marshalltown 2107, South Africa
Tel: (+27 11) 491 39 11
Fax: (+27 11) 834 12 46
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First Aviation Services Inc

15 Riverside Avenue, Westport, Connecticut 06880-4214, USA
Tel: (+1 203) 291 33 00
Fax: (+1 203) 291 33 30
e-mail: first@firstaviation.com
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First Aviation Finance

179 Vauxhall Bridge Road, London SW1V 1ER, UK
Tel: (+44 20) 78 34 11 11
Fax: (+44 20) 78 34 22 44
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Faugere & Jutheau SA

54 Quai Michelet, F-92300 Levallois Perret, France
Tel: (+33 1) 41 34 50 00
Fax: (+33 1) 41 34 55 00
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Evans & Sutherland

600 Komas Drive, Salt Lake City, Utah 84108, USA
Tel: (+1 801) 588 10 00
Fax: (+1 801) 588 45 51
e-mail: jmitchel@es.com
Web: http://www.es.com
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EDS Defence Ltd

1-3 Bartley Wood Business Park, Bartley Way, Hook, Hampshire RG27 9XA, UK
Tel: (+44 1256) 74 23 45
Fax: (+44 1256) 74 23 49
Web: http://www.eds.co.uk
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Eagle Helicopters Inc

5311 E Rutter Avenue, Spokane, Washington 99212, USA
Tel: (+1 509) 534 12 85
Fax: (+1 509) 533 04 68
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BUYERS GUIDE COMPANY DIRECTORY, RUSSIA

Double Eagle Consulting

5, Flotskaya Street, Office 403, Moscow 125167, Russian Federation
Tel: (+7 095) 777 02 23
Fax: (+7 095) 777 02 24
e-mail: alex@aviacom.ru
Web: http://www.decavia.com
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BUYERS GUIDE COMPANY DIRECTORY, BELGIUM

Delft Sensors Systems

OIP NV, Westerring 21, B-9700 Oudenaarde, Belgium
Tel: (+32 55) 33 38 11
Fax: (+32 55) 31 68 95
e-mail: fdg@oip.be
Web: http://www.oip.be
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debis Financial Services Inc

201 Merritt 7, Suite 700, Norwalk, Connecticut 06856, USA
Tel: (+1 203) 847 68 83
Fax: (+1 203) 847 29 25
Web: http://www.dcxcapital.com
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Datel Defence Limited

1 Chain Caul Way, Ashton-on-Ribble, Preston, Lancashire PR2 2YL, UK
Tel: (+44 1722) 32 52 00
Fax: (+44 1722) 32 52 01
e-mail: joannab@dateldef.co.uk
Web: http://www.datel.ferranti.co.uk
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EADS Systems & Defence Electronics

D-88039, Friedrichshafen, Germany
Tel: (+49 75) 458 19 23
Fax: (+49 75) 458 87 11
e-mail: wobker@dornier.dasa.de
Web: http://www.eads.net
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Computing Devices Limited

Castleham Road, St Leonards-on-Sea, East Sussex TN38 9NJ, UK
Tel: (+44 1424) 85 34 81
Fax: (+44 1424) 85 15 20
e-mail: cfutrall@compd.com
Web: http://www.compd.com
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Comet GmbH Pyrotechnik-Apparatebau

PO Box 20, Ruhweg 20, 67307 Gollheim, Germany
Tel: (+49 6351) 40 20
Fax: (+49 6351) 40 226
e-mail: info@comet-pyro.de
Web: http://www.comet-pyro.de
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Chemring Countermeasures
High Post, Salisbury, Wiltshire SP4 6AS, UK
Tel: (+44 1722) 41 16 11
Fax: (+44 1722) 78 27 66
e-mail: martinw@pw.chemring.co.uk
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Bower Helicopter Inc

PMB 407-B206, 8127 Mesa Drive, Austin, Texas 78759, USA
Tel: (+1 512) 345 12 92
Fax: (+1 512) 345 50 71
e-mail: ron@bowerhelicopter.com
Web: http://www.bowerhelicopter.com
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Aviation Finance Group Inc

1975 East Sunrise Boulevard, Fort Lauderdale, Florida 33304, USA
Tel: (+1 954) 467 09 25
Fax: (+1 954) 467 81 04
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Atlantis Aerospace
1 Kenview Boulevard, Brampton, Ontario L6T 5E6, Canada
Tel: (+1 905) 792 19 81
Fax: (+1 905) 792 72 51
e-mail: navalmkt@atlantis.com
Web: http://www.atlantis.com
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BUYERS GUIDE COMPANY DIRECTORY, ITALY

Alenia Marconi Systems

Via Tiburtina, I-123-00131 Rome, Italy
Tel: (+39 06) 41 88 31
Fax: (+39 06) 413 11 33
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Alenia Marconi Systems

Eastwood House, Glebe Road, Chelmsford, Essex CM1 1QW, UK
Tel: (+44 1245) 70 27 02
Fax: (+44 1245) 70 27 00
e-mail: peter.whyte@gecm.com
Web: http://www.aleniamarconisystems.co.uk
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Air Power Financial Group

PO Box 1847, Quray, Colorado 81427, USA
Tel: (+1 970) 325 45 90
Fax: (+1 970) 325 48 62
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Air Methods Corporation

7301 South Peoria, Englewood, California 80112, USA
Tel: (+1 303) 790 05 87
Fax: (+1 303) 790 04 99
Web: http://www.airmethods.com
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Aerosystems International
West Hendford, Yeovil, Somerset BA20 2AL, UK
Tel: (+44 1935) 44 30 00
Fax: (+44 1935) 44 31 11
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Aero Planning International Inc

PO Box 455, McMinnville, Oregon 97128, USA
Tel: (+1 503) 472 12 34
Fax: (+1 503) 472 12 34
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Aeronautical & General Instruments Ltd

Fleets Point, Willis Way, Poole, Dorset BH15 3SS, UK
Tel: (+44 1202) 68 56 61
Fax: (+44 1202) 68 56 70
e-mail: sales@agiltd.co.uk
Web: http://www.agiltd.co.uk
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Aerobel Defence Technology Ltd

PO Box 90D, 356 West Barnes Lane, New Malden, Surrey KT3 6JG, UK
Tel: (+44 20) 83 36 17 33
Fax: (+44 20) 89 42 89 09
e-mail: sales@aerobel.co.uk
Web: http://www.aerobel.co.uk
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Aerobel Defence Technology Ltd

PO Box 1847, Ouray, Colorado 81427, USA
Tel: (+1 970) 325 45 90
Fax: (+1 970) 325 48 62
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ZF Luftfahrttechnik GmbH
PO Box 101667, D-34016 Kassel, Germany
Tel: (+49 5674) 70 10
Fax: (+49 5674) 70 16 06
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Yehnert Helicopter Inc

1049 Airport Drive, Upland, California 91786, USA
Tel: (+1 714) 985 36 18
Fax: (+1 714) 946 96 91
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BUYERS GUIDE COMPANY DIRECTORY, POLAND

WZL No 1 (Military Aircraft Factory No 1)

ul Dubois 119, PL-93-365 Lodz, Poland
Tel: (+48 42) 81 55 60
Fax: (+48 42) 81 33 18
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W Vinten Ltd
Vicon House, Western Way, Bury St Edmunds, Suffolk IP33 3SP, UK
Tel: (+44 1284) 75 05 99
Fax: (+44 1284) 75 05 98
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Wulfsberg Electronics Division

6400 Wilkinson Drive, Prescott, Arizona 86301, USA
Tel: (+1 520) 708 15 05
Fax: (+1 520) 541 76 27
e-mail: sales@wulfsberg.com
Web: http://www.wulfsberg.com
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Worldwide Heli Services Ltd

3416 Wayne Drive, North Vancouver, British Columbia V7N 4C1, Canada
Tel: (+1 604) 988 13 48
Fax: (+1 604) 984 36 42
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BUYERS GUIDE COMPANY DIRECTORY, NEW ZEALAND

Wing & Rotor Aviation Ltd

Ardmore Airport, PO Box 673, Papakura, New Zealand
Tel: (+64 9) 298 58 82
Fax: (+64 9) 297 73 85
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Willis Corroon Aerospace

Wall Street Plaza, 88 Pine Street, New York, New York 10005, USA
Tel: (+1 212) 612 75 67
Fax: (+1 212) 363 42 13
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Whelen Engineering Co
Route 145, Winthrop Road, Chester, Connecticut 06412, USA
Tel: (+1 860) 526 95 04
Fax: (+1 860) 526 20 09
Web: http://www.whelen.com
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Western Rotorcraft
667 Southwick, Santa Paula, California 93060, USA
Tel: (+1 805) 525 63 02
Fax: (+1 805) 933 11 48
e-mail: wrotor@cwia.com
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Western Operations Inc

Rialto Municipal Airport, 1670 Miro Way, PO Box 579, Rialto, California 92376, USA
Tel: (+1 909) 829 10 51
Fax: (+1 909) 829 49 04
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Westcan Aircraft Sales & Salvage Ltd

2810 Aviation Way, Kamloops, British Columbia V2B 7W1, Canada
Tel: (+1 604) 554 42 02
Fax: (+1 604) 376 11 19
Web: http://www.westcanaircraft.com
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Wessex Aerospace
PO Box 33, Robertsbridge, East Sussex TN32 5ZX, UK
Tel: (+44 1580) 83 00 83
Fax: (+44 1580) 83 06 66
e-mail: wessex@kentnet.co.uk
Web: http://www.wessex-aero.com
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Wescam Inc
45 Innovation Drive, Flamborough, Ontario L9H 7L8, Canada
Tel: (+1 905) 689 22 31
Fax: (+1 905) 689 66 27
e-mail: sproctor@wescam.com
Web: http://www.wescam.com
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Walter Dittel GmbH-Luftfahrtgertebau

Erpftinger Strasse 36, D-86899 Landsberg, Germany
Tel: (+49 8191) 335 10
Fax: (+49 8191) 33 51 49
Web: http://www.dittel.com
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Vperod Joint Stock Company

15 Proezd Entuziastov, 111024 Moscow, Russian Federation
Tel: (+70 95) 273 49 28
Fax: (+70 95) 273 36 18
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Volvo Aero Engine Services

PO Box 218, SE-161 26 Bromma, Sweden
Tel: (+46) 87 99 21 00
Fax: (+46) 829 89 81
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Volvo Aero Corporation

SE-461 81 Trollhtten, Sweden
Tel: (+46 520) 940 00
Fax: (+46 520) 340 10
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Eaton Aerospace-Tedeco Products

24E Glenolden Avenue, Glenolden, Pennsylvania 19036-2107, USA
Tel: (+1 610) 522 40 00
Fax: (+1 610) 522 49 00
Web: http://www.tedeco.com
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Vibro-Meter SA
Rte de Moncor 4, PO Box1071, CH-1701 Fribourg, Switzerland
Tel: (+41 26) 407 11 11
Fax: (+41 26) 402 36 62
e-mail: ahou@vmfr.vibro-meter.ch
Web: http://www.vibro-meter.com
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Vertiflite Inc
1503 Old Mount Tabor Road, Maryville, Tennessee 37801, USA
Tel: (+1 615) 982 39 60
Fax: (+1 615) 983 59 18
e-mail: vertiflite@worldnet.att.net
Web: http://www.vertiflite.com
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Vertical Aviation Technologies Inc

1642 Hangar Road, Sanford, Florida 32773, USA
Tel: (+1 407) 322 94 88
Fax: (+1 407) 330 26 47
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Vertical Aeronautics International

PO Box 7570, Van Nuys, California 91409-7570, USA
Tel: (+1 818) 901 14 34
Fax: (+1 818) 988 47 77
e-mail: lee@heliports.com
Web: http://www.heliports.com
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Versatron Corporation
103 W North Street, Healdsburg, California 95448, USA
Tel: (+1 707) 433 06 84
Fax: (+1 707) 433 71 10
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Versatile Helicopters Inc

Downtown Executive Airport, 1333 S Lake Murray Drive, Ardmore, Oklahoma 73401, USA
Tel: (+1 405) 223 12 85
Fax: (+1 405) 226 14 86
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VDO Luftfahrtgerte Werk GmbH

An der Sandelmhle 13, D-60439 Frankfurt/Main, Germany
Tel: (+49 69) 580 50
Fax: (+49 69) 580 55 67
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Vancouver Heliport Services Inc

455 Waterfront Road, Vancouver, British Columbia V6B 5E8, Canada
Tel: (+1 604) 688 46 46
Fax: (+1 604) 688 46 50
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Vaisala Inc
7450 Industrial Parkway, Plain City, Ohio 43064-9005, USA
Tel: (+1 614) 873 68 80
Fax: (+1 614) 873 68 90
Web: http://www.vaisala.com
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US Helicopter Inc
PO Box 1088, Ozark, Alabama 36361-1088, USA
Tel: (+1 205) 774 25 29
Fax: (+1 205) 774 67 56
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USCAN Aviation Sales Ltd

{
RR 4, Alliston, Ontario L9R 1V9, Canada
Tel: (+1 705) 435 44 68
Fax: (+1 705) 435 44 85
e-mail: uscan@sympatico.ca
Web: http://www.uscan.rotor.com
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US Air Tool Co International (USATCO)

60 Fleetwood Court, Ronkonkoma, New York 11779-6951, USA
Tel: (+1 516) 471 33 00
Fax: (+1 516) 471 33 08
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USAIG (United States Aircraft Insurance Group)

199 Water Street, New York 10038, USA
Tel: (+1 212) 952 01 00
Fax: (+1 212) 349 82 26
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UNC Airwork
Millville Municipal Airport, Millville, New Jersey 08332, USA
Tel: (+1 609) 825 60 00
Fax: (+1 609) 327 82 24
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BUYERS GUIDE COMPANY DIRECTORY, NETHERLANDS

UNC - Accessory Services

Europe/Africa Marketing Office
Dukaatpassage 15, 3rd Floor, PO Box 195, NL-8200 AD Lelystad, Netherlands
Tel: (+31 3200) 816 14
Fax: (+31 3200) 217 95
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Ultrafine Technology Ltd

Unit 4, Brook Lane Business Centre, Brook Lane North, Brentford, Middlesex TW8 0PP, UK
Tel: (+44 20) 85 69 99 20
Fax: (+44 20) 85 69 94 69
e-mail: sales@ultrafinetechnology.co.uk
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Ultra Electronics Electrics Division

Kingsditch Lane, Cheltenham, Gloucestershire GL51 9PG, UK
Tel: (+44 1242) 22 11 66
Fax: (+44 1242) 22 11 67
e-mail: ultra@ueed.co.uk
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Ultra Electronics Holdings plc

417 Bridport Road, Greenford, Middlesex UB6 8UA, UK
Tel: (+44 20) 88 13 43 21
Fax: (+44 20) 88 13 43 22
Web: http://www.ultra-electronics.com
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TV2 Ltd
Sigmaform House, Sywell Road, Park Farm, Wellingborough, Northamptonshire NN8 6XD, UK
Tel: (+44 1933) 40 34 00
Fax: (+44 1933) 40 34 02
e-mail: post@t2.co.uk
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Turbotech Repairs Inc

10180 Willow Creek Road, San Diego, California 92131-1636, USA
Tel: (+1 619) 530 28 28
Fax: (+1 619) 530 18 80
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Turbomeca Engine Corp

2709 Forum Drive, Grand Prairie, Texas 75052, USA
Tel: (+1 972) 606 76 00
Fax: (+1 972) 606 76 92
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TSS (UK) Ltd

Weston Business Park, Weston-on-the-Green, Oxfordshire OX6 8TN, UK
Tel: (+44 1869) 34 36 66
Fax: (+44 1869) 34 36 55
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Trimble Navigation Europe Ltd

Trimble House, Meridian Office Park, Osborn Way, Hook, Hampshire RG27 9HX, UK
Tel: (+44 1256) 76 01 50
Fax: (+44 1256) 76 11 30
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Trimble Aerospace
Avionics Division
2105 Donley Drive, Austin, Texas 78758, USA
Tel: (+1 512) 432 04 00
Fax: (+1 512) 339 98 24
Web: http://www.trimble.com
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Tridair Helicopters Inc

3000 Airway Avenue, Suite 300, Costa Mesa, California 92626, USA
Tel: (+1 714) 540 30 00
Fax: (+1 714) 540 10 42
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Transaero Inc
80 Crossways Park Drive, Woodbury, New York City, New York 11797, USA
Tel: (+1 516) 921 74 00
Fax: (+1 516) 921 74 07
Web: http://www.transaeroinc.com
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Transaco SA
102 avenue des Champs Elyses, F-75008 Paris, France
Tel: (+33 1) 39 15 16 16
Fax: (+33 1) 39 15 11 41
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Tradewind International
1601 Knilans Road, Janesville, Wisconsin 53546, USA
Tel: (+1 608) 756 36 32
Fax: (+1 608) 756 26 06
e-mail: tradewin@inwave.com
Web: http://www.helicopterparts.com
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Tracor Aerospace Electronic Systems

305 Richardson Road, Lansdale, Pennsylvania 19446, USA
Tel: (+1 215) 996 20 00
Fax: (+1 215) 996 20 88
Web: http://www.tracor.com
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Trace Worldwide Ltd

Hangar 446, Biggin Hill Airport, Biggin Hill, Kent TN16 3BN, UK
Tel: (+44 1959) 57 07 00
Fax: (+44 1959) 54 06 68
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Tiodize
5858 Engineer Drive, Huntington Beach, California 92649, USA
Tel: (+1 714) 898 43 77
Fax: (+1 714) 891 74 67
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BUYERS GUIDE COMPANY DIRECTORY, ARGENTINA

Timen SA
25 de Mayo 489, 6th Floor, Buenos Aires 1339, Argentina
Tel: (+54 1) 312 56 71
Fax: (+54 1) 311 57 42
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Thurston Helicopters (Engineering) Ltd

Hangars 2, 3 & 4, Redhill Aerodrome, Redhill, Surrey RH1 5JY, UK
Tel: (+44 1737) 82 35 14
Fax: (+44 1737) 82 26 83
e-mail: eng@thurstonhelis.uk
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Thales Training & Simulation

1 rue du Gnral de Gaulle, ZI Les Beaux Soleils, BP 226, F-95523 Cergy Pontoise Cedex, France
Tel: (+33 1) 34 22 82 00
Fax: (+33 1) 34 22 82 83
Web: http://www.tts.thomson-csf.com
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Thales Radars & Contre-Mesures

1 boulevard Jean Moulin, F-78850 Elancourt, France
Tel: (+33 1) 34 59 55 06
Fax: (+33 1) 34 59 66 46
Web: http://www.thomson-csf.com
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Thales Optronique
rue Guynemer, BP 55, F-78283 Guyancourt Cedex, France
Tel: (+33 1) 30 96 70 00
Fax: (+33 1) 30 96 75 50
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Thomson-CSF
6 rue Nieuport, BP 86, F-78143 Velizy, France
Tel: (+33 1) 30 67 88 89
Fax: (+33 1) 30 67 87 89
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Textron Financial Corp

(Aviation Financial Division)
701 Xenia Ave South, Suite 300, Minneapolis, Minnesota 55416-1028, USA
Web: http://www.flynancing .com
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Texas Instruments - Precision Controls Division

34 Forest Street, Attleboro, Massachusetts 02703, USA
Tel: (+1 508) 699 32 92
Fax: (+1 508) 699 15 98
Web: http://www.ti.com/mc/precprod
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Temp Research & Development Bureau Arzamas

26 Kirova Street, Arzamas, Nizhegorodskaya Obl 607220, Russian Federation
Tel: (+7 83147) 461 76
Fax: (+7 83147) 449 42
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Telephonics Corporation
815 Broad Hollow Road, Farmingdale, New York 11735, USA
Tel: (+1 516) 549 62 00
Fax: (+1 516) 549 60 95
Web: http://www.telephonics.com
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Teleflex Syneravia
15 19 rue d'Antony - Zone Silic, BP 449, F-94152 Rungis Cedex, France
Tel: (+33 1) 45 12 84 84
Fax: (+33 1) 45 12 84 48
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Teledyne Controls
12333 W Olympic Boulevard, Los Angeles, California 90064-1099, USA
Tel: (+1 310) 820 46 16
Fax: (+1 310) 820 01 83
Web: http://www.teledynecontrols.com
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Teledyne Aircraft Products

PO Box 7950, Redlands, California 92375, USA
Tel: (+1 909) 793 31 31
Fax: (+1 909) 793 58 18
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Teldix GmbH
PO Box 105608, D-69046 Heidelberg, Germany
Tel: (+49 6221) 51 25 04
Fax: (+49 6221) 51 25 40
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Tech-Tool Plastics Inc

7800 Skyline Park Drive, Fort Worth, Texas 76108, USA
Tel: (+1 817) 246 46 94
Fax: (+1 817) 246 74 02
e-mail: info@tech-tool.com
Web: http://ww.tech-tool.com
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Technisonic Industries Ltd

250 Watline Ave, Mississauga, Ontario L4Z 1P4, Canada
Tel: (+1 905) 890 21 13
Fax: (+1 905) 890 53 38
Web: http://www.til.ca
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TDA Armements SAS

18 avenue du Marchal Juin, F-32366 Meudon-La-Foret, France
Tel: (+33 1) 39 45 52 47
Fax: (+33 1) 39 45 52 27
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Systems Management Inc

14906 Golden W Drive, Suite 100, Hunt Valley, Maryland 21031-0238, USA
Tel: (+1 410) 667 70 58
Fax: (+1 410) 229 76 03
e-mail: patra@awe-smi.com
Web: http://www.awe-smi.com
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Swiss Aircraft and Systems Co

PO Box 301, CH-6032 Emmen, Switzerland
Tel: (+41 41) 268 43 47
Fax: (+41 41) 260 25 88
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Survival Products Inc

5614 SW 25th Street, Hollywood, Florida 33023, USA
Tel: (+1 954) 966 23 29
Fax: (+1 954) 966 35 84
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Superior Air Parts Inc

14280 Gillis Road, Dallas, Texas 75244, USA
Tel: (+1 800) 487 48 84
Fax: (+1 214) 702 87 23
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Sundstrand Power Systems

PO Box 85757, San Diego, California 92186, USA
Tel: (+1 619) 627 65 63
Fax: (+1 619) 627 67 62
e-mail: jjwalters@snds.com
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Sunair Electronics Inc

3101 SW Third Avenue, Fort Lauderdale, Florida 33315, USA
Tel: (+1 954) 525 15 05
Fax: (+1 954) 765 13 22
Web: http://www.sunairhf.com
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Sully Produits Spciaux

16 route d'Isdes, F-45600 Sully-sur-Loire, France
Tel: (+33 2) 38 37 30 64
Fax: (+33 2) 38 37 30 05
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Stewart Warner South Wind Corp

5701 Fortune Circle South, Indianapolis, Indiana 46241, USA
Tel: (+1 317) 486 73 67
Fax: (+1 317) 486 26 07
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Stewart Hughes Ltd

School Lane, Chandlers Ford, Eastleigh, Hampshire SO53 4YG, UK
Tel: (+44 23) 80 24 20 00
Fax: (+44 23) 80 24 20 01
e-mail: sdw@shl.co.uk
Web: http://www.shl.co.uk
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Standard Aero Ltd

33 Allen Dyne Road, Winnipeg, Manitoba R3H 1A1, Canada
Tel: (+1 204) 775 97 11
Fax: (+1 204) 788 26 05
e-mail: matwal@standardaero.ca
Web: http://www.standardaero.com
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SP Helicopter Service GmbH

Heliport, D-53547 Dattenberg, Germany
Tel: (+49 2644) 56 08 43
Fax: (+49 2644) 56 08 40
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Spectrum Associates Inc

440 New Haven Avenue, Milford, Connecticut 06460, USA
Tel: (+1 203) 878 46 18
Fax: (+1 203) 877 69 27
e-mail: spectrm@attmail.com
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Spectrolab Inc
12500 Gladstone Avenue, Sylmar, California 91342, USA
Tel: (+1 818) 365 46 11
Fax: (+1 818) 365 76 80
e-mail: broland@spectrolab.com
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Spartan Helicopter Service Inc

1307-B E. Saint Gertrude Place, Santa Ana, California 92705, USA
Tel: (+1 714) 540 61 77
Fax: (+1 714) 540 60 40
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Spar Aerospace Ltd

(Spar Aviation Services)
7785 Tranmere Drive, Mississauga, Ontario L5S 1W5, Canada
Tel: (+1 905) 673 60 00
Fax: (+1 905) 671 50 02
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BUYERS GUIDE COMPANY DIRECTORY, CHINA, PEOPLE'S REPUBLIC

Southern Pratt & Whitney Aero-Engine Company

Zhuzhou, Hunan, People's Republic of China
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Sogerma
Aeroport International de Bordeaux-Merignac, BP 2, F-33701 Merignac Cedex, France
Tel: (+33 5) 56 55 42 62
Fax: (+33 5) 56 55 44 10
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Smiths Industries Aerospace

4141 Eastern Avenue, SE Grand Rapids, Michigan 49508, USA
Tel: (+1 616) 241 70 00
Fax: (+1 616) 241 73 18
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Smiths Industries Aerospace

765 Finchley Road, London NW11 8DS, UK
Tel: (+44 20) 84 58 32 32
Fax: (+44 20) 84 58 43 86
e-mail: plc@smithind.co.uk
Web: http://www.smithind-aerospace.com
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Sloane Helicopters Ltd

The Business Aviation Centre, Sywell, Northamptonshire NN6 0BN, UK
Tel: (+44 1604) 79 05 95
Fax: (+44 1604) 79 09 88
e-mail: action@slonehelicopters.com
Web: http://www.sloanehelicopters.com
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SkyHook Technologies Inc

13526 South 110 West, Draper, Utah 84020, USA
Tel: (+1 801) 496 11 88
Fax: (+1 801) 496 11 99
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Skyforce Avionics
14100 Parke Long Court, Suite F, Chantilly, Virginia 20151, USA
Tel: (+1 703) 502 78 20
Fax: (+1 703) 502 78 02
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BUYERS GUIDE COMPANY DIRECTORY, SINGAPORE

Singapore Aerospace Pte Ltd

540 Airport Road, Paya Lebar, Singapore, 1953 Singapore
Tel: (+65) 287 11 11
Fax: (+65) 280 82 13
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Simula Safety Systems Inc

7414 South Harl Avenue, Tempe, Arizona 85283-4307, USA
Tel: (+1 602) 893 62 45
Fax: (+1 602) 897 19 06
e-mail: simsafe@simula.com
Web: http://www.simula.com
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Simplex Manufacturing Co
13340 NE Whitaker Way, Portland, Oregon 97230, USA
Tel: (+1 503) 257 35 11
Fax: (+1 503) 257 85 56
e-mail: simplexmfg@juno.com
Web: http://www.simplexmfg.com
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Signature Industries Ltd

Tom Cribb Road, Thamesmead, London SE28 0BH, UK
Tel: (+44 20) 83 16 44 77
Fax: (+44 20) 88 54 51 49
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Signal Processing Systems

13112 Evening Creek Drive South, San Diego, California 92127, USA
Tel: (+1 619) 679 60 00
Fax: (+1 619) 679 64 00
e-mail: blawler@sps.globalus.com
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Sifco Selective Plating UK Ltd

38 Walkers Road, Moons Moat North, Redditch, Worcestershire B98 9HD, UK
Tel: (+44 1527) 680 08
Fax: (+44 1527) 659 24
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Shwayder Co
2335 E Lincoln, Birmingham, Michigan 48009, USA
Tel: (+1 248) 645 95 11
Fax: (+1 248) 645 01 63
e-mail: shwayder@replynet
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SFIM Inc
2701 Forum Drive, Grand Prairie, Texas 75052, USA
Tel: (+1 214) 641 34 61
Fax: (+1 214) 641 37 11
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SFIM Industries
13 avenue Marcel Ramolfo Garnier, F-91344 Massy Cedex, France
Tel: (+33 1) 69 19 66 00
Fax: (+33 1) 69 19 69 19
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Sextant Avionique Inc

1924 NW 84 Avenue, Miami, Florida 33126, USA
Tel: (+1 305) 597 63 20
Fax: (+1 305) 597 63 63
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Sextant Avionique
Helicopter Avionics Division
25 rue Jules Vedrines, F-26027 Valence, France
Tel: (+33 4) 75 79 85 11
Fax: (+33 4) 75 79 86 74
Web: http://www.sextant-avionique.com
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Serco Systems Ltd

Test Systems Division
Wellington Gate, Silverthorne Way, Waterlooville, Hampshire PO7 7XY, UK
Tel: (+44 23) 92 78 49 57
Fax: (+44 23) 92 23 99 89
e-mail: teresap@test.serco.co.uk
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Sensor Systems Inc

8929 Fullbright Avenue, Chatsworth, California 91311, USA
Tel: (+1 818) 341 53 66
Fax: (+1 818) 341 90 59
e-mail: sensorsystems@worldnet.att.com
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Sensor Electronics Ltd

Cirrus Court, St Peters Industrial Estate, Unit 11, Huntingdon, Cambridgeshire PE18 6DX, UK
Tel: (+44 1480) 41 44 47
Fax: (+44 1480) 45 97 31
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Sennheiser Electronic KG
PO Box 100264, D-30892 Wedemark, Germany
Tel: (+49 5130) 60 04 00
Fax: (+49 5130) 60 03 95
e-mail: koinzack@sennheiser.com
Web: http://www.sennheiser.com
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Sennheiser Electronic Corp

6 Vista Drive, PO Box 987, Old Lyme, Connecticut 06371, USA
Tel: (+1 860) 434 91 90
Fax: (+1 860) 434 90 22
e-mail: mfeldbauer@sennheiserusa.com
Web: http://www.sennheiser.com
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SEI Industries Ltd

7400 Wilson Avenue, Delta, British Columbia V4G 1E5, Canada
Tel: (+1 604) 946 31 31
Fax: (+1 604) 940 95 66
e-mail: seisales@sei-ind.com
Web: http://www.sei-ind.com
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Seaside Helicopters Inc

2580 Jason Court, Oceanside, California 92056, USA
Tel: (+1 760) 806 37 80
Fax: (+1 760) 806 37 87
Web: http://www.seasidehelicopters.com
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Scandinavian Avionics A/S

Billund Airport, PO Box 59, DK-7190 Billund, Denmark
Tel: (+45) 75 33 84 22
Fax: (+45) 75 33 24 07
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Scancopter A/S
PO Box 58, Oksenoyveien 12, N-1330 Oslo Lufthavn, Norway
Tel: (+47) 67 12 56 40
Fax: (+47) 67 12 59 69
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Satair A/S
Amager Landevej 147A, DK-2770 Kastrup, Denmark
Tel: (+45) 32 47 01 00
Fax: (+45) 31 51 34 34
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San Joaquin Helicopters

1408 South Lexington, Delano, California 93215, USA
Tel: (+1 661) 725 18 98
Fax: (+1 661) 725 09 25
e-mail: info@sjhelicopters.com
Web: http://www.sjhelicopters.com
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San Diego Helicopter Service Inc

1940 Joe Crossen, No 14, El Cajon, California 92020, USA
Tel: (+1 619) 562 19 64
Fax: (+1 619) 562 20 50
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Samaero Co Pte Ltd

48 Loyang Way, Singapore 508740
Tel: (+65) 543 41 65
Fax: (+65) 542 87 97
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SAFT America Inc

711 Gil Harbin Industrial Boulevard, PO Box 1886, Valdosta, Georgia 31603-1886, USA
Tel: (+1 912) 247 23 31
Fax: (+1 912) 245 84 86
Web: http://www.saft.alcatel.com
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SABCA
Chausse de Haecht 1470, B-1130 Brussels, Belgium
Tel: (+32 2) 729 55 54
Fax: (+32 2) 216 15 70
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Saab Helikopter AB
Box 326, SE-611 27 Nykping, Sweden
Tel: (+46 155) 21 76 40
Fax: (+46 155) 28 52 48
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Saab Dynamics AB
SE-581 88 Linkping, Sweden
Tel: (+46 131) 860 00
Fax: (+46 131) 86 00 06
Web: http://www.saab.se/dynamics
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RTS-EJA International
Helicopter Sales and Leasing
304 La Rue France, Suite 104, Lafayette, Louisiana 70508, USA
Tel: (+1 318) 232 08 41
Fax: (+1 318) 232 08 58
e-mail: tdoehling@worldnet.att.net
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Rotortech Ltd
Bourn Airfield, Cambridge, Cambridgeshire CB3 7TQ, UK
Tel: (+44 1954) 21 09 01
Fax: (+44 1954) 21 11 50
Web: http://www.rotortech.co.uk
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Rotortech Ltd
Bourn Airfield, Cambridgeshire CB3 7TQ, UK
Tel: (+44 1954) 21 09 01
Fax: (+44 1954) 21 11 50
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Rotor Dynamics Americas Inc

2506 Gravel Drive, Building 18, Fort Worth, Texas 76118, USA
Tel: (+1 817) 284 95 15
Fax: (+1 817) 284 44 38
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RotorCraft Partnership Ltd

320 Kress Road, PO Box 860, West Chicago, Illinois 60185, USA
Tel: (+1 630) 293 44 00
Fax: (+1 630) 293 44 01
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Rotor Blades Inc

1514 E Scotts Avenue, Stockton, California 95205, USA
Tel: (+1 209) 466 07 25
Fax: (+1 209) 466 31 48
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Rotech Industries Inc

5333 216th Street, Suite 203, Langley, British Columbia V3A 4R1, Canada
Tel: (+1 604) 534 22 27
Fax: (+1 604) 534 22 47
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Rotair Industries Inc

964 Crescent Avenue, PO Box 4098, Bridgeport, Connecticut 06607, USA
Tel: (+1 203) 576 65 45
Fax: (+1 203) 576 68 04
e-mail: sales@rotair.com
Web: http://www.rotair.com
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RoLin Industries Inc

206 East Nepessing Street, PO Box 153, Lapeer, Michigan 48446, USA
Tel: (+1 810) 667 94 45
Fax: (+1 810) 667 00 48
e-mail: sales@windshieldbuddy.com
Web: http://www.windshieldbuddy.com
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Rohde & Schwarz GmbH & Co KG

PO Box 80, D-81614 Munich 80, Germany
Tel: (+49 89) 412 90
Fax: (+49 89) 41 29 36 63
Web: http://www.rsd.de
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Rogerson Kratos Aircraft Corp

403 S Raymond, Pasadena, California 91109, USA
Tel: (+1 626) 449 30 90
Fax: (+1 626) 795 48 05
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Rocky Mountain Helicopters Inc

PO Box 1337, Provo, Utah 84603, USA
Tel: (+1 801) 375 11 24
Fax: (+1 801) 370 29 43
Web: http://www.rmhllc.com
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Rockwell Collins Inc

Suttons Business Park, Earley, Reading, Berkshire RG6 1LA, UK
Tel: (+44 1734) 26 11 11
Fax: (+44 1734) 35 13 85
e-mail: djwilkin@collins.rockwell.com
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Robertson Aviation LLC

PO Box 968, Tempe, Arkansas 85280, USA
Tel: (+1 602) 967 51 85
Fax: (+1 602) 968 30 19
e-mail: robertsonaviation@worldnet.att.net
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Roberts Aircraft Co
120 NE Frontage Road, Fort Collins, Colorado 80524, USA
Tel: (+1 970) 484 10 48
Fax: (+1 970) 482 84 63
Web: http://www.robertsaircraft.com
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RFD Ltd
Kingsway, Dunmurry, Belfast BT17 9AF, UK
Tel: (+44 28) 90 30 15 31
Fax: (+44 28) 90 62 17 65
Web: http://www.rfd.co.uk
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Revue Thommen AG
Hauptstrasse 85, CH-4437 Waldenburg, Switzerland
Tel: (+41 61) 965 22 22
Fax: (+41 61) 961 81 71
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Revolution Helicopters Corporation

1905 W Jesse James Road, Excelsior Springs, Missouri 64024, USA
Tel: (+1 816) 637 28 00
Fax: (+1 816) 637 79 36
Web: http://www.revolutionhelicopter.com
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Renz Aerotech
14 Fenner Lane, Nanuet, New York 10954, USA
Tel: (+1 914) 649 40 60
Fax: (+1 914) 623 83 49
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Reliance AeroProducts International Inc

950 S 6th Avenue, Mansfield, Texas 76063, USA
Tel: (+1 817) 453 88 29
Fax: (+1 817) 453 32 28
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Reflectone Inc
4908 Tampa W Boulevard, Tampa, Florida 33634, USA
Tel: (+1 813) 887 14 41
Fax: (+1 813) 887 15 24
e-mail: little@reflectone.com
Web: http://www.reflectone.com
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Red Box International

Dunham House, Rudd Lane, Michelmersh, Hampshire SO51 0NU, UK
Tel: (+44 1794) 36 81 16
Fax: (+44 1794) 36 78 32
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Red Barn Machine Inc

4681 Isabelle Street, Eugene, Oregon 97402, USA
Tel: (+1 541) 344 99 53
Fax: (+1 541) 344 38 63
Web: http://www.redbarn.com
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RDM Technology BV
21 Heyplaatstraat, PO Box 1039, NL-3000 BA Rotterdam, Netherlands
Tel: (+31 10) 487 26 07
Fax: (+31 10) 487 22 99
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RCR Aviation Ltd

Thruxton Airport, Andover, Hampshire SP11 8PN, UK
Tel: (+44 1264) 77 30 94
Fax: (+44 1264) 77 11 26
e-mail: sales@rcr-aviation.com
Web: http://www.rcr-aviation.com
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Raytheon Systems Company

1100 Wilson Blvd, Suite 2000, Arlington, Virginia 22209, USA
Tel: (+1 703) 525 15 50
Fax: (+1 703) 243 74 69
Web: http://www.raytheon.com
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Rapid Power Technologies

Ground Power Division
PO Box 291, Graysbridge Road, Brookfield, Connecticut 06804, USA
Tel: (+1 203) 775 04 11
Fax: (+1 203) 775 06 66
Web: http://www.rapidpower.com
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Ramapo Helicopters Inc

5 Airport Road, Morristown, New Jersey 07960, USA
Tel: (+1 201) 984 23 70
Fax: (+1 201) 984 74 31
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Ram Enterprises Inc

24940 Tibbitts Avenue, Valencia, California 91355, USA
Tel: (+1 805) 257 08 00
Fax: (+1 805) 257 77 50
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Radio Systems Technology Inc

1624 Jacks Road, Nevada City, California 95959, USA
Tel: (+1 916) 272 22 03
Fax: (+1 916) 272 23 62
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Racal Defence Electronics Ltd Radar & EW

Division
Manor Royal, Crawley, West Sussex RH10 2PZ, UK
Tel: (+44 1293) 64 42 91
Fax: (+44 1293) 64 47 88
Web: http://www.racaldefence.com
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Racal Avionics Ltd

88 Bushey Road, London SW20 0JH, UK
Tel: (+44 20) 89 46 80 11
Fax: (+44 20) 89 46 75 30
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Racal Acoustics Ltd

Waverley Industrial Park, Hailsham Drive, Harrow, Middlesex HA1 4TR, UK
Tel: (+44 20) 84 27 77 27
Fax: (+44 20) 84 27 03 50
Web: http://www.racalacoustics.co.uk
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RACA SA Industries Aeronautics

Paraguay 1307-6, Of 55, Buenos Aires 1057, Argentina
Tel: (+54 1) 746 44 77
Fax: (+54 1) 746 67 84
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BUYERS GUIDE COMPANY DIRECTORY, POLAND

PZL-Hydral SA
ul. bierutowska 57/59, PL-51 317, Wroclaw, Poland
Tel: (+48 71) 325 18 34
Fax: (+48 71) 325 25 65
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Purolator Facet Inc

8439 Triad Drive, Greenboro, North Carolina 27409, USA
Tel: (+1 910) 668 44 44
Fax: (+1 910) 668 44 52
e-mail: info@purolater-facet.com
Web: http://www.purolator-facet.com
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PROAV International Aviation Services Corp

108 Service Road - Suite 210, Ottawa International Airport, Gloucester, Ontario K1V 9B4, Canada
Tel: (+1 613) 739 17 30
Fax: (+1 613) 739 16 60
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Premier Turbines
7733 Forsyth Boulevard, Suite 1500, St Louis, Missouri 63105-01821, USA
Tel: (+1 314) 863 68 80
Fax: (+1 314) 863 68 87
e-mail: premierturbines@worldnet.att.net
Web: http://www.premierturbines.com
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Premier Aviation Inc

2621 Aviation Parkway, Grand Prairie, Texas 75052, USA
Tel: (+1 214) 988 61 81
Fax: (+1 214) 660 26 70
Web: http://www.premier-aviation.com
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Precision Heliparts Inc

495 Lake Mirror Road, Building 800G, Atlanta, Georgia 30341, USA
Tel: (+1 404) 768 90 90
Fax: (+1 404) 768 90 06
Web: http://www.heliparts.com
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Precision Air-Power LLC

1547 West 2290 South, Woods Cross, Utah 84087, USA
Tel: (+1 801) 295 91 00
Fax: (+1 801) 295 91 15
Web: http://www.precisionairpower.com
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Precision Airmotive Corp

3220 100th Street SW, Suite E, Everett, Washington 98204, USA
Tel: (+1 206) 353 81 81
Fax: (+1 206) 348 35 45
e-mail: chuckm@pacpac.com
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Pratt & Whitney Canada (UK) Ltd

Airport Service Road, Portsmouth, Hampshire PO3 5PJ, UK
Tel: (+44 23) 92 30 40 00
Fax: (+44 23) 92 30 40 20
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Powervamp Ltd
Unit 22, Bridgwater Court, Old Mixon Cresent, Weston-Super-Mare, Somerset BS24 9AY, UK
Tel: (+44 1934) 64 30 00
Fax: (+44 1934) 64 28 00
Web: http://www.powerramp.co.uk
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Polytech AB
Box 20, SE-640 32 Malmkping, Sweden
Tel: (+46 157) 217 42
Fax: (+46 157) 213 48
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Piasecki Aircraft Corp

PO Box 360, West End Second Street, Essington, Pennsylvania 19029-0360, USA
Tel: (+1 610) 521 57 00
Fax: (+1 610) 521 59 35
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Photo-Sonics International Ltd

5 Thame Park Business Centre, Wenman Road, Thame, Oxfordshire OX9 3FR, UK
Tel: (+44 1844) 26 06 00
Fax: (+44 1844) 26 01 26
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Photo-Sonics Inc
820 S Mariposa Street, Burbank, California 91506, USA
Tel: (+1 818) 531 32 14
Fax: (+1 818) 842 26 10
Web: http://www.photosonics.com
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BUYERS GUIDE COMPANY DIRECTORY, PHILIPPINES

Philippine Aerospace Development Corp (PADC)

PO Box 7395, Airmail Exchange Office, NA1A 1300, Pasay City, Metro, Manila, Philippines
Tel: (+63 832) 37 37
Fax: (+63 832) 25 68
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PHI Technical Services

Petroleum Helicopters Inc
PO Box 90808, Lafayette, Louisiana 70509, USA
Tel: (+1 318) 272 43 58
Fax: (+1 318) 272 45 11
e-mail: phits@linknet.net
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Phazotron Research and Production Company

1 Electricheskiy Per, Moscow 123557, Russian Federation
Tel: (+7 095) 253 56 13
Fax: (+7 095) 253 04 95
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Penny & Giles Aerospace Ltd

1 Airfield Road, Christchurch, Dorset BH23 3TH, UK
Tel: (+44 1202) 48 17 71
Fax: (+44 1202) 48 48 46
e-mail: mcook@pgdata.co.uk
Web: http://www.spirent-systems.com
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Penny & Giles Aerospace Inc

2716 Ocean Park Boulevard, Suite 1005, Santa Monica, California 90405, USA
Tel: (+1 310) 393 14 97
Fax: (+1 310) 581 25 40
e-mail: cthompga@aol.com
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Parker Hannifin Corp

(Stratoflex Products Division)
PO Box 10398, 220 Roberts Cut-Off Road, Fort Worth, Texas 76114, USA
Tel: (+1 817) 738 65 43
Fax: (+1 817) 738 99 20
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Parker Aerospace
14300 Alton Parkway, Irvine, California 92618-1898, USA
Tel: (+1 216) 896 21 85
Fax: (+1 216) 896 40 10
Web: http://www.parker.com
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Park Air Electronics

Northfields, Market Deeping, Peterborough, Cambridgeshire PR6 8LG, UK
Tel: (+44 1778) 34 54 34
Fax: (+44 1778) 34 12 86
e-mail: sales@parkair.co.uk
Web: http:/www.parkair.co.uk
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BUYERS GUIDE COMPANY DIRECTORY, IRELAND

Parc Aviation Ltd

St. John's Court, Swords Road, Dublin 9, Ireland
Tel: (+353 1) 842 99 33
Fax: (+353 1) 842 32 84
e-mail: aviation@parc.ie
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Paravion Technology Inc

2001 Airway Avenue, Fort Collins, Colorado 80524, USA
Tel: (+1 303) 224 38 98
Fax: (+1 303) 224 38 99
e-mail: paravion@paravion-tech.com
Web: http://www.paravion.com
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Paraid Ltd
Paraid House, Weston Lane, Tysley, Birmingham, West Midlands B11 3RS, UK
Tel: (+44 121) 706 67 44
Fax: (+44 121) 706 67 46
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Panterra Heli Support Ltd

4426 Highway #20, St Anns, Ontario L0R 1Y0, Canada
Tel: (+1 905) 386 03 33
Fax: (+1 905) 386 02 35
e-mail: panterra@niagara.com
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Pall Aerospace
Europa House, Havant Street, Portsmouth, Hampshire P01 3PD, UK
Tel: (+44 23) 92 30 33 03
Fax: (+44 23) 92 30 24 98
e-mail: aerospace@pall.com
Web: http://www.pall.com
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Pacific Scientific
1800 Highland Avenue, Duarte, California 91010, USA
Tel: (+1 626) 359 93 17
Fax: (+1 626) 359 70 13
Web: http://www.pacificscientific.org
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Pacific Avionics & Instruments Ltd

4200 Cowley Crescent, Richmond, British Columbia V7B 1B8, Canada
Tel: (+1 604) 278 21 05
Fax: (+1 604) 278 97 29
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Pacific Aviation (Australasia) Ltd

Bankstown Airport, Hangar 14, Bankstown, New South Wales 2200, Australia
Tel: (+61 2) 708 92 00
Fax: (+61 2) 791 02 68
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Pacific Air Logistics Inc

26763 Oak Avenue, Canyon Country, California 91351, USA
Tel: (+1 805) 251 65 81
Fax: (+1 805) 298 70 35
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Pacer Systems Inc

900 Technology Park Drive, Billerica, Massachusetts 01821, USA
Tel: (+1 508) 667 88 00
Fax: (+1 508) 667 88 73
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PacAero
2810-20 N Lima Street, Burbank, California 91505, USA
Tel: (+1 818) 841 78 00
Fax: (+1 818) 841 78 78
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Patria Ostermans Aero AB

Box 116, Helikoptervgen 1, SE-19046 Stockholm-Arlanda, Sweden
Tel: (+46 8) 59 37 87 21
Fax: (+46 8) 59 37 87 93
Web: http://WWW.ostermansaero.se
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Orlando Helicopter Airways

1380 Flight Line Boulevard, Deland, Florida 32724, USA
Tel: (+1 904) 943 89 99
Fax: (+1 904) 943 94 96
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Orbit-Alchut Technologies Ltd

PO Box 3171, Netanya, IL-42131, Israel
Tel: (+972 9) 60 67 77
Fax: (+972 9) 62 17 01
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Onboard Systems
11212 NW St Helens Road, Portland, Oregon 97231, USA
Tel: (+1 503) 286 49 56
Fax: (+1 503) 286 03 70
e-mail: info@onboardsystems.com
Web: http://www.onboardsystems.com
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Omnipol Ltd
Nekzanka 11, CZ-112 21 Prague 1, Czech Republic
Tel: (+420 2) 24 01 11 53
Fax: (+420 2) 24 01 23 18
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Octec Ltd
17 The Western Centre, Western Road, Bracknell, Berkshire RG12 1RW, UK
Tel: (+44 1344) 46 52 00
Fax: (+44 1344) 46 52 01
e-mail: sales@octec.co.uk
Web: http://www.octec.co.uk
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NovaFinance
1 rue Robert De Flers, F-75015 Paris, France
Tel: (+33 1) 40 58 19 19
Fax: (+33 1) 40 58 15 18
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Northstar Technologies Inc

(a division of Canadian Marconi Co )
30 Sudbury Road, Acton, Massachusetts 01720, USA
Tel: (+1 508) 897 07 70
Fax: (+1 508) 897 72 41
Web: http://www.northstarcmc.com
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Northrop Grumman Corporation

Electronics Systems Division
2301 West 120th Street, Hawthorne, California 90251, USA
Tel: (+1 213) 600 30 00
Fax: (+1 213) 600 40 99
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Cadorath Aerospace Distribution Inc

6-2166 Notre Dame Avenue, Winnipeg, Manitoba R3H 0K2, Canada
Tel: (+1 204) 985 13 17
Fax: (+1 204) 985 13 27
e-mail: info@cadorath.com
Web: http://www.cadorath.com
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Northern Airborne Technology Ltd (NAT)

1925 Kirschner Road, Suite 14, Kelowna, British Columbia V1Y 4N7, Canada
Tel: (+1 250) 763 22 32
Fax: (+1 250) 762 33 74
e-mail: sales@natech.com
Web: http://www.northernairborne.com
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Normalair-Garrett Ltd
Yeovil, Somerset BA20 2YD, UK
Tel: (+44 1935) 751 81
Fax: (+44 1935) 276 00
WWW: http://www.x-cd.com/normalair-garrett
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Normal Co
74 Litvinova Street, Nizhny Novgorod 603600, Russian Federation
Tel: (+7 8312) 44 05 17
Fax: (+7 8312) 44 34 42
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Nordam Group
11200 E Pine Street, Tulsa, Oklahoma 74116, USA
Tel: (+1 918) 585 22 55
Fax: (+1 918) 438 95 29
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Norcross Helicopters
1260 Scottsville Road, Rochester, New York 14624, USA
Tel: (+1 716) 235 40 90
Fax: (+1 716) 436 34 02
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Niacc Technology Inc

4960 E Yale Avenue, Fresno, California 93727, USA
Tel: (+1 209) 251 69 00
Fax: (+1 209) 251 87 25
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Naval Aircraft Repair Organisation

RNAS Fleetlands, Fareham Road, Gosport, Hampshire PO13 0AA, UK
Tel: (+44 23) 92 54 49 41
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Nav-Aids USA Inc

10444 W 163rd Place, Orland Park, Illinois 60462, USA
Tel: (+1 708) 403 09 05
Fax: (+1 708) 403 06 27
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Nav-Aids Ltd
2955 Diab Street, Montreal, Quebec H4S 1M1, Canada
Tel: (+1 514) 332 30 77
Fax: (+1 514) 332 67 11
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National Airmotive Corp

7200 Earhart Road, Oakland, California 94621, 4504, USA
Tel: (+1 510) 613 10 00
Fax: (+1 510) 562 74 26
e-mail: jghantous@naccorp.com
Web: http://www.nacair.com
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National Aerospace Fasteners Corp

No 5 Tai-Ping E Road, Ping-Jen City, Tao-Yuan, Taiwan
Tel: (+886 3) 450 88 68
Fax: (+886 3) 460 41 83
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Nash Group
North Court, Bridge Street, Kineton, Warwickshire CV35 0JR, UK
Tel: (+44 1926) 64 22 33
Fax: (+44 1926) 64 22 44
e-mail: nashgr@globalnet.co.uk
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Mustang Survival
3810 Jacombs Road, Richmond, British Columbia V6V 1Y6, Canada
Tel: (+1 604) 270 86 31
Fax: (+1 604) 270 04 89
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Multifabs Survival Ltd

Kirkhill Place, Kirkhill Industrial Estate, Dyce, Aberdeen AB2 0GU, UK
Tel: (+44 1224) 77 00 99
Fax: (+44 1224) 72 36 77
e-mail: sales@multifabs-survival.co.uk
Web: http://www.multifabs-survival.co.uk
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Muirhead Aerospace
33 Oakfield Road, Penge, London SE20 8EW, UK
Tel: (+44 20) 86 59 90 90
Fax: (+44 20) 86 59 99 06
e-mail: daveb@muirheadaerospace.com
Web: http://www.muirheadaerospace.com
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M P Bolshaw & Co Ltd

Kiln House, 15-17 High Street, Elstree, Hertfordshire WD6 3BY, UK
Tel: (+44 20) 89 53 80 33
Fax: (+44 20) 82 07 40 07
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Morgan Read & Sharman Ltd

6 Alie Street, London E1 8DD, UK
Tel: (+44 20) 74 88 90 00
Fax: (+44 20) 74 80 69 14
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Monit' Air
81 rue Alain Fournier, F-38920 Crolles, France
Tel: (+33 4) 76 08 14 39
Fax: (+33 4) 76 08 89 04
e-mail: gmakhlouf@compuserve.com
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Mitsui Bussan Aerospace Corp (MAC)

600 East Las Colinas Boulevard, Suite 1230, Irving, Texas 75039, USA
Tel: (+1 214) 869 75 00
Fax: (+1 214) 869 75 55
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Miraj Corp
345 Route 17, Hasbrouck Heights, New Jersey 07604, USA
Tel: (+1 201) 288 88 77
Fax: (+1 201) 288 73 56
e-mail: mirajcorp@aol.com
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MI-Inter
PO Box 241, 24 Petrovka Street, Moscow 103051, Russian Federation
Tel: (+70 95) 200 04 54
Fax: (+70 95) 200 25 34
e-mail: minter@dol.ru
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Mid-Continent Instruments West

16555 Sherman Way, A-1, Van Nuys, California 91406, USA
Tel: (+1 818) 786 03 00
Fax: (+1 818) 786 27 34
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Mid-Continent Instruments Inc

9400 East 34th Street North, Wichita, Kansas 67226, USA
Tel: (+1 316) 630 01 01
Fax: (+1 316) 630 07 23
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Metro Aviation Inc

PO Box 7008, Shreveport, Louisiana 71137, USA
Tel: (+1 318) 222 55 29
Fax: (+1 318) 222 05 03
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Messier-Dowty
Lambourn Court, Abingdon, Oxfordshire OX14 1UH, UK
Tel: (+44 1235) 54 09 09
Fax: (+44 1235) 55 31 57
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Messier Bugatti
Zone Aeronautique Louis Breguet, F-78140 Velizy Villacoublay, France
Tel: (+33 1) 46 29 81 00
Fax: (+33 1) 46 29 87 00
Web: http://messier-bugatti.com
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Mesirow Insurance Services Inc

350 N Clark Street, Chicago, Illinois 60610, USA
Tel: (+1 312) 595 62 00
Fax: (+1 312) 595 72 05
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Merrill Engineering Ltd

No 1, 7355 72nd Street, Delta, British Columbia V4G 1L5, Canada
Tel: (+1 604) 952 41 99
Fax: (+1 604) 952 41 99
e-mail: merrillengineering@bc.sympatico.ca
Web: http://www.merrillengineering.rotor.com
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Menasco Aerosystems
4000 Highway 157, Euless, Texas 76040, USA
Tel: (+1 817) 283 44 71
Fax: (+1 817) 685 35 59
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Meggitt Avionics Inc

10 Ammon Drive, Manchester, New Hampshire 03103-7406, USA
Tel: (+1 603) 669 09 40
Fax: (+1 603) 669 09 31
Web: http://www.meggit.com
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Mechanical Specialties Inc

7822 Old Highway 99 SE, Suite A, Olympia, Washington 98501, USA
Tel: (+1 360) 273 76 04
Fax: (+1 360) 273 89 83
e-mail: mechspec@aol.com
Web: http://www.mechspec.rotor.com
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Mecaer Meccanica Aeronautica SrL

Via Per Arona 46, Borgomanero, I-28021 Novara, Italy
Tel: (+39 0322) 83 71 67
Fax: (+39 0322) 84 40 81
e-mail: tamani@mecaer.it
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Measurement Systems International

14240 Interurban Avenue S, Seattle, Washington 98168-4660, USA
Tel: (+1 206) 433 01 99
Fax: (+1 206) 244 84 70
e-mail: dazey@earthlink.net
Web: http://www.msiscales.com
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McTurbine Inc
1902 Holly Road, Corpus Christi, Texas 78417, USA
Tel: (+1 361) 512 85 11
Fax: (+1 361) 512 85 19
e-mail: mcturbine@intcom.com
Web: http://www.mcturbine.com
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McMillan Offshore Survival Training

RR4, Box 108, Belfast, Maine 04915, USA
Tel: (+1 800) 379 66 78
Fax: (+1 207) 338 16 03
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McAlpine Helicopters Ltd

Oxford Airport, Kidlington, Oxfordshire OX5 1QZ, UK
Tel: (+44 1865) 84 11 88
Fax: (+44 1865) 84 28 27
e-mail: josmond@mac-helicopters.co.uk
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Masco Service Corp

109 Pine Part Drive, Lafayette, Louisiana 70508, USA
Tel: (+1 318) 237 32 77
Fax: (+1 318) 233 35 18
e-mail: masco@mindspring.com
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Masco Service Corp

1200 N Kimball Avenue, Southlake, Texas 76092, USA
Tel: (+1 817) 481 82 05
Fax: (+1 817) 488 89 18
Web: http://www.mascoservice.com
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Martin Coleman and Associates Inc

PO Box 16386, Greenville, South Carolina 29606, USA
Tel: (+1 803) 235 12 27
Fax: (+1 803) 232 29 40
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Martin-Baker Aircraft Co Ltd

Lower Road, Higher Denham, Near Uxbridge, Middlesex UB9 5AJ, UK
Tel: (+44 1895) 83 65 92
Fax: (+44 1895) 83 25 87
e-mail: richard.staines@martin-baker.co.uk
Web: http://www.martin-baker.com
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Marsh & McClennan Aviation

1166 Avenue of the Americas, New York 10036, USA
Tel: (+1 212) 345 60 00
Fax: (+1 212) 345 34 13
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Marine Aluminium Aanensen & Co A/S

PO Box 2044, N-5501 Haugesund, Norway
Tel: (+47) 52 83 05 11
Fax: (+47) 52 83 18 70
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Marathon Power Technologies

PO Box 8233, Waco, Texas 76714, USA
Tel: (+1 817) 776 06 50
Fax: (+1 817) 776 65 58
e-mail: dmclatcher@mptc.com
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Mann Aviation Flight Systems Ltd

Fairoaks Airport, Chobham, Woking, Surrey GU24 8HX, UK
Tel: (+44 1276) 85 74 44
Fax: (+44 1276) 85 75 10
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Main Line Corporation

3201 Champions Drive, Wilmington, Delaware 19808-2615, USA
Tel: (+1 302) 456 94 50
Fax: (+1 302) 456 99 61
Web: http://www.helicopter-dolly.com
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Magellan Systems Corp

960 Overland Court, San Dimas, California 91773, USA
Tel: (+1 909) 394 50 00
Fax: (+1 909) 394 70 50
Web: http://www.magellangps.com
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Machida Inc
40 Ramland Road S, Orangeburg, New York 10962, USA
Tel: (+1 914) 365 06 00
Fax: (+1 914) 365 06 20
Web: http://www.machidascope.com
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M & N Aerospace
PO Box 3365, Tulsa, Oklahoma 74101, USA
Tel: (+1 918) 234 66 47
Fax: (+1 918) 234 66 11
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The Lynton Group

Denham Airfield, Denham, Buckinghamshire UB9 5DF, UK
Tel: (+44 1895) 83 50 00
Fax: (+44 1895) 83 25 64
e-mail: laviation@aol.com
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Luminescent Systems Inc (LSI)

Van Kerckhovenstraat 110, Bus 204, B-2880 Bornem, Belgium
Tel: (+32 3) 890 47 40
Fax: (+32 3) 890 47 44
e-mail: lsi.europe@glo.be
Web: http://www.lumsys.com
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Lucas Varity Aerospace

30 Van Nostrand Avenue, Englewood, New Jersey 07631-4396, USA
Tel: (+1 201) 541 32 24
Fax: (+1 201) 894 19 65
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Lucas Aerospace Inc

11180 Sunrise Valley Drive, Reston, Virginia 22091, USA
Tel: (+1 703) 620 89 01
Fax: (+1 703) 620 89 05
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LORI
6930 North Lakewood, Tulsa, Oklahoma 74117-1807, USA
Tel: (+1 918) 272 80 00
Fax: (+1 918) 272 24 62
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Lord Corp
Mechanical Products Division
111 Lord Drive, PO Box 8012, Cary, North Carolina 27512, USA
Tel: (+1 919) 468 59 81
Fax: (+1 919) 469 58 11
Web: http://www.lordmpd.com
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LOM Praha sp
270 Cernokosteleck St, CZ-100038 Prague 10, Czech Republic
Tel: (+420 2) 70 21 67
Fax: (+420 2) 70 65 23
e-mail: lompraha@mbox.vol.cz
Web: http://www.lom.cz
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Lockheed Martin Sanders

65 Spit Brook Road, PO Box 0868, Nashua, New Hampshire 03016, USA
Tel: (+1 603) 885 43 21
Fax: (+1 603) 885 36 55
Web: http://www.sanders.com
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Lockheed Martin Federal Systems

8201 Greensboro Drive, McLean, Virginia 22102, USA
Tel: (+1 703) 287 32 00
Web: http://www.lmco.com
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Lloyd Helicopters (Pte) Ltd

19 Keppel Road, No 11-06 JIT, Poh Building 0208, Singapore
Tel: (+65) 221 64 22
Fax: (+65) 221 41 39
e-mail: lloydhpl@pacific.neg.sg
Web: http://www.lloydhelicopters.com
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Lloyd Helicopters
Hangar 34, 1575 W Commercial Boulevard, Fort Lauderdale, Florida 33309, USA
Tel: (+1 954) 938 73 38
Fax: (+1 954) 938 73 37
e-mail: lloydhelicoptersinc@msn.com
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Litton Systems Canada Ltd

25 City View Drive, Etobicoke, Ontario M9W 5A7, Canada
Tel: (+1 416) 249 12 31
Fax: (+1 416) 246 20 80
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Litton Special Devices

750 West Sproul Road, Springfield, Pennsylvania 19064-4084, USA
Tel: (+1 215) 328 40 00
Fax: (+1 215) 544 30 32
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Litton Guidance & Control Systems

5500 Canoga Ave, MIS 28, Woodland Hills, California 91367, USA
Tel: (+1 818) 715 41 56
Fax: (+1 818) 715 20 19
Web: http://www.littongcs.com
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Litton Avionics Systems

288-290 Worton Road, Isleworth, Middlesex TW7 6EE, UK
Tel: (+44 20) 88 47 30 01
Fax: (+44 20) 88 47 19 09
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Litton Applied Technology

4747 Hellyer Ave, PO Box 7012, San Jose, California 95150, USA
Tel: (+1 408) 365 47 47
Fax: (+1 408) 365 40 40
Web: http://www.littonatd.com
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Litton Aero Products

21050 Burbank Boulevard, Woodland Hills, California 91367, USA
Tel: (+1 818) 226 23 00
Fax: (+1 818) 226 27 55
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Litef GmbH
Lorracher Strasse 18, PO Box 774, D-79007 Freiburg, Germany
Tel: (+49 761) 490 13 48
Fax: (+49 761) 490 14 80
Web: http://www.litef.de
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Lindair (Europe) Ltd

Units 4 & 5, Mayfield Avenue Industrial Park, Weyhill, Andover,
Hampshire SP11 8HU, UK
Tel: (+44 1264) 77 14 14
Fax: (+44 1264) 77 12 23
e-mail: sales@lindair.co.uk
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Life Support International Inc

200 Rittenhouse Circle, Building 4W, Bristol, Pennsylvania 19007, USA
Tel: (+1 215) 785 28 70
Fax: (+1 215) 785 28 80
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Lifesaving Systems Corp

220 Elsberry Road, Apollo Beach, Florida 33572, USA
Tel: (+1 813) 645 27 48
Fax: (+1 813) 645 27 68
Web: http://www.rescuelsc.com
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LifePort Inc
1610 Heritage Way, Woodland, Washington 98674, USA
Tel: (+1 360) 225 12 12
Fax: (+1 360) 225 12 14
e-mail: lifeport@worldaccessnet.com
Web: http://www.lifeport.com
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LFD Ltd
Victory Business Centre, Somers Road North, Portsmouth, Hampshire PO1 1PJ, UK
Tel: (+44 23) 92 83 82 73
Fax: (+44 23) 92 87 18 54
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Letcher Helicopters
PO Box 311, Mojave, California 93502, USA
Tel: (+1 805) 945 18 56
Fax: (+1 805) 824 43 37
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Law Enforcement Aviation Services (LEAS)

16644 Roscoe Boulevard, Van Nuys, California 91406, USA
Tel: (+1 818) 781 52 23
Fax: (+1 818) 781 74 24
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Latin American Helicopter School

PO Box 540985, Opa Locka Airport, Terminal 1, Miami, Florida 33054, USA
Tel: (+1 305) 688 20 00
Fax: (+1 305) 688 40 00
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Lamptronix Co Ltd
81 North Williams Street, Crystal Lake, Illinois 60014-4443, USA
Tel: (+1 815) 455 04 00
Fax: (+1 815) 455 79 16
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Korry Electronics
901 Dexter Ave N, Seattle, Washington 98109, USA
Tel: (+1 206) 281 13 00
Fax: (+1 206) 281 13 65
Web: http://www.korry.com
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Kongsberg Defence & Aerospace

PO Box 1003, N-3601 Kongsberg, Norway
Tel: (+47) 32 73 81 29
Fax: (+47) 32 73 93 13
Web: http://www.kongsberg.com
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BUYERS GUIDE COMPANY DIRECTORY, FINLAND

Konecranes Nordic Corporation

PO Box 135, FIN-05801 Hyvink, Finland
Tel: (+358 20) 427 42 00
Fax: (+358 20) 427 42 99
Web: http://www.kcinet.com
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Kollsman Inc
(A division of Sequa Corp)
220 Daniel Webster Highway, Merrimack, New Hampshire 03054, USA
Tel: (+1 603) 886 22 71
Fax: (+1 603) 595 60 80
Web: http://www.kollsman.com
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Keystone Helicopter Corp

1420 Phoenixville Pike, West Chester, Pennsylvania 19380, USA
Tel: (+1 610) 644 44 30
Fax: (+1 610) 644 76 81
e-mail: sales@keystone-helicopter.com
Web: http://www.keystone-helicopter.com
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Keystone Engine Services

(A division of Keystone Helicopter Corp)
1420 Phoenixville Pike, West Chester, Pennsylvania 19380-1498, USA
Tel: (+1 610) 644 44 30
Fax: (+1 610) 889 04 59
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BUYERS GUIDE COMPANY DIRECTORY, JAPAN

Kawada Industries Inc

Aviation Division
2F Otsuka Minami Building, 3-39-14, Minami Otsuka, Toshima-ku, Tokyo 107, Japan
Tel: (+81 3) 35 90 43 21
Fax: (+81 3) 35 90 43 23
e-mail: avia@kawada.or.jp
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Kanematsu Aircraft Corp

Noa Building, 2-3-5 Azabudai, 11th Floor, Minato-ku, Tokyo 106, Japan
Tel: (+81 3) 55 61 90 11
Fax: (+81 3) 55 61 90 10
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Kamatics Corp
1330 Blue Hills Avenue, Bloomfield, Connecticut 06002, USA
Tel: (+1 860) 243 97 04
Fax: (+1 860) 243 79 93
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J R Potter & Associates Inc

28602 Knickerbocker Road, Cleveland, Ohio 44140, USA
Tel: (+1 440) 835 97 23
Fax: (+1 440) 835 46 22
e-mail: pottercorp@aol.com
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JD Chapdelaine Co
5500 NW 21st Terrace, Hangar 7, Fort Lauderdale, Florida 33309, USA
Tel: (+1 305) 772 45 59
Fax: (+1 305) 493 89 60
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J B Offshore
30 St Edmunds Road, Acle, Norwich, Norfolk NR13 3BP, UK
Tel: (+44 1493) 75 00 88
Fax: (+44 1493) 75 00 88
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ITT Defense & Electronics

Electro-Optical Products
7635 Plantation Road, Roanoke, Virginia 24019, USA
Tel: (+1 703) 563 03 71
Fax: (+1 703) 366 90 15
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ITT Industries Aerospace and Communications

Division
PO Box 3700, Fort Wayne, Indiana 46801, USA
Tel: (+1 219) 451 60 74
Fax: (+1 219) 451 61 26
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ITC Aerospace Inc

Kyobashi No. 8 Nagaoaka Building, 6th Floor, 2-20-9, Hatchobori, Chuo-ku, Tokyo 104, Japan
Tel: (+81 3) 35 55 36 21
Fax: (+81 3) 35 55 36 27
e-mail: bs4t-nkym@asahi-net.or.jp
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Israel Military Industries Ltd

Re'em Electronic Systems Division
64 Bialik Blvd, PO Box 1044, Ramat Hasharon, Israel
Tel: (+972 3) 548 59 38
Fax: (+972 3) 540 69 08
e-mail: imi@actcom.co.il
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Isolair Helicopter Systems

1620 NW Perimeter Way, Troutdale, Oregon 97060, USA
Tel: (+1 503) 492 21 05
Fax: (+1 503) 492 27 56
Web: http://www.isolairinc.com
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Irvin Aerospace Canada Ltd

PO Box 280, Fort Erie, Ontario, Canada L2A 5M9
Tel: (+1 905) 871 65 10
Fax: (+1 905) 871 65 34
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Irenco (Pty) Ltd

PO Box 520, Irene 1675, South Africa
Tel: (+27 12) 661 71 90
Fax: (+27 12) 671 18 70
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Interturbine Singapore Pte Ltd

18 Loyang Crescent, Singapore 1750, Singapore
Tel: (+65) 545 48 66
Fax: (+65) 542 75 83
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Intertechnique
61 rue Pierre Curie, F-78374 Plaisir, France
Tel: (+33 1) 30 54 82 00
Fax: (+33 1) 30 55 71 61
Web: http://www.intertechnique.fr
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Interpoint (UK) Ltd

18/22 Albert Street, Fleet, Hampshire GU13 9RL, UK
Tel: (+44 1252) 81 55 11
Fax: (+44 1252) 81 55 77
e-mail: poweruk@intp.com
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International Turbine Service

1060 East Northwest Highway, Grapevine, Texas 76051, USA
Tel: (+1 817) 481 65 31
Fax: (+1 817) 329 03 17
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International Police Aviation Training School

Gloucestershire Airport, Staverton, Cheltenham, Gloucestershire GL51 6SS, UK
Tel: (+44 1452) 85 79 99
Fax: (+44 1452) 85 78 88
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International Jet Traders Inc

916 NE 62nd Street, Fort Lauderdale, Florida 33304, USA
Tel: (+1 951) 491 19 41
Fax: (+1 951) 776 61 73
Web: http://www.intljettraders.com
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International Helicopter Parts and Services

1905 Aviation Boulevard, Lincoln, California 95648, USA
Tel: (+1 800) 447 46 85
Fax: (+1 916) 645 79 91
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International Biomedical Inc

Airborne Life Support Systems
8508 Cross Park Drive, Austin, Texas 78754, USA
Tel: (+1 800) 433 56 15
Fax: (+1 512) 873 90 90
e-mail: intbio@bga.com
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Intamar Logistics Inc

620 Sentry Parkway, Suite 200, Blue Bell, Pennsylvania 19422, USA
Tel: (+1 610) 834 11 50
Fax: (+1 610) 834 82 40
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Innotech Aviation Ltd

595 Sutart Graham Boulevard, Dorval, Quebec HAY 1E3, Canada
Tel: (+1 514) 636 84 84
Fax: (+1 514) 636 88 87
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Inframetrics Inc
16 Esquire Road, North Billerica, Massachusetts 01862-2598, USA
Tel: (+1 508) 670 55 55
Fax: (+1 508) 667 27 02
Web: http://www.inframetrics.com
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IMP Aerospace Ltd

2651 Dutch Village Road, Halifax, Nova Scotia B3L 4T1, Canada
Tel: (+1 902) 873 22 50
Fax: (+1 902) 873 22 90
e-mail: impaero@impgroup.com
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IFR Precision Instruments Ltd

36 Airport Road, Edmonton, Alberta T5G 0W7, Canada
Tel: (+1 403) 454 70 56
Fax: (+1 403) 453 56 56
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IBCOL Helicopter Services GmbH

Hans-Pinsel Strasse 7, D-85540 Haar, Germany
Tel: (+49 89) 46 00 06 60
Fax: (+49 89) 46 00 06 90
Web: http://www.ibcol.rotor.com
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IAI-Tamam Division
PO Box 75, IL-56100 Yehud, Israel
Tel: (+972 3) 531 50 03
Fax: (+972 3) 531 51 40
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IAI-Mata Division
Ben Gurion International Airport, Lod IL-70100, Israel
Tel: (+972 2) 84 13 51
Fax: (+972 2) 84 12 10
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IAC Inc
1336 South Irving Heights Drive, Irving, Texas 75060, USA
Tel: (+1 214) 445 04 09
Fax: (+1 214) 721 01 98
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Hydrep
Aeroport Dinard Pleurtuit, BP 124, F-35801 Dinard Cedex, France
Tel: (+33 2) 99 82 79 19
Fax: (+33 2) 99 82 79 97
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Hunting Aviation (Pty) Ltd

Private Bag 1010, Germiston 1400, South Africa
Tel: (+27 11) 827 89 40
Fax: (+27 11) 824 22 17
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Howmet Refurbishment Inc

3101 Hammon Road, Wichita Falls, Texas 76302, USA
Tel: (+1 817) 761 92 00
Fax: (+1 817) 761 92 92
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Howell Instruments Inc

3479 W Vickery Boulevard, Fort Worth, Texas 76107, USA
Tel: (+1 817) 336 74 11
Fax: (+1 817) 336 78 74
e-mail: info@howellinst.com
Web: http://www.howellinst.com
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Horsham Valley Helicopter Airways Inc (HVA)

451 Caredean Drive, Horsham, Pennsylvania 19044, USA
Tel: (+1 215) 674 21 00
Fax: (+1 215) 674 28 71
e-mail: hval@voicenet.com
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Honeywell Ltd
Aerospace Division
3 Hamilton Avenue, Ottawa, Ontario K1Y 4J4, Canada
Tel: (+1 613) 728 69 00
Fax: (+1 613) 728 70 84
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Honeywell Inc
Business and Computer Aviation Systems Division
PO Box 29000, Phoenix, Arizona 85308-9000, USA
Tel: (+1 602) 436 80 00
Fax: (+1 602) 436 71 21
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Honeywell Defence Avionics Systems

9201 San Mateo Blvd NE, Albuquerque, New Mexico 87113, USA
Tel: (+1 505) 828 56 51
Fax: (+1 505) 828 55 00
Web: http://www.das.honeywell.com
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Hoffman Engineering
22 Omaga Drive, 8 Riverbend Center, PO Box 4430, Stamford, Connecticut 06807-0430, USA
Tel: (+1 203) 425 89 00
Fax: (+1 203) 425 89 10
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Hitchcock Industries Inc

PO Box 20500, Bloomington, Minnesota 55420-0500, USA
Tel: (+1 612) 887 77 77
Fax: (+1 612) 887 77 88
Web: http://www.hitchcock-ind.com
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Hill Industries Inc

19734 Dearborn Street, Chatsworth, California 91311, USA
Tel: (+1 818) 885 03 00
Fax: (+1 818) 885 50 91
Web: http://www.hillindustries.com
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Helmet Integrated Systems Ltd

Moat Factory, Wheathampstead, St Albans, Hertfordshire AL4 8QT, UK
Tel: (+44 1582) 83 42 11
Fax: (+44 1582) 83 42 10
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BUYERS GUIDE COMPANY DIRECTORY, GREECE

Hellenic Aerospace Industry

Tanagra, PO Box 23, GR-32009 Schimatari, Greece
Tel: (+30 1) 883 67 11
Fax: (+30 1) 883 87 14
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Hella Aerospace GmbH

Postfach 2840, D-59552 Lippstadt, Germany
Tel: (+49 2941) 38 85 12
Fax: (+49 2941) 38 84 32
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Heliwork Services Ltd

Thruxton Airport, Andover, Hampshire SP11 8PN, UK
Tel: (+44 1264) 77 17 00
Fax: (+44 1264) 77 15 19
WWW: http://www.heliwork.com
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Helitrades Inc
Site 5, Box 7, RR2, Airdriel, Alberta T4B 2A4, Canada
Tel: (+1 403) 948 64 75
Fax: (+1 403) 912 46 58
Web: http://www.helitradesinc.com
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Helitrade
Berne Airport, CH-3123 Belp, Switzerland
Tel: (+41 31) 818 88 92
Fax: (+41 31) 818 88 99
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Heli-Tech Inc
3621 Frankford Avenue, Panama City, Florida 32405, USA
Tel: (+1 904) 763 90 00
Fax: (+1 904) 763 87 12
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Heli Tech
4681 Isabelle Street, Eugene, Oregon 97402, USA
Tel: (+1 503) 344 23 04
Fax: (+1 503) 344 38 63
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Heli-Support AB
Sve Flygplats, SE-423 73 Sve, Sweden
Tel: (+46 31) 92 75 00
Fax: (+46 31) 92 61 17
e-mail: info@heli-support.com
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HeliSource Inc
Jet Aviation Way, PO Box 567, Bedford, Massachusetts 01730, USA
Tel: (+1 617) 275 00 01
Fax: (+1 617) 274 00 01
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Helipro Corp International

Hangar D, 2000 West Bakerview Road, Bellingham, Washington 98226, USA
Tel: (+1 360) 734 35 32
Fax: (+1 360) 734 31 93
Web: http://www.helipro.com
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Helipower Service
15500 Telegraph Road, Suite C-21, Santa Paula, California 93060, USA
Tel: (+1 805) 933 13 71
Fax: (+1 805) 525 04 15
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Heliport Systems Inc

20 Springbrook Road, PO Box 2406, Morristown, New Jersey 07960, USA
Tel: (+1 973) 540 00 11
Fax: (+1 973) 540 01 31
Web: http://www.heliport.com
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Heliponents Inc
4930 E Falcon Drive, Mesa, Arizona 85215-2544, USA
Tel: (+1 480) 981 83 00
Fax: (+1 480) 981 84 00
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Heliplanners
41008 Montelena Circle, Temecula, California 92591-2114, USA
Tel: (+1 909) 693 50 90
Fax: (+1 909) 693 50 42
e-mail: heliplan@pe.net.com
Web: http://www.heliplanners.com
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Heli-Mart Inc
3184 Airway Avenue, Unit E, Costa Mesa, California 92626, USA
Tel: (+1 714) 755 29 99
Fax: (+1 714) 755 29 95
e-mail: helimart@aol.com
Web: http://www.helimart.com
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Helilease International Inc

774 Mays No 10, PO Box 7592, Incline Village, Nevada 89452, USA
Tel: (+1 702) 831 94 74
Fax: (+1 702) 831 53 16
Web: http://www.wicllc.com
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Heli-Dyne Systems Inc

9000 Trinity Boulevard, PO Box 966, Hurst, Texas 76053, USA
Tel: (+1 817) 282 98 04
Fax: (+1 817) 282 83 29
e-mail: info@heli-dyne.com
Web: http://www.heli-dyne.com
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Heli-Dyne Inc
Division of National Airmotive Corp
2508 Palm Drive, PO Box 16419, Long Beach, California 90806, USA
Tel: (+1 310) 490 04 83
Fax: (+1 310) 595 17 35
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Helicorp
210 Tune Airport Drive, Nashville, Tennessee 37209, USA
Tel: (+1 615) 350 50 15
Fax: (+1 615) 350 50 17
Web: http://www.helicorp.org
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Helicopter Technology Inc

1912 Holly Timber Road, Cottondale, Florida 32431, USA
Tel: (+1 904) 579 43 63
Fax: (+1 904) 579 10 42
Web: http://www.helicoptertechnology.com
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Helicopter Support Inc

PO Box 947, 89 Marsh Hill Road, Orange, Connecticut 06477, USA
Tel: (+1 203) 795 60 51
Fax: (+1 203) 795 39 87
e-mail: kpike@hsius.com
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Helicopter Structural & Maintenance Inc

4241 Birdsong Boulevard, Lutz, Florida 33549-6294, USA
Tel: (+1 813) 973 37 03
Fax: (+1 813) 973 26 92
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Helicopter Parts & Service Corp

Rt 2, Box 149A, Tallulah, Louisiana 71282, USA
Tel: (+1 318) 574 55 51
Fax: (+1 318) 574 25 56
Web: http://www.helicopter-parts.com
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Helicopter Accessory Service Inc

10985 Penrose Street, Sun Valley, California 91352, USA
Tel: (+1 818) 767 22 14
Fax: (+1 818) 767 26 99
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Heli-Conversions Inc
3830 Cross Street, Eugene, Oregon 97402, USA
Tel: (+1 541) 688 45 90
Fax: (+1 541) 688 05 23
e-mail: vaden@helitrade.com
Web: http://www.helitrade.com
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Heli-Consultants Pty Ltd

PO Box 6745, Delivery Center, Blacktown, New South Wales 2148, Australia
Tel: (+61 2) 831 56 63
Fax: (+61 2) 831 32 74
Web: http://www.heli-consultants.com
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Helicomb International Inc

1402 South 69th East Avenue, Tulsa, Oklahoma 74112, USA
Tel: (+1 918) 835 39 99
Fax: (+1 918) 834 44 51
e-mail: annette@helicomb.com
Web: http://www.helicomb.com
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BUYERS GUIDE COMPANY DIRECTORY, COLOMBIA

Helicentro Ltda
Carrera 7N 83-73, AA 20737, Bogot, Colombia
Tel: (+57 1) 433 59 70
Fax: (+57 1) 433 59 88
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Helicenter
Aeropuerto Internacional Don Turcuato, Dr Castelar s/n CC No 20 (1611), Don Turcuato, Buenos
Aires, Argentina
Tel: (+54 1) 741 64 49
Fax: (+54 1) 748 87 45
e-mail: helicenter@shbbs.com.ar
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Heli Air Ltd

Wellesbourne Airfield, Warwick, Warwickshire CV35 9EU, UK
Tel: (+44 1789) 47 04 76
Fax: (+44 1789) 47 04 66
e-mail: heliair@aol.com
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Heli-Air (Jaffe Helicopter Co)

119 Ida Road, Broussard, Louisiana 70518, USA
Tel: (+1 318) 837 23 96
Fax: (+1 318) 837 21 13
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Heins Balancing Systems Inc

820 Railroad Avenue, Santa Paula, California 93060, USA
Tel: (+1 805) 525 54 45
Fax: (+1 805) 525 70 74
Web: http://www.heins-balancing.com
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Hayward Aviation Ltd

Harling House, 47/51 Great Suffolk Street, London SE1 0BS, UK
Tel: (+44 20) 73 78 18 38
Fax: (+44 20) 74 03 10 52
e-mail: info@haywards.net
Web: http://www.haywards.net
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Hawker Pacific Pty Ltd

Bankstown Airport, Hangar 275, Bankstown, New South Wales 2200, Australia
Tel: (+61 2) 772 36 83
Fax: (+61 2) 790 62 20
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Hawker Pacific Pte Ltd

48-8 Loyang Way, Loyang Aerospace Estate, Singapore 508741, Singapore
Tel: (+65) 542 47 11
Fax: (+65) 542 84 80
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BUYERS GUIDE COMPANY DIRECTORY, HONG KONG

Hawker Pacific Ltd

4 Hart Avenue Enterprise Center, Tsimshatsui, Kowloon, Hong Kong
Tel: (+852) 27 33 02 22
Fax: (+852) 27 21 83 76
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Hawker Pacific Aerospace Inc

Bennebroekerweg 265, 1435 CJ Rijsenhout, Netherlands
Tel: (+31 297) 38 10 80
Fax: (+31 297) 38 10 99
e-mail: hpa.holland@hawker.com
Web: http://www.hawker.com
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Hawker Pacific Aerospace Inc

11310 Sherman Way, Sun Valley, California 91352, USA
Tel: (+1 818) 765 62 01
Fax: (+1 818) 765 57 59
Web: http://www.hawker.com
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Harris Corporation
Government Communication Systems Division
PO Box 91000, Melbourne, Florida 32902, USA
Tel: (+1 407) 727 50 84
Fax: (+1 407) 727 30 66
Web: http://www.gcsd.harris.com
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HR Textron Inc
25200 West Rye Canyon Road, Valencia, California 91355-1265, USA
Tel: (+1 805) 294 60 00
Fax: (+1 805) 259 96 22
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HAS Corp
Mount Pleasant Airport, PO Box 1117, Mount Pleasant, Pennsylvania 15666, USA
Tel: (+1 412) 887 44 13
Fax: (+1 412) 887 39 77
e-mail: lorib@hascorp.com
Web: http://www.has-corp.com
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Gulf Coast Avionics Corp

4243 North Westshore Boulevard, Tampa, Florida 33614, USA
Tel: (+1 813) 879 97 14
Fax: (+1 813) 875 45 14
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Grintek Avitronics
PO Box 8492, Hennopsmeer, South Africa
Tel: (+27 12) 672 60 00
Fax: (+27 12) 672 62 22
Web: http://www.grinaker.co.za
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Green Tree Financial Corp

345 St Peter Street, Suite 1400, St Paul, Minnesota 55102, USA
Tel: (+1 800) 851 13 67
Fax: (+1 800) 831 83 66
e-mail: sherrie.waxon@gtfc.com
Web: http://www.greentree.rotor.com
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Global Helicopter Technology Inc

5070 Collins St, Suite 206, Arlington, Texas 76018-1108, USA
Tel: (+1 817) 557 33 91
Fax: (+1 817) 557 33 92
e-mail: ghti@airmail.net
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Gibbs Hartley Cooper Ltd

Bishops Court, 27-33 Artillery Lane, London E1 7LD, UK
Tel: (+44 20) 72 47 54 33
Fax: (+44 20) 77 82 90 32
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Geteca USA-France
5777 W Century Boulevard, Suite 755, Los Angeles, California 90045, USA
Tel: (+1 310) 641 32 71
Fax: (+1 310) 641 54 69
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Gerard Technology Associates

PO Box 781, Thorndale, Pennsylvania 19372, USA
Tel: (+1 610) 380 09 05
Fax: (+1 610) 380 11 90
e-mail: jerrybgta@aol.com
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Geographia AB
Tre Kronorsvg 38, SE-131 31 Nacka, Sweden
Tel: (+46 8) 640 90 09
Fax: (+46 8) 640 71 80
e-mail: geographia@geographia.se
Web: http://www.geographia.com
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Geneva Aviation Inc

2817 100th Street SW, Everett, Washington 98204, USA
Tel: (+1 425) 353 74 00
Fax: (+1 425) 347 71 00
e-mail: info@genevaaviation.com
Web: http://www.genevaaviation.com
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General Helicopters International Inc

PO Box 615, Chesapeake, Ohio 45619, USA
Tel: (+1 740) 886 29 92
Fax: (+1 740) 886 29 93
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BAE Systems Avionics

Christopher Martin Road, Basildon, Essex SS14 3EL, UK
Tel: (+44 1268) 52 28 22
Fax: (+44 1268) 88 31 40
and at
Tel: (+44 1634) 84 44 00
Fax: (+44 1634) 82 73 32
and at
Browns Lane, The Airport, Portsmouth, Hampshire PO3 5PH, UK
Tel: (+44 2392) 22 60 00
Fax: (+44 2392) 22 75 95
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Gatwick Avionics (Redhill) Ltd

Hangars 2 & 3, Redhill Aerodrome, Redhill, Surrey RH1 5JY, UK
Tel: (+44 1737) 82 22 15
Fax: (+44 1737) 82 30 01
e-mail: tonyokill@gatwick-avionics.co.uk
Web: http://www.gatwick-avionics.co.uk
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Garsite Inc
539 S 10th Street, Kansas City, Kansas 66105, USA
Tel: (+1 913) 342 56 00
Fax: (+1 913) 357 82 82
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Garmin International
1200 East 151st Street, Olathe, Kansas 66062, USA
Tel: (+1 913) 397 82 00
Fax: (+1 913) 397 82 82
Web: http://www.garmin.com
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Garlick Helicopters Inc

132 Skalkaho Highway, Hamilton, Montana 59840, USA
Tel: (+1 406) 363 61 21
Fax: (+1 406) 363 61 24
e-mail: garlick@montana.com
Web: http://www.garlickhelicopters.com
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Friebe Luftfahrt-Bedarf GmbH

Flughafen Neuostheim, D-68163 Mannheim, Germany
Tel: (+49 621) 41 24 08
Fax: (+49 621) 41 67 59
e-mail: friebe-mannheim@t-online.de
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Frasca International Inc

906 E Airport Road, Urbana, Illinois 61821, USA
Tel: (+1 217) 344 92 00
Fax: (+1 217) 344 92 07
e-mail: simulators@frasca.com
Web: http://www.frasca.com
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FPT Industries Ltd

GKN Westland Aerospace
The Airport, Portsmouth, Hampshire, UK
Tel: (+44 23) 92 66 23 91
Fax: (+44 23) 92 67 08 99
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Foxtronics Inc
6614 Waddell Avenue, Dallas, Texas 75235, USA
Tel: (+1 214) 358 44 25
Fax: (+1 214) 358 15 19
Web: http://www.foxtronics.com
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Floats & Fuel Cells

4010 Pilot Drive, Suite 3, Memphis, Tennessee 38118, USA
Tel: (+1 901) 794 84 31
Fax: (+1 901) 794 78 45
e-mail: ffcinfo@ffcfuelcells.com
Web: http://www.ffcfuelcells.com
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FLIR Systems International Ltd

2 Kings Hill Avenue, Kings Hill, West Malling, Kent ME19 4AQ, UK
Tel: (+44 1732) 22 00 11
Fax: (+44 1732) 22 00 14
e-mail: marketing@flir.uk.com
Web: http://www.flir.com
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FLIR Systems Inc

16505 SW 72nd Avenue, Portland, Oregon 97224, USA
Tel: (+1 503) 684 37 31
Fax: (+1 503) 684 32 07
e-mail: hconnor@flir.com
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Flight Visions Inc

Aurora Municipal Airport, 43W752 Route 30, PO Box 250, Sugar Grove, Illinois 60554, USA
Tel: (+1 708) 466 43 43
Fax: (+1 708) 466 43 58
e-mail: 10234.16@compserve.com
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FlightSafety International/Sikorsky
Palm Beach International Airport, 3887 Southern Boulevard, West Palm Beach, Florida 33406, USA
Tel: (+1 407) 686 76 77
Fax: (+1 407) 689 77 19
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FlightSafety International/Bell
9601 Trinity Boulevard, Hurst, Texas 76053, USA
Tel: (+1 817) 282 25 57
Fax: (+1 817) 282 85 43
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FlightSafety International/Alliance
2250 Alliance Boulevard, Fort Worth, Texas 76177, USA
Tel: (+1 817) 491 96 99
Fax: (+1 817) 491 40 02
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FlightSafety International
Marine Air Terminal, La Guardia Airport, Flushing, New York 11371, USA
Tel: (+1 718) 565 41 00
Fax: (+1 718) 565 41 34
e-mail: ritchier@fsi001.flightsafety.com
Web: http://www.flightsafety.com
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Flightline Aircraft Instruments

7500 Main Street, Fishers, New York 14453, USA
Tel: (+1 716) 924 40 00
Fax: (+1 716) 924 57 32
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Flight Components AG
Bitziberg Strasse 5, CH-8184 Bachenblach, Switzerland
Tel: (+41 1) 861 12 00
Fax: (+41 1) 861 17 15
e-mail: flight.components@compuserve.com
Web: http://www.flightcomponents.com
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FIAR Defence Systems Group

Via G B Grassi 93, I-20157 Milan, Italy
Tel: (+39 02) 35 79 01
Fax: (+39 02) 356 73 25
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FGE Gknipas
Beloozersky, Moscow Region 140250, Russian Federation
Tel: (+7 095) 556 07 09
Fax: (+7 095) 556 07 40
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Faudi UK
38 Chandlers Reach, Llantwit Fadre, Mid Glamorgan CF38 2NJ, UK
Tel: (+44 1443) 20 67 90
Fax: (+44 1443) 20 67 90
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Far East Aviation Co Ltd

2480-4 Hanayama-Cho, Tatebayashi Gumma Prefecture 374, Japan
Tel: (+81 0276) 75 40 22
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Falcon Insurance Agency of Dallas Inc

PO Box 706, Addison, Texas 75001, USA
Tel: (+1 972) 250 08 00
Fax: (+1 972) 250 27 54
e-mail: falconinsurance.com
Web: http://www.falconinsurance.com
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Falcon Insurance Agency of California Inc

PO Box 1000, Upland, California 91785, USA
Tel: (+1 800) 624 88 56
Fax: (+1 714) 985 61 33
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Fairey Hydraulics Ltd

Claverham, Bristol, Avon BS19 4NF, UK
Tel: (+44 1934) 83 52 24
Fax: (+44 1934) 83 53 37
e-mail: office@fairey-hydraulics.com
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Facet International
Treforest Industrial Estate, Pontypridd, Mid Glamorgan CF37 5YL, UK
Tel: (+44 1443) 84 41 41
Fax: (+44 1443) 84 41 41
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Extex Inc
5950 S Sossaman Road, #101, Williams Gateway Airport, Mesa, Arizona 85206, USA
Tel: (+1 602) 988 20 00
Fax: (+1 602) 988 10 12
e-mail: larrys@extex.com
Web: http://www.extex.com
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Executive Instruments Inc

4141 Lindberg Drive, Addison, Texas 75244, USA
Tel: (+1 214) 239 02 31
Fax: (+1 214) 991 32 71
Web: http://www.ei-ets.com
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Evergreen Aircraft Sales & Leasing Co (EASL)

3850 Three Mile Lane, McMinnville, Oregon 97128, USA
Tel: (+1 503) 472 93 61
Fax: (+1 503) 434 40 35
Web: http://www.evergreen.com
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Eventide Inc
One Alsan Way, Little Ferry, New Jersey 07643, USA
Tel: (+1 201) 641 12 00
Fax: (+1 201) 641 16 40
e-mail: info@eventide.com
Web: http://www.eventide.com
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European Helicopters Ltd

Denham Airfield, Uxbridge, Middlesex UB9 5DF, UK
Tel: (+44 1895) 83 47 77
Fax: (+44 1895) 83 41 94
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EuroAvionics GmbH & Co KG

Steineggerstrasse 19, Tiefenbronn 75233 Lehningen, Germany
Tel: (+49 7234) 796 00
Fax: (+49 7234) 791 12
e-mail: sales@euroavionics.com
Web: http://www.euroavionics.com
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E-Systems Inc
2268 S 3270 W, Salt Lake City, Utah 84119, USA
Tel: (+1 801) 973 43 00
Fax: (+1 801) 974 75 81
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Essential Turbines Inc

443 Meloche Street, Dorval, Quebec H9P 2WZ, Canada
Tel: (+1 514) 633 44 58
Fax: (+1 514) 633 63 08
e-mail: info@a250.com
Web: http://www.a250.com
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Era Aviation Services

PO Box 6550, Lake Charles, Louisiana 70606, USA
Tel: (+1 318) 478 61 31
Fax: (+1 318) 474 15 37
e-mail: info@eraaviation.com
Web: http://www.era-aviation.com
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Environmental Equipments Ltd

Fleming Road, London Road Industrial Estate, Newbury, Berkshire RG12 2DE, UK
Tel: (+44 1635) 402 40
Fax: (+44 1635) 495 16
e-mail: eequipment@aol.com
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Enflite Inc
2305 Donley Drive, Suite 110, Austin, Texas 78758, USA
Tel: (+1 512) 834 85 00
Fax: (+1 512) 834 82 73
e-mail: solutions@enflite.com
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Endevco UK Ltd
Melbourn, Royston, Hertfordshire SG8 6NA, UK
Tel: (+44 1763) 26 13 11
Fax: (+44 1763) 26 11 20
e-mail: sales@endevco.co.uk
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Emergency Beacon Corp

15 River Street, PO Box 178, New Rochelle, New York 10801, USA
Tel: (+1 914) 235 94 00
Fax: (+1 914) 576 70 75
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Elop Electro Optics Industries Ltd

PO Box 1165, Rehovot IL-76110, Israel
Tel: (+972 8) 938 62 11
Fax: (+972 8) 938 61 25
Web: http://www.el-op.co.il
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Elisra Electronic Systems Ltd

48 Mivtza Kadesh Street, Beni Berak IL-51203, Israel
Tel: (+972 3) 617 51 11
Fax: (+972 3) 617 58 50
e-mail: mis1@elisra.com
Web: http://www.elisra.com
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Elettronica SpA
Via Tiburtina, Km 13.7, I-00131 Rome, Italy
Tel: (+39 06) 415 41
Fax: (+39 06) 419 28 69
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ELECMA The Electronics Division of SNECMA

13-15 rue Pages, BP 305, F-92156 Suresnes Cedex, France
Tel: (+33 1) 40 99 81 84
Fax: (+33 1) 40 99 82 18
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Elbit Systems Ltd

PO Box 539, Haifa 31053, Israel
Tel: (+972 4) 831 53 15
Fax: (+972 4) 855 00 02
Web: http://www.elbit.co.il
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BUYERS GUIDE COMPANY DIRECTORY, GREECE

EIS Hellas Ltd

7 Stratigi Street, GR-15451 N. Psychico, Athens, Greece
Tel: (+30 1) 672 85 28
Fax: (+30 1) 672 85 35
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Eichenberger Aviation AG
Flugplatz CH-5632 Buttwil, Switzerland
Tel: (+41 56) 675 50 60
Fax: (+41 56) 675 50 65
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Edwards and Kelcey Inc

90 West Street, New York City, New York 10006, USA
Tel: (+1 212) 619 53 00
Fax: (+1 212) 608 18 35
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Edwards & Associates Inc

Air Trade Center, PO Box 3689, Bristol, Tennessee 37625, USA
Tel: (+1 423) 538 51 11
Fax: (+1 423) 538 84 69
Web: http://www.edwards-assoc.com
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Ed Marshall Insurance Ltd

715 W Main Street, PO Box 610, Salem, Virginia 24153, USA
Tel: (+1 800) 871 22 14
Fax: (+1 703) 389 28 32
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ECT Industries
1650 route de Lyon, F-07130 Soyons, France
Tel: (+33 4) 75 40 84 00
Fax: (+33 4) 75 40 19 44
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Eckhart Helicopter Sales Inc

1580 S Milwaukee Avenue, Suite 203, Libertyville, Illinois 60048, USA
Tel: (+1 847) 362 11 51
Fax: (+1 847) 362 31 72
e-mail: sales@eckhel.com
Web: http://www.eckhel.com
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Eastern Shore Helicopters Inc

6090 State Road 80 West, Alva, Florida 33920, USA
Tel: (+1 863) 612 13 88
Fax: (+1 863) 612 13 92
e-mail: esh@peganet
Web: http://www.helisales.com
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Eastern Aero Marine

3850 NW 25th Street, Miami, Florida 33142, USA
Tel: (+1 305) 871 40 50
Fax: (+1 305) 871 78 73
Web: http://www.theraft.com
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EAS Egle Air Service GmbH & Co KG

Postfach 2052, D-76490 Baden-Baden, Germany
Tel: (+49 7221) 620 67
Fax: (+49 7221) 547 60
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Eagle Copters Maintenance Ltd

823 McTavish Road NE, Calgary, Alberta T2E 7G9, Canada
Tel: (+1 403) 250 73 70
Fax: (+1 403) 250 71 10
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Dynatech International Corp

1 Rodeo Drive, Edgewood, New York 11717, USA
Tel: (+1 516) 243 17 00
Fax: (+1 516) 243 10 22
Web: http://www.dynatechintl.com
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Dynamic Solutions Systems Inc

1285 Stone Drive, Suite 102, San Marcos, California 92069-4079, USA
Tel: (+1 760) 744 01 87
Fax: (+1 760) 744 80 89
Web: http://www.dssmicro.com
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Dynametric Systems Co
3305 W Spring Mountain Road, Las Vegas, Nevada 89102, USA
Tel: (+1 702) 873 53 05
Fax: (+1 702) 362 58 47
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Dunlop Equipment Division

Holbrook Lane, Coventry, West Midlands CV6 4AA, UK
Tel: (+44 1203) 29 42 27
Fax: (+44 1203) 68 34 07
e-mail: sales@dunlop-equip.co.uk
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Dunlop-Beaufort Ltd
Beaufort Road, Birkenhead, Merseyside L41 1HQ, UK
Tel: (+44 151) 652 91 51
Fax: (+44 151) 653 66 39
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Duncan Aviation
PO Box 81887, Lincoln, Nebraska 68501, USA
Tel: (+1 402) 475 26 11
Fax: (+1 402) 475 55 41
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DS Alliance Pte Ltd

No 8 Aljunied Avenue 3, Oakwell Building, Singapore 389933
Tel: (+65) 742 68 72
Fax: (+65) 846 85 22
e-mail: dsalliance@oakwell.com.sg
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DRS Technologies Inc

5 Sylvan Way, Parsippany, New Jersey 07054, USA
Tel: (+1 201) 898 15 00
Fax: (+1 201) 898 47 30
Web: http://www.drs.com
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DRS Photronics Inc

138 Bauer Drive, Oakland, New Jersey 07436, USA
Tel: (+1 201) 337 38 00
Fax: (+1 201) 337 47 75
e-mail: carlucci@drs.com
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Drake Air Inc

4085 SW Boulevard, Tulsa, Oklahoma 74107-6503, USA
Tel: (+1 918) 445 35 57
Fax: (+1 918) 445 51 06
e-mail: drakeair@ionet.net
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Downing Electronics Inc

10218 Donna Avenue, Northridge, California 91324, USA
Tel: (+1 818) 360 37 91
Fax: (+1 818) 363 20 40
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Dorne & Margolin Inc

2950 Veterans Memorial Highway, Bohemia, New York 11716, USA
Tel: (+1 516) 585 40 00
Fax: (+1 516) 585 48 10
e-mail: cmatier@dorne.com
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Dodson International Helicopter Division

PO Box 19, 2155 Vermont Road, Rantoul, Kansas 66079, USA
Tel: (+1 785) 878 80 00
Fax: (+1 785) 878 88 88
e-mail: helicopter@dodson.com
Web: http://www.dodson.com
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Diehl GmbH & Co Luftfahrt Elektronik

Heinrich-Diehl-Strasse 2, D-90552 Rothenbach, Germany
Tel: (+49 911) 957 25 50
Fax: (+49 911) 957 24 44
e-mail: die-v@compuserve.com
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Diamond J Inc
2020 West Harry, Wichita, Kansas 67213, USA
Tel: (+1 316) 264 06 00
Fax: (+1 316) 264 00 60
e-mail: diamondj@sprynet.com
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Devtec Corp
812 Bloomfield Avenue, Windsor, Connecticut 06095, USA
Tel: (+1 860) 688 01 52
Fax: (+1 860) 688 78 95
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DeVore Aviation Corp

6104B Jefferson NE, Albuquerque, New Mexico 87109, USA
Tel: (+1 505) 345 87 13
Fax: (+1 505) 344 38 35
e-mail: devore@swcp.com
Web: http://www.devoreaviation.com
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debis Financial Services Ltd

Marlborough Court, Sunrise Parkway, Linford Wood, Milton Keynes, Buckinghamshire MK14 6YR,
UK
Tel: (+44 1908) 24 95 30
Fax: (+44 1908) 20 95 30
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David Clark Co Inc

360 Franklin Street, Box 15054, Worcester, Massachusetts 01615-0054, USA
Tel: (+1 508) 756 58 00
Fax: (+1 508) 753 58 27
e-mail: sales@davidclark.com
Web: http://www.davidclark.com
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Dassault Electronique
55 quai Marcel Dassault, BP 301, F-92214 Saint-Cloud Cedex, France
Tel: (+33 1) 49 11 80 00
Fax: (+33 1) 46 02 57 58
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Dart Aerospace Ltd

1270 Aberdeen Street, Hawkesbury, Ontario K6A 1K7, Canada
Tel: (+1 613) 632 33 36
Fax: (+1 613) 632 44 43
e-mail: heli@dartaero.com
Web: http://www.dartaero.com
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BUYERS GUIDE COMPANY DIRECTORY, HUNGARY

Danubian Aircraft Co
PO Box 305, H-1369 Budapest 5, Hungary
Tel: (+36 24) 36 57 13
Fax: (+36 24) 36 68 13
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Danish Aerotech A/S

Karup Air Base, PO Box 53, DK-7470 Karup, Denmark
Tel: (+45) 99 62 62 62
Fax: (+45) 99 62 63 64
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Dallas Avionics Inc

2525 Santa Anna Avenue, Dallas, Texas 75228, USA
Tel: (+1 214) 320 97 70
Fax: (+1 214) 320 10 57
e-mail: wsd@dallasavionics.com
Web: http://www.dallasavionics.com
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Dallas Airmotive Inc

7511 Lemmon Avenue, Building B, Dallas, Texas 75209-3019, USA
Tel: (+1 214) 956 26 01
Fax: (+1 214) 956 28 10
e-mail: dallasair@worldnet.att.net
Web: http://www.dallasair.com
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CSE Aviation Ltd

Oxford Airport, Kidlington, Oxford OX5 1RA, UK
Tel: (+44 1865) 84 42 11
Fax: (+44 1865) 84 12 07
e-mail: CSE_aviation.com
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CRL Technologies Inc

55 Lindsay Street, Dorval, Quebec H9P 2S6, Canada
Tel: (+1 514) 636 99 21
Fax: (+1 514) 636 04 76
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Corporate Rotable & Supply Inc

6701 NW 12th Avenue, Fort Lauderdale, Florida 33309, USA
Tel: (+1 954) 972 28 07
Fax: (+1 954) 972 27 08
e-mail: corporaterotable@worldnet.att.com
Web: http://www.corporaterotable.com
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Control Products Corp

1513 W Jefferson, Grand Prairie, Texas 75051, USA
Tel: (+1 972) 264 03 68
Fax: (+1 972) 262 16 53
Web: www.cpctexas.com
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Consolite Technology Ltd

17b Wincombe Business Park, Shaftesbury, Dorset SP7 9QJ, UK
Tel: (+44 1747) 85 49 86
Fax: (+44 1747) 85 29 00
e-mail: sales@consolite.co.uk
WWW: http://www.consolite.co.uk
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Consolidated Instrument & Avionics Co Inc

510 Industrial Avenue, Teterboro, New Jersey 07458, USA
Tel: (+1 201) 288 11 89
Fax: (+1 201) 288 80 06
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Consolidated Heliflight Inc

PO Box 460, Stroud, Oklahoma 74079, USA
Tel: (+1 918) 968 95 61
Fax: (+1 918) 968 95 64
Web: http://www.pt6t.com
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Consolidated Aircraft Supply Co Inc

55 Raynor Avenue, Ronkonkoma, New York 11779, USA
Tel: (+1 631) 981 77 00
Fax: (+1 631) 981 77 06
e-mail: fusionsm@aol.com
Web: http://www.consolac.com
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Conklin & de Decker Associates Inc

PO Box 1142, Orleans, Massachusetts 02653, USA
Tel: (+1 508) 255 59 75
Fax: (+1 508) 255 93 80
Web: http://www.conklindd.com
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Concorde Battery Corp

2009 San Bernardino Road, West Covina, California 91790, USA
Tel: (+1 626) 962 40 06
Fax: (+1 626) 813 12 35
e-mail: sarabc@aol.com
Web: http://www.concordebattery.com
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Concorde AeroSales Inc

1100 Lee Wagener Boulevard, Suite 344, Fort Lauderdale, Florida 33315, USA
Tel: (+1 954) 359 76 80
Fax: (+1 954) 359 76 82
e-mail: info@concordeaerosales.com
Web: http://www.concordeaerosales.com
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Conair Aviation Ltd

PO Box 220, Abbotsford, British Columbia V2S 4N9, Canada
Tel: (+1 604) 855 11 71
Fax: (+1 604) 855 10 17
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Computing Devices Canada Ltd

3785 Richmond Road, Nepean, Ontario, Canada M9W 5A7
Tel: (+1 416) 249 12 31
Fax: (+1 610) 492 21 10
Web: http://www.computingdevices.com
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Computer Training Systems

580 Sylvan Avenue, Englewood Cliffs, New Jersey 07632, USA
Tel: (+1 201) 567 56 39
Fax: (+1 201) 567 32 02
Web: http://www.ctsys.com
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Computair Consultants
24 Staniland Drive, Weybridge, Surrey KT13 0XN, UK
Tel: (+44 1932) 82 11 06
Fax: (+44 1932) 82 13 30
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Composite Technology Ltd

Thruxton Airfield, Andover, Hampshire SP11 8PW, UK
Tel: (+44 1264) 77 33 61
Fax: (+44 1264) 77 39 80
e-mail: repairs@composite-technology.co.uk
Web: http://www.composite-technology.co.uk
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Composite Technology International Pte Ltd

29 Loyang Way, Singapore 1750, Singapore
Tel: (+65 542) 11 21
Fax: (+65 542) 53 88
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Composite Technology Inc

1001 Avenue R, Grande Prairie, Texas 75050, USA
Tel: (+1 214) 606 44 00
Fax: (+1 214) 606 44 18
Web: http://www.rotorblades .com
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Composite Technology (Canada) Ltd

69 Durand Road, Winnipeg, Manitoba R2J 3T1, Canada
Tel: (+1 204) 661 64 12
Fax: (+1 204) 661 92 18
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Complas Ltd
Avenue One, Station Lane, Witney, Oxfordshire OX8 6XS, UK
Tel: (+44 1993) 77 88 81
Fax: (+44 1993) 77 60 89
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Comm Innovations
PO Box 370, Oneonta, New York 13820, USA
Tel: (+1 607) 432 08 45
Fax: (+1 607) 432 12 86
e-mail: ponyfarm@aol.com
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Comant Industries
12920 Park Street, Santa Fe Springs, California 90670, USA
Tel: (+1 310) 946 66 94
Fax: (+1 310) 946 51 50
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Columbia Helicopters Inc

PO Box 3500, Portland, Oregon 97140, USA
Tel: (+1 503) 678 12 22
Fax: (+1 503) 678 58 41
e-mail: wayneb@colheli.com
Web: http://www.colheli.com
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Clintondale Aviation Inc

478 Clifton Corporate Parkway, Clifton Park, New York 12065, USA
Tel: (+1 518) 383 39 65
Fax: (+1 518) 383 47 41
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Civic Helicopters Inc

2192 H Palomar Airport Road, Carlsbad, California 92008, USA
Tel: (+1 760) 438 84 24
Fax: (+1 760) 438 04 51
e-mail: ctu@tmisnet.com
Web: http://www.civichelicopters.com
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Chincul SACAIFI
25 de Mayo 489, 6th Floor, Buenos Aires 1339, Argentina
Tel: (+54 1) 312 56 71
Fax: (+54 1) 311 57 42
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Chelton Inc
PO Box 976, Lewisville, Texas 75067, USA
Tel: (+1 972) 221 17 83
Fax: (+1 972) 436 27 16
e-mail: info@chelton.com
Web: http://www.chelton.com
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Chelton Ltd
Fieldhouse Lane, Marlow, Buckinghamshire SL7 1LR, UK
Tel: (+44 1628) 47 20 72
Fax: (+44 1628) 48 22 55
e-mail: mkt@chelton.co.uk
Web: http://www.chelton.com
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Champion Aviation Products

Chausse de Tervuren 118, B-1410 Waterloo, Belgium
Tel: (+32 2) 354 99 79
Fax: (+32 2) 351 01 14
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Chadwick-Helmuth Co Inc
4601 N Arden Drive, El Monte, California 91731, USA
Tel: (+1 818) 575 61 61
Fax: (+1 818) 350 42 36
Web: http://www.chadwick-helmuth.com
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CeoTronics Inc
2340 Trinity Mills Road, Suite 112, Carrollton, Texas 75006, USA
Tel: (+1 972) 416 95 00
Fax: (+1 972) 416 95 80
e-mail: headsets@altinet.net
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Century Manufacturing Co
196E St Louis Street, St Jean, Quebec J3B 1Y1, Canada
Tel: (+1 514) 348 27 00
Fax: (+1 514) 348 27 24
e-mail: bstrpac@cam.org
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CelsiusTech Electronics AB
Nettovagen 6, SE-175 88 Jrflla, Sweden
Tel: (+46 758) 100 00
Fax: (+46 758) 322 44
Web: http://www.celsius.se
e-mail: gate@celsiustech.se
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Cav-Air Inc
5500 NW 21st Terrace, No 9, Fort Lauderdale, Florida 33309, USA
Tel: (+1 305) 491 50 71
Fax: (+1 305) 771 46 92
e-mail: cavair@aksi.net
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Casper Air Service Inc

Natrona Country Airport, Unit 3, Box 3, Casper, Wyoming 82604, USA
Tel: (+1 307) 472 34 00
Fax: (+1 307) 237 85 34
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Cargo Systems Inc

2120 Denton Drive, Suite 108, Austin, Texas 78758, USA
Tel: (+1 512) 837 13 00
Fax: (+1 512) 837 53 20
e-mail: carsys@flash.net
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Cargo Aids
Brett Drive, De La Warr Road, Bexhill-on-Sea, East Sussex TN40 2JP, UK
Tel: (+44 1424) 21 66 11
Fax: (+44 1424) 21 66 36
e-mail: jtempleton@drallim.com
Web: http://www.drallim.com
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Canon USA Inc

400 Sylvan Avenue, Englewood Cliffs, New Jersey 07632, USA
Tel: (+1 201) 816 29 00
Fax: (+1 201) 816 29 09
e-mail: bctv@cusa.canon.com
Web: http://www.usa.canon.com
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Canadian Marconi Co
600 Dr Frederik Phillips Boulevard, St Laurent, Quebec H4M 2S9, Canada
Tel: (+1 514) 748 30 46
Fax: (+1 514) 748 31 84
e-mail: tverni@mtl.marconi.ca
Web: http://www.marconi.ca
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Canadian Aero Accessories Ltd

170 George Craig Boulevard, Calgary, Ontario T2E 7H2, Canada
Tel: (+1 403) 250 90 77
Fax: (+1 403) 250 68 41
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California Helicopter International

2935 Golf Course Drive, Ventura, California 93003-7604, USA
Tel: (+1 805) 644 58 00
Fax: (+1 805) 644 51 32
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Caledonian Airborne Systems

Ninian Road, Aberdeen Airport, Dyce, Scotland AB21 0PD, UK
Tel: (+44 1224) 72 22 74
Fax: (+44 1224) 72 28 96
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CAE Electronics plc

Albert Drive, Burgess Hill, West Sussex RH15 9TN, UK
Tel: (+44 1444) 23 99 82
Fax: (+44 1444) 23 99 83
e-mail: dstephenson@cae.co.uk
Web: http://www.cae.ca
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CAE Electronics Ltd

8585 Cote de Liesse, PO Box 1800, Saint-Laurent, Quebec, Canada H4L 4X4
Tel: (+1 514) 341 67 80
Fax: (+1 514) 341 76 99
Web: http://www.cae.ca
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Byrne Industries International Inc

4847 Clark Lake Court, Acworth, Georgia 30102, USA
Tel: (+1 404) 422 34 64
Fax: (+1 404) 425 18 73
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Buck System GmbH

Hans Buck Strasse 1, D-79395 Neuenburg, Germany
Tel: (+49 7631) 70 20
Fax: (+49 7631) 702 70
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Bucher Leichtbau AG
Industriestrasse la, CH- 8117 Faellanden, Switzerland
Tel: (+41 1) 806 24 24
Fax: (+41 1) 806 24 20
Web: http://www.bulei.com
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Broadcast & Surveillance Systems Ltd

2 Kings Hill Avenue, Kings Hill, West Malling, Kent ME19 6DU, UK
Tel: (+44 1732) 22 00 11
Fax: (+44 1732) 22 00 14
e-mail: 74761.566@compuserve.com
Web: http://www.flir.com
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British Aviation Insurance Group (Canada) Ltd

100 Renfrew Drive, Suite 200, Markham, Ontario L3R 9R6, Canada
Tel: (+1 416) 479 22 44
Fax: (+1 416) 479 07 51
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BAE Systems Aviation Services

Clittaford Road, Southway, Plymouth, Devon PL6 6DE, UK
Tel: (+44 1752) 69 56 95
Fax: (+44 1752) 69 55 00
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BAE Systems
Chester House, Farnborough Aerospace Centre, Farnborough, Hampshire GU14 6YU, UK
Tel: (+44 1252) 37 32 32
Fax: (+44 1252) 38 30 00
Web: http://www.bae.co.uk
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Bristow Helicopters Ltd

Redhill Aerodrome, South Nutfield, Redhill, Surrey RH1 5JZ, UK
Tel: (+44 1737) 82 23 53
Fax: (+44 1737) 82 26 94
e-mail: tech.services@bristow.co.uk
Web: http://www.helimaintain.com
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Bristol Aerospace Ltd

660 Berry Street, PO Box 874, Winnipeg, Manitoba R3C 2S4, Canada
Tel: (+1 204) 775 83 31
Fax: (+1 204) 775 74 94
Web: http://www.bristol.ca
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BriskHeat Corp, Advanced Material Group

1055 Gibbard Avenue, Columbus, Ohio 43201, USA
Tel: (+1 614) 294 33 76
Fax: (+1 614) 294 26 72
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Breeze-Eastern (Trans Technology Corp)

700 Liberty Avenue, Union, New Jersey 07083, USA
Tel: (+1 908) 686 40 00
Fax: (+1 908) 686 92 92
e-mail: breezmktg@aol.com
Web: http://www.breeze-eastern.com
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Brackett Aircraft Co Inc

7045 Flightline Drive, Kingman, Arizona 86401, USA
Tel: (+1 602) 757 40 05
Fax: (+1 602) 757 19 48
e-mail: brackett@ataz.com
Web: http://www.brackettaircraft.com
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Boston City Heliport

31 Fargo Street, Boston, Massachusetts 02210, USA
Tel: (+1 617) 482 45 01
Fax: (+1 617) 482 10 57
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Bose BV
Nijverheidstraat 8, N-1135 G E Edam, Netherlands
Tel: (+31 299) 39 07 77
Fax: (+31 299) 39 01 09
e-mail: rik_van_capelle@bose.com
Web: http://www.bose.com
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Bose Corp
The Mountain Road, MS 372, Framingham, Massachusetts 01701, USA
Tel: (+1 508) 879 73 30
Fax: (+1 508) 879 30 49
Web: http://www.bose.com
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Bogan Aerotech Inc

2601 Gravel Road, Fort Worth, Texas 76118, USA
Tel: (+1 817) 595 17 01
Fax: (+1 817) 595 31 08
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Boeing Mesa Training Systems

5000 E. McDowell Road, Building 530, MS B221, Mesa, Arizona 85215, USA
Tel: (+1 602) 891 25 24
Fax: (+1 602) 891 25 96
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Blades Aviation Ltd

5-11465 Baynes Road South, Pitt Meadows Airport, British Columbia
V3Y 2B4, Canada
Tel: (+1 604) 465 16 62
Fax: (+1 604) 465 16 63
e-mail: heliparts@bladesaviation.com
Web: http://www.bladesaviation.com
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Bigorre Aerospace Corp

6543 46th Street N, Suite 1107, Pinellas Park, Florida 34665, USA
Tel: (+1 813) 525 81 15
Fax: (+1 813) 522 58 20
Web: http://www.bigorreaerospace.com
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Goodrich Aerospace, De-Icing Systems

1555 Corporate Woods Parkway, Uniontown, Ohio 44685, USA
Tel: (+1 216) 374 40 13
Fax: (+1 216) 374 22 90
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Goodrich Aerospace, Castleberry Division

817 West Howard Lane, Austin, Texas 78753, USA
Tel: (+1 512) 251 34 41
Fax: (+1 512) 990 12 71
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Goodrich Aerospace Avionics Systems

5353 52nd Street SE, PO Box 873, Grand Rapids, Michigan 49588-0873, USA
Tel: (+1 616) 949 66 00
Fax: (+1 616) 285 42 24
Web: http://www.bfgavionics.com
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Goodrich Aerospace, Aircraft Integrated Systems

Panton Road, Vergennes, Vermont 05491, USA
Tel: (+1 802) 877 29 11
Fax: (+1 802) 877 44 44
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Benz Airborne Systems

2524 Weaver Street, Suite 100, Fort Worth, Texas 76117, USA
Tel: (+1 817) 282 12 12
Fax: (+1 817) 831 75 56
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BEI Sensors & Systems Co

Encoder Systems Division
13100 Telfair Avenue, Sylmar, California 91342, USA
Tel: (+1 818) 362 71 51
Fax: (+1 818) 362 04 58
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Becker Flugfunkwerk GmbH

Airport PO Box 34, D-76549 Hgelsheim, Germany
Tel: (+49 7229) 30 50
Fax: (+49 7229) 30 52 17
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Becker Avionics Inc

10830 NW 27th St, Miami, Florida 3317, USA
Tel: (+1 305) 597 00 69
Fax: (+1 305) 597 87 37
e-mail: beckerav@flash.net
Web: http://www.becker-avionics.com
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BUYERS GUIDE COMPANY DIRECTORY, NEW ZEALAND

Barr Brothers Ltd

Airfield Road, Box 177, Papakura, Auckland, New Zealand
Tel: (+64 9) 298 91 81
Fax: (+64 9) 298 05 72
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Barfield Inc/AVSCO
4101 NW 29th Street, Miami, Florida 33142, USA
Tel: (+1 305) 871 39 00
Fax: (+1 305) 871 56 29
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The Barden Corp (UK) Ltd

4 Llangar Grove, Crowthorne, Berkshire RG45 6EG, UK
Tel: (+44 1752) 73 55 55
Fax: (+44 1752) 73 34 81
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B&D Instruments and Avionics Inc

209 W Main Street, Valley Center, Kansas 67147, USA
Tel: (+1 316) 755 12 23
Fax: (+1 316) 755 10 33
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Azimuth Technologies Ltd

Hataassiah Street, PO Box 2497, Raanana, IL-43654, Israel
Tel: (+972 9) 90 41 34
Fax: (+972 9) 42 95 48
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Avtronics
33 Higginbotham Road, Gladesville, New South Wales 2111, Australia
Tel: (+61 2) 807 14 44
Fax: (+61 2) 809 71 36
e-mail: jonz@5054.aone.net.au
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Av-One
PO Box 301, Scottsdale, Pennsylvania 15683, USA
Tel: (+1 412) 887 36 72
Fax: (+1 412) 887 36 73
e-mail: av-one@b4futures.net
Web: http://www.av-one.com
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Avionics Specialties Inc

PO Box 6400, Charlottesville, Virginia 22906, USA
Tel: (+1 804) 973 33 11
Fax: (+1 804) 973 29 76
Web: http://www.avionics-specialties.com
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Avionics Specialties
Wayside House, Church Street, Upton Grey, Basingstoke, Hampshire RG25 2RA, UK
Tel: (+44 1256) 86 28 19
Fax: (+44 1256) 86 27 95
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Avionic Instruments Inc

1414 Randolph Avenue, PO Box 498, Avenel, New Jersey USA
Tel: (+1 908) 388 35 00
Fax: (+1 908) 382 49 96
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Aviazapchast
Ul Ivana Franko 48, Moscow 121351, Russian Federation
Tel: (+7 095) 417 00 95
Fax: (+7 095) 417 02 94
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Aviation Turbine Overhaul Pty Ltd

PO Box 46, Mentone, Victoria 3194, Australia
Tel: (+61 3) 95 80 55 11
Fax: (+61 3) 95 87 63 61
e-mail: enquire@roscorp.com.au
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Aviation Insurance Services of Washington Inc

424 Third Avenue West, Suite 101, Seattle, Washington 98119, USA
Tel: (+1 206) 283 19 20
Fax: (+1 206) 283 19 39
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Aviation Insurance Services of Utah Inc

PO Box 770, Park City, Utah 84060, USA
Tel: (+1 801) 645 81 00
Fax: (+1 801) 645 81 37
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Aviation Insurance Services of Nevada Inc

333 North Rancho Drive, Las Vegas, Nevada 89128, USA
Tel: (+1 702) 647 23 33
Fax: (+1 702) 647 54 33
e-mail: aisnv@aisins.com
Web: http://www.aisins.com
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Aviation Instrument Services Inc

12215 SW 131st Avenue, Miami, Florida 33186, USA
Tel: (+1 305) 251 72 00
Fax: (+1 305) 251 23 00
e-mail: aismia@mindspring.com
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Aviation Consulting Inc

124 Putnam Avenue, Greenwich, Connecticut 06830, USA
Tel: (+1 203) 622 62 00
Fax: (+1 203) 622 62 11
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Aviation Composite Technologies Inc (AvCom)

206 Sentry Drive, Mansfield, Texas 76063, USA
Tel: (+1 817) 473 82 66
Fax: (+1 817) 473 97 12
e-mail: actmfg@aol.com
Web: http://www.avcomtech.com
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Aviation Components Support Co (ACSC)

Box 947, 295 Indian River Road, Orange, Connecticut 06477, USA
Tel: (+1 203) 799 50 40
Fax: (+1 203) 799 50 43
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Aviall Inc
2075 Diplomat, Dallas, Texas 75234-8999, USA
Tel: (+1 972) 406 20 00
Fax: (+1 972) 406 20 71
Web: http://www.aviall.com
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AVIA Flight Services, Inc

5671 Plumley Street, Corvallis, Oregon 97333, USA
Tel: (+1 503) 757 28 42
Fax: (+1 503) 757 14 03
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Australian Aviation Underwriting Pool Pty Ltd

15 Queen Street, Melbourne, Victoria 3000, Australia
Tel: (+61 3) 96 14 33 37
Fax: (+61 3) 96 29 42 95
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Austin Jet International, Helisales

PO Box 13063, Austin, Texas 78711, USA
Tel: (+1 512) 472 87 39
Fax: (+1 512) 499 16 16
e-mail: austinjet@aol.com
Web: http://www.austinjet.com
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Audio International Inc

7300 Industry Drive, North Little Rock, Arkansas 72116, USA
Tel: (+1 501) 955 29 29
Fax: (+1 501) 955 29 88
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ATC Flight Simulator Co

125 Sierra Street, El Segundo, California 90245, USA
Tel: (+1 310) 640 83 00
Fax: (+1 310) 640 70 70
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Associated Aviation Underwriters

51 JFK Parkway, Short Hills, New Jersey 07078, USA
Tel: (+1 201) 379 08 00
Fax: (+1 201) 379 08 06
e-mail: aau@aau.com
Web: http://www.aau.com
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BUYERS GUIDE COMPANY DIRECTORY, TURKEY

Aselsan
Microelectronics, Guidance and Electro-Optics Division
PK 30 Etlik, 06011 Ankara, Turkey
Tel: (+90 312) 847 53 00
Fax: (+90 312) 847 53 20
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Arthur J Gallagher (UK) Ltd

9 Alie Street, London E1 8DE, UK
Tel: (+44 20) 72 04 60 00
Fax: (+44 20) 72 04 60 01
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Artex Aircraft Supplies Inc

PO Box 1270, Canby, Oregon 97013, USA
Tel/Fax: (+1 503) 678 79 29
e-mail: artex@earthworld.com
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Arnav Systems Inc

16923 Meridian East, PO Box 73730, Puyallup, Washington 98373-0730, USA
Tel: (+1 206) 848 60 60
Fax: (+1 206) 848 35 55
e-mail: arnav@aol.com
Web: http://www.arnav.com
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Armour of America Inc

PO Box 1405, Beverley Hills, California 90213, USA
Tel: (+1 213) 532 06 90
Fax: (+1 213) 532 86 96
e-mail: armourinc@aol.com
Web: http://www.armourofamerica.com
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Arizona Rotorcraft Inc

4927 East Falcon Drive, Mesa, Arizona 85215, USA
Tel: (+1 602) 830 77 80
Fax: (+1 602) 830 89 88
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Argo-Tech Corp
23555 Euclid Avenue, Cleveland, Ohio 44117, USA
Tel: (+1 216) 692 59 65
Fax: (+1 216) 692 52 93
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Aradyne Windsocks
4631 11th Street, PO Box 757, Brookshire, Texas 77423, USA
Tel: (+1 800) 392 17 76
Fax: (+1 713) 934 23 14
e-mail: flags@windsocks.com
Web: http://www.windsocks.com
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APPH Group
Great Bank Road, Wingates Industrial Park, Westhoughton, Bolton, Lancashire BL5 3XN, UK
Tel: (+44 1942) 85 19 00
Fax: (+44 1942) 85 19 01
e-mail: apph@apph.demon.co.uk
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Apical Industries
2608 Temple Heights Drive, Oceanside, California 92056, USA
Tel: (+1 760) 724 53 00
Fax: (+1 760) 758 96 12
e-mail: apical@aol.com
Web: http://www.apicalindustries.com
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AOG Inc, Tank Tigers

2742 Burbank Street, Dallas, Texas 75235-2603, USA
Tel: (+1 214) 350 53 34
Fax: (+1 214) 358 38 35
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Anavibe Services Inc

218 Front Road, Hawkesbury, Ontario K6A 2S9, Canada
Tel: (+1 613) 632 25 02
Fax: (+1 613) 632 34 61
e-mail: anavibe@hawknet.ca
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Ampep plc
Strode Road, Clevedon, Somerset BS21 6QQ, UK
Tel: (+44 1275) 87 60 21
Fax: (+44 1275) 87 84 80
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Ametek Aerospace Products

900 Clymer Avenue, Sellersville, Pennsylvania 18960, USA
Tel: (+1 215) 257 65 31
Fax: (+1 215) 257 18 88
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Americas Insurance Company

400 Poydras Street - Suite 2200, New Orleans, Louisiana 70130, USA
Tel: (+1 504) 528 95 55
Fax: (+1 504) 523 00 84
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American Nucleonics Corporation

696 Hampshire Road, Westlake Village, California 91359, USA
Tel: (+1 805) 496 24 05
Fax: (+1 805) 379 23 92
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American Eagle Group, Inc

12801 North Central Expressway, Dallas, Texas 75243, USA
Tel: (+1 214) 448 14 00
Fax: (+1 214) 448 16 06
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Altair Avionics Corporation

106 Access Road, Norwood, Maryland 02062, USA
Tel: (+1 617) 762 86 00
Fax: (+1 617) 762 22 87
e-mail: bransfield@altairavionics.com
Web: http://www.altair.rotor.com
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All-System Aerospace International Inc

29 Central Avenue, Hauppauge, New York 11788, USA
Tel: (+1 516) 582 92 00
Fax: (+1 516) 582 92 06
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All Power Manufacturing Co

13141 Molette Street, Santa Fe Springs, California 90670, USA
Tel: (+1 310) 802 26 40
Fax: (+1 310) 921 99 33
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Honeywell Commercial Avionics Systems

400 N Rogers Road, Olathe, Kansas 66062, USA
Tel: (+1 913) 782 04 00
Fax: (+1 913) 791 13 02
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Honeywell Commercial Avionics Systems

Unit 3A, Harlequin Centre, Southall Lane, Southall, Middlesex UB2 5NH, UK
Tel: (+44 20) 85 71 34 22
Fax: (+44 20) 85 71 23 36
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Honeywell Electronics Systems

699 Route 46, Teterboro, New Jersey 07608, USA
Tel: (+1 201) 288 20 00
Fax: (+1 201) 393 66 10
Web: http://www.alliedsignal.com
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Alexander & Alexander Inc

1185 Avenue of the Americas, New York, New York 10036-2684, USA
Tel: (+1 212) 238 17 93
Fax: (+1 212) 238 10 65
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Alenia Difesa Avionic Systems & Equipment

Division, Officine Galileo
Via A Einstein 35, I-50013 Campi Bisenzio, Italy
Tel: (+39 05) 58 95 07 29
Fax: (+39 05) 58 95 06 08
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Alan Mann Helicopters Ltd

Fairoaks Airport, Chobham, Woking, Surrey GU24 8HX, UK
Tel: (+44 1276) 85 77 77
Fax: (+44 1276) 85 64 21
e-mail: helisales@alanmann.co.uk
Web: http://www.alanmann.co.uk
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Alan Cobham Engineering Ltd

Holland Way, Blandford, Dorset DT11 7BJ, UK
Tel: (+44 1258) 45 14 41
Fax: (+44 1258) 45 14 14
e-mail: sales@alancobham.co.uk
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Air Transport Avionics

7 Willow Road, Poyle Trading Estate, Colnbrook, Slough, Berkshire SL3 0BX, UK
Tel: (+44 1753) 68 26 54
Fax: (+44 1753) 68 41 66
e-mail: ata@vosnet.co.uk
Web: http://www.airtransport.co.uk
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BUYERS GUIDE COMPANY DIRECTORY, MALAYSIA

Airtrade Aviation Consultants (M) Sdn Bhd

44-1 Medan Setla 2, Plaza Damansara, Bukit Damansara, 50490 Kuala Lumpur, Malaysia
Tel: (+60 3) 253 45 10
Fax: (+60 3) 253 62 97
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Air Track
PO Box 610, Hilliard, Florida 32046, USA
Tel: (+1 912) 496 35 04
Fax: (+1 912) 496 75 13
e-mail: airtrack@southeast.net
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Air Technology Engines Inc

2884 South Horseshoe Drive, Naples, Florida 34104, USA
Tel: (+1 941) 643 00 11
Fax: (+1 941) 643 09 40
e-mail: turbines@airtechnology.com
Web: http://www.airtechengines.com
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Airtechnics International Ltd

Lyon House, Headley Road East, Woodley, Reading, Berkshire RG5 4DY, UK
Tel: (+44 1189) 69 81 44
Fax: (+44 1189) 69 81 55
e-mail: airintluk@aol.com
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Air Services International Inc

7300 E Evans Road, Scottsdale, Arizona 85260-3114, USA
Tel: (+1 602) 948 21 50
Fax: (+1 602) 443 49 87
Web: http://www.asi-heli.com
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Air Hanson Engineering Ltd

Business Aviation Centre, Blackbushe Airport, Camberley, Surrey GU17 9LG, UK
Tel: (+44 1252) 89 00 89
Fax: (+44 1252) 89 01 02
Web: http://www.lyntonaviation.com
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Airdale Aerospace
Barn End House, Rose Estate, Marlow Bottom, Buckinghamshire SL7 3ND, UK
Tel: (+44 1628) 48 84 11
Fax: (+44 1628) 48 46 46
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Air Cruisers Co
PO Box 180, Highway 34 South & Allaire Airport, Belmar, New Jersey 07719-0180, USA
Tel: (+1 908) 681 35 27
Fax: (+1 908) 681 91 63
Web: http://www.aircruisers.com
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Aircraft Power Systems

87 E Center, Spanish Fork, Utah 84660, USA
Tel: (+1 801) 798 81 11
Fax: (+1 801) 798 17 77
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Aircraft Parts Corp

160 Finn Court, Farmingdale, New York 11735, USA
Tel: (+1 631) 249 30 53
Fax: (+1 631) 249 41 31
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Aircraft Marketing Ltd

PO Box 97577, Las Vegas, Nevada 89193-7577, USA
Tel: (+1 702) 260 33 33
Fax: (+1 702) 260 33 77
e-mail: jettrader@aol.com
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Aircraft Gear Corp

1800 South Price Road, Chandler, Arizona 85248, USA
Tel: (+1 602) 821 24 34
Fax: (+1 602) 963 90 95
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Air Comm Corp

Boulder Municipal Airport, 3300 Airport Road, Boulder, Colorado 80301, USA
Tel: (+1 303) 440 40 75
Fax: (+1 303) 440 63 55
e-mail: keith@aircommcorp.com
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Airburst Helicopters Inc

Allegheny County Airport, West Mifflin, Pennsylvania 15122, USA
Tel: (+1 412) 469 35 72
Fax: (+1 412) 469 93 60
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Airborne Supply Inc

301 Winona, Hot Springs, Arkansas 71901, USA
Tel: (+1 501) 624 41 40
Fax: (+1 501) 624 42 87
Web: http://www.airbornesupply.com
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Air Asia Co Ltd

Tainan Airfield, Tainan City 70205, Taiwan
Tel: (+886 6) 268 19 11
Fax: (+886 6) 268 89 44
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Air and General Finance Ltd

6th Floor, Tolworth Tower, Surbiton, Surrey KT6 7EL, UK
Tel: (+44 20) 83 90 94 44
Fax: (+44 20) 83 93 82 11
e-mail: office@airandgeneral.com
Web: http://www.airandgeneral.com
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BUYERS GUIDE COMPANY DIRECTORY, AUSTRIA

Air Ambulance Technology GmbH

PO Box 15, A-5282 Ranshofen, Austria
Tel: (+43 7722) 505 10
Fax: (+43 7722) 50 51 22
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AIM Enterprises Inc

10126 Residency Road, Manassas, Virginia 22111-4912, USA
Tel: (+1 703) 361 71 77
Fax: (+1 703) 361 14 05
e-mail: sales@aiment.com
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AIL Systems Inc

455 Commack Road, Deer Park, New York 11729, USA
Tel: (+1 516) 595 50 00
Fax: (+1 516) 595 49 45
Web: http://www.ailtso.com
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Aerotest Ltd
Duxons Turn, Maylands Avenue, Hemel Hempstead, Hertfordshire PH2 4SB, UK
Tel: (+44 1442) 23 55 57
Fax: (+44 1442) 23 55 47
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Aerotech World Trade Corp

11 New King Street, White Plains, New York 10604-1203, USA
Tel: (+1 914) 681 30 00
Fax: (+1 914) 428 36 21
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Aero Tec Laboratories Inc

Spear Road Industrial Park, Ramsey, New Jersey 07446-1251, USA
Tel: (+1 201) 825 14 00
Fax: (+1 201) 825 19 62
e-mail: aerotec@cybernex.net
Web: http://www.atlink.com
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Aerosud (Pty) Ltd

PO Box 2262, Grand Central Airport, Halfway House 1685, South Africa
Tel: (+27 11) 315 43 90
Fax: (+27 11) 315 39 24
e-mail: aerosud@icon.co.za
Web: http://www.aerosud.co.za
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Aerospace Turbines International-IATS

890 Michele-Bohec, Blainville, Quebec J7C 5E2, Canada
Tel: (+1 450) 433 45 00
Fax: (+1 450) 433 85 75
Web: http://www.aerospacewelding.com
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Aerospace Lighting Corp

101-8 Colin Drive, Holbrook, New York 11741, USA
Tel: (+1 516) 563 64 00
Fax: (+1 516) 563 87 81
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Aerosonics Inc
Wayside House, Church Street, Upton Grey, Basingstoke, Hampshire RG25 2RA, UK
Tel: (+44 1256) 86 28 19
Fax: (+44 1256) 86 27 95
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Aerosonics Corp
1212 N Hercules Avenue, Clearwater, Florida 34625, USA
Tel: (+1 813) 461 30 00
Fax: (+1 813) 447 59 26
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Aero Simulation Inc

PO Box 290357, Tampa, Florida 33687-0357, USA
Tel: (+1 813) 985 20 72
Fax: (+1 813) 985 28 82
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Aero Services (Pty) Ltd

Corner of Bravo and Charlie Avenue, PO Box 30043, Jet Park, Boksburg 1459, South Africa
Tel: (+27 11) 397 53 46
Fax: (+27 11) 397 50 03
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Aeroquip Corp Aerospace Group

300 S East Avenue, Jackson, Michigan 49203, USA
Tel: (+1 517) 789 27 07
Fax: (+1 517) 789 26 18
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Aero Quality Sales

8 Airlinks Estate, Spitfire Way, Heston, Middlesex TW5 9NR, UK
Tel: (+44 20) 85 61 42 11
Fax: (+44 20) 88 48 15 68
e-mail: salesuk@aeroqualitysales.com
Web: http://www.aeroquality.com
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Aero Propulsion Support Inc

108 May Drive, Harrison, Ohio 45030, USA
Tel: (+1 513) 367 94 52
Fax: (+1 513) 367 79 30
e-mail: aslats@aol.com
Web: http://www.smartset.com/aps
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Aeropaint Ltd
Hangar 3, Shoreham Airport, Shoreham-by-Sea, West Sussex BN43 5FF, UK
Tel: (+44 1273) 44 02 44
Fax: (+44 1273) 44 00 20
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Aeronautical Accessories Inc

PO Box 3689, Bristol, Tennessee 37625, USA
Tel: (+1 423) 538 51 51
Fax: (+1 423) 538 84 69
WWW: http://www.aero-access.com
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BUYERS GUIDE COMPANY DIRECTORY, SPAIN

Aeronautica Industrial SA (AISA)

Ctra. del Barrio de la Fortuna 10, 28044 Cuatro Vientes, Madrid, Spain
Tel: (+34 91) 379 72 00
Fax: (+34 91) 508 39 58
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Aeromega Helicopters (Engineering) Ltd

Hangar One, Stapleford Aerodrome, Stapleford Tawney, Essex RM4 1RL, UK
Tel: (+44 1708) 68 83 61
Fax: (+44 1708) 68 85 66
e-mail: enquiries@aeromega.co uk
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BUYERS GUIDE COMPANY DIRECTORY, MALTA

Aeromaritime Mediterranean Ltd

7 Industrial Estate, Hal-Far, ZRQ, Malta
Tel: (+356) 65 17 78
Fax: (+356) 65 17 82
e-mail: aeromar@keyworld.net
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Aero Aire Corporation

2650 Enterprise Road, Clearwater, Florida 33763, USA
Tel: (+1 727) 723 93 89
Fax: (+1 727) 736 11 43
Web: http://www.aeroair.com
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Aerial Films Inc

1748 Independence Bloulevard, Suite 3B
Sarasota, Florida 34234, USA
Tel: (+1 941) 355 32 06
Fax: (+1 941) 355 34 17
Web: http://www.aerialfilms.com
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AEM Ltd
Stansted Airport, Stansted, Essex CM24 1RB, UK
Tel: (+44 1279) 68 00 30
Fax: (+44 1279) 68 00 40
e-mail: info@aem.co.uk
Web: http://www.aem.co.uk
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A E Petsche Co Inc
2112 W Division, Arlington, Texas 76012, USA
Tel: (+1 817) 461 94 73
Fax: (+1 817) 277 28 87
Web: http://www.aepetsche.com
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Advanced Technology & Research Inc

14201 Myerlake Circle, Clearwater, Florida 34620, USA
Tel: (+1 813) 539 85 85
Fax: (+1 813) 539 03 16
e-mail: marketing@atr.netace.com
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Advanced Technologies Inc

875 Middle Ground Boulevard, Newport News, Virginia 23606, USA
Tel: (+1 804) 873 30 17
Fax: (+1 804) 873 37 11
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Advanced Navigation & Positioning Corp

PO Box 838, Hood River, Oregon 97031, USA
Tel: (+1 503) 386 17 47
Fax: (+1 503) 386 21 24
Web: http://www.anpc-tls.com
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Advanced Composite Structures Inc

65 Plymouth Street, Winnipeg, Manitoba R2X 2V5, Canada
Tel: (+1 204) 982 65 65
Fax: (+1 204) 982 65 55
e-mail: advcomb@webspinners.ca
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Adams Aviation Supply Co Ltd

Hunter House, Biggin Hill Airport, Biggin Hill, Kent TN16 3BN, UK
Tel: (+44 1959) 57 61 29
Fax: (+44 1959) 57 66 60
e-mail: mail@adamsaviation.com
Web: http://www.adamsaviation.com
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ACRO Aerospace Inc

4551 Agar Drive, Richmond, British Columbia V7B 1A4, Canada
Tel: (+1 604) 276 76 00
Fax: (+1 604) 276 76 67
e-mail: marketing@acro.ca
Web: http://www.acro.ca
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ACES Systems
10737 Lexington Drive, Knoxville, Tennessee 37933-0996, USA
Tel: (+1 615) 966 58 56
Fax: (+1 615) 675 12 41
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Acadian Composites Inc

301 West Pont des Mouton Road, Lafayette, Louisiana 70507, USA
Tel: (+1 318) 237 60 70
Fax: (+1 318) 237 65 60
e-mail: phits@linknet.net
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A/C Fuel Cells Worldwide Inc

6075 E Shelby Drive, Memphis, Tennessee 38141, USA
Tel: (+1 901) 794 44 88
Fax: (+1 901) 367 93 48
Web: http://www.acfuelcell.com
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Absolute Technologies Inc

PO Box 1501, Sunset Beach, California 90742, USA
Tel: (+1 310) 592 19 32
Fax: (+1 310) 592 22 97
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AAI Systems Management Inc

PO Box 238, Hunt Valley, Maryland 21030-0238, USA
Tel: (+1 410) 667 70 58
Fax: (+1 410) 667 70 04
e-mail: petra@aaicorp.com
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Vickers-Tedeco Division
Larchwood Avenue, Bedhampton, Hampshire PO9 3QN, UK
Tel: (+44 23) 92 48 72 51
Fax: (+44 23) 92 49 24 00
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Southern Air Ltd

Shoreham Airport, Shoreham by Sea, West Sussex BN43 5FF, UK
Tel: (+44 1273) 56 16 61
Fax: (+44 1273) 46 44 74
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Helikopter Service A/S

PO Box 522, N-4055 Stavanger Lufthavn, Norway
Tel: (+47) 51 65 36 00
Fax: (+47) 51 80 17 60
WWW: http://www.hesgrp.com
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Helicopter Parts & Service Corp

4210 N Washington, Vicksburg,
Mississippi 39180, USA
Tel: (+1 318) 574 55 51
Fax: (+1 318) 574 25 56
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Marconi Electronic Systems

The Grove, Warren Lane, Stanmore, Middlesex HA7 4LY, UK
Tel: (+44 20) 89 54 23 11
Fax: (+44 20) 84 20 78 08
WWW: http://www.gec.com
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Marconi Avionics Ltd

Tel: (+44 1634) 81 69 49
Fax: (+44 1634) 81 63 92
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BUYERS GUIDE ENGINE MANUFACTURERS, CANADA

Pratt & Whitney Canada (Subsidiary of United

Technologies Corporation)
1000 Marie Victorin, Longueuil, Quebec J4G 1A1 Canada
Tel: (+1 514) 677 94 11
Fax: (+1 514) 647 36 20
Gilles P Ouimet
PRESIDENT: Alain Bellemare
VP TURBOSHAFT ENGINES: Cliff Dickman
CHAIRMAN:
Pratt & Whitney Canada is a subsidiary of United Technologies Corporation, Connecticut, USA, and is
the P & W Group member responsible for engines for general aviation and regional transport including
the PT6B, PT6T and PW200 series of turboshaft engines for helicopters. Link with Klimov (Russia)
June 1993, but holding bought out and new company founded under title of Pratt & Whitney-RUS on 18
July 1997.
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BUYERS GUIDE ENGINE MANUFACTURERS, RUSSIAN FEDERATION

RYBINSK-GE AVIATION MOTORS

163 Lenin Avenue, 152903 Rybinsk
Tel: (+7 0855) 24 38 89
Fax: (+7 0855) 24 39 88
e-mail: dan.rampton@ae.ge.com
This joint venture between Rybinsk Motors and GE Aircraft Engines was agreed on 30 MAy 1996.
Essentially it will co-produce GE aero and aero-derived gas-turbine engines, assembled, tested ans
subsequently supported at Rybinsk, for use in Russian aircraft and surface applications. The first jointly
produced turboshaft engine is the CT7-2D1 turboshaft for the Kamov Ka-64.
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BUYERS GUIDE ENGINE MANUFACTURERS, UKRAINE

Ivchenko Progress ZMKB

2 Ivanova Street, 330068 Zaporozhye, Ukraine
Tel: (+7 612) 65 03 27/65 33 82
Fax: (+7 612) 65 46 97
Fyodor Mikhailovich Muravchenko
CHIEF DESIGNER: Vladimir Ivanovich Kolesnikov
FOREIGN ECONOMIC RELATIONS ADVISOR: Alexandr Vladimirovich
Gavrishenko
GENERAL DESIGNER:
Ukrainian State Enterprise founded as the Zaporozhye Machine-Building Design Bureau by Aleksandr
Georgievich Ivchenko in May 1945. Turboshaft engines built include the D-136 and D-127 for the
Mi-26. Under development is the 335 kW (450 shp) AI-450 for the Kamov Ka-226 and Ka-228.
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BUYERS GUIDE ENGINE MANUFACTURERS, ITALY

Alfa Romeo Avio

I-80038 Pomigliano D'Arco, Naples, Italy
Tel: (+39 081) 843 01 11
CHAIRMAN:
Gen. Fulvio Ristori

Ing Filippo De Luca
MANAGING DIRECTOR:
The company is involved with FiatAvio in the development of the General Electric CT7-6 engine aimed
at the EH101, NH90 and a new version of the A129. Also assembles PT6T engines for the Agusta-built
AB 212 helicopter.
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BUYERS GUIDE ENGINE MANUFACTURERS, ROMANIA

Turbomecanica SA
244 Bd Pacii, Sector 6, R-77826 Bucharest, Romania
Tel: (+40 1) 760 61 50
Fax: (+40 1) 769 46 87
GENERAL DIRECTOR:
Serban Ciorapciu
Founded in 1975, this factory produces under licence the Turbomeca Turmo IVC, and helicopter
gearboxes and rotor heads.
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BUYERS GUIDE ENGINE MANUFACTURERS, FRANCE

Turbomeca
F-64511 Bordes, France
Tel: (+33 5) 59 32 84 37
Fax: (+33 5) 59 53 51 39/59 53 20 93
CHAIRMAN & CEO:
Jean-Bernard Cocheteux
VICE-PRESIDENT AERO-ENGINES: Francois Courtot
MARKETING & SALES PROMOTION: Guillaume Giscard d'Estaing
A subsidiary of the Labinal Group, Turbomeca's helicopter engines cover the power range from
450-3,000 shp (333-2,235 kW) and include its own Arriel, Arrius, Makila and TM 333 engines, as well
as the RTM 322 built with Rolls-Royce and the MTR 390, built jointly with Rolls-Royce and MTU.
The TM 333, MTR 390 and RTM 322 form part of the European Small Engines Co-operation
Agreement signed in April 1985.
More than 27,000 Turbomeca helicopter engines have been built at its three plants at Bordes,
Mzires and Tarnos. Approximately 14,000 more built under licence by what are today Rolls-Royce
plc in the UK, Teledyne CAE in the USA, ENMASA in Spain, Hindustan Aeronautics in India,
Bet-Shemesh in Israel, SMPMC in China and factories in Romania and the former Yugoslavia. Total
operating hours exceed 67 million.
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BUYERS GUIDE ENGINE MANUFACTURERS, UNITED STATES OF AMERICA

Textron Lycoming
652 Oliver Street, Williamsport, Pennsylvania 17701, USA
Tel: (+1 717) 327 72 78
Fax: (+1 717) 327 70 22
Following the 1994 sale of Textron Lycoming's turbine engine division to AlliedSignal (which see), its
Pennsylvania operation was retained and continues to be the world's largest producer of piston engines
for general aviation. Produces both normally aspirated and turbocharged 0-360 and 0-540 engines
powering Enstrom, Robinson and Schweizer helicopters.
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BUYERS GUIDE ENGINE MANUFACTURERS, BELGIUM

Techspace Aero SA
Route de Liers 121, B-4411 Herstal, Belgium
Tel: (+32 41) 78 46 71
Fax: (+32 41) 78 52 07
Tx: 41223 FABNA
DIRECTOR AND GENERAL MANAGER:
P Bourgeois
Previously known as FN Moteurs, this company began jet engine production in 1949. Today's activity is
equally distributed between three sectors: fighter engine production, medium/large transport and space
propulsion production, and depot maintenance for air forces.
The company has signed a co-operation agreement with Turbomeca and developed several critical
parts of the TM 333.
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Soyuz
Luzhnetskaya nab. 2/4, 119048 Moscow, Russian Federation
Tel: (+7 095) 242 94 68
Fax: (+7 095) 242 57 02
GENERAL DESIGNER:
Vassili K Kobchyenko
DEPUTY HEAD: Evgeniy A Fomin
This design bureau is today known as the AMNTK, Moscow Scientific Production Corporation `Soyuz'
(Alliance). The longest established engine KB in Russia, it was founded in 1943 by AA Mikulin, who
was General Constructor until 1955 during the design of the AM-3. He was succeeded, successively, by
Tumansky (1955-73), Favorski (1973-87) and now by V K Kobchyenko. Their engines, totalling over
26,000, have flown over 28 million hours and set over 100 world records.
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Soloy Corporation
450 Pat Kennedy Way SW, Olympia, Washington 98502, USA
Tel: (+1 206) 754 70 00
Fax: (+1 206) 943 76 59
PRESIDENT:
Joe I Soloy
EXECUTIVE VICE-PRESIDENT AND GENERAL MANAGER:
Scott B Smith
Leader in field of engineering and certificating turbine engine installations for aircraft originally
powered by reciprocating engines; developed and manufactured turbine conversion kits for Bell 47 and
Hiller UH-12E helicopters. Patented Dual Pac combining gearbox technology, now applied in contract
development of Tridair Gemini ST twin-engined version of Bell 206L-3 LongRanger III; also used in
PT6 Dual Pac twin-engine/single-propeller power plant developed jointly with Pratt & Whitney Canada.
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BUYERS GUIDE ENGINE MANUFACTURERS, CHINA, PEOPLE'S REPUBLIC

SAEC (South Aero-Engine Company)

PO Box 211, Zhuzhou, Hunan 412002, China
Tel: (+86 733) 211 51
Fax: (+86 733) 242 20
GENERAL MANAGER:
Wu Shenduo
First aero-engine factory in China, founded in 1951 as ZEF (Zhuzhou Aero-Engine Factory); changed
name to SAEC in 1983. Experimental models, in the 1963-70 period, were the turbocharged HS6B and
the HS6C for helicopters, used in the 701 and Yan'an II helicopters.
In 1980, ZEF began the assembly and test of the WZ8 (Turbomeca Arriel 1C) for the Z-9 helicopter.
ZEF gives the output as 522 kW (700 shp) for a weight of 118 kg (260 lb). An all-Chinese WZ8 ran in
1985 and resulted in major technical upgrades at Zhuzhou (the high-voltage igniter box was the only
imported part). As part of the offset, 40 accessory gearboxes were supplied to France.
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RotorWay International
4140 West Mercury Way, Stellar Air Park, Chandler, Arizona 85226, USA
Tel: (+1 602) 961 10 01
Fax: (+1 602) 961 15 14
e-mail: rotorway@primenet.com
Web: http://www.rotorway.com
Elbert 'Stretch' Wolter
MARKETING DIRECTOR: Susie Bell
PRESIDENT:
RotorWay International produces its own liquid-cooled power plant for the Exec 162F light kit
helicopter.
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BUYERS GUIDE ENGINE MANUFACTURERS, UNITED KINGDOM

Rolls-Royce Turbomeca Limited

4/5 Grosvenor Place, London SW1X 7HH, UK
Tel: (+44 20) 72 35 36 41
Fax: (+44 20) 72 45 63 85
This joint company was formed in June 1966 to control design, development and production
programmes for the Adour two-shaft turbofan.
In 1980, Rolls-Royce Turbomeca launched the RTM 321 turboshaft demonstrator, leading to the
RTM 322 chosen to power the multinational NH 90 military transport helicopter.
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BUYERS GUIDE ENGINE MANUFACTURERS, UNITED KINGDOM

Rolls-Royce plc
65 Buckingham Gate, London SW1E 6AT, UK
Tel: (+44 20) 72 22 90 20
Fax: (+44 20) 72 27 91 70
Tx: 918091
CHAIRMAN:
Sir Ralph Robins

CEO: John Rose
DIRECTOR CORPORATE COMMUNICATIONS:
Peter Barnes Wallis
MAIN LOCATIONS:
PO Box 31, Moor Lane, Derby DE24 8BJ

Tel: (+44 1332) 24 24 24
Fax: (+44 1332) 24 99 36/7
PO Box 3, Filton, Bristol, Avon BS12 7QE
Tel: (+44 117) 979 12 34
Fax: (+44 117) 979 75 75
PO Box 420, Indianapolis, Indiana
46206-0420, USA
Tel: (+1 317) 230 20 00
Fax: (+1 317) 230 51 00
e-mail: steven.r.fushelberger@allison.com
PRESIDENT, CEO AND COO:
S Michael Hudson
DIRECTOR, PUBLIC RELATIONS: Steve Fushelberger
Rolls-Royce is a world leader in the design, development and manufacture of aero, industrial and
marine gas turbines. It is also involved in product fields as diverse as power generation, nuclear
engineering and materials handling.
Aero gas-turbine activities are based at Derby, Glasgow, Bristol and Coventry as well as the former
Allison plant in Indianapolis, USA. Virtually every light turbine helicopter is equipped with the 250
turboshaft family, ranging in size from 313 kW (420 shp) to 611 kW (820 shp). Rolls-Royce is involved
with several collaborative partners in joint ventures such as BMW Rolls-Royce, Rolls-Royce
Turbomeca, MTR, Eurojet, IAE, Turbo-Union and Williams Rolls Inc.
Collaboration on the T800 engine with Honeywell (formerly AlliedSignal) is described under
LHTEC.
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Rybinsk Motors JSC

179 Lenin Avenue, 152903 Rybinsk, Jaroslavskaya Oblast, Russia
Tel: (+7 0855) 24 31 00
Fax: (+7 0855) 24 31 44
MANAGING DIRECTOR AND CHIEF DESIGNER:
Aleksandr S Novikov
MANAGER PUBLIC RELATIONS: Larisa Krylova
This large design office has produced more than 50 types of engine under four General Designers (V A
Dobrynin, P A Kolesov, V I Galiguzov and A S Novikov). It has a large research effort on non-metallic
materials, especially carbon composites, silicon nitride and silicon carbide. In 1997, the RKBM design
office merged with the Rybinsk Motors production factory. Turboshaft engines in production include
the TV-1500 (RD-600).
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BUYERS GUIDE ENGINE MANUFACTURERS, POLAND

PZL RZESZW SA
PO Box 340, ul. Hetmanska 120,
PL-35-078 Rzeszow, Poland
Tel: (+48 17) 854 61 00
Fax: (+48 17) 62 07 50
PRESIDENT, GENERAL DIRECTOR:
Eng Tadeusz Cebulak

VICE-PRESIDENT COMMERCIAL:
Wladyslaw Jasiczek
Current helicopter-related production at PZL Rzeszw is centred on the PZL-10W with WR-3
transmission for the PZL Sokl, and PZL-Franklin engines. Also overhauls of the GTD-350 engine and
WR-2 transmission for the Mi-2. Company established in 1937.
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BUYERS GUIDE ENGINE MANUFACTURERS, CANADA

Pratt & Whitney-RUS

Established in August 1997 when Pratt & Whitney Canada bought out Klimov's stake in joint venture.
Planned development of turboprop, turboshaft and turbofan engines for Russian and neighbouring
markets.
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Piaggio (Industrie Aeronautiche e Meccaniche

Rinaldo Piaggio SpA)
Via Cibrario 4, I-16154 Genoa, Italy
Tel: (+39 010) 648 11
Fax: (marketing) (+39 010) 652 01 60
The Aero-Engine division of Piaggio manufactures the following helicopter engines under licence
agreements: Textron Lycoming T53-L-13, T55-L-11 and -712 turboshafts; and Rolls-Royce 1004
turboshaft. Piaggio has joined Rolls-Royce Turbomeca in development and production of the RTM
322-01 turboshaft. The Engine division also develops and produces IR suppression devices.
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Nelson Aircraft Corporation

420 Harbor Drive, Naples, Florida 33940, USA
Tel: (+1 813) 263 16 70
Fax: (+1 813) 261 83 45
PRESIDENT:
Charles R Rhoades
Nelson Aircraft Corporation, among its many industrial activities, produces to order the Nelson H-63
four-cylinder two-cycle air-cooled engine, which is certificated by the FAA as a power unit for
single-seat helicopters, and is also available as a power plant for propeller-driven aircraft.
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BUYERS GUIDE ENGINE MANUFACTURERS, GERMANY

MTU Turbomeca Rolls-Royce GmbH (MTR)

Am Soldermoos 17, D-85399 Hallbergmoos, Germany
Tel: (+49 89) 614 49 40
Fax: (+49 89) 614 95 26
MANAGING DIRECTOR:
H Fisher
PROGRAMME DIRECTOR: M Lavaux
This company is owned by the three participants - MTU (40 per cent), Turbomeca (40 per cent) and
Rolls-Royce (20 per cent). It was set up in 1989 to produce and subsequently support the MTR 390
engine for the Eurocopter Tiger and to act as contractor for customers.
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MTU (Motoren- und Turbinen-Union Mnchen

GmbH)
PO Box 50 0640, D-80976 Munich, Germany
Tel: (+49 89) 148 90
Fax: (+49 89) 150 26 21
MTU Mnchen, a subsidiary of DaimlerChrysler Aerospace AG, is Germany's largest aero-engine
company. It produces engines for most classes of aircraft. In March 1990, it signed an agreement which
gives Pratt & Whitney a firm foothold in Europe and makes MTU United Technologies' `preferred
partner worldwide'.
MTU licence-built more than 700 Allison 250-C20B engines, designated 250-MTU-C20B, for the
PAH-1 and VBH military variants of the Eurocopter BO 105 helicopter. MTU is supporting engines
used by civil operators.
Under an agreement of October 1991, MTU has a 15 per cent share in the production and further
development of this engine.
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BUYERS GUIDE ENGINE MANUFACTURERS, UKRAINE

Motor-Sich
15, 8th March Street, 330068 Zaporozhye, Ukraine
Tel: (+380 612) 61 47 77
Fax: (+380 612) 65 58 85
GENERAL DIRECTOR:
Vyacheslav A Boguslayev
Manufactures the Klimov TV3-117 and Progress D-136 turboshaft engines for helicopters. Also
produces the A19-3B 16kW auxiliary power unit.
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BUYERS GUIDE ENGINE MANUFACTURERS, JAPAN

Mitsubishi Heavy Industries Ltd

HEAD OFFICE: 5-1
Marunouchi 2-chome, Chiyoda-ku, Tokyo 100, Japan

Tel: (+81 3) 32 12 31 11
SENIOR MANAGER CIVIL AIRCRAFT AND AERO ENGINE DEPARTMENT:
Yasutada Sasaki
NAGOYA AEROSPACE SYSTEMS:
10 Oye-cho, Minato-ku, Nagoya 455, Japan

Tel: (+81 52) 611 21 11
Fax: (+81 52) 612 37 63
NAGOYA GUIDANCE AND PROPULSION:
1200 O-aza, Higashi Tanaka, Komaki 485, Japan

Tel: (+81 568) 79 21 11
In 1967, Mitsubishi Heavy Industries Ltd started licence production of the CT63-M-5A/250-218A
turboshaft engine developed by Allison, for installation in OH-6 helicopters for the Japanese Defence
Agency. The company has also developed the indigenous MG5-110 turboshaft engine powering its own
MH2000 helicopter.
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Omsk Aircraft Engine Design Bureau

644021 Omsk 21, Russian Federation
Tel: (+7 3812) 33 49 81/33 00 84
Fax: (+7 3812) 57 91 29
This bureau was formerly headed by Glushenkov. Development began in 1957 in partnership with
CIAM (Central Institute for Aviation Motors). The first product was the 224 kW (300 hp) GTD-1,
followed by the GTD-5 and -5M, which continue in production. The first major engine for aircraft
propulsion was the GTD-3, produced from 1964 as a twin package plus common reduction gear for
helicopters. Apart from APUs, the latest Mars engines are the TVD-20, TV7-117 and TV-O-100 (see
Soyuz).
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LHTEC (Light Helicopter Turbine Engine Company)

Meadow Green Center, 9238 Highway 20, West Madison, Building 2, Suite 119, Madison, Alabama
35758, USA
Tel: (+1 256) 461 60 09
Fax: (+1 256) 461 69 79
PRESIDENT:
Mike Bush
MEMBER COMPANIES:
Rolls-Royce
PO Box 420, Indianapolis, Indiana
46206-0420, USA
Tel: (+1 317) 230 65 15
Fax: (+1 317) 230 34 10
Honeywell
111 South 34th Street, PO Box 52181, Phoenix, Arizona 85072-2181, USA
Tel: (+1 602) 231 17 91
Fax: (+1 602) 231 30 48
Web: http://www.alliedsignal.com
These two companies jointly developed the army-qualified T800-LHT-800 975 kW (1,300 shp) class
turboshaft engine for the RAH-66 Comanche programme. The CTS800 is an FAA-certified version for
commercial applications.
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Klimov Corporation
13 Kantemirovskaya Street, 184100 St Petersburg, Russian Federation
Tel: (+7 812) 245 15 86
Fax: (+7 812) 245 33 55
GENERAL DESIGNER:
Alexander Alexandrovich Sarkisov

CHIEF DESIGNER: Piotr D Gavra
The design bureau and former Factory No 117 was a major centre for high-power piston engines
developed under Vladimir Yakovlyevich Klimov. Klimov was succeeded by his deputy, Sergei
Pietrovich Isotov, who then developed gas turbines mainly for helicopters.
Engines designed by NPO Klimov are manufactured at Perm (Sverdlov) and Zaporozhye
(Motorostroitel), except for the TV7-117 which is in production at the Chernishov factory (Moscow)
and Omsk. Licensed versions of the Pratt & Whitney PW200 turboshaft family are specified for Ka-115
(one PK206D) and Kazan Ansat (two PK206C). Also developed a number of helicopter gearboxes.
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Kawasaki Heavy Industries Ltd

Kobe Crystal Tower, 1-3 Higashi-Kawasaki-cho 1-chome, Chuo-ku, Kobe 650-91, Japan
Tel: (+81 78) 371 95 30
Jet Engine Division:
World Trade Centre, 4-1 Hamamatsu-cho 2-chome, Minato-ku, Tokyo
Tel: (+81 3) 34 35 25 35
Fax: (+81 3) 35 78 35 19
In 1967, Kawasaki Heavy Industries Ltd started manufacturing T53 turboshafts. Deliveries of the
resulting KT5311A, KT5313B and T53-K-13B engines totalled 355 by 1992. The company now
licence-builds the T53-K-703 and T55-K-712.
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IHI (Ishikawajima-Harima Heavy Industries Co Ltd)

Shin Ohtemachi Building 2-1, Ohtemachi 2-chome, Chiyoda-ku, Tokyo 100, Japan
Aero-Engine and Space Operations (ASO):
as above
Tel: (+81 3) 32 44 53 33
Fax: (+81 3) 32 44 53 98
ADDRESS:
PRESIDENT, ASO:
Tohru Ishikawa
GENERAL MANAGER PR, PLANNING AND CONTROL:
Koichi Suzuki
IHI's Aero-Engine & Space Operations specialises in the development and manufacture of aero-engines,
space-related equipment, and land/marine gas turbines, as well as maintenance and repair.
IHI has been involved in the licensed production of the T64 and T58. In recent years, the F100, T56,
F3 and T700 have been added to the product line.
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BUYERS GUIDE ENGINE MANUFACTURERS, INDIA

Hindustan Aeronautics Ltd (HAL)

PO Box 5150, 15/1 Cubbon Road, Bangalore 560 001, India
Tel: (+91 080) 225 69 01
CHAIRMAN:
Dr C G Krishnadas Nair
The Bangalore Engine and Koraput divisions of HAL constitute the main aero-engine manufacturing
elements of the Indian aircraft industry. The Bangalore complex (Engine division) manufactures under
licence several aircraft engines and the Artouste IIIB (Turbomeca) turboshaft. Rolls-Royce Gnome
engines are repaired and overhauled.
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Gbler-Hirthmotoren KG
PO Box 20, Max-Eyth-Strasse 10, D-71726 Benningen, Germany
Tel: (+49 7144) 60 74
Fax: (+49 7144) 54 15
MANAGING DIRECTOR:
Siegfried Gbler
This company produces small piston engines for microlights and very light helicopters and other aircraft
in the range 2.61 to 96 kW (3.5 to 129 hp).
The helicopter version of the four-cylinder F30 powers the Dragon Fly and Ultrasport models.
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GE Aircraft Engines
One Neumann Way, Evendale, Ohio 45215-6301, USA
Tel: (+1 513) 243 58 05
Fax: (+1 513) 786 15 68
Web: http://www.ge.com/aircraftengines
PRESIDENT AND CEO:
W J McNerney Jr
VICE-PRESIDENT COMMERCIAL ENGINES: Charles L 'Chuck' Chadwell
VICE-PRESIDENT MILITARY ENGINES: Dennis Little
MANAGER COMMUNICATIONS AND MEDIA: Richard L 'Rick' Kennedy
A subsidiary of General Electric Company, which began making aero engines in 1941. Current products
for helicopters include the T64 and T700 for military use and the CT7 for the commercial and general
aviation market. No longer in production is the T58 turboshaft engine.
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FiatAvio
Via Nizza 312, I-10127 Turin, Italy
Tel: (+39 011) 693 11
Tx: 221320 FIATAV
MANAGING DIRECTOR:
P Torricelli
FiatAvio's main helicopter engine programmes now concern the General Electric CT7 and T64. It
makes transmissions for Eurocopter France helicopters and many other aviation products.
Parts of the General Electric T700 are made by FiatAvio, while for the EH 101 helicopter the CT7-6
is being developed by GE, FiatAvio and Alfa Romeo Avio.
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Dongan Engine Manufacturing Company

PO Box 51, 1 Baoguo Street, Harbin, Heilongjiang 150066, People's Republic of China
Tel: (+86 451) 650 21 20
Fax: (+86 451) 650 22 66
Tx: 87131 HDEC CN
GENERAL MANAGER:
Song Jingang
Also known as HEF (Harbin Engine Factory), this establishment was founded in 1948. Its first product
was the 1,268 kW (1,700 hp) HS7, a 14-cylinder radial piston engine based on the Soviet Shvetsov
ASh-82V. In parallel, in 1957-59, a few ASh-21 engines were made, but only the HS7 went into
production, for the Z-5 helicopter.
In 1966, Harbin was assigned the task of modifying the WJ5 into the WZ5 turboshaft engine for the
Z-6 helicopter.
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Chernyshov (Moscow Mechanical Engineering

Production Enterprise)
7 Vishnevaya Street, 123362 Moscow, Russian Federation
Tel: (+7 095) 491 58 74
Fax: (+7 095) 490 56 00
GENERAL DIRECTOR:
Dr J A Leikovsky
Founded in 1932 as the Soviet State Aviation Factory (GAZ), this series production factory now makes
the TV7-117, designed by Klimov Corporation.
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Changzhou Lan Xiang Machinery Works

PO Box 37, Changzhou, Jiangsu 213123, People's Republic of China
Tel: (+86 596) 60 20 95/60 20 97
DIRECTOR:
Tian Taiwu
Also known as JHEF (Jiangxi Helicopter Engine Factory), its main product is the WZ6 turboshaft and
the WZ6G industrial derivative. Rated at 1,106 kW (1,480 shp) and with a dry weight of 315 kg
(694 lb), the WZ6 is derived from the Turbomeca Turmo IIIC. Work began in 1975, testing occupied
1980-82 and WZ6 engines first flew in a Z-8 helicopter in 1986.
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BUYERS GUIDE ENGINE MANUFACTURERS, AUSTRIA

Bombardier-Rotax GmbH
Postfach 5, A-4623 Gunskirchen, Austria
Tel: (+43 7246) 27 10
Fax: (+43 7246) 370
Produces small air/liquid-cooled engines for very light helicopters. FAR Pt 33 certified. Powers
Revolution Mini-500 and MK Helicopter MKII under development.
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Aviadvigatel (Perm Scientific and Production

Enterprise Àircraft Engines')
93 Komsomolsky Prospect, PO Box 624, 614600 Perm, Russian Federation
Tel: (+7 83422) 45 21 51
Fax: (+7 83422) 45 97 77
GENERAL DESIGNER:
Yuri Yevgen'evich Reshetnikov

Edward G Tsyrlin
HEAD OF FOREIGN RELATIONS:
This large design bureau, until 1990 named MKB engine design bureau and now Joint Stock Company
Aviadvigatel, was founded before the Second World War by Shvetsov, who was followed in 1953-89 by
Soloviev. The engines created by Shvetsov and Soloviev powered 26 types of production aeroplanes
and Mi-6 and Mi-10 helicopters. The engines designed by Aviadvigatel are manufactured by two
large-scale production plants in Perm and Rybinsk.
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Honeywell
111 South 34th Street, PO Box 52181, Phoenix, Arizona 85072-2181, USA
Tel: (+1 602) 231 10 00
Fax: (+1 602) 231 13 53
Web: http://www.honeywell.com
PRESIDENT:
Steve Loranger
Mike Redenbaugh
VICE-PRESIDENT COMMERCIAL: Dominique Hedon
VICE-PRESIDENT HELICOPTERS/MILITARY:
Produces LTC1 (T53) LTC4 (T55) and LTS101 turboshaft engines. It is also a partner in two
collaborative enterprises, one of which, LHTEC, produces the T800 helicopter engine and its
commercial counterpart, the CTS800. Formerly known as AlliedSignal Aerospace.
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BUYERS GUIDE ENGINE MANUFACTURERS, ROMANIA

Aerostar - Bacau Group Industrial Aeronautic

9 Condorilor Street, R-5500 Bacu, Romania
Tel: (+40 34) 17 20 06
Fax: (+40 34) 17 20 23/17 45 00
PRESIDENT AND GENERAL DIRECTOR: Grigore
Filip
GENERAL DIRECTOR COMMERCIAL DIVISION: Adrian Mironescu
Factory founded 1953 as URA (later IRAv, then IAv Bacu), originally as repair centre for the Romanian
Air Force. Floor area is 143,000 m2 (1,532,250 sq ft). Work force 4,800. Five other specialised work
sections: landing gears hydraulic and pneumatic equipment; special production; light aircraft; engines
and reduction gears; and avionics. Landing gears and/or hydraulic/pneumatic equipment have been
produced for IAR-316B (Alouette), IAR-330 (Puma) and Ka-126 helicopters. Engines include former
Soviet M-14V26 for Ka-26.
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BUYERS GUIDE HELICOPTER MUSEUMS, UNITED KINGDOM

The International Helicopter Museum

The Heliport, Locking Moor Road, Weston-super-Mare, Somerset BS22 8PP, UK
Tel: (+44 1934) 63 52 27
Fax: (+44 1934) 82 24 00
Manager: Wendy Cowlin
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BUYERS GUIDE HELICOPTER MUSEUMS, GERMANY

Hubschrauber Museum
PO Box 1310, D-31365 Bckeburg, Germany
Tel: (+49 5722) 55 33
Fax: (+49 5722) 715 39
Curator: Werner P Noltemeyer
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BUYERS GUIDE HELICOPTER MUSEUMS, UNITED STATES OF AMERICA

Hiller Aviation Museum

601 Skyway Road, San Carlos, California, USA
Tel: (+1 650) 654 02 00
Fax: (+1 650) 654 02 20
WWW: http://www.hiller.org
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BUYERS GUIDE HELICOPTER MUSEUMS, UNITED STATES OF AMERICA

American Helicopter Museum and Education

Center
1220 American Boulevard, Brandywine Airport, West Chester, Pennsylvania 19380, USA
Tel: (+1 610) 701 93 12
Fax: (+1 610) 644 76 81
Email: cshafer@icdc.com
WWW: http://www.helicoptermuseum.org
Executive Director: Carl Shafer
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BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS, UNITED STATES OF

AMERICA
Rotorcraft
Popular Rotorcraft Association
PO Box 68, Mentone, Indiana 46539, USA
Tel: (+1 219) 353 72 27
Fax: (+1 219) 353 72 27
Web: http://www.phillips.com
PRESIDENT:
Gary Goldsberry
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BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS, UNITED KINGDOM

Pacific Rotors
8, Alpha Street, Papakura, New Zealand
Tel: (+64 21) 757 747
Fax: (+64 9) 292 8112
e-mail: info@pacific-rotors.com
WWW: http://www.pacific-rotors.com
PUBLISHER/EDITOR:
Neville Dawson
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Military Helicopter Handbook

The Shephard Press,
111 High Street, Burnham, Buckinghamshire, SL1 7JZ, UK
Tel: (+44 1628) 60 43 11
Fax: (+44 1628) 66 43 34
PUBLISHER:
Ben Drew
EDITOR: Peter Donaldson
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BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS, CANADA

Helicopters
Corvus Publishing Group Lyd
Suite 320, 3115-12 Street NE, Calgary, Alberta, Canada T2E 7J2
Tel: (+1 403) 735 50 00
Fax: (+1 403) 735 05 37
Web: http://www.helicoptersmagazine.com
EDITOR:
Richard Purser
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AMERICA
HeliBooks Annual
Helicopter Association International
Tel: (+1 703) 683 46 46
Fax: (+1 703) 683 47 45
EDITOR:
Marilyn McKinnis
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BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS, RUSSIAN

FEDERATION
Air Fleet
RA Intervestnik Publishing House, PO Box 77, Moscow, Russian Federation 125057
Tel: (+7 095) 158 33 05
Fax: (+7 095) 158 98 81
email: gero@aha.ru
Web: http://www.airfleetreview.com
EDITOR-IN-CHIEF:
Andrei Fomin
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AMERICA
Aerokurier
Ubierstrasse 83, D-53173 Bonn, Germany
Tel: (+49 228) 956 52 22
Fax: (+49 228) 956 52 46
EDITOR-IN-CHIEF: Volker
K Thomalla
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AMERICA
Vertiflite
American Helicopter Society
217 N Washington Street, Alexandria, Virginia 22314-2358, USA
Tel: (+1 703) 684 67 77
Fax: (+1 703) 739 92 79
EDITOR:
L. Kim Smith
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AMERICA
Teal Group Corporation

3900 University Drive, Suite 220, Fairfax, Virginia 22030, USA
Tel: (+1 703) 385 19 93
Fax: (+1 703) 691 95 91
e-mail: raboulafia@tealgroup.com
DIRECTOR: Aviation
Consulting: Richard L Aboulafia

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AMERICA
Trade-a-Plane Publishing
174 4th Street, PO Box 509, Crossville, Tennessee 38555, USA
Tel: (+1 615) 484 51 37
Fax: (+1 615) 484 25 32
e-mail: subs@trade-a-plane.com
Web: http://www.trade-a-plane.com
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AMERICA
Rotor Roster
Air Track
PO Box 610, Hilliard, Florida 32046, USA
Tel: (+1 912) 496 35 04
Fax: (+1 912) 496 75 13
PUBLISHER:
Glenn Wonnacott
EDITOR: Faye Wonnacott
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BUYERS GUIDE HELICOPTER PUBLISHERS AND PUBLICATIONS, FRANCE

Rotor Journal
Eurocopter SA
72 boulevard de Courcelles F-75017 Paris, France
Tel: (+33 1) 49 34 40 31
Fax: (+33 1) 42 85 95 64
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AMERICA
Rotor Magazine
Helicopter Association International
Tel: (+1 703) 683 46 46
Fax: (+1 703) 683 47 45
Web:http://www.rotor.com
EDITOR:
Marilyn McKinnis
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AMERICA
Rotor & Wing

Phillips Business Information Inc
1201 Seven Locks Road, Suite 300, Potomac, Maryland 20854, USA
Tel: (+1 301) 340 15 20
Fax: (+1 301) 340 05 42
EDITOR-IN-CHIEF:
John Persinos
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Pacific Rim Helicopter Operators Directory

Avia Press Associates
75 Elm Tree Road, Locking, Weston-Super-Mare, Somerset BS24 8EL, UK
Tel: (+44 1934) 82 25 24
Fax: (+44 1934) 82 24 00
EDITOR:
Claire ap Rees
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AMERICA
HeliValue$ Inc
PO Box 876, Lincolnshire, Illinois 60069-0876, USA
Tel: (+1 847) 487 82 58
Fax: (+1 847) 487 02 06
e-mail: helivalues@aol.com
PRESIDENT:
Barry Desfor
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Helidata News and Classified

75 Elm Tree Road, Locking, Weston-super-Mare, Somerset BS24 8EL, UK
Tel: (+44 1934) 82 25 24
Fax: (+44 1934) 82 24 00
WWW: http://www.helidata.rotor.com
EDITOR:
Elfan ap Rees
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Helicopter World
The Shephard Press Ltd
111 High Street, Burnham, Buckinghamshire SL1 7JZ, UK
Tel: (+44 1628) 60 43 11
Fax: (+44 1628) 66 43 34
e-mail: heli-uv@shephard.co.uk
Web: http://www.shephard.co.uk
EDITOR:
Andrew Healey
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AMERICA
Helicopter News
Tel: (+1 301) 340 15 20
Fax: (+1 301) 762 30 68
e-mail: Jguardiano@phillips.com
EDITOR:
John R Guardiano
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Helicopter International
Tel: (+44 1934) 82 25 24
Fax: (+44 1934) 82 24 00
e-mail: helicopter_international@comupserve.com
PUBLISHER/EDITOR:
Elfan ap Rees
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AMERICA
HeliBooks Ltd
1568 Anderson Lane, Buffalo Grove, Illinois 60089-1207, USA
Tel: (+1 708) 634 38 77
Fax: (+1 708) 634 55 05
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AMERICA
Forecast International/DMS Inc

22 Commerce Road, Newtown, Connecticut 06470, USA
Tel: (+1 203) 426 08 00
Fax: (+1 203) 426 19 64
e-mail: fidms@ibm.net
EDITOR:
William Dane
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European Helicopter Operators Directory

Avia Press Associates
Tel: (+44 1934) 82 25 24
Fax: (+44 1934) 82 24 00
EDITORS: Claire ap Rees
Tina Stockham
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AMERICA
Defense News
6883 Commercial Drive, Springfield, Virginia 22159, USA
Tel: (+1 703) 642 73 51
Fax: (+1 703) 642 73 86
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Defence Helicopter
The Shephard Press Ltd
111 High Street, Burnham, Buckinghamshire SL1 7JZ, UK
Tel: (+44 1628) 60 43 11
Fax: (+44 1628) 66 43 34
email: heli-uv@shephard.co.uk
Web: http://www.shepard.co.uk
EDITOR:
Andrew Healey
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AMERICA
Avionics Magazine
Tel: (+1 301) 340 15 20
Fax: (+1 301) 340 05 42
EDITOR-IN-CHIEF:
David Jensen
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AMERICA
Aviation Buyers Directory

105 Calvert Street, Harrison, New York 10528, USA
Tel: (+1 914) 835 72 00
Fax: (+1 914) 835 23 23
e-mail: rg@aviation.buyers.com
PUBLISHER:
Jerry Greenwald
EDITOR: Richard Greenwald
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AMERICA
Aircraft Technical Publishers

101 South Hill Drive, Brisbane, California 94005, USA
Tel: (+1 415) 330 95 00
Fax: (+1 415) 468 15 96
Web: http://www.atp.com
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Aeromart
Wilmington Business Publishing Ltd
Apex House, London Road, Northfleet, Gravesend, Kent D11 9JA, UK
Tel: (+44 1322) 27 77 88
Fax: (+44 1474) 53 49 44
e-mail: wbp@wilmington.co.uk
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AMERICA
Aastad Company
PO Box 1113, Chadds Ford, Pennsylvania 19317-0658, USA
Tel: (+1 610) 459 90 86
Fax: (+1 610) 459 05 09
Web: http://www.aastad.com
PRESIDENT: Andreas
Aastad
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Jane's Information Group Limited

Sentinel House, 163 Brighton Road, Coulsdon, Surrey CR5 2YH, UK
Tel: (+44 20) 87 00 37 00
Fax: (+44 20) 87 63 10 06
e-mail: info@janes.co.uk
Web: http://www.janes.com
Jane's Information Group Inc
1340 Braddock Place, Suite 300, Alexandria, Virginia 22314-1651, USA
Tel: (+1 703) 683 37 00
Fax: (+1 703) 836 00 29
e-mail: info@janes.com
Jane's Information Group Asia
60 Albert Street, #15-01 Albert Complex, Singapore 189969
Tel: (+65) 336 64 11
Fax: (+65) 336 99 21
Jane's Publications
The publications listed below are those related to Jane's Helicopter Markets and Systems only.
Yearbooks and Binders
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AMERICA
Helicopter Annual
Helicopter Association International,
Tel: (+1 703) 683 46 46
Fax: (+1 703) 683 47 45
EDITOR:
Marilyn McKinnis
Gunter Endres MRAeS
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BUYERS GUIDE WEAPONS MANUFACTURERS, UNITED KINGDOM

MBDA Missile Systems

Six Hills Way, Stevenage, Hertfordshire SG1 2DA, UK
Tel: (+44 1483) 75 35 74
Fax: (+44 1483) 75 62 15
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BUYERS GUIDE WEAPONS MANUFACTURERS, FRANCE


20-22 rue Grange Dame Rose, BP 150, F-78141 Velizy-Villacoublay, France
Tel: (+33 1) 34 88 30 00
Fax: (+33 1) 34 65 12 15
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BUYERS GUIDE WEAPONS MANUFACTURERS, GERMANY


PO Box 1661, D-85705 Unterschleissheim, Germany
Tel: (+49 89) 3179 0
Fax: (+49 89) 3179 22 19
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Dynamics Division, Elstree Way, Borehamwood, Hertfordshire WD6 1RX, UK
Fax: (+44 20 8) 86 24 39 34
Development of short-range, radar-guided Brimstone anti-armour missile, capable of being fitted to
most helicopters, although not yet qualified on specific type. Production facilities at Hillend, Scotland,
and at Broad Oak in Portsmouth, England.
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12 rue de la Redoute, F-92260 Fontenay-aux-Roses, France
Tel: (+33 1) 41 87 14 14
Fax: (+33 1) 46 61 64 67
Formerly Euromissile and Euromissile Dynamics Group (EMDG), undertakes development and
marketing of missile systems, which includes the HOT air-to-surface anti-armour missile for helicopter
application and of the medium-range and long-range TRIGAT third-generation anti-armour weapons.
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BUYERS GUIDE WEAPONS MANUFACTURERS, INTERNATIONAL


2, rue Branger, F-92322 Chatillon Cedex, France
Tel: (+33 1) 47 46 21 21
Fax: (+33 1) 47 46 27 77
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BUYERS GUIDE WEAPONS MANUFACTURERS, RUSSIAN FEDERATION

Molot Engineering Plant JSC

135 Lenin Street, Vyatskiye Polyani, Kirov Region 61290, Russian Federation
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Mauser-Werke Oberndorf Waffensysteme GmbH

A Rheinmetall Industrie Company
Werkstrasse 2, D-78727 Oberndorf, Germany
Tel: (+49 7423) 704 80
Fax: (+49 7423) 706 70
Web: http://www.mauser-online.com
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BUYERS GUIDE WEAPONS MANUFACTURERS, UNITED STATES OF AMERICA

FN Manufacturing Inc
PO Box 24257, Columbia, South Carolina 29224, USA
Tel: (+1 803) 736 05 22
Fax: (+1 803) 736 41 69
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Contract Fabrication & Design Inc

5427 FM 546, Princeton, Texas 75407, USA
Tel: (+1 972) 736 22 60
Fax: (+1 972) 736 60 63
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Boeing Military Aircraft & Missile Systems

PO Box 516, St Louis, Missouri 63166, USA
Tel: (+1 314) 232 02 32
Web: http://www.boeing.com
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General Dynamics Armament Systems

128 Lakeside Avenue, Burlington, Vermont 05401-4985, USA
Tel: (+1 802) 657 60 00
Fax: (+1 802) 657 61 04
Web: http://www.gdarm.com
General Dynamics Armament System has been the prime contractor for the Hydra-70 Rocket system
since 1995. The Hydra-70 rocket is the most widely used helicopter weapon system in the world. The
company also produces the GAU-19/A 12.7 mm aircraft gun, and M-197 20 mm cannon. The XM-301
20 mm cannon is in development for the RAH-66 Comanche helicopter.
Hydra-70 Production Offices
PO Box 1126, Hampton, Arkansas 71744, USA
Tel: (+1 870) 798 20 31
Fax: (+1 870) 798 20 97
Saco Operations
291 North Street, Saco, Maine 04072-0890, USA
Tel: (+1 207) 36 11
Fax: (+1 207) 31 81
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Boeing North American Inc

Tactical System Division
1800 Satellite Boulevard, Duluth, George 30136, USA
Tel: (+1 770) 476 63 00
Fax: (+1 770) 476 65 78
Web: http://www.boeing.com
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Zvezda-Strela State Research & Production Centre

7 Ilyicha Street, Korolev, Moscow Region, 141070 Russian Federation
Tel: (+7 095) 519 20 02
Fax: (+7 095) 519 42 09
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BUYERS GUIDE WEAPONS MANUFACTURERS, BULGARIA

VMZ (Vazovski Machinostroitelni Zavodi)

Sopot 4330, Bulgaria
Tel: (+359 3134) 711
Fax: (+359 3134) 40 05
e-mail: office@vmz.bg
Web: www.vmz.bg
Founded in 1936 as a state military factory and has since diversified into the production of a wide range
of utility hardware and civil goods. Manufactures several anti-armour guided missile systems under
licence from Russia, as well as 57 mm S-5 and 80 mm S-8 unguided rockets.
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TDA Armements SAS

route d'Ardon, F-45240 La Fert Saint-Aubin, France
Tel: (+33 2) 38 51 63 63
Fax: (+33 2) 38 51 62 33
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Spetztekhnika Vympel NPO

Volokolamskoje sh 90, Moscow 123424, Russian Federation
Tel: (+7 095) 491 02 39
Fax: (+7 095) 49 02 22
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BUYERS GUIDE WEAPONS MANUFACTURERS, ITALY

SNIA BPD SpA

BPD Difesa e Spazio
Colleferro, I-00034 Rome, Italy
Tel: (+39 06) 978 91
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Shorts Missile Systems

Alanbrooke Road, Castlereagh, Belfast, Northern Ireland BT6 9HB, UK
Tel: (+44 28) 90 46 57 15
Fax: (+44 28) 90 46 57 91
e-mail: clarked@shorts.co.uk
Web: http://www.shortsmissiles.com
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Raytheon Company
1151E Hermans Road, Tucson, Arizona 85706, USA
Tel: (+1 520) 794 99 78
Fax: (+1 520) 794 54 51
Web: www.raytheon.com
Current producer of fourth-generation TOW 2A and TOW 2B anti-tank missiles, which use counter
EO/IRCM technology to defeat all known and projected countermeasures. In service with the US Army
and Marine Corps and 45 countries with more than 15,000 fielded platforms worldwide. More than
600,000 missiles manufactured since 1970. Also produces the Air-to-Air Stinger (ATAS) and
Sidewinder air-to-air short-range IR-guided missiles, as well as the Maverick air-to-surface anti-ship
missile.
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BUYERS GUIDE WEAPONS MANUFACTURERS, ISRAEL

Rafael Armament Development Authority

POB 2082, IL-31021, Haifa, Israel
Tel: (+972 4) 990 85 85
Fax: (+972 4) 990 68 50
e-mail: nanumm@rafael.co.il
Web: http://www.rafael.co.il
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BUYERS GUIDE WEAPONS MANUFACTURERS, SWITZERLAND

Oerlikon Contraves Defence

Birchstrasse 155, CH-8050 Zrich, Switzerland
Tel: (+41 1) 316 22 11
Fax: (+41 1) 311 31 54
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Northrop Grumman, Electronic Sensors and

Systems Division
PO Box 451, Baltimore, Maryland 21203-7319, USA
Tel: (+1 410) 765 63 16
Fax: (+1 410) 765 28 86
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BUYERS GUIDE WEAPONS MANUFACTURERS, CHINA, PEOPLE'S REPUBLIC

NORINCO (China North Industries Corporation)

12A Guang'anmen Nanjie, 100053 Beijing, People's Republic of China
Tel: (+86 10) 63 54 75 41
Fax: (+86 10) 63 54 76 19
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Motorola Government Space and Technology

Group
8201 E McDowell Road, Scottsdale, Arizona 85252-1417, USA
Tel: (+1 480) 441 52 68
Fax: (+1 480) 441 81 97
e-mail: p26373@email.mot.com
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Longbow LLC/Longbow International

5798 South Semoran Boulevard, Orlando, Florida 32822, USA.
Tel: (+1 407) 356 22 11
Joint venture between Lockheed Martin Electronics and Missiles and Northrop Grumman Corporation.
Produces AGM-114L Longbow Hellfire II for the Boeing AH-64D Apache Longbow and the Boeing
Sikorsky RAH-66 Comanche.
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Lockheed Martin Electronics and Missiles

5600 Sand Lake Road, Orlando, Florida 32819-8907, USA
Tel: (+1 407) 356 20 00
Fax: (+1 407) 356 09 19
Web: http://www.lmco.com
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BUYERS GUIDE WEAPONS MANUFACTURERS, NORWAY

Kongsberg Aerospace
PO Box 1003, N-3601 Kongsberg, Norway
Tel: (+47) 32 73 82 00
Fax: (+47) 32 73 86 20
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BUYERS GUIDE WEAPONS MANUFACTURERS, SOUTH AFRICA

Kentron, Division of Denel (Pty) Ltd

PO Box 7412, Centurion 0046, Republic of South Africa
Tel: (+27 12) 671 12 39
Fax: (+27 12) 671 17 79
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KBP Instrument Design Bureau

Shcheglovskaya Zaseka Street, Tula 300001, Russian Federation
Tel: (+7 087) 241 07 50
Fax: (+7 087) 242 61 39
VERIFIED
General Designer V Shipunov

(2001)
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KBM Engineering Design Bureau

42 Oksky Avenue, Kolomna, Moscow Region 140402, Russian Federation
Tel: (+7 09661) 332 77
Fax: (+7 09661) 330 64
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BUYERS GUIDE WEAPONS MANUFACTURERS, ISRAEL

IAI (Israel Aircraft Industries Ltd)

Ben Gurion International Airport, IL-70100 Tel Aviv, Israel
Tel: (+41 24) 447 21 31
Fax: (+41 24) 447 21 30
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Hellfire Systems LLC

5798 South Semoran Boulevard
Orlando, Florida 32822, USA
Tel: (+1 407) 273 22 49
Fax: (+1 407) 282 47 50
Joint venture of Lockheed Martin Electronics and Missiles and Boeing North American. Has produced
and integrated more than 60,000 Hellfire missile systems on nearly 20 air and surface platforms, in
service with the US Army, US Navy, Marine Corps and military forces in more than 10 countries
worldwide.
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BUYERS GUIDE WEAPONS MANUFACTURERS, BELGIUM

FZ-Forges de Zeebrugge SA
63 Rue en Bois, B-4040 Herstal, Belgium
Tel: (+32 4) 248 20 77
Fax: (+32 4) 248 25 10
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Eurotorp
945 route des Dolines `Les Bouillides', BP 113, F-06902 Sophia Antipolis Cedex, France
Tel: (+33 4) 92 96 38 50
Fax: (+33 4) 92 96 38 55
e-mail: info@eurotorp.com
Franco-Italian consortium of Whitehead Alenia Sistemi Subacquei, Direction de Constructions Navales
(DCN) and Thomson-CSF, created as a GIE under French law for the development and manufacture of
the MU90/Impact lightweight anti-submarine air-launched torpedo. Also manufactures the A244/S
torpedo, and the integrated launching systems for all NATO interoperable lightweight torpedos
(A244/S, MU90, Mk.46, Stingray) for any type of ASW platform. Production facilities at St Tropez
(France) and Livorno (Italy).
VERIFIED
A244/S Mod 1 production line

(2001)
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Euromissile Dynamics Group (EMDG)

12 rue de la Redoute, F-92260 Fontenay-aux-Roses, France
Tel: (+33 1) 41 13 27 00
Fax: (+33 1) 41 13 27 01
Web: www.emdg.com
GIE created under French law as an equal partnership between Aerospatiale (France),
Dasa-LFK (Lenkflug-krpersysteme) (Germany) and Matra BAe Dynamics (France/UK) all now part of
the European Aeronautic Defence and Space Company (EADS). Consortium is responsible for the
development of medium-range and long-range TRIGAT third-generation anti-armour weapons.
Additional participation on medium-range TRIGAT by Belgium and the Netherlands.
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DaimlerChrysler Aerospace AG, Defence and Civil

Systems
Sedanstrasse 10, D-89070 Ulm, Germany
Tel: (+49 731) 392 54 39
Fax: (+49 731) 392 49 82
Web: http://www.dasa.de
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BUYERS GUIDE WEAPONS MANUFACTURERS, ARGENTINA

CITEFA
(Instituto de Investigaciones Cientificas y Tecnicas de las Fuerzas Armadas)
Zufriategui 4380, 1603 Via Martelli, Buenos Aires, Argentina
Tel: (+54 1) 760 36 45
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BUYERS GUIDE WEAPONS MANUFACTURERS, CANADA

Bristol Aerospace Ltd

Defence and Space Group
660 Berry Street, PO Box 874, Winnipeg, Manitoba, R3C 2S4 Canada
Tel: (+1 204) 775 83 31
Fax: (+1 204) 775 74 94
Web: www.bristol.ca
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BUYERS GUIDE WEAPONS MANUFACTURERS, BRAZIL

Avibras Industria Aeroespacial SA

PO Box 278, Rodovia dos Tamoios KM 14, CEP 12300-000 Jacarei, So Paulo, Brazil
Tel: (+55 12) 355 60 00
Fax: (+55 12) 351 62 77
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BUYERS GUIDE WEAPONS MANUFACTURERS, ITALY

Alenia Difesa Oto Sistemi Missilistici

Via di S Alllessandro 10, Rome, Italy
Tel: (+39 06) 41 88 31
Fax: (+39 06) 41 88 37 69
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GEC-Marconi Naval Systems

Elettra Avenue, Waterlooville, Hampshire PO7 7XS, UK
Tel: (+44 1705) 26 44 66
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CALENDAR
Date Posted: 09 April 2002
Diary
2001
6-12 May
ILA 2002, International Aerospace Conference and

Exhibition, Berlin Schnefeld Airport, Germany
Tel: (+49 30) 30 38 22 76
Fax: (+49 30) 30 38 20 13
e-mail: ila@messe-berlin.de
Web: http://www.ila-berlin.com
11-13 June
AHS Forum 58 - American Helicopter Society Annual

Forum & Technical Display, Radisson Hotel, Montral,
Canada
Tel: (+1 703) 684 67 77
Fax: (+1 703) 739 92 79
e-mail: ahs703@aol.com
11-14 June
China Police 2002

First official exhibition organised by China Ministry of
Public Security
Tel: (+852) 25 11 74 27
Fax: (+852) 25 11 96 92
e-mail: cp@cpexhibition.com
Web: http://www.cpexhibition.com
17-21 June
Eurosatory 2002, Paris, France

Tel: (+33 1) 44 14 58 10
Fax: (+33 1) 423 00 88
e-mail: coges@eurosatory.com
Web: http://www.eurosatory.com
18-19 June
HATS 2002 Helicopter Aviation Training Conference &

Trade Show, Orlando, Florida, USA
Tel: (+44 1252) 53 20 11
e-mail: annette@halldale.com
Web: http://www.halldale.com
9-11 July
AUVSI 29th Annual Symposium & Exhibition. Disney's

Coronado Springs Resort, Lake Buena Vista, Florida, USA
Tel: (+1 703) 920 27 20
Fax: (+1 703) 920 28 89
e-mail: info@auvsi.org
Web: http://www.auvsi.org/auvsicc
10-14 July
IRS 2002 - The International Rotor Show, Elvington

Aerodrome, York, UK
Tel/Fax: (+44 1270) 50 55 53
e-mail: info@internationalrotorshow.com
Web: http://www.internationalrotorshow.com
20-21 July
United States Air & Trade Show, Dayton International

Airport, Dayton, Ohio, USA
Tel: (+1 937) 898 59 01
Fax: (+1 937) 898 51 21
e-mail: info@usats.org
Web: http://www.airshowdayton.com
22-28 July
Farnborough International 2002, Farnborough, Hampshire,

UK
Tel: (+44 20) 72 27 10 43
Fax: (+44 20) 72 27 10 39
Web: http://www.farnborough.com
2-5 September
MSPO 2002 - Tenth International Defence Industry

Exhibition, Trade Centre, Kielce, Poland
Tel: (+48 41) 344 33 16
Fax: (+48 41) 344 32 09
e-mail: targisarr@bptnet.pl
Web: http://www.narda.org.pl/arr/sarr
4-6 September
IICDES 2002 - 8th India International Civil & Defence

Exhibition and Conference, Ashok Convention Centre, New
Delhi, India
Tel: (+91 11) 623 55 13
Fax: (+91 11) 623 60 18
e-mail: satcon@nde.vsnl.net.in
6-8 September
International Air Show and Exhibition, Radom, Poland

Tel:/Fax: (+48 41) 343 80 46
e-mail: airshow@bptnet.pl
Web: http://www.narda.org.pl
10-12 September
NBAA Annual Meeting & Convention, Orlando, Florida,

USA
Tel: (+1 202) 783 90 00
Fax: (+1 202) 862 55 52
e-mail: kblouin@nbaa.org
Web: http://www.nbaa.org
11-15 September
Airshow 2002 Turkey, Pendik Kurtoy International Airport,

Istanbul, Turkey
Tel: (+90 212) 663 08 81
Fax: (+90 212) 663 09 73
e-mail: info@cnr.net
Web: http://www.cnr.net
17-20 September
Airmed 2002, Interlaken, Switzerland

Tel: (+41 1) 654 33 11
Fax: (+41 1) 654 33 22
e-mail: airmed2002.ino@rega.ch
Web: http://www.airmed2002.ch
17-20 September
IDEAS 2002, International Tri-service Defence Show,

Karachi, Pakistan
Tel: (+92 21) 241 85 51
Fax: (+92 21) 241 07 23
e-mail: info@pegasusconsultancy.com
Web: http://www.pegasusconsultancy.com
18-22 September
Africa Aerospace & Defence 2002, Air force Base

Waterloof, Centurion, Tshwane Metropolitan Municipality,
South Africa
Tel: (+27 11) 670 20 00

Fax: (+27 11) 679 11 79
e-mail: aerospacedefence@kagisoexpo.co.za
24-25 September
Web: http://
www.africa-aerospace2002.com
The International Avionics Exhibition (incorporating
on-board systems), Centre de Congrs Pierre Baudis,
Toulouse, France
Tel: (+44 20) 89 49 98 46
Fax: (+44 20) 89 49 82 15
e-mail: avionics@spearhead.co.uk
Web: http://www.spearhead.co.uk
1-3 October
Command, Control, Communications, Computers and

Intelligence Systems Technology (C4I), Fort Huachuca,
Arizona, USA
Tel: (+1 703) 631 61 25
Fax: (+1 703) 631 61 33
e-mail: operations@afcea.org
Web: http://www.afcea.org
9-11 October
AHS Mideast Region, Flight Controls and Crew Systems

Design Technical Specialist Meeting, Double Tree Hotel,
Philadelphia, Pennsylvania, USA
Tel: (+1 703) 684 67 77
Fax: (+1 703) 739 92 79
e-mail: staff@vtol.org
21-25 October
Euronaval 2002, International Naval & Maritime

Exhibition, Le Bourget, Paris, France
Tel: (+33 1) 47 36 80 80
Fax: (+33 1) 40 93 57 72
e-mail: sogena@wanadoo.fr
Web: http://www.euronaval-show.com
22-24 October
Heli Asia 2002, The Mines Exhibition Centre, Kuala

Lumpur, Malaysia
Tel: (+44 1628) 60 43 11
Fax: (+44 1628) 66 97 34
e-mail: kg@shephard.co.uk
Web: http://www.shephard.co.uk
28-30 October
MILIPOL Qatar 2002, Qatar International Exhibition

Centre, Doha, Qatar
Tel: (+33 1) 46 27 82 00
Fax: (+33 1) 46 27 91 63
e-mail: info@milipol.com
Web: http://www.milipol.com
29-31 October
AHS Southeast Region - HELMOT IX, Radisson Fort

Magruder Hotel, Williamsburg, Virginia, USA
Tel: (+1 703) 684 67 77
Fax: (+1 703) 739 92 79
5-7 November
Helitech 2002 South America, Sao Paulo, Brazil

Tel: (+44 20) 89 49 02 22
Fax: (+44 20) 89 49 81 86
e-mail: julia.cuthbert@spearhead.co.uk
Web: http://www.helitech.co.uk
11-13 November
Heli-Japan 2002, Tochigi Prefectural Culture Centre,

Utsunomiya, Tochigi, Japan
Tel: (+1 703) 684 67 77
Fax: (+1 703) 739 92 79
11-13 December
Micro Air Vehicles Symposium, Shivenham, Wiltshire, UK

Tel: (+44 17 93) 78 56 48
Fax: (+44 17 93) 78 53 25
e-mail: andrea.harrison@rmcs.cranfield.ac.uk
UPDATED
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CIVIL CENSUS, MADAGASCAR

Date Posted: 09 October 2001
ICAO Registration Marking: 5R

Manufacturer/Type
MD500 (369)
MD 520N
PTN
Total
LST
1
LTT
ITT
MHT Total
2
NEW ENTRY
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CIVIL CENSUS, SURINAME

ICAO Registration Marking: PZ

Manufacturer/Type
Hiller UH-12
PTN
1
MD 500
Total
LST
LTT
ITT
MHT Total
1
2
UPDATED
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CIVIL CENSUS, MALDIVES

ICAO Registration Marking: 8Q

Seven foreign-registered Mi-8PA helicopters also fly commercially in the islands.
Manufacturer/Type
Sikorsky S-61N
PTN
LST
LTT
ITT
MHT
1
Total
1
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CIVIL CENSUS, LESOTHO

ICAO Registration Marking: (7P)

Manufacturer/Type
PTN
LST
LTT
Bell 412
ITT
1
MHT
Total
1
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CIVIL CENSUS, GEORGIA

ICAO Registration Marking: 4L

Manufacturer/Type
PTN
LST
LTT
Mil Mi-2
ITT
MHT
Total
12
Mil Mi-8
Mil Mi-17
10
27
15
27
Total
12
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CIVIL CENSUS, ARUBA
ICAO Registration Marking: P4

Manufacturer/Type
Robinson R44
PTN
1
LST
LTT
ITT
MHT
Total
1
Robinson R44 Clipper

(2000)
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CIVIL CENSUS, ZIMBABWE
ICAO Registration Marking: Z

Manufacturer/Type
Bell 47
Bell 206 JetRanger
Total
PTN
4
4
LST
1
1
LTT
ITT
MHT Total
5
5
VERIFIED
Bell 206L-3 Long Ranger III

(2000)
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CIVIL CENSUS, ZAMBIA

ICAO Registration Marking: 9J

Manufacturer/Type
Bell 47
Bell 206 JetRanger
Total
PTN LST
1
2
1
2
LTT ITT
MHT Total
3
3
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CIVIL CENSUS, YUGOSLAVIA, FEDERAL REPUBLIC

ICAO Registration Marking: YU

Manufacturer/Type
PTN
Bell 206 JetRanger

Bell 206L LongRanger
Bell 212
LST
LTT
ITT
MHT Total
14
2
5
Eurocopter (AS) Dauphin II

Eurocopter (AS) Gazelle
21
1
3
Mil Mi-2
Total
19
4
1
26
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CIVIL CENSUS, YEMEN

ICAO Registration Marking: 7O

Manufacturer/Type
Kamov Ka-32
PTN LST LTT ITT
MHT
Total
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CIVIL CENSUS, WESTERN SAMOA

ICAO Registration Marking: 5W

Manufacturer/Type
Bell 206 JetRanger
PTN LST
1
LTT ITT
MHT Total
1
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CIVIL CENSUS, VIETNAM
ICAO Registration Marking: VN

Manufacturer/Type
Eurocopter (AS) Puma
PTN LST LTT ITT
MHT Total
2
Eurocopter (AS) Super Puma
Mil Mi-8
Mil Mi-17
10
Total
14
14
VERIFIED
Eurocopter AS 332 L2 Super Puma
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CIVIL CENSUS, VENEZUELA

ICAO Registration Marking: YV

Manufacturer/Type
PTN
LST
Bell 47
Bell 206 JetRanger
18
1
75
14
LTT
ITT
Bell 212
Bell 214ST
Bell 222
Bell 412
Enstrom 280
Eurocopter (AS) Ecureuil
1
1
4
5
3
Eurocopter (MBB) BO 105
MD 500 (369)
15
MD 520N
Mil Mi-2
119
4
Eurocopter (AS) Ecureuil II

Hughes 300 (269)
MHT Total
17
6
Mil Mi-8
Robinson R22
Robinson R44
Schweizer 300C
Total
32
112
16
168
UPDATED
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CIVIL CENSUS, VANUATU

ICAO Registration Marking: YJ

Manufacturer/Type
Bell 206 JetRanger
PTN LST LTT ITT

2
MHT
Total
2
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CIVIL CENSUS, UZBEKISTAN

ICAO Registration Marking: UK

Manufacturer/Type
Mil Mi-2
PTN LST
LTT ITT
MHT Total
8
Mil Mi-8
14
Mil Mi-17
31
Total
31
31
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CIVIL CENSUS, URUGUAY

ICAO Registration Marking: CX

Manufacturer/Type
Bell 47
Schweizer 300C
Total
PTN LST
1
1
2
LTT ITT
MHT Total
1
1
2
UPDATED
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CIVIL CENSUS, UNITED STATES OF AMERICA
ICAO Registration Marking: N

Manufacturer/Type
PTN
LST
Agusta A 109
Bell 47/H-13
1,137
Bell 205/UH-1
Bell 206 JetRanger
Bell 206LT TwinRanger
29
1,768
717
8
8
111
13
17
82
14
250
114
Bell 430
30
Boeing-Vertol CH-47 Chinook
Total
114
Bell 412
Bell/Samsung 427
MHT
51
587
Bell 214ST
Bell 222
Bell 230
Bell 407
ITT
114
Bell 204/UH-1
Bell 209
Bell 212
Bell 214B
LTT
4,936
8
6
Boeing-Vertol 107 II
14
Boeing/Kawasaki KV107 II
Brantly B-2
138
Brantly 305
Enstrom F28
17
302
Enstrom 280
125
155
Enstrom 480
Eurocopter (AS) Alouette
14
Eurocopter (AS) AStar
39
441
54
42
446
52
24
Eurocopter (AS) Lama

38
11
Eurocopter (AS) TwinStar
55
Eurocopter EC 135
30
176
Eurocopter/CATIC/STAe EC 120B Colibri
40
40
Eurocopter/Kawasaki BK 117
124
Fairchild-Hiller FH1100
Hiller UH-12
573
Hughes 300 (269)/TH-55
710
Kaman K-600/HH-43
22
Kaman K-MAX
Kamov Ka-26
970
124
66
66
74
647
710
14
36
Kamov Ka-32
MD 500 (369)
819
MD 530F
30
MD 520N
44
MD 600N
47
MD 900 Explorer
36
Mil Mi-8
976
1
Robinson R22
907
Robinson R44
236
Schweizer 300C
Schweizer 330
215
1
1,143
10
225
Sikorsky S-51
12
Sikorsky S-52
Sikorsky S-55
14
119
Sikorsky S-55T
20
Sikorsky S-58
117
Sikorsky S-58T
37
Sikorsky S-61
75
Sikorsky S-62
Sikorsky S-64 Skycrane
55
Sikorsky S-72
Sikorsky S-76
180
Sikorsky S-92
Texas M-74/79
4
23
644
23
Tomcat
35
35
Westland Wessex
Westland Whirlwind
Total
2
4705
5,188
479
752
188
3
11,312
UPDATED
Schweizer 300CB
Bell 412
Bell (MDHS) MD 520N

(2000)
Eurocopter/Kawasaki BK 117A-3
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CIVIL CENSUS, UNITED KINGDOM
ICAO Registration Marking: G

*includes the Channel Islands and the Isle of Man
Manufacturer/Type
PTN LST LTT ITT
Agusta A 109
Bell 47
22
124
10
1
Bell 212
Bell 214ST
Bell 222
1
1
Bell 230
Bell 407
Enstrom 480
171
EH Industries EH 101
Enstrom F28
Enstrom 280
22
27
Bell 206 JetRanger

Brantly B-2B
MHT Total
29
44
10
83
10
32

61
27

1
41
Eurocopter EC 135
11
22
Eurocopter/CATIC/STAe EC 120
Hiller UH-12
207
1
Hiller UH-12ET
Hughes 300 (269)
3
14
14
MD 500 (369)
34
MD 520N
MD 900 Explorer
44
Robinson R22
219
Robinson R44
72
291
Schweizer 300C
Sikorsky S-61
34
34
26
Sikorsky S-76
30
Westland WS.55
Total
452
56
2
251
126
47
69
Note: Experimental, historical and kit-built types not included.

Source: UK register information supplied courtesy of Computair Consultants.
UPDATED
Eurocopter AS332L Super Puma
Eurocopter AS 355L Ecureuil II
945
Sikorsky S-61N
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CIVIL CENSUS, UNITED ARAB EMIRATES

ICAO Registration Marking: A6

Manufacturer/Type
PTN LST
Bell 206 JetRanger
LTT ITT
MHT Total
10
Bell 212
Bell 412
22
7
39
Kamov Ka-32
Total
10
29
44
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CIVIL CENSUS, UKRAINE

ICAO Registration Marking: UR

Manufacturer/Type
Kamov Ka-26
PTN LST
LTT ITT
MHT Total
36
Mil Mi-2
36
129
Mil Mi-6
Mil Mi-8
22
Mil Mi17
155
26
191
Total
36
129
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CIVIL CENSUS, UGANDA

ICAO Registration Marking: 5X

Manufacturer/Type
Bell 47
Bell 206 JetRanger
Bell 212
PTN LST
1
3
Total
LTT ITT
MHT Total
6
UPDATED
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CIVIL CENSUS, TURKMENISTAN

ICAO Registration Marking: EZ

Manufacturer/Type
Mil Mi-2
PTN LST
LTT ITT
MHT Total
11
Mil Mi-6
Mil Mi-8
26
Mil Mi-17
47
36
47
Total
11
UPDATED
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CIVIL CENSUS, TURKEY

ICAO Registration Marking: TC

Manufacturer/Type
PTN
LST
Agusta A 109
LTT
ITT
Bell 206 JetRanger

7
5
Bell 222
Bell 230
3
3
Bell 430

MD 500 (369)
3
1
MD 600N
8
2
4
Mil Mi-8
13
2
1
2
17
2
Sikorsky S-76
Total
22
Mil Mi-2
Robinson R22
MHT Total
14
18
1
13
55
UPDATED
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CIVIL CENSUS, TUNISIA

ICAO Registration Marking: TS

Manufacturer/Type
PTN
LST LTT ITT
MHT
Total
2
5
Total
5
UPDATED
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CIVIL CENSUS, TRINIDAD AND TOBAGO

ICAO Registration Marking: 9Y

Manufacturer/Type
PTN LST LTT
Bell 206 JetRanger

Bell 212
ITT
MHT
Sikorsky S-76
Total
Total
5
5
12
UPDATED
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CIVIL CENSUS, TOGO

ICAO Registration Marking: 5V

A single Super Puma is operated in civilian markings by the Presidential Flight attached to the Togolese
Air Force (see Military Census).
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CIVIL CENSUS, THAILAND

ICAO Registration Marking: HS

Manufacturer/Type
PTN LST LTT ITT
Bell 47
Bell 206 JetRanger

1
4

MHT Total
10
2
6
3
Hiller UH-12E
Robinson R22
Sikorsky S-61
Sikorsky S-76
Total
3
9
13
4
1
31
UPDATED
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CIVIL CENSUS, TANZANIA

ICAO Registration Marking: 5H

Manufacturer/Type
Bell 47
Total
PTN LST LTT ITT

2
2
2
2
MHT Total
4
4
UPDATED
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CIVIL CENSUS, TAJIKISTAN

ICAO Registration Marking: EY

Manufacturer/Type
Mil Mi-8
PTN LST
LTT ITT
MHT
Total
Mil Mi-17
15
Total
15
15
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CIVIL CENSUS, TAIWAN

ICAO Registration Marking: B

Manufacturer/Type
PTN
Bell 47
Bell 206B JetRanger
LST
LTT
ITT
MHT Total
Bell 212
Bell 412
Bell 430
15
Hiller UH-12
Mil Mi-17
Robinson R22
Robinson R44
Schweizer 300C
Sikorsky S-76
Total
2
17
12
2
5
39
UPDATED
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CIVIL CENSUS, SWITZERLAND AND LIECHTENSTEIN
ICAO Registration Marking: HB

Manufacturer/Type
Agusta A 109
PTN
Bell 47
Bell 206 JetRanger
Bell 214B
Bell 214ST
Bell 407
LST
LTT
ITT
21
21
27
5
2
1
5
Bell 412
Bell 430
Bristol Sycamore
Enstrom F28
Enstrom 280
Enstrom 480
MHT Total
47
1
5
17

6
31

2
43
2
Eurocopter EC 135
Eurocopter/CATIC/STAe EC 120B
Hughes 300 (269)
102
4
1
MD 500 (369)
MD 520N
MD 600N
MD 900 Explorer
15
Robinson R22
20
Robinson R44
22
Schweizer 300C
Sikorsky S-76
17
17
Total
53
1
150
26
11
243
UPDATED
Eurocopter SA 316B Alouette III
Hughes 269C
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CIVIL CENSUS, SWEDEN
ICAO Registration Marking: SE

Manufacturer/Type
Agusta A 109
PTN
Bell 47

ITT
MHT
Total
1
1
1
21
13
1
1
Bell 222
Bell 407
Enstrom 480
LTT
1
Bell 204
Bell 205
Bell 206 JetRanger
Bell 212
Bell 214B
Enstrom F28
Enstrom 280
LST
1
2
47
18
11
6
1
2
13

Eurocopter EC 135
20
10
10
1
Hiller UH-12
Hughes 300 (269)

MD 500 (369)
14
14
17
MD 520N
Robinson R22
Robinson R44
Schweizer 300C
Schweizer 330
Sikorsky S-55T
17
18
5
18
Sikorsky S-76
Total
62
84
12
163
UPDATED
Eurocopter AS 350B2 Ecureuil
Enstrom 480
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CIVIL CENSUS, SWAZILAND

ICAO Registration Marking: 3D

A number of helicopters operate in the country under South African (ZS) registration.
Manufacturer/Type
Robinson R22
PTN LST LTT ITT
MHT
Total
1
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CIVIL CENSUS, SUDAN

ICAO Registration Marking: ST

Manufacturer/Type
Bell 47
PTN LST
2
LTT ITT
MHT Total
2
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CIVIL CENSUS, SRI LANKA


Manufacturer/Type
Bell 206 JetRanger
Mil Mi-8
PTN LST LTT ITT

1
1
MHT Total
2
2
Mil Mi-17
Total
UPDATED
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CIVIL CENSUS, SPAIN
ICAO Registration Marking: EC

Manufacturer/Type
PTN
LST LTT ITT
Agusta A 109
Bell 47
Bell 204
Bell 205
Bell 206 JetRanger
40
25
6
21
13
1
Bell 212
Bell 412
Enstrom F28
MHT Total
8
8
1
122
1
17

29

5
3
21
Eurocopter EC 135
83
4
Hiller UH-12
Hughes 300 (269)
MD 500 (369)
Mil Mi-8
Robinson R22
17
17
Schweizer 300C
Sikorsky S-61
2
5
Sikorsky S-76
Tomcat
Total
70
6
2
125
38
22
264
UPDATED
Eurocopter BO 105
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CIVIL CENSUS, SOUTH AFRICA
ICAO Registration Marking: ZS

Manufacturer/Type
Agusta A 109
PTN LST LTT ITT
Bell 47
18
Bell 205
Bell 206 JetRanger

88
27
Bell 212
Bell 222
1
2
Bell 230
Bell 407
18
Bell 412
Bell 430
Enstrom F28
Enstrom 280
158
10
15
Enstrom 480
MHT Total
28
7
1
Eurocopter (AS) Ecureuil/AStar
12
22
45
Hiller UH-12
Hughes 300 (269)
34
34
MD 500 (369)
17
17
Robinson R22
102
Robinson R44
38
140
Rotorway Exec 90
Schweizer 300C
7
14
7
14
Sikorsky S-61
Sikorsky S-76
Total
253
173
25
11
16
473
UPDATED
Bell 206A JetRanger
Eurocopter BO 105
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CIVIL CENSUS, SOLOMON ISLANDS

ICAO Registration Marking: H4

Manufacturer/Type
Bell 206 JetRanger
MD 500
PTN LST LTT ITT

1
Total
MHT Total
1
2
VERIFIED
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CIVIL CENSUS, SLOVENIA

ICAO Registration Marking: S5

Agusta A 109 and Bell 412 helicopters are operated in civilian markings by the Slovenian Air Force (see
Military Census).
Manufacturer/Type
PTN LST LTT ITT
Agusta A109
MHT Total
Bell 206B JetRanger
Bell 412
Enstrom F28
Enstrom 280
Robinson R22
Total
11
9
5
1
2
18
UPDATED
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CIVIL CENSUS, SLOVAKIA

ICAO Registration Marking: OM

Manufacturer/Type
Bell 206 JetRanger
Bell 407
PTN

Mil Mi-2
LST
2
LTT
ITT
MHT Total
1
42
Mil Mi-8
PZL Kania
48
1
Robinson R22
Schweizer 300C
Total
1
3
1
56
43
UPDATED
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CIVIL CENSUS, SINGAPORE


In addition to locally registered helicopters, a greater number are operated in Singapore and environs under
foreign registrations.
Manufacturer/Type
PTN LST LTT ITT
Bell 206 JetRanger

MHT Total
1
1
Bell 212
Bell 412
5
1

Total
11
VERIFIED
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CIVIL CENSUS, SIERRA LEONE

ICAO Registration Marking: 9L

Civil-registered helicopters are operated by the Sierra Leone Defence Force (see Military Census).
VERIFIED
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CIVIL CENSUS, SEYCHELLES


Manufacturer/Type
Bell 206 JetRanger
PTN LST LTT ITT

3
MHT
Total
3
VERIFIED
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CIVIL CENSUS, SENEGAL


Manufacturer/Type
Bell 206 JetRanger
PTN LST
1
Total
LTT ITT
MHT Total
1
2
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CIVIL CENSUS, SAUDI ARABIA

ICAO Registration Marking: HZ

Manufacturer/Type
Bell 47
Bell 206 JetRanger
Bell 214ST
PTN LST
1
12
LTT ITT
Sikorsky S-76
Total
MHT Total
1
1
12
15
1
16
VERIFIED
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CIVIL CENSUS, SO TOM AND PRINCIPE


Manufacturer/Type
Mil Mi-2
PTN LST LTT ITT
MHT Total
Mil Mi-8
Mil Mi-14
Total
VERIFIED
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CIVIL CENSUS, RWANDA

ICAO Registration Marking: 9XR

Manufacturer/Type
Bell 222
PTN LST
LTT ITT
1
MHT Total
1
Total
2
1
3
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CIVIL CENSUS, RUSSIAN FEDERATION
ICAO Registration Marking: RA

The Russian census is based on recorded sightings over a period of many years, and is likely to err on the low
side. However, a large number of helicopters is almost certainly non-airworthy, or has been written-off.
Manufacturer/Type
PTN LST
Kamov Ka-18
Kamov Ka-26
LTT
ITT
MHT
Total
2
130*
Kamov Ka-126
Kamov Ka-226
Kamov Ka-32
2
1
85
Mil Mi-2
223
1,400*
Mil Mi-6
80*
Mil Mi-8
810*
Mil Mi-10
Mil Mi-17
16*
Mil Mi-26
85
175*
Mil Mi-34
2,570
Schweizer 300C
Total
2
141
2
2,797
1,400
1,251
* Estimated
UPDATED
Mil Mi-8AMT
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CIVIL CENSUS, ROMANIA

ICAO Registration Marking: YR

Manufacturer/Type
PTN
LST LTT ITT

2
Bell 222
MHT
Total
Bell 407
4
3
Eurocopter (IAR) Alouette
Kamov Ka-26
17
17
Mil Mi-8
Robinson R22
Robinson R44
Total
21
5
4
36
UPDATED
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CIVIL CENSUS, QATAR


Manufacturer/Type
PTN LST
Bell 206 JetRanger
LTT
ITT
MHT
Total
Bell 212
Bell 412
Total
17
16
17
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CIVIL CENSUS, PORTUGAL
ICAO Registration Marking: CS

Manufacturer/Type
Agusta A109
PTN LST LTT ITT
Bell 47
Bell 204
Bell 205
Bell 206 JetRanger

Bell 212
Bell 222
Dragon Fly
Hughes 300 (269)
MD 500 (369)
MHT Total
2
1
6
7
2
4
1
23
1
6
1
1
7
1
3
Robinson R22
10
Robinson R44
13
Schweizer 300C
Sud-Ouest SO.1221 Djinn

Total
22
2
25
2
56
UPDATED
Bell (MDHS/Hughes)
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CIVIL CENSUS, POLAND

ICAO Registration Marking: SP

At least half of all helicopters registered are operated by Heliseco, the commercial arm of local manufacturer
PZL Swidnik. Most are contracted out for work overseas.
Manufacturer/Type
Bell 206 JetRanger
Bell 407
PTN LST
2
LTT
ITT
MHT
Mil Mi-2
Total
3
131
Mil Mi-8
PZL Sokol
PZL Kania
133
17
4
PZL SW-4
23
Robinson R44
Schweizer 300C
Total
131
21
161
UPDATED
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CIVIL CENSUS, PHILIPPINES

ICAO Registration Marking: RP

Manufacturer/Type
PTN LST LTT ITT
Agusta A 109
Bell 47
Bell 206 JetRanger
2
18

Bell 230
Bell 407
Bell 412
Eurocopter EC 135
22
17

32

MHT Total
54
1
1
Hiller UH-12
Hughes 300 (269)

MD 500 (369)
Robinson R22
Robinson R44
Total
11
9
5
60
34
115
UPDATED
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CIVIL CENSUS, PERU

ICAO Registration Marking: OB

Manufacturer/Type
PTN
Bell 47
Bell 204
Bell 412
LST LTT ITT
MHT
Total
MD 500 (369)
Mil Mi-2
1
2
Mil Mi-8
Mil Mi-17
Robinson R22
Total
12
1
10
23
UPDATED
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CIVIL CENSUS, PARAGUAY

ICAO Registration Marking: ZP

Manufacturer/Type
Robinson R22
PTN LST LTT ITT

1
Schweizer 300C
UH-12ET
Total
1
1
3
MHT
1
1
Total
UPDATED
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CIVIL CENSUS, PAPUA NEW GUINEA

ICAO Registration Marking: P2

In addition to locally registered helicopters, around 12 Russian-registered machines, primarily Kamov
Ka-32s but also including Mil Mi-17 and Mil Mi-26 models, are operated on heavylift work.
Manufacturer/Type
Bell 47
Bell 204
Bell 205
Bell 206 JetRanger
Bell 212
Boeing-Vertol Chinook
PTN
1
LST
LTT
ITT
Total
1
1
7
28
7

45
1
14
5
6
Kamov Ka-32
MD 500 (369)
Total
MHT
10
1
58
10
7
71
UPDATED
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CIVIL CENSUS, PANAMA

ICAO Registration Marking: HP

Manufacturer/Type
Bell 47
Bell 204B
Bell 206 JetRanger
PTN LST LTT ITT

6
1
4

Bell 206 LT TwinRanger
Total
1
1
Bell 407
Hiller UH-12
MHT
14
MD 500 (369)
MD 600 N
Sikorsky S-76
Hiller UH-12T
Tomcat
1
1
Total
8
1
1
1
1
15
26
UPDATED
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CIVIL CENSUS, PALESTINE

ICAO Registration Marking: OD

Manufacturer/Type
Mil Mi-8
PTN
LST
LTT ITT
MHT
Total
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CIVIL CENSUS, PAKISTAN

ICAO Registration Marking: AP

Manufacturer/Type
Bell 206 JetRanger
Bell 212
PTN LST
1
1
LTT ITT
Bell 412
Mil Mi-8
Total
MHT Total
6
1
UPDATED
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CIVIL CENSUS, OMAN

ICAO Registration Marking: A4O

The Royal Flight also operates Eurocopter Super Puma helicopters on VIP transport in civil markings,
but is part of the air force (see Military Census).
Manufacturer/Type
Bell 205
Bell 214ST
PTN LST
3
LTT ITT

Total
MHT Total
11
14
UPDATED
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CIVIL CENSUS, NORWAY
ICAO Registration Marking: LN

Manufacturer/Type
PTN
Bell 47
LST LTT ITT
Bell 204B
Bell 206 JetRanger
Bell 212
1
1
22
20
Hughes 300 (269)
Total
Bell 214ST
Enstrom F28
MHT
1
2
67
1
2
MD 500 (369)
MD 520N
Robinson R22
Robinson R44
14
Schweizer 300C
Sikorsky S-61
Sikorsky S-76
Total
21
47
11
28
114
UPDATED
Eurocopter AS 332L1 Super Puma
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CIVIL CENSUS, NIGERIA

ICAO Registration Marking: 5N

The Nigerian helicopter register changes frequently, as foreign operators engaged in the oil and gas industry
keep swapping types on a regular basis.
Manufacturer/Type
Bell 47
Bell 206 JetRanger
PTN
3
LST LTT ITT

14
8
Bell 212
Bell 222
19
1
Bell 412

Kamov Ka-26
MHT Total
46
5
2
13
Mil Mi-2
PZL Sokl
Schweizer 300C
Sikorsky S-76
1
1
1
1
Total
32
68
22
UPDATED
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CIVIL CENSUS, NICARAGUA

ICAO Registration Marking: YN

Manufacturer/Type
Bell 47
Bell 206 JetRanger
Mil Mi-2
PTN LST LTT ITT

3
1
Total
MHT Total
4
6
UPDATED
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CIVIL CENSUS, NEW ZEALAND

ICAO Registration Marking: ZK

Manufacturer/Type
PTN LST LTT ITT
Bell 47
Bell 204
Bell 206 JetRanger
7
8
41
2
Bell 212
Bell 222
Bell 407
1
1
1
Bell 412
Enstrom F28
1
2
63
10
1
1
75
2
14
Hiller UH-12ET
62
2
Eurocopter EC 135
Hiller UH-12
MHT Total
14
Hughes 300 (269)

MD 500 (369)
52
52
68
MD 520N
69
Robinson R22
90
Robinson R44
93
Schweizer 300C
18
18
Sikorsky S-55
Sikorsky S-76
Westland Scout
Westland Wessex
19
406
Total
181
195
11
UPDATED
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CIVIL CENSUS, NETHERLANDS
ICAO Registration Marking: PH

Manufacturer/Type
Agusta A 109
Bell 206 JetRanger
Brantly B-2B
PTN
LST
LTT
ITT
Total
1
1
1
Enstrom 480
MHT
2
1

4
2
2
7
Hughes 300 (269)
MD 500 (369)
Robinson R22
Robinson R44
Schweizer 300C
Schweizer 330
10
16
1
7
1
8
13
Sikorsky S-61
Sikorsky S-76
Total
7
27
11
11
9
2
60
UPDATED
Sikorsky S-76B
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CIVIL CENSUS, NEPAL


Manufacturer/Type
PTN LST
LTT ITT
MHT
Total
3
Mil Mi-8
Mil Mi-17
11
13
22
Total
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CIVIL CENSUS, NAMIBIA

ICAO Registration Marking: V5

Manufacturer/Type
PTN LST LTT ITT
Bell 206 JetRanger

Hiller UH-12
MHT Total
1
Hughes 300 (269)

MD 520N
4
1
Sikorsky S-61
Total
13
UPDATED
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CIVIL CENSUS, MYANMAR (BURMA)

ICAO Registration Marking: XY

Manufacturer/Type
PTN LST LTT
ITT
MHT
Total
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CIVIL CENSUS, MOZAMBIQUE

ICAO Registration Marking: C9

All helicopters are operated by the government-owned Empresa Nacional de Transporte and other
departments. None is privately-owned.
Manufacturer/Type
Bell 47
PTN
8
LST
Bell 206 JetRanger

10

Total
1
15
LTT
ITT
MHT Total
18
4
8
5
23
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CIVIL CENSUS, MONGOLIA

ICAO Registration Marking: JU

Manufacturer/Type
Bell 206 JetRanger
Mil Mi-8
Total
PTN LST LTT ITT

1
1
MHT
Total
1
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CIVIL CENSUS, MONACO

ICAO Registration Marking: 3A

Manufacturer/Type
Bell 47
Bell 206 JetRanger
PTN
2
LST
LTT
ITT
MHT Total
4


MD 500 (369)
13
2
1
Robinson R22
Total
2
11
20
UPDATED
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CIVIL CENSUS, MOLDOVA

ICAO Registration Marking: ER

Manufacturer/Type
Kamov Ka-26
PTN
LST LTT ITT
52
Total
52
Mil Mi-2
Total
MHT
52
34
34
34
86
VERIFIED
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CIVIL CENSUS, MEXICO
ICAO Registration Marking: XA/B/C

The great majority of helicopters registered in Mexico are operated by federal and local government
agencies, police forces and public utilities.
Manufacturer/Type
Agusta A 109
PTN
Bell 47
Bell 204
Bell 205
31
LST
LTT
ITT
12
MHT Total
12
20
1
Bell 206 JetRanger

Bell 212
Bell 230
108
35
38
1
Bell 412
10
Bell 430
Enstrom F28
Enstrom 280
245
4

11
8
11

6
12
20
77
2
Hiller UH-12
Hiller UH-12T
Hughes 300 (269)

MD 500 (369)
2
5
MD 530F
Robinson R22
Schweizer 300C
Sikorsky S-55
Sikorsky S-58
Sikorsky S-76
Total
56
191
43
70
9
17
377
UPDATED
Eurocopter BO 105LS
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CIVIL CENSUS, MAURITIUS

ICAO Registration Marking: 3B

Manufacturer/Type
Bell 206 JetRanger
PTN LST
3
LTT
ITT
MHT Total
3
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CIVIL CENSUS, MALTA

ICAO Registration Marking: 9H

In addition to locally registered machines operated by the armed forces (see Military Census), a number
of Russian-registered Mil Mi-8 helicopters are operated on sightseeing flights by Air Malta subsidiary,
Gozo Wings.
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CIVIL CENSUS, MALAYSIA
ICAO Registration Marking: 9M

Manufacturer/Type
PTN LST LTT ITT
Bell 47
Bell 205
Bell 206 JetRanger

1
22
7
Bell 212
Bell 222
1
2
Bell 230
1
5

MHT Total
40
3
6
Sikorsky S-61
Sikorsky S-64
Sikorsky S-76
21
18
Total
33
17
17
79
UPDATED
Eurocopter AS 365N2 Dauphin II
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CIVIL CENSUS, MALAWI


Manufacturer/Type
PTN LST
2
LTT ITT
MHT Total
2
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CIVIL CENSUS, MACEDONIA

ICAO Registration Marking: Z3

Several Mil Mi-8s are operated in civil markings by the Macedonian Air Force (see Military Census).
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CIVIL CENSUS, MACAU

ICAO Registration Marking: CS

Macau, situated on a small peninsula on the south coast of China, was transferred to Chinese
sovereignty on 31 December 1999 and is being administered as a Special Administrative Region (SAR)
(see under China).
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CIVIL CENSUS, LUXEMBOURG

ICAO Registration Marking: LX

Manufacturer/Type
PTN LST
Agusta A109
LTT ITT
MHT
Bell 205
Bell 212
Total
1
2
1
MD 500 (369)
Sikorsky S-76
Total
1
1
10
UPDATED
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CIVIL CENSUS, LITHUANIA

ICAO Registration Marking: LY

Manufacturer/Type
HillerUH-12E
Kamov Ka-26
PTN LST LTT ITT

1
MHT
14
Mil Mi-2
Total
1
14
Mil Mi-8
10
Robinson R44
Total
16
14
1
10
30
UPDATED
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CIVIL CENSUS, LIBYA


Manufacturer/Type
PTN
Bell 47
10
Total
10
LST
LTT
ITT
MHT Total
10
3
2
2
5
3
15
VERIFIED
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CIVIL CENSUS, LIBERIA

ICAO Registration Marking: EL

Manufacturer/Type
Bell 222
Hughes 300 (269)
Total
PTN LST LTT ITT

2
2
2
2
MHT
Total
2
2
4
VERIFIED
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CIVIL CENSUS, LATVIA

ICAO Registration Marking: YL

Manufacturer/Type
Mil Mi-2
PTN LST LTT ITT
MHT
Total
17
13
Mil Mi-8
Robinson R22
Total
1
13
18
VERIFIED
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CIVIL CENSUS, LAOS

ICAO Registration Marking: RDPL

Mil Mi-6 and Mi-8 helicopters are also flown by Lao Aviation in civil markings for the Lao People's
Liberation Army Air Force on transport and supply duties (see Military Census).
Manufacturer/Type
Mil Mi-8
PTN LST LTT ITT
Total
MHT
Total
1
VERIFIED
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CIVIL CENSUS, KYRGYZSTAN

ICAO Registration Marking: EX

Manufacturer/Type
Mil Mi-8
PTN LST
LTT ITT
MHT Total
7
Mil Mi-17
11
Total
11
11
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CIVIL CENSUS, KOREA, SOUTH
ICAO Registration Marking: HL

Manufacturer/Type
Bell 47
PTN LST LTT ITT

10
Bell 206 JetRanger
20
Bell 212
Bell 214B
Bell 222
1
3
2
Bell 230
Bell 412

45
2
7
3
MD 500 (369)
MD 520N
MD 900 Explorer
MHT Total
Mil Mi-26
PZL W-3 Sokl
Robinson R22
Sikorsky S-58T
Sikorsky S-76
Total
11
34
30
8
3
80
UPDATED
Eurocopter AS 365N2 Dauphin II
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CIVIL CENSUS, KENYA


Manufacturer/Type
Bell 47
Bell 206 JetRanger
PTN
2
LST
4
2

MD 500 (369)
Total
LTT
10
MHT
Total
8
1
ITT
4
1
13
UPDATED
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CIVIL CENSUS, KAZAKHSTAN

ICAO Registration Marking: UN

Manufacturer/Type
Mil Mi-2
PTN LST LTT ITT
MHT Total
11
Mil Mi-8
19
Mil Mi-17
36
25
36
Total
11
VERIFIED
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CIVIL CENSUS, JAPAN
ICAO Registration Marking: JA

Manufacturer/Type
PTN LST LTT ITT
Agusta A 109
Bell 47
6
7
16
2
121

45
1
28
4
Bell 214ST
Bell 222
Bell 230
Bell 407
1
7
3
1
Bell 412
Bell 430
Bell 204
Bell 205
Bell 206A JetRanger
Bell 212
Bell 214B
MHT Total
50
4
297
Enstrom F28
Enstrom 280
7
1
48

168
13
45
10
20
Eurocopter EC 135
10
10
Eurocopter/CATIC/STAe EC120B
325
Hughes 300 (269)
57
57
11
Kaman K-MAX
11
2
Kawasaki-Vertol KV 107
MD 500 (369)
35
MD 520N
2
3
MD 900 Explorer
Robinson R22
102
Robinson R44
48
Schweizer 300C
18
Schweizer 330
150
21
Sikorsky S-76
22
193
424
82
215
22
35
UPDATED
Tridair (Bell) Gemini ST
Bell 222
42
Total
949
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CIVIL CENSUS, COTE D'IVOIRE

ICAO Registration Marking: TU

Manufacturer/Type
PTN LST LTT ITT
Bell 47
MHT Total
5

Total
1
1
2
7
VERIFIED
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CIVIL CENSUS, ITALY
ICAO Registration Marking: I

Manufacturer/Type
Agusta A 109
PTN LST LTT ITT

53
Agusta A 119 Koala

Bell 47
Bell 204B
54
6
12
Bell 205
Bell 206 JetRanger
1
39
Bell 212
Bell 407
1
3
Bell 412
38
Bell 430
Boeing (Meridionali) Chinook

Dragon Fly
102
2
15
2
15
Enstrom 280
MHT Total
2
2
2
2
23
49

8
3
47
Eurocopter EC 135
142
2
7
Hiller UH-12
Hughes 300 (269)
26
26
MD 500 (369)
21
21
Robinson R22
73
Robinson R44
81
Schweizer 300C
Sikorsky S-76
32
32
Silvercraft SH-4
Total
2
165
198
64
58
2
490
UPDATED
Agusta A 109K2
Eurocopter AS 355N Ecureuil II
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CIVIL CENSUS, ISRAEL

ICAO Registration Marking: 4X

Manufacturer/Type
PTN LST LTT ITT
Bell 47
Bell 206 JetRanger

Bell 212
Bell 407
MHT Total
Bell 412

15
2
2
Hiller UH-12
Robinson R22
Tomcat
Total
16
10
31
VERIFIED
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CIVIL CENSUS, IRELAND

ICAO Registration Marking: EI

Manufacturer/Type
Agusta A 109
PTN
LST
LTT
ITT
Bell 206 JetRanger

MHT Total
6
15
1
Bell 222
Bell 407
2
1
Bell 430
Enstrom 480
1
2
Hughes 300 (269)
Robinson R22
1
2
Robinson R44
Sikorsky S-55
20
1
1
2
5
1
2
9
13
Sikorsky S-61N
Total
16
21
50
UPDATED
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CIVIL CENSUS, IRAQ

ICAO Registration Marking: YI

Although still registered, it is believed that many of the ex-Soviet Mil Mi-2s are no longer airworthy
due to lack of spares and maintenance.
Manufacturer/Type
Bell 47
PTN LST LTT ITT

3
MD 530F
Mil Mi-2
Total
1
3
MHT Total
3
1
24
24
24
28
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CIVIL CENSUS, IRAN

ICAO Registration Marking: EP

Manufacturer/Type
PTN
Bell 205
LST LTT ITT
MHT
Total
Bell 212
Bell 412
2
1
19
30
Mil Mi-8
10
37
Total
24
UPDATED
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CIVIL CENSUS, INDONESIA
ICAO Registration Marking: PK

The almost exclusively turbine-powered fleet is employed almost entirely on supporting Indonesia's oil
business. The large fleet is supplied in part by local company IPTN, which assembles several Bell and
Eurocopter models under licence.
Manufacturer/Type
Bell 204B
PTN LST LTT ITT

2
Bell 205
Bell 206 JetRanger
12
24
Bell 212
Bell 407
12
1
Bell 412
13
Bell (IPTN) NBell 412
10
Enstrom F28
MHT Total
74
1
8
2
2
1
3
Eurocopter (IPTN) BO 105
31
Eurocopter (IPTN) Puma
11
Eurocopter (IPTN) Super Puma
MD 500 (369)
Sikorsky S-58T
Sikorsky S-76
Total
57
64
35
50
16
159
UPDATED
Bell (IPTN) NBell 412
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CIVIL CENSUS, INDIA

ICAO Registration Marking: VT

Manufacturer/Type
Bell 47
PTN
27
LST
Bell 206 JetRanger

Bell 212
Bell 222
Bell 230
Bell 407
13
LTT ITT
MHT Total
6
1
2
7
Bell 412
Bell 430
28

Eurocopter (AS/HAL) Lama/Cheetah
Eurocopter (HAL) Chetak
72
5
4
9
24
70
Hiller UH-12
Hughes 300 (269)

MD 520N
Mil Mi-172
3
3
Robinson R22
Robinson R44
Schweizer 300C
Total
4
43
4
164
68
46
3
UPDATED
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CIVIL CENSUS, ICELAND

ICAO Registration Marking: TF

The Icelandic coastguard also operates several Eurocopter models in civil markings (see Military
Census).
Manufacturer/Type
PTN LST LTT ITT

1
1

Total
MHT Total
1
VERIFIED
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CIVIL CENSUS, HUNGARY
ICAO Registration Marking: HA

Manufacturer/Type
PTN LST
Bell 206 JetRanger
LTT ITT
MHT
Enstrom F28
Enstrom 280
1
1

Total
2
3
3
Hiller UH-12
Hughes 300 (269)

Kamov Ka-26
41
41
MD 500 (369)
Mil Mi-2
3
19
Robinson R22
Total
53
19
2
11
19
83
UPDATED
Kamov Ka-26
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CIVIL CENSUS, HONDURAS

ICAO Registration Marking: HR

Some helicopters including Bell 412 and MD 500 (369), are operated by the air force and the
government in civil markings.
Manufacturer/Type
Agusta A 109
PTN LST LTT ITT

1
MHT Total
1
Bell 407

MD 500 (369)
Total
7
UPDATED
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CIVIL CENSUS, GUYANA


All helicopters are operated in civil markings for the Guyana Defence Force (see Military Census).
VERIFIED
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CIVIL CENSUS, GUINEA-BISSAU

ICAO Registration Marking: J5

Manufacturer/Type
PTN LST
LTT ITT
MHT Total
1
VERIFIED
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CIVIL CENSUS, GUATEMALA
ICAO Registration Marking: TG

Manufacturer/Type
Bell 47
Bell 204B
Bell 206 JetRanger
Bell 212
Hughes 300 (269)
MD 520N
PTN LST
1
1
29
7
MHT
2
4
1
Total
40
4
1
Sikorsky S-76
Total
LTT ITT
42
49
UPDATED
Eurocopter AS 350B Ecureuil

(1998)
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CIVIL CENSUS, GREECE

ICAO Registration Marking: SX

Manufacturer/Type
PTN LST LTT ITT
Agusta A 109
Bell 47
MHT Total
2
13
Bell 206 JetRanger
Bell 212
Bell 407
5
1
25
Brantly B-2B
Enstrom 280
Eurocopter EC 135
11
Hiller UH-12
Robinson R22
Sikorsky S-76
Total
28
11
54
UPDATED
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CIVIL CENSUS, GHANA

ICAO Registration Marking: 9G

Manufacturer/Type
Bell 212
Enstrom 280
PTN LST
LTT ITT
1
1
1
Westland Wessex
Total
MHT Total
1
1
1
1
VERIFIED
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CIVIL CENSUS, GERMANY
ICAO Registration Marking: D

Manufacturer/Type
Agusta A 109
PTN LST LTT ITT
Bell 47
38
10
Bell 204
Bell 205/UH-1
12
5
Bell 206 JetRanger

54
22
Bell 206LT
Bell 212
Total
10
1
10
Bell 222
Bell 407
7
10
Bell 412
Enstrom F28
Enstrom 280
Enstrom 480
4
1
Eurocopter EC 135
MHT
14
26
36
163
Eurocopter (AS) Dauphin

5
47

20
82
Eurocopter/CAIC/STAe EC 120B
Hiller UH-12E
231
36
36
Hiller UH-12T
Hughes 300 (269)
13
Kaman K-MAX
13
1
Kamov Ka-26
MD 500 (369)
25
MD 520N
MD 600N
MD 900 Explorer
Mil Mi-2
34
10
Mil Mi-8
12
7
22
PZL Sokol
Robinson R22
50
Robinson R44
35
85
Schweizer 300C
47
47
Sikorsky S-58
Sikorsky S-76
Total
203
232
127
83
35
UPDATED
Eurocopter/Kawasaki BK 117B2
680
MD Explorer
(2000)
Eurocopter EC 135
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CIVIL CENSUS, GABON

ICAO Registration Marking: TR

In addition to the single Gabonaise-registered Alouette, a sizable fleet of French-registered Eurocopter
helicopters is operated in Gabon by the local associate of the French helicopter operator Heli-Union.
Manufacturer/Type
PTN LST LTT ITT
MHT Total

Total
2
VERIFIED
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CIVIL CENSUS, FRENCH OVERSEAS DEPARTMENTS/TERRITORIES

ICAO Registration Marking: F-O

The French Overseas Departments comprise Guadeloupe, Martinique, St Barthelemy and St Martin in the
Caribbean; French Guiana on the northern coast of South America; and the island of Runion in the Indian Ocean
east of Madagascar. French Overseas Territories are made up of French Polynesia, New Caledonia and the Wallis
and Futuna Islands in the South Pacific, as well as the Southern and Antarctic Territories. The island group of St
Pierre et Miquelon off the southern coast of Newfoundland and the disputed island of Mayotte in the Comoros
archipelago off the northwest corner of Madagascar, jointly form the French Overseas Collectivits Territoriales.
Manufacturer/Type
PTN LST
Bell 47
Bell 205
Bell 206 JetRanger
1
1
LTT ITT
MHT
Total

18
Eurocopter (MBB) BO105
Hughes 300 (269)

MD 500 (369)
Robinson R22
Robinson R44
37
7
2
8
Schweizer 300C
Total
3
21
30
3
62
2
VERIFIED
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CIVIL CENSUS, FRANCE
ICAO Registration Marking: F

Manufacturer/Type
Agusta A 109
PTN LST LTT ITT MHT
Bell 47
Bell 205
Bell 206 JetRanger
Bell 214
Bell 407
122
Bell 206LT
Dragon Fly
Enstrom F28
Enstrom 280
Eurocopter (AS) Dauphin
Total
178
3
3
47
3
1
1
3
1
2
3
104
2
3

Eurocopter (AS) Djinn
16
4

Eurocopter (AS) Esquilo
137
13

22
34
2
Eurocopter EC 135
15
354
Hiller UH-12
Hughes 300 (269)

MD 500 (369)
35
35
13
13
NH Industries NH 90
Robinson R22
71
Robinson R44
20
Schweizer 300C
35
Schweizer 330
Sikorsky S-76
91
1
36
1
Silvercraft SH-4
Total
293
1
1
358
56
17
729
UPDATED
Eurocopter AS355F2 Ecureuil II
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CIVIL CENSUS, FINLAND
ICAO Registration Marking: OH

Manufacturer/Type
Bell 206 JetRanger
Bell 412
PTN LST LTT ITT MHT

13
2
Enstrom F28
Enstrom 280
2
3
Total
19
5
1
3
Eurocopter EC 135
Eurocopter/CATIC/STAe Colibri
12
1
Hiller UH-12
Hughes 300 (269)

MD 500 (369)
Robinson R22
18
Robinson R44
20
Schweizer 300C
Total
5
35
5
71
20
3
UPDATED
Eurocopter AS 332L Super Puma

(2000)
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CIVIL CENSUS, FIJI

ICAO Registration Marking: DQ

Manufacturer/Type
PTN LST
3
LTT ITT
MHT Total
3
UPDATED
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CIVIL CENSUS, ESTONIA

ICAO Registration Marking: ES

All civil-registered machines are operated by the Ministry of Interior.
Manufacturer/Type
Mil Mi-2
PTN LST LTT ITT
MHT Total
Mil Mi-8
Robinson R22
Total
8
1
VERIFIED
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CIVIL CENSUS, EL SALVADOR

ICAO Registration Marking: YS

Manufacturer/Type
Bell 206 JetRanger
Bell 212
Hughes 300 (269)
PTN LST LTT

2
ITT
MHT Total
3
1
MD 500 (369)
Mil Mi-8
Robinson R22
Total
1
1
UPDATED
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CIVIL CENSUS, EGYPT

ICAO Registration Marking: SU

All turbine-powered helicopters are operated by Petroleum Air Services, a joint Egyptian/US
undertaking involved in the onshore/offshore oil business.
Manufacturer/Type
Bell 206 JetRanger
PTN LST
2

Bell 212
Bell 412
Total
LTT ITT
MHT Total
10
5
23
15
23
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CIVIL CENSUS, ECUADOR

ICAO Registration Marking: HC

Manufacturer/Type
Bell 47
Bell 204
Bell 206 JetRanger
PTN
9
LTT
ITT
MHT Total
1
6

Kaman K-MAX
Total
LST
3
1
19
1
12
21
UPDATED
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CIVIL CENSUS, DOMINICAN REPUBLIC

ICAO Registration Marking: HI

Manufacturer/Type
Bell 206 JetRanger
PTN LST
7
1
Hughes 300 (269)
LTT ITT
8
2
MD 500 (369)
1
Robinson R44
Total
2
2
Robinson R22
MHT Total
1
3
16
VERIFIED
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CIVIL CENSUS, DENMARK
ICAO Registration Marking: OY*

*includes Greenland and the Faroe Islands
Manufacturer/Type
Bell 47
Bell 206 JetRanger
Bell 212
Bell 222
Bell 407
PTN
1
LTT
ITT
MHT Total
3
8
2
1

Hughes 300 (269)
MD 500 (369)
LST
15
2
6
1
4
1
3
13
1
3
MD 520N
Robinson R22
Robinson R44
5
9
Schweizer 300C
Sikorsky S-61
2
4
Sikorsky S-76
Total
15
16
13
5
8
53
UPDATED

(2000)
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CIVIL CENSUS, CZECH REPUBLIC

ICAO Registration Marking: OK

Manufacturer/Type
PTN
LST LTT ITT
MHT
Total
Dragon Fly
1
1
Mil Mi-2
5
8
Mil Mi-8
PZL Kania
Robinson R22
Robinson R44
Total
13
2
7
10
32
UPDATED
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CIVIL CENSUS, CYPRUS


Manufacturer/Type
PTN
Bell 47
18
LST LTT ITT
Bell 412
MHT
19
Hughes 300 (269)
Total
19
Total
1
1
21
VERIFIED
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CIVIL CENSUS, CUBA

ICAO Registration Marking: CU

Manufacturer/Type
Mil Mi-8
PTN LST
LTT ITT
MHT Total
12
12
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CIVIL CENSUS, CROATIA


All helicopters are operated by government agencies including the Croatia State Police and Ministry of
Interior.
Manufacturer/Type
Bell 206B JetRanger
Mil Mi-8
PTN LST
3
LTT ITT
Mil Mi-17
Total
MHT Total
3
9
VERIFIED
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CIVIL CENSUS, COSTA RICA

ICAO Registration Marking: TI

Manufacturer/Type
Bell 47
Bell 205
Total
PTN LST LTT ITT

11
2
1
11
2
5
MHT Total
13
3
16
UPDATED
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CIVIL CENSUS, CONGO, DEMOCRATIC REPUBLIC


Manufacturer/Type
Bell 206 JetRanger
PTN LST
3
Hughes 300 (269)

Total
1
1
LTT ITT
MHT Total
3
1
6
VERIFIED
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CIVIL CENSUS, CONGO

ICAO Registration Marking: TN

Manufacturer/Type
PTN LST LTT ITT
MHT
Total
1
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CIVIL CENSUS, COMOROS

ICAO Registration Marking: D6

Manufacturer/Type
PTN LST
1
LTT ITT
MHT Total
1
UPDATED
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CIVIL CENSUS, COLOMBIA

ICAO Registration Marking: HK

Oil, mining exploration and vast, largely inhospitable terrain, account for the almost exclusive use of turbine
helicopters.
Manufacturer/Type
PTN
Bell 47
Bell 204B
23
LST
LTT
MHT
Total
Bell 205
Bell 206 JetRanger

Bell 212
13
47
23
Bell 222
Bell 412
2
1
Enstrom F28
Enstrom 280
114
2
3
1
3
Fairchild-Hiller FH-1100
Hughes 300 (269)
MD 500 (369)
ITT
7
1
1
5
32
32
Mil Mi-17
22
Robinson R22
Total
32
22
2
102
27
22
186
UPDATED
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CIVIL CENSUS, CHINA, PEOPLE'S REPUBLIC

Manufacturer/Type
PTN
Bell 206 JetRanger
LST
LTT
ITT
Bell 212
Bell 222
Enstrom 280
2
20

Harbin Z9A
38
2
MD 520N
Mil Mi-8
Sikorsky S-76
19
Robinson R44
MHT Total
24
1
24
1
14
14
Total
17
48
30
101
* includes 3 Harbin-built Z-9A

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Robinson R44
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CIVIL CENSUS, CHILE
ICAO Registration Marking: CC

Manufacturer/Type
Bell 47
Bell 204
Bell 205
Bell 206B JetRanger
Bell 209
Bell 222
Bell 407
PTN
6
LST
LTT
ITT
MHT Total
9
8
13
4
1
1
5
Bell 412

Eurocopter EC 135
6
4
2
2
48
25
3
Hiller UH-12E
Hughes 300
Robinson R44
Schweizer 300C
Sikorsky S-55T
Tomcat
Total
19
1
1
58
12
95
UPDATED
BO 105
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CIVIL CENSUS, CAYMAN ISLANDS

ICAO Registration Marking: VR-C

Helicopters are frequently registered and cancelled for tax reasons and vary from month to month. No
helicopters are operated by indigenous companies.
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CIVIL CENSUS, CANADA
ICAO Registration Marking: C-F/C-G

Manufacturer/Type
PTN
Bell 47
29
LST
Bell 204
28
Bell 205
47
Bell 206 JetRanger
484
148
ITT
8
10
Bell 230
1
21
Bell 412
Bell 430
Bell/Samsung 427
Boeing-Vertol CH-47 Chinook
Total
73
Bell 222
Bell 407
MHT
Bell 212
Bell 214B
LTT
855
6
1
Boeing-Vertol 107 II
Brantly B-2
Enstrom F28
23
Enstrom 280
22
Enstrom 480
Eurocopter (AS) Astar

46
180
Eurocopter (AS) Ecureuil II/TwinStar
47
12
18
11
3
20
Hiller UH-12ET
Hughes 300 (269)
272
11
Hiller UH-12
24
28
28
Kamov Ka-32
Kaman K-MAX
MD 500 (369)
105
MD 530F
MD 520N
MD 600N
Robinson R22
131
Robinson R44
61
Schweizer 300C/CB
15
Schweizer 330
Sikorsky S-55T
Sikorsky S-58
2
2
113
192
16
1
4
Sikorsky S-58T
Sikorsky S-61
21
Sikorsky S-64A Skycrane
Sikorsky S-76
Total
32
334
1,115 35
125
65
33
1,642
UPDATED
Bell 430
Bell (MHDS) MD 500 firefighter
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CIVIL CENSUS, CAMEROON

ICAO Registration Marking: TJ

Manufacturer/Type
PTN
Bell 206 JetRanger
LST
LTT
ITT
MHT Total
2
1

Total
UPDATED
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CIVIL CENSUS, CAMBODIA

ICAO Registration Marking: XU

A number of Mil Mi-8 and Mi-17 are additionally flown in civil markings for the Cambodian Air Force
(see Military Census).
Manufacturer/Type
PTN LST LTT ITT

1
2
Total
MHT Total
3
3
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CIVIL CENSUS, BURUNDI

ICAO Registration Marking: 9U

Manufacturer/Type
PTN LST
1
LTT ITT
MHT Total
1
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CIVIL CENSUS, BURKINA FASO

ICAO Registration Marking: XT

Manufacturer/Type
Enstrom 480
Mil Mi-8
Total
PTN LST LTT ITT

1
1
MHT Total
1
1
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CIVIL CENSUS, BULGARIA

ICAO Registration Marking: LZ

Manufacturer/Type
PTN LST
Kamov Ka-26
26
LTT ITT
Kamov Ka-32
MHT Total
5
Mil Mi-2
31
17
Mil Mi-8
12
Mil Mi-17
Mil Mi-26
39
27
70
Total
26
17
UPDATED
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CIVIL CENSUS, BRUNEI DARUSSALAM

ICAO Registration Marking: V8

All registered helicopters are twin-engined turbine-powered machines used on offshore and onshore oil
exploration and support.
Manufacturer/Type
Bell 206B JetRanger
PTN LST
3
LTT ITT
Bell 212
Bell 214ST
Sikorsky S-61
Sikorsky S-76
MHT Total
Total
4
3
10
UPDATED
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CIVIL CENSUS, BRAZIL
ICAO Registration Marking: PP/PT

Brazil operates the largest number of helicopters on the South American continent. Its pre-eminence is due in
part to its own helicopter manufacturing industry (Helibras), a sizable oil and mineral exploration sector and
large tracts of mostly inaccessible terrain. This also accounts for the high proportion (80 per cent) of
turbine-powered helicopters.
Manufacturer/Type
PTN
LST LTT
Agusta A 109
Bell 47
ITT
Total
4
18
Bell 205
Bell 206A/B JetRanger
121
18
Bell 212
Bell 222
Bell 407
14
Bell 412
Bell 430
Enstrom F28
Enstrom 280
MHT
198
12
10
Eurocopter (HB) Esquilo
75
Hughes 300 (269)
102
4
14
14
28
MD 500 (369)
28
23
23
Robinson R22
29
Robinson R44
38
Schweizer 300C
Sikorsky S-51
Sikorsky S-55
Sikorsky S-58T
Sikorsky S-61
Sikorsky S-76
14
Total
102
275
23
46
28
8
454
UPDATED
HB 350B Esquilo
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CIVIL CENSUS, BOTSWANA


Manufacturer/Type
Bell 206B
MD 520N
PTN LST LTT

1
Schweizer 300C
Total
1
1
ITT
MHT Total
1
1
3
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CIVIL CENSUS, BOSNIA-HERZEGOVINA

ICAO Registration Marking: T9

All civil-registered helicopters are operated by the government.
Manufacturer/Type
Mil Mi-17
PTN LST LTT ITT
MHT Total
12
12
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CIVIL CENSUS, BOLIVIA

ICAO Registration Marking: CP

Manufacturer/Type
Bell 206A Jet Ranger
PTN LST
1
2
2
Total
LTT ITT
MHT Total
1
4
5
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CIVIL CENSUS, BERMUDA

ICAO Registration Marking: VR-B

Helicopters are frequently registered and cancelled for tax reasons and the register varies from month to
month. None are actually operated in Bermuda.
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CIVIL CENSUS, BENIN

ICAO Registration Marking: TY

Two Eurocopter (Aerospatiale) AS 350B Ecureuil are operated by the Benin Air Force in civil markings
(see Military Census).
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CIVIL CENSUS, BELGIUM

ICAO Registration Marking: OO

Manufacturer/Type
Agusta A 109
PTN
Bell 47
LTT
ITT
MHT Total
3
16
Bell 407
Enstrom F28
Enstrom 280
Enstrom 480
Hughes 300 (269)
MD 500 (369)
LST
18
6
1
1
2
8
3
8
MD 520N
MD 600N
Robinson R22
30
Robinson R44
4
34
Schweizer 300C
Schweizer 330
Total
58
2
24
10
5
88
UPDATED
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CIVIL CENSUS, BELARUS

ICAO Registration Marking: EW

Belarus' helicopter strength comprises mostly older piston-engined types, many of which may no longer be
airworthy.
Manufacturer/Type
Kamov Ka-26
PTN LST LTT ITT
MHT Total
21
Mil Mi-2
21
16
Mil Mi-8
Total
21
16
18
39
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CIVIL CENSUS, BARBADOS

ICAO Registration Marking: 8P

Manufacturer/Type
PTN LST
2
LTT ITT
MHT Total
2
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CIVIL CENSUS, BAHAMAS


Manufacturer/Type
Bell 206B JetRanger
Bell 407
PTN
LST
1
LTT ITT MHT Total
Bell 430
Total
3
UPDATED
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CIVIL CENSUS, AZERBAIJAN

ICAO Registration Marking: 4K

Almost all of the helicopters known to be registered are operated by AZAL Aero, a division of the
national airline, Azerbaijan Airlines.
Manufacturer/Type
Mil Mi-2
PTN LST LTT ITT
MHT Total
15
Mil Mi-8
19
Mil Mi-17
15
49
34
49
Total
15
UPDATED
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CIVIL CENSUS, AUSTRIA
ICAO Registration Marking: OE

Manufacturer/Type
Agusta A 109
PTN LST LTT ITT MHT

4
Total
4
Bell 205
Bell 222
Bell 412
2
20
2

Eurocopter EC 135
15
Hughes 300 (269)
Kaman K-MAX
1
2
1
2
27
9
6
7
2
38
MD 500 (369)
MD 520N
Robinson R22
Robinson R44
13
Schweizer 300C
Total
3
18
3
95
54
20
3
UPDATED
MTC Eurocopter EC 135

(1998)
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CIVIL CENSUS, AUSTRALIA
ICAO Registration Marking: VH

With a population of only 16 million dispersed over a vast area, the helicopter has proved vital and
indispensable, particularly for sheep and cattle herding, mineral exploration and agriculture, which
accounts for the high percentage (60 per cent) of piston-engined machines.
Manufacturer/Type
Agusta A 109
PTN
Bell 47
Bell 204B
Bell 205
Bell 212
Bell 222
Bell 407
110
LST
LTT
ITT
MHT Total
5
7
1
130
28
6
1
5
Bell 412
12
300
Brantly B-2
Cicare CH-7 Angel
Enstrom F28
Enstrom 280
5
5
10

50
8
1
Eurocopter EC 135
72
17
17
Hiller UH-12
16
16
Hughes 300 (269)

MD 500 (369)
33
33
33
MD 520N
MD 600N
37
Robinson R22
299
Robinson R44
57
356
Schweizer 300C/CB
13
13
Sikorsky S-76
22
Total
542
265
14
58
22
11
890
UPDATED
Bell 47
Bell 412
(2000)
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CIVIL CENSUS, ARGENTINA

ICAO Registration Marking: LQ

The vast majority of helicopters are operated by provincial police forces, provincial governments and
various ministries.
Manufacturer/Type
Agusta A 109
PTN LST LTT ITT
Bell 47
Bell 204
Bell 205
Bell 206LT Twin Ranger
Bell 212
22
Total
3
4
6
14
5
1
1
Bell 222
Bell 407
3
1
Enstrom F28
Enstrom 280
MHT
57
2
1
2

3
3
22
32
4
Hiller UH-12E
14
Hughes 300 (269)*
20
4
11
11
MD 500 (369)
14
MD 520N
MD 530F
Robinson R22
1
78
Robinson R44
11
89
Schweizer 300C
Total
1
139
1
239
64
16
26
10
* includes some built by RACA in Argentina

UPDATED
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CIVIL CENSUS, ANGOLA

ICAO Registration Marking: D2

Manufacturer/Type
PTN
LST
Bell 206B JetRanger
LTT
ITT
MHT
Total
1
Mil Mi-17
Total
UPDATED
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CIVIL CENSUS, ANDORRA


Manufacturer/Type
PTN LST LTT ITT MHT Total

1

Robinson R22
1
1
Total
2
1
3
UPDATED
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CIVIL CENSUS, ALGERIA

ICAO Registration Marking: 7T

Civil-registered helicopters are operated by the national airline, Air Algrie and the Ministry of
Communications.
Manufacturer/Type
PTN LST
LTT ITT
MHT Total

Total
9
16
6
10
16
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CIVIL CENSUS, ALBANIA

ICAO Registration Marking: ZA

There is no private or commercial helicopter ownership in Albania. All civil-registered machines are
operated by the government, or government agencies.
Manufacturer/Type
Bell 222
Total
PTN LST
3
3
LTT ITT
1
1
MHT Total
1
3
4
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CIVIL CENSUS
Introduction
Civil census courtesy of Air Track, Hilliard, Florida, USA, plus additional research by Jane's
Information Group.
NOTES:
Totals for Bell 47 and Hiller UH-12 include Soloy conversions.
Licence-built models are included in figures of original manufacturer.
Kit-built helicopters have been excluded from totals.
Key:
PTN = Piston-engined
LST = Light Single-Turbine
LTT = Light Twin-Turbine
ITT = Intermediate Twin-Turbine
MHT = Medium/Heavy multi-Turbine (2 or 3 engines)
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, SOUTH AFRICA

Heyns Helicopters (Pty) Ltd/Titan Helicopters

(Established 1997)
Head Office: PO Box 10326, George 6530
Tel: (+27 44) 874 11 60
Fax: (+27 44) 884 15 38
e-mail: info@titanhelicopters.com
Web: http://www.titanhelicopters.com
Chief Executive: Martin Steynberg
Activities:
Aerial Work
Charter
Firefighting
Heavylift
Fleet (11): 1 x 212, 2 Mi-8T, 6 Mi-8MTV-1, 2 SA 330
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, KOREA, SOUTH

Samsung Techwin Aviation

Head Office: Samsung Yeoksam Building, 647-9, Yeoksam-dong, Kangnam-gu, Seoul 135-080
Tel: (+82 2) 36 61 64 05
Fax: (+82 2) 36 62 39 83
General Manager: Joong-Koo Lee
General Manager: Byung-Kwan Bae
Activities:
Aerial Work
Charter
Emergency Medical Service
Tourist Flights
Fleet (7): 2 412EP, 4 AS 365N2, 1 Mi-26TC + fixed-wing aircraft
UPDATED
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Citi Air
Head Office: Suat 1821, Changkang, Building 22,
Doh-Woa-Dong, Mapo-ku, Seoul
Tel: (+82 2) 32 72 81 20
Fax: (+82 2) 32 72 81 25
Activities:
Aerial Work
Charter
Fleet (5): 3 W3AM, 2 (3) SB427
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, UNITED STATES OF AMERICA

Sunshine Helicopters Inc

(Established 1986)
Head Office: 107 Kahului Heliport, Hanger 107, Kahului, Hawaii 96732
Tel: (+1 808) 871 07 22
Fax: (+1 808) 871 06 82
e-mail: ross@sunshinehelicopters.com
Web: http://www.sunshinehelicopters.com
President: Ross Scott
Director of Operations: Fred Adlard
Chief Pilot: Debi Irby
Director of Maintenance: Gordon Bediamol
Activities:
Charter
Sightseeing
Fleet (7): 7 AS 350BA
NEW ENTRY
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Sundance Helicopters Inc

(Established 1985)
Head Office: 5596 Haven Street, las Vegas, Nevada 89119
Tel: (+1 702) 736 06 06
Fax: (+1 702) 736 41 07
Web: http://www.helicoptour.com
Chief Executive Officer: Jim Granquist
Director of Operations: John Sullivan
Director of Maintenance: Robert L Fahnestock
Employees: 25
Activities:
Aerial work
Charter
Sightseeing
Fleet (12): 3 206B-III, 4 AS 350B2, 5 AS 350BA
NEW ENTRY
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Summit Helicopters Inc

(Established 1980)
Head Office: PO Box 39, Cloverdale, Virginia 24077
Tel: (+1 540) 992 55 00
Fax: (+1 540) 992 55 03
President: Carl N Milko
Vice President Operations: James C Carlton
Chief Pilot: John W Reed
Chief of Maintenance: Austin A Dudley
Activities:
Aerial Work
Charter
Fleet (12): 1 205A-1, 1 206B-III, 2 206L-1, 1 206L-3, 1 206L-4, 6 UH-12ET
NEW ENTRY
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Heavy Lift Helicopters Inc

(Established 1995)
Head Office: 19378 Central Road, Apple Valley, California 92307
Tel: (+1 760) 240 10 74
Fax: (+1 760) 240 12 02
President: R Harry Rogers
General Manager: Pat Patterson
Director of Maintenance: Peter Todd
Activities:
Heavy Lift
Logging
Offshore
Fleet (5): 5 CH-54A
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, SWEDEN

Patria Ostermans Aero AB

Head Office: Box 116, 190 46 Stockholm-Arlanda
Tel: (+46 8) 59 37 87 00
Fax: (+46 8) 59 37 87 90
President: Peter Frisk
Technical Director: Thomas Jarlinge
Activities:
Charter
External Load
Fleet (8): 1 204B, 2 206B, 2 206L, 1 412
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, INDIA

Deccan Aviation (P) Ltd

(Established 1995)
Head Office: Jakkur Aerodrome, Bellary Road, Bangalore 560 064
Tel: (+91 80) 856 13 78
Fax: (+91 80) 856 35 25
e-mail: deccanair@vsnl.com
Web: http://www.deccanair.com
Chairman: N S Narahari
Managing Director: G R Gopinath
Maintenance Manager: G Vidyababu
Employees: 50
Activities:
Aerial Work
Air taxi/Charter
EMS
Media
Fleet (7): 2 206B-III, 2 206L-3, 1 212, 1 214B, 1 407
NEW ENTRY
Gnter Endres MRAeS
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COMMERCIAL HELICOPTER OPERATORS, GREECE

Interjet Hellenic Aviation SA

(Established 1992)
Head Office: 6 Vouliagmenis Avenue, 16674 Glyfada, Athens
Tel: (+30 1) 961 20 50
Fax: (+30 1) 961 27 50
e-mail: interjet@hot.gr
Web: http://www.interjet.gr
President/Chief Executive Officer: K Andreopoulos
Director General: Kimon Danilidis
Director Operations: K Tsigkas
Chief Pilot: D Garganas
Director Maintenance: C Mavriois
Employees: 40
Activities:
Aerial Work
Charter
EMS
Sightseeing
Fleet (7): 2 AS 355F2, 3 AS 355N, 2 BO 105CBS
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, CANADA

Turbowest Helicopters Ltd

(Established 1979)
Head Office: Site 16, Box 36, RR2, Springbank Airport, Calgary, Alberta T2P 2G5
Tel: (+1 403) 291 38 55
Fax: (+1 403) 291 15 25
e-mail: turbowest@nucleus.com
Web: http://www.turbowest.com
President: Alex Lang
General Manager: E Schmidt
Operations Manager/Chief Pilot: B Johnstone
Employees: 10
Activities:
Aerial Work
Charter
Fleet (6): 2 206B, 1 206B-III, 1 500D, 1 AS 350B2, 1 SA 315B
NEW ENTRY
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Hudson Bay Helicopters

(Established 1984)
Head Office: Box 337, Churchill, Manitoba R0B 0E0
Tel: (+1 204) 675 2576
Fax: (+1 204) 675 2331
e-mail: info@hudsonbayheli.com
Web: http://www.hudsonbayheli.com
Founder/President: Steve Miller
Chief Pilot/Engineer: Jody McRae
Activities:
Aerial Work
Charter
Tour flights
Fleet (9): 1 204B, 3 206B-III, 1 206LR, 2 500D, 1 AS 350BA, 1 AS 350B3
NEW ENTRY
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Heli Express Inc

(Established 1990)
Head Office: 708-7 Avenue, Ste-Foy, Quebec G2G 2T6
Tel: (+1 418) 877 5890
Fax: (+1 418) 877 5891
e-mail: heliexpress@qc.aira.com
Web: http://www.heliexpress.com
President: Mathieu Gingras
Operations Manager: Gilles Gendron
Chief Pilot: Richard Brunet
Chief Engineer: Robert Audette
Employees: 20
Activities:
Aerial Work
Charter
Training
Fleet (7): 1 300CB, 2 AS 350BA, 2 AS 350B2, 1 AS 350B3, 1 EC 120B
NEW ENTRY
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Gemini Helicopters Inc

(Established 1998)
Head Office: Box 45, 9909-102 Street, Grande Prairie, Alberta T8V 2V4
Tel: (+1 780) 402 24 44
Fax: (+1 780) 402 24 48
e-mail: ghiheli@geminihelicopters.com
Web: http://www.geminihelicopters.com
Founder/President/Chief Pilot: Roch Dallaire
Operations Manager: Todd Tkach
Director of Maintenance: Christian Dallaire
Activities:
Aerial Work
Logging
Training
Fleet (9): 1 204B, 3 206B-III, 2 AS 350D, 2 R22, 1 R44
NEW ENTRY
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Gateway Helicopters Ltd

(Established 1994)
Head Office: PO Box 21028, North Bay, Ontario P1B 9N8
Tel: (+1 705) 474 4214
Fax: (+1 705) 474 1813
e-mail: info@gatewayhelicopters.com
Web: http://www.gatewayhelicopters.com
President: David Lauzon
Activities:
Aerial Work
Charter
Training
Fleet (7): 2 206B-II, 2 206B-III, 1 206LR, 2 280
NEW ENTRY
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Arctic Sunwest Charters

(Established 1993)
Head Office: Box 1807, Yellowknife, Northwest Territories X1A 2P4
Tel: (+1 867) 873 4464
Fax: (+1 867) 873 9334
e-mail: info@arcticsunwest.com
Web: http://www.arcticsunwest.com
President: Marvin Robinson
General Manager/Operations: Bruce Johansson
Chief Pilot: Geoff Furniss
Activities:
Aerial Work
Charter
Fleet (7): 2 206B-III, 2 AS 350BA, 2 EC 120B, 1 MD500E
NEW ENTRY
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1 Image
COMMERCIAL HELICOPTER OPERATORS, UNITED KINGDOM
Air Harrods Ltd

(Established 1996)
Head Office: First Avenue, London Stansted Airport, Stansted, Essex CM24 1QQ
Tel: (+44 1279) 66 08 00
Fax: (+44 1279) 66 08 80
e-mail: info@airharrods. com
Web: http://www.airharrods. com
General Manager: Stephen Tierney
Operations Manager: Dawn Wyatt
Activities:
Charter
Media
Training
Fleet (4): 1 A109 Power Elite, 1 EC 135T1, 1 S-76B, 1 S-76A++
UPDATED
Air Harrods Sikorsky S-76A++ (Gnter Endres)

(2002)
Gnter Endres MRAeS
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Horizon Helicopters Inc

(Established 1991)
7903 County Road, Suite 220, Brazoria County Airport, Angleton, Texas 77515
Tel: (+1 409) 864 44 14
Fax: (+1 409) 864 44 24
President: Mark Lancaster
Chief Pilot: Jim Watkins
Activities:
Charter
Aerial Work
Firefighting
Offshore Support
Tourist Flights
Fleet (12): 8 206B-III, 2 206L-1, 2 206L-3
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, SWITZERLAND AND LIECHTENSTEIN

Heli-Linth AG
(Established 1972)
Flugplatz, CH-8753 Mollis
Tel: (+41 55) 612 33 33
Fax: (+41 55) 612 26 82
e-mail: heli-linth@bluewin.ch
Chief Executive: Peter Kolesnik
Employees: 12
Activities:
Aerial Work
Charter
Search and Rescue
Tourist Flights
Fleet (7): 1 430, 2 AS 350B2, 2 AS 350B3, 1 EC 120B, 1 MD902
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, NORWAY

Norsk Luftambulanse A/S

(Established 1978)
Postboks 27, 1332 Hvik
Tel: (+47) 67 59 27 59
Fax: (+47) 67 59 27 58
Web: http://www.norskluftambulanse.no
Managing Director: Tore Talseth
Manager Flight Operations: Bjorn Nergard
Technical Manager: Erland Ekeberg
Employees: 110
Activities:
EMS
Fleet (6): 5 BO 105CBS-4, 1 EC 135P1
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, NEW ZEALAND

Helipro
(Established 1985)
PO Box 7004, Palmerston North 5315
Tel: (+64 6) 357 13 48
Fax: (+64 6) 357 13 43
e-mail: info@helipro.co.nz
Chief Executive: Rick Lucas
Employees: 20
Activities:
Aerial Work
Charter
Fleet (11): 1 206B, 2 300C, 3 AS 350D, 2 AS 355F1, 1 BK 117A-3, 1 R44, 1 UH-1H
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, NEPAL

Karnali Air Pvt Ltd

(Established 1997)
PO Box 9419, Kathmandu
Tel: (+977 1) 47 31 41
Fax: (+977 1) 48 82 88
e-mail: info@karnali-helicopter.com
Web: http://www.karnali-helicopter.com
Chairman: Capt B N Sharma
Executive President: Lt-Col Naran Singh Pun
Employees: 60
Activities:
Tourist Flights
Charter
Fleet (6): 2 AS 350BA, 1 AS 350B2, 3 BK 117B-1
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, GERMANY

Deutsche Rettungsflugwacht eV
(Established 1972)
Raiffeisenstrasse 32, 70794 Filderstadt
Tel: (+49 711) 700 70
Fax: (+49 711) 70 07 20 09
e-mail: DRF.OPC@t-online.de
Chief Executive: Prof. Horst Dieter Becker
Employees: 175
Activities:
Fleet (30): 16 BK117, 11 BO 105CBS, 3 EC135P1 plus three fixed-wing aircraft
UPDATED
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ADAC Luftrettung GmbH

(Established 1982)
Am Westpark 8, D-81373 Munich
Tel: (+49 89) 76 76 21 24
Fax: (+49 89) 76 933 58
Chief Executive: Friedrich Rehkopf
Employees: 125
Activities:
Fleet (34): 11 BK 117, 7 BO 105CBS, 13 EC 135, 2 EC 145
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, DENMARK

Air Alpha Greenland A/S

(Established 1994)
PO Box 1, DK-3952 Ilulissat, Greenland
Tel: (+299) 94 30 04
Fax: (+299) 94 34 00
e-mail: air.alpha.jav@greennet.gl
Web: http://www.airalpha.com
Chairman: Poul Lbbert
Managing Director: Ib Sorensen
Director of Operations: Svend Olsen
Director of Maintenance: Bent Aaskoven
Employees: 30
Activities:
Charter
EMS
Exploration
Scheduled/commuter
Sightseeing
Fleet (7): 1 206L-1, 4 222U, 1 222UT, 1 AB 206B-III
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, CHINA, PEOPLE'S REPUBLIC

Helicopters Hong Kong Ltd (HeliHongKong)

(Established 1997)
Head Office: Room 1603, China Merchants Tower, Shun Tak Centre, 200 Connaught Road Central,
Hong Kong
Tel: (+852) 21 08 99 88
Fax: (+852) 21 08 99 38
Chief Executive: Andrew Tse
Base Operations Director: Kwong-Cheung Chui
Flight Operations Manager: Mathew Dillon
Engineering Director: Graeme McIntosh
Chief Pilot: Jos Morais
Employees: 100
Activities
Charter
Aerial Work
Media
Scenic tours
Scheduled commuter services between Hong Kong, Macau and Shenzhen
Fleet (6): 2 AS 350B3, 2 S-76C+, 2 SA 315B + one fixed-wing aircraft
UPDATED
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VIH Logging Ltd

(Established 1990)
2-9600 Canora Road, Sidney, British Columbia V8L 4R1
Tel: (+1 250) 656 12 20
Fax: (+1 250) 656 25 98
President: Ken Norie
Operations Manager/Chief Pilot: Jim Neill
Chief Engineer: Russ McGowan
Employees: 50
Activities
Forestry
Heavylifting
Fleet (5): 3 Ka-32A-11BC, 2 S-61N
UPDATED
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Prism Helicopters Ltd

(Established 1985)
12-11465 Baynes Road North, Pitt Meadows, British Columbia V3Y 2B3
Tel: (+1 604) 465 79 79
Fax: (+1 604) 465 7970
e-mail: dave-zall@prism-helicopters.com
Web: http://www.prism-helicopters.com
Chief Executive: Dave Zall
Operations Manager: Dan Wiebe
Chief Pilot: Todd Carter
Director of Maintenance: Richard MacKinnon
Employees: 30
Activities
Charter
Aerial Work
Fleet (12): 1 AS 350D, 11 500D
UPDATED
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Tex-Air Helicopters Inc

(Established 1988)
Head Office: 8919 Paul B Koonce Road, Houston, Texas 77061
Tel: (+1 713) 649 63 00
Fax: (+1 713) 649 05 72
President: Ed Behne
Operations Director: Tony Loague
Chief Pilot: Mike Wilson
Activities:
Aerial Work
Charter
Offshore Support
Fleet (37): 8 206B-III, 2 AS 350B, 5 AS 350BA, 1 AS 350B1, 7 AS 350B2, 1 AS 355F1,
2 AS 355F2, 1 AS 355N, 10 EC 120B
UPDATED
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Temsco Helicopters Inc

(Established 1958)
Head Office: PO Box 5057, Ketchikan, Alaska 99901
Tel: (+1 907) 225 51 41
Fax: (+1 907) 225 23 40
President: Charles W Gale
Vice President Operations: Joe Hicks
Chief Pilot: Eric Eichner
Director of Maintenance: Roy Hornbaker
Activities:
Aerial Work
Charter
EMS
Offshor
Fleet (42): 1 204B, 2 212, 12 500D, 11 AS 350BA, 8 AS 350B2, 3 AS 350B3, 4 EC
120B, 1 EC 135T1
UPDATED
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San Joaquin Helicopters Inc

(Established 1975)
Head Office: 1408 South Lexington, PO Box 422, Delano, California 93215
Tel: (+1 805) 725 18 98
Fax: (+1 805) 725 54 01
President: James C Josephson
Chief Pilot: W Loron Cranney
Director of Maintenance: Chris Brown
Employees: 75
Activities:
Aerial Work
Charter
Training
Media
Firefighting
Maintenance and Repair
Fleet (21): 7 204B, 1 206B-III, 1 206L-3, 3 212, 3 OH-58A+, 6 UH12ET + fixed-wing
aircraft
UPDATED
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St Louis Helicopter Airways Inc

(Established 1970)
Head Office: PO Box 809, Chesterfield, Missouri 63006-0809
Tel: (+1 314) 532 11 77
Fax: (+1 314) 536 17 14
President: David R Drake
Chief Pilot: Gregory Miller
Director of Maintenance: Robert G Venesse
Employees: 70
Activities:
Aerial Work
Charter
EMS
Media
Fleet (16): 4 206L-1, 1 BK 117A-4, 5 BO 105CBS, 2 BO 105C, 3 S-58A, 1 S-58T
UPDATED
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Rogers Helicopters Inc

(Established 1962)
Head Office: 5508 Aircorp Way, Fresno Air Terminal, Fresno, California 93727
Tel: (+1 559) 292 52 48
Fax: (+1 559) 292 52 40
e-mail: info@rogershelicopters.com
President: Wanda L Rogers
Operations Director: Robin M Rogers
Chief Pilot: Larry Holdridge
Employees: 30
Activities:
Aerial Work
Charter
Offshore Support
Fleet (27): 6 206B-III, 3 206L-3, 6 212, 2 222UT, 4 AS 350B2, 1 AS 350D, 2 AS 355F1,
4 CH-54A, 1 UH-1B
UPDATED
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Rocky Mountain Helicopters

(Established 1969)
Head Office: PO Box 1337, Provo, Utah 84603
Tel: (+1 801) 375 11 24
Fax: (+1 801) 375 67 12
e-mail: info@rmhlic.com
Web http://www.rmhlic.com
Chairman/Chief Executive Officer: J Russell Spray
President/Chief of Operations: James L Weaver
Vice President/Chief Finance Officer: Mike Walterscheid
Vice President Customer Services: John Heiskell
Vice President Aviation Services: Karl Poulsen
Employees: 820
Activities:
Maintenance Repair
Fleet (78): 5 47, 1 222B, 9 AS 350B, 1 AS 350BA, 11 AS 350B2, 2 AS 350B3, 3 AS
350D, 2 AS 355F1, 1 BK 117C-1, 20 BK 117A, 11 BK 117B-1, 7 BO 105CBS, 4 EC
135P1, 1 MD900
UPDATED
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Petroleum Helicopters Inc

(Established 1949)
Head Office: PO Box 90808, Lafayette, Louisiana 70509
Tel: (+1 318) 235 24 52
Fax: (+1 318) 235 73 12
Web: http://www.phihelico.com
Chairman: Al A Gonsoulin
President/Chief Executive Officer: Lance F Bospflug
General Manager/Director of Operations: Carlin Craig
Chief Pilot: Michael Hurst
Director of Maintenance: Glen Gornett
Employees: 1,700
Activities:
Aerial Work
Charter
EMS
Offshore
Sales
Training
Fleet (300): 18 206B-III, 49 206L-1, 68 206L-3, 5 206L-4, 11 212, 6 214ST, 3 230, 22
407, 26 412, 10 AS 350B2, 11 BK 117, 24 BO 105CBS-4, 8 BO 105CB, 2 MD900,

22 S-76A, 5 S-76C + fixed-wing aircraft
UPDATED
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Papillon Grand Canyon Helicopters

(Established 1965)
Head Office: PO Box 455, Grand Canyon, Arizona 86023
Tel: (+1 520) 638 93 30
Fax: (+1 520) 638 93 49
e-mail: marketing@papillon.com
Web: http://www.papillon.com
President/Chief Executive Officer: Brenda Halvorson
Employees: 65
Activities:
Charter
Scheduled
Tourist Flights
Fleet (32): 4 206B-III, 1 206L-1, 19 206L-3, 1 407, 4 AS 350BA, 2 AS 350B2, 1 MD900
UPDATED
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Omniflight Helicopters Inc

(Established 1962)
Head Office: 4650 Airport Parkway, Dallas, Texas 75248
Tel: (+1 972) 776 01 30
Fax: (+1 972) 776 01 31
Web: http://www.omniflight.com
Chairwoman: Jo Ann Parker
Chief Executive Officer: Jim Armstrong
Director of Operations: Clark Kurschner
Director of Maintenance: Gordon King
Employees: 450
Activities:
EMS
Fleet (40): 5 206L-1, 2 206L-3, 4 222UT, 1 230, (6) A119, 2 AS 350B2, 1 AS 350B3,
1 BO 105CBS, 1 BO 105LS, 9 BK 117A-3, 4 BK 117A-4, 6 BK 117B-1, 3 BK 117C-1,
1 EC 135
UPDATED
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Northwest Helicopters Inc

Head Office: 7822 Highway 99 SE, Olympia, Washington 98501
Tel: (+1 360) 754 72 00
Fax: (+1 360) 754 17 61
Web: http://www.nwhelicopters.com
President/Chief Executive Officer: Brian A Reynolds
Chief Pilot/General Manager: Dan Clark
Director of Maintenance: Steve Watson
Activities:
Aerial Work
Charter
Fleet (8): 2 206B, 3 AH-1P, 3 UH-1H
UPDATED
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Minuteman Aviation Inc

(Established 1964)
Head Office: 5225 Highway 10 West, Airport Box 16, Missoula, Montana 59808
Tel: (+1 406) 728 93 63
Fax: (+1 406) 728 69 81
President: Jerry Mamuzich
Employees: 40
Activities:
Aerial Work
Charter
Fleet (9): 3 206B-III, 2 206L-3, 1 206L-4, 1 407, 2 UH-1H + fixed-wing aircraft
UPDATED
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Midwest Helicopter Airways Inc

(Established 1962)
Head Office: Midwest Heliport, 525 Executive Drive, Hinsdale, Illinois 60521
Tel: (+1 708) 325 78 60
Fax: (+1 708) 325 33 13
Web: http://www.midwesthelicopter.com
Chairman/CEO: Richard J Smith
President: Jack Hanson
Chief Pilot: Benjamin J Moore
Employees: 15
Activities:
Aerial Work
Charter
EMS
Fleet (5): 3 S-58J, 2 S-58T
UPDATED
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Metro Aviation Inc

Head Office: PO Box 7008, Shreveport, Louisiana 71137
Tel: (+1 318) 222 55 29
Fax: (+1 318) 222 05 03
President: Mike Stanberry
Operations Director: David Fry
Chief Pilot: Jim Catlett
Maintenance Director: Milton Geltz
Activities:
Aerial Work
Charter
EMS
Offshore
Fleet (18): 1 A 109C MAX, 2 AS 350B2, 1 AS 350B3, 2 BK 117A-4, 6 BO 105CBS, 6 EC
135P1
UPDATED
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Mercy Air Service Inc

(Established 1989)
Head Office: PO Box 2532, Fontana, California 92334-2532
Tel: (+1 909) 357 90 06
Fax: (+1 909) 357 10 09
President/Chief Executive Officer: David Dolstein
Operations Director: Roy Cox
Chief Pilot: Larry Grandy
Director of Maintenance: Marty Waldron
Activities:
Fleet (12): 2 222B, 2 222B, 6 222UT, 1 412, 1 BK117B-2, 1 MD900, 1 MD902
UPDATED
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Keystone Helicopter Corp

(Established 1953)
Head Office: 1420 Phoenixville Pike, West Chester, Pennsylvania
Tel: (+1 610) 644 44 30
Fax: (+1 610) 644 76 81
e-mail: rhinkle@keystonehelicopter.com
Web: http://www.keystonehelicopter.com
Chairman: Peter Wright Sr
President/Chief Executive Officer: Peter Wright Jr
Vice President Keystone Flight Services: Rick Hinkle
Vice President Keystone Helicopter Service: Dave Ford
Activites:
Charter
Aerial Work
Emergency Medical Serveice
Media
Law Enforcement
Tourist Flights
Fleet (22): 1 430, 2 A 109C MAX, 1 AS 365N2, 8 BK 117, 4 MD900, 2 S-76A,
1 S-76A+, 3 S-76A++
UPDATED
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Kenai Helicopters
(Established 1968)
Head Office: PO Box 1153, Chino Valley, Arizona 86323
Tel: (+1 520) 636 05 58
Fax: (+1 520) 636 08 34
President/Chief Executive: Christy R Johnson
Vice President/General Manager: Cornelius O Johnson
Operations Director: Paul Morris
Employees: 60
Activities:
Aerial Work
Charter
Fleet (12): 1 206B, 1 206B-II, 5 206B-III, 1 206L, 2 206L-1, 2 206L-3
UPDATED
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Kenai Air Alaska Inc

(Established 1953)
Head Office: 155 Granite Point Court, Kenai, Alaska 99611
Tel: (+1 907) 283 75 61
Fax: (+1 907) 283 32 87
President: Craig R Lofstedt
Vice President/Chief Pilot: Brian Shackleton
Director of Maintenance: Pat Dobson
Employees: 20
Activities:
Aerial Work
Charter
Offshore Support
Fleet (9): 3 206B-II, 3 206B-III, 3 206L-1
UPDATED
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Industrial Helicopters Inc

(Established 1973)
Tel: (+1 318) 233 33 56
Fax: (+1 318) 233 45 73
President: J Oran Richard
Operations Director: Sonny Thompson
Chief Pilot: Glenn Biro
Activities:
Aerial Work
Charter
Offshore Support
Fleet (18): 1 206B-II, 9 206B-III, 2 206L-1, 2 206L-3, 4 407
UPDATED
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Idaho Helicopters Inc

(Established 1970)
Head Office: 2471 Commerce Avenue, Boise, Idaho 83705
Tel: (+1 208) 344 43 61
Fax: (+1 208) 345 6719
President: Larry Kelley
Chief Pilot: LeRoy R Brown
Director of Maintenance: John Yrazabal
Employees: 30
Activities:
Aerial Work
Charter
Tourist Flights
Fleet (12): 2 205A-1, 2 206B-III, 3 206L-3, 1 427, 1 MD900, 3 UH-1H
UPDATED
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Houston Helicopters Inc

(Established 1962)
Head Office: 3506 Lockheed, PO Box 830, Pearland, Texas 77588
Tel: (+1 281) 485 17 77
Fax: (+1 281) 485 37 01
President: Felton M Baker
Operations Director: Bill Thornton
Chief Pilot: Joe Pensyl
Director of Maintenance: Al Tatyrek
Employees: 50
Activities:
Aerial Work
Charter
Offshore
Tourist Flights
Firefighting
Fleet (11): 2 206B-III, 3 206L-1, 1 206L-3, 2 212, 1 412, 2 S-76A
UPDATED
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Hillsboro Helicopters Inc

(Established 1980)
Head Office: 3565 NE Cornell Road, Hillsboro, Oregon 97124
Tel: (+1 503) 648 28 31
Fax: (+1 503) 648 18 86
Web: http://www.hillsboro-aviation.com
President: Max Lyons
Chief Pilot: Stu Taft
Director of Maintenance: John Norling
Activities:
Aerial Work
Charter
Search and Rescue
Training
Law Enforcement
Media
Fleet (18): 1 206B-II, 5 206B-III, 1 206L-1, 1 206L-3, 1 300CB, 9 R22
UPDATED
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Hillcrest Aircraft Co Inc

(Established 1945)
Head Office: PO Box 504, Lewiston, Idaho 83501
Tel: (+1 208) 746 82 71
Fax: (+1 208) 743 68 72
Owner: Jerry Wilson
President: Gale Wilson
Chief Pilot: Earl Palmer
Director of Maintenance: Kelly Bean
Activities:
Aerial Work
Charter
Law Enforcement
Tourist Flights
Fleet (9): 1 205A-1, 5 206B-III, 2 206L-3, 1 206L-4
UPDATED
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Heli-Jet Corp
(Established 1976)
Head Office: PO Box 24338, Eugene, Oregon 97402
Tel: (+1 541) 461 03 10
Fax: (+1 541) 461 03 95
Web: http://www.heli-jet.com
President: Rod Kvamme
Vice President/General Manager: Jim Reid
Chief Pilot: Chris Hartnell
Employees: 30
Activities:
Aerial Work
Charter
Fleet (6): 4 205A-1, 1 206B-III, 1 212
UPDATED
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Helicopter Transport Services Inc

(Established 1993)
Head Office: 701 Wilson Point Road - Box E, Martin State Airport, Baltimore, Maryland 21220
Tel: (+1 410) 391 77 22
Fax: (+1 410) 686 45 07
Web: http://www.htshelicopters.com
Chief Executive Officer: Luc Pilon
Ex-Vice President/Chief of Operations: Michael L Aslaksen
Operations Director: Robert Buss
Chief Pilot: Don Lemke
Director of Maintenance: Joseph C Cavallaro
Activities:
Aerial Work
Charter
Media
Fleet (9): 1 206B-II, 2 206B-III, 2 206L-1, 1 206L-3, 1 407, 2 S-61N
UPDATED
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Helicopter Adventures Inc

Head Office: 365 Golden Knights Boulevard, Titusville, Florida 32780
Tel: (+1 321) 385 29 19
Fax: (+1 321) 267 10 61
Web: http://www.heli.com
President/Chief Executive: Patrick Corr
Operations Director: Dick Alford
Chief Pilot: Don Macdonald
Activities:
Aerial Work
Charter
Training
Law Enforcement
Tourist Flights
Fleet (24): 17 300CB, 1 206B, 6 R22
UPDATED
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Hawkins & Powers Aviation Inc

(Established 1969)
Head Office: PO Box 391, Greybull, Wyoming 82426
Tel: (+1 307) 765 44 82
Fax: (+1 307) 765 25 35
President: Daniel J Hawkins
Director of Operations: Bobby J Hawkins
Chief Helicopter Pilot: Gary Brennan
Director of Maintenance: Dana Rudd
Director of Marketing: Carl F Meyer
Employees: 90
Activities:
Aerial Work
Charter
Firefighting
Heavylift
Fleet (10): 2 206B-III, 2 206L-3, 1 206L-4, 1 500D, 1 SA 316B, 2 UH-12E, 1 UH-12ET
+ fixed-wing aircraft
UPDATED
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Geo-Seis Helicopters Inc

(Established 1982)
Head Office: 116 North Raquette Drive, Fort Collins, Colorado 80524-2757
Tel: (+1 970) 484 36 00
Fax: (+1 970) 484 49 19
e-mail: info@geoseis.com
Web: http://www.geoseis.com
President: William T Browder
Vice President Operations: Robert W Thydean
Director of Operations: Ron M Black
Chief Pilot: Paul L Callaway
Director of Maintenance: James P Stewart
Employees: 25
Activities:
Aerial Work
Charter
Firefighting
Exploration
Fleet (18): 2 AS 350B3, 6 SA 315B, 5 SA 316B, 5 SA 330J
UPDATED
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Evergreen Helicopters Inc

(Established 1958)
Head Office: 3850 Three Mile Lane, McMinnville, Oregon 97128
Tel: (+1 503) 472 93 61
Fax: (+1 503) 434 64 84
Web: http://www.evergreenaviation.com
Chairman: Delford M Smith
President: Timothy G Walberg
Executive Vice President: James M Shugart
Vice President Maintenance: John Kiesler
Activities:
Aerial Work
Charter
Offshore Support
Heavylift
Law Enforcement
Forestry
Fleet (38): 1 205A, 3 206B-III, 8 206L-3, 8 212, 6 500D, 1 BO 105, 2 S-61R, 1 S-64E,
3 SA 315B, 5 AS 350B2 + 9 fixed-wing aircraft
UPDATED
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Erickson Air Crane Co LLC

(Established 1971)
Head Office: 3100 Willow Springs Road, PO Box 3247, Central Point, Oregon 97502-0010
Tel: (+1 541) 664 55 44
Fax: (+1 541) 664 23 12
Web: http://www.erickson-aircrane.com
Chairman/Chief Executive Officer: Lewis W van Amerongen
Chief of Operations: Lee Ramage
Chief Pilot: Paul Mavrinac
Director of Maintenance: Chris Erickson
Employees: 300
Activities:
Aerial Work
Heavylift
Firefighting
Logging
Fleet (18): 12 S-64E, 6 S-64F
UPDATED
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Era Aviation Inc

(Established 1948)
Head Office: 6160 Carl Brady Drive, Anchorage, Alaska 99502
Tel: (+1 907) 248 44 22
Fax: (+1 907) 266 83 50
Web: http://www.eraaviation.com
President: Charles W Johnson
Employees: 950
Activities:
Aerial Work
Charter
Offshore Support
Scheduled
Fleet (97): 4 206L, 16 212, 13 412, 27 AS 350B2, 2 AS 332L, 27 BO 105CBS, 3 S-61N,
5 S-76A++ + 19 fixed-wing aircraft
UPDATED
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Columbia Helicopters Inc

(Established 1957)
Head Office: PO Box 3500, Portland, Oregon 97208-3500
Tel: (+1 503) 678 12 22
Fax: (+1 503) 678 58 41
e-mail: info@colheli.com
Web: http://www.colheli.com
Chairman: Wesley G Lamatta
President: Mike Fahey
Chairman: Wesley G Lematta
Vice President Flight Operations: Pete Lance
Vice President Maintenance: Gary Grage
Employees: 800
Activities:
Aerial Work
Charter
Heavilift
Logging
Offshore
Fleet (31): 2 500D, 10 BV 107-II, 8 BV 234UT, 6 CH-54A, 5 KV 107-II
UPDATED
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Coastal Helicopters Inc

(Established 1987)
Head Office: 8995 Yandukin Drive, Juneau, Alaska 99801-8086
Tel: (+1 907) 789 56 00
Fax: (+1 907) 789 70 76
e-mail: coastal@gci.net
Web: http://www.coastalhelicopters.com
President: Jim Wilson
Chief Pilot: Mike Rawson
Director of Maintenance: Jim Modrow
Employees: 10
Activities:
Aerial Work
Charter
EMS
Tourist Flights
Fleet (6): 2 206B-III, 2 AS 350B1, 1 AS 350B2, 1 AS 350BA
UPDATED
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Cascade Helicopters Inc

(Established 1960)
Head Office: 407 Aplets Way, PO Box 596, Cashmere, Washington 98815
Tel: (+1 509) 782 29 15
Fax: (+1 509) 782 37 37
e-mail: helicopters@nwi.net
Web: http://www.cascadehelicopters.com
President: William H Wells Jr
Chief of Operations: Bruce G Valentine
Chief Pilot: Spence Stimmel
Maintenance Manager: Marvin D Lippert
Employees: 30
Activities:
Aerial Work
Charter
Fleet (7): 2 47G3, 1 47G4, 4 206B-III
UPDATED
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Carson Helicopters Inc

(Established 1957)
Head Office: 952 Blooming Glen Road, Perkasie, Pennsylvania 18944
Tel: (+1 215) 249 35 35
Fax: (+1 215) 249 09 78
Web: http://www.carsonhelicopterservices.com
Chief Executive: Franklin Carson
Vice President Operations: Jeffrey R Hill
Director of Maintenance: Dave Durham
Employees: 105
Activities:
Aerial Work
Charter
Heavylift
Logging
Fleet (22): 13 S-61A, 4 S-61N, 5 S-61R + fixed-wing aircraft
UPDATED
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Blue Hawaiian Helicopters

(Established 1981)
Head Office: PO Box 334473, Waikoloa, Hawaii 96738-4473
Tel: (+1 808) 871 88 44
Fax: (+1 808) 871 69 71
e-mail: info@bluehawaiian.com
Web: http://www.bluehawaiian.com
President: David J Chevalier
Chief Pilot: David M McCuff
Director of Maintenance: Robert Pistorino
Activities:
Aerial Work
Charter
Tourist Flights
Fleet (18): 6 AS 350BA, 9 AS 350B2. 3 EC 130
UPDATED
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Biscayne Helicopters Inc

(Established 1987)
Head Office: 13955 SW 127 St, Building 121, Miami, Florida 33186
Tel: (+1 305) 252 38 83
Fax: (+1 305) 378 44 07
Web: http://www.biscaynehelicopters.com
President: Daryl R Martin
Director of Operations: John Barber
Chief Pilot: Jim Thompson
Activities:
Aerial Work
Charter
Media
Fleet (15): 6 206B-III, 1 206L-1, 2 206L-1, 1 x A109C, 3 A 109AII, 2 AS 350B
UPDATED
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Aspen Helicopters Inc

(Established 1980)
Head Office: 2899 West 5th Street, Oxnard, California 93030
Tel: (+1 805) 985 54 16
Fax: (+1 805) 985 73 27
Web: http://www.aspenhelo.com
President: Charles W McLaughlin
Director Operations: Richard L Throckmorton
Chief Pilot: Barry Hanson
Director of Maintenance: Pat O'Brian
Employees: 25
Activities:
Aerial Work
Charter
Law Enforcement
Fleet (10): 5 206B-III, 1 x 206L, 1 206L-1, 2 206L-3, 1 222UT + fixed-wing aircraft
UPDATED
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Aris Helicopters Ltd

(Established 1972)
Head Office: 1138 Coleman Avenue, San Jose, California 95110
Tel: (+1 408) 998 32 66
Fax: (+1 408) 998 40 61
President: Brian H Beattie
Chief Finance Officer: Julia B Beattie
Chief Pilot: Joe Anderson
Employees: 25
Activities:
Aerial Work
Charter
Heavylift
Media
Exploration
Firefighting
Maintenance Repair
Fleet (8): 1 205A-1++, 1 206B-III, 1 500D, 2 AS 350B, 3 S-58T
UPDATED
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Air Methods Corp

(Established 1980)
Head Office: 7301 South Peoria, Englewood, Colorado 80112
Tel: (+1 303) 792 74 00
Fax: (+1 303) 790 04 99
e-mail: info@airmethods.com
Web: http://www.airmethods.com
Chief Executive Officer: George W Belsey
Chief Finance Officer: Aaron Todd
Vice President Air Medical Services and Operations Director: Neil Hughes
Chief Pilot: Mike Wheeler
Director of Maintenance: Kim Frankl
Activities:
Maintenance, repair
Fleet (54): 1 206L, 4 206L-3, 1 222A, 2 222B, 15 222UT, 13 407, 8 412, 1 430, 4 BK
117B-1, 3 BK 117B-2, 1 BO 105CBS, 1 MD900
UPDATED
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Air Logistics of Alaska

(Established 1977)
Head Office: 1915 Donald Avenue, Fairbanks, Alaska 99701
Tel: (+1 907) 452 11 97
Fax: (+1 907) 452 45 39
Web: http://www.airlogak.com
General Manager: Dave Scarbrough
Director of Operations: Jeff Reed
Chief Pilot: Jim Fitzpatrick
Director of Maintenance: Tim Kirkendall
Employees: 48
Activities:
Aerial Work
Charter
Search and Rescue
Training
Law Enforcement
Media
Fleet (12): 3 206B, 7 206L-3, 1 212, 2 407, 1 BO 105CBS-4
UPDATED
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Air Logistics LLC

(Established 1972)
Tel: (+1 318) 365 67 71
Fax: (+1 318) 364 82 22
e-mail: operations@air-log.com
Web: http://www.air-log.com
Chief Executive: George M Small
Director of Operations: Steve Viljoen
Vice President International Operations: Hans J Albert
Vice President Domestic Operations: Gene Graves
Employees: 600
Activities:
Aerial Work
Charter
Offshore Support
Training
Fleet (213): 4 206B, 27 206B-III, 40 206L-1, 15 206L-3, 7 206L-4, 19 212, 5 214ST, 29
407, 8 412, 5 412EP, 7 AS 355F, 17 BO 105, 28 S-76A, 2 S-76A++
UPDATED
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Air Center Helicopters Inc

Head Office: 150 Aviation Way, Hangar 17N, Fort Worth Texas 76106
Tel: (+1 817) 624 63 00
Fax: (+1 817) 624 63 09
and at
PO Box 6186, St Thomas, US Virgin Islands 00804
Tel: (+1 340) 775 73 35
Fax: (+1 340) 774 71 33
Web: http://www.aircenterhelicopters.com
President: Rodney M Tinney Jr
Vice President Operations: Steve Parker
Operations Director: Nicolaus van Heurck
Vice President Maintenance: Steve Statzel
Activities:
Aerial Work
Charter
Law Enforcement
Maintenance Repair
Offshore Support
Search and Rescue
Tourist Flights
Fleet (10): 4 206B-II, 1 206B-III, 2 206L-1, 1 206L-3, 2 412 + fixed-wing aircraft

UPDATED
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AgRotors Inc
(Established 1958)
Head Office: PO Box 4537, 1750 Emmitsburg Road, Gettysburg, Pennsylvania 17325
Tel: (+1 717) 334 67 77
Fax: (+1 717) 334 08 54
Web: http://www.agrotors.com
Chairman/President: Timothy H Voss
Director of Operations: Victor Gray
Chief Pilot: Joseph H Stambaugh Jr
Activities:
Aerial Work
Charter
Training
Fleet (16): 1 206B, 1 206B-II, 3 206B-III, 2 212, 4 500D, 1 MD500E, 2 OH-58,
2 UH-1H
UPDATED
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Sloane Helicopters Ltd

(Established 1969)
Head Office: The Business Aviation Centre, Sywell Aerodrome, Northamptonshire NN6 0BN
Tel: (+44 1604) 79 05 95
Fax: (+44 1604) 79 09 88
e-mail: action@sloanehelicopters.com
Web: http://www.sloanehelicopters.com
Chairman: David George
Managing Director: David Morley
Operations Director: Mike Bowden
Activities:
Charter
EMS
Sales (UK/Ireland distributor for Agusta and Robinson)
Training
Maintenance Repair, overhaul, design and manufacture
Bases: Sywell, White Waltham, Son Bonet (Mallorca)
Fleet (17): 2 206B, 1 A 109A-II, 2 A109E Power, 10 R22B, 2 R44
UPDATED
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McAlpine Aviation Services Ltd

(Established 1990)
Head Office: Swallowfield Way, Hayes, Middlesex UB3 1SP
Tel: (+44 208) 848 96 47
Fax: (+44 208) 569 08 86
e-mail: info@mcalpine-aviation.co.uk
Web: http://www.mcalpine-aviation.co.uk
Managing Director: Henry Pesquidos
Operations Director: Christopher Forrest
Operations Manager: Juli Mayhew
Activities:
Charter
Training
Law Enforcement
Bases: Hayes, Oxford (Kidlington)
Fleet (6): 1 AS 350B1, 4 AS 355N, 1 EC 120B
UPDATED
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Signature Aircraft Charter

Part of BBA Aviation
(Established 1983)
Head Office: Denham Airfield, Hangar Road, Uxbridge, Middlesex UB9 5DF
Tel: (+44 1895) 83 09 00
Fax: (+44 1895) 83 09 50
e-mail: denhamhelis@signatureflight.co.uk
Web: http://www.signatureflight.co.uk
Chief Executive: T Peter Whitehead
Manager - Helicopters: Bill Grieve
Chief Pilot: Chester Armstrong
Activities:
Charter
Training
Fleet (8): 1 A 109E, 2 AS 355F1, 2 AS 355F2, 1 S-76A, 1 S-76A+, 1 S-76B
UPDATED
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Fast Helicopters Ltd

(Established 1986)
Head Office: Thruxton Aerodrome, nr Andover, Hampshire SP11 8PW
Tel: (+44 1264) 77 25 08
Fax: (+44 1264) 77 38 24
e-mail: info@fast-helicopters.co.uk
and at
9B Cecil Pashley Way, Shoreham Airport, West Sussex BN43 5FF
Tel: (+44 1273) 46 53 89
Fax: (+44 1273) 45 30 03
e-mail: ianmac@fast-helicopters.co.uk
Chief Executive: Captain Michael Green
Activities:
Aerial Work
Charter
Training
Fleet (9): 3 206B-III, 1 AB 206L, 1 AS 355F1, 4 R22
UPDATED
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Elite Helicopters & Aviation Services

Head Office: White Waltham Airfield, Maidenhead, Berkshire SL6 3NJ
Tel: (+44 1628) 82 81 88
Fax: (+44 1628) 82 81 22
e-mail: ops@elitehelicopters.co.uk
Web: http://www.elitehelicopters.co.uk
Chief Executive: Glenn Curtis
Employees: 20
Activities:
Aerial Work
Charter
Bases: White Waltham, Gloucester
Fleet (8): 2 206B, 1 206B-II, 2 206B-III, 1 AB 206B, 2 206L LongRanger
UPDATED
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Castle Air Charter Ltd

(Established 1980)
Head Office: Trebrown, Liskeard, Cornwall PL14 3PX
Tel: (+44 1503) 24 05 43
Fax: (+44 1503) 24 07 47
e-mail: ops@castleair.co.uk
Web: http://www.castleair.co.uk
Chief Executive: Roy Flood
Employees: 15
Activities:
Aerial Work
Charter
Training
Media
Fleet (5): 3 A 109A II, 2 AB 206B-III
UPDATED
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Cabair Helicopters Ltd

(Established 1969)
Head Office: Elstree Aerodrome, Borehamwood, Hertfordshire WD6 3AW
Tel: (+44 181) 953 44 11
Fax: (+44 181) 905 1527
Web: http://www.cabair.com
Chief Executive: S J Read
Operations Manager: Marion Melbourn
Employees: 70
Activities:
Aerial photography
Charter
Training
Fleet (7): 2 206B-III, 3 AS 355F1, 1 EC 120B, 1 R44
UPDATED
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Patriot Aviation Ltd

(Established 1991)
Head Office: Hangar 1, Cranfield Airport, Cranfield, Bedfordshire MK43 0JR
Tel: (+44 1234) 75 22 20
Fax: (+44 1234) 75 22 21
e-mail: action@patriot.uk.com
Web: http://www.patriot.uk.com
Chief Executive: Mike Creed
Activities:
Charter
Maintenance and overhaul
Sales
Training
Bases: Cranfield, Gloucester, Newcastle
Fleet (12): 1 206B, 2 AB206B, 2 A109, 1 AS 355F1, 6 R22
UPDATED
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Bristow Helicopter Group

A member of the OLOG group
(Established 1953)
Head Office: Aberdeen Airport, Dyce, Aberdeen, Scotland AB21 0NT
Tel: (+44 1224) 72 31 51
Fax: (+44 1224) 77 01 20
e-mail: operations@bristow.com
Web: http://www.bristoweurope.co.uk
Chief Executive: Keith Chanter
Director of European Operations: Neill Osborne
Head of Flight Operations: P Barnes
Activities:
Aerial Work
Charter
Offshore Support
Search and Rescue
Training - Military
Maintenance Repair
Bases: Aberdeen, Great Yarmouth, Lee-on-Solent, Norwich, Portland, Scatsta, Stornoway, Sumburg,
Den Helder
Fleet (99): 1 206B, 1 206L-3, 29 212, 3 214ST, 33 AS 332L1, 2 AS 355F1, 15 S-61N,
15 S-76A+
UPDATED
Bristow Helicopter's Sikorsky S-61N (Peter J Cooper)
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COMMERCIAL HELICOPTER OPERATORS, UNITED ARAB EMIRATES

Aerogulf Services Co (LLC)

(Established 1976)
Head Office: PO Box 10566, Dubai
Tel: (+971 4) 282 31 57
Fax: (+971 4) 282 30 28
General Manager: Christopher J Brown
Operations Director: P B Spoor
Chief Pilot: Barry Smith
Activities:
Aerial Work
Charter
Search and Rescue
Media
Fleet (7): 1 206B-III, 6 212
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, UNITED ARAB EMIRATES

Abu Dhabi Aviation

(Established 1975)
Head Office: PO Box 2723, Abu Dhabi
Tel: (+971 2) 575 80 00
Fax: (+971 2) 575 77 75
e-mail: adava@emirates.net.ae
Web: http://www.adaviation.com
Chairman: HE Sheikh Hamdan Bin Mubarak Al-Nahyan
General Manager: Mohamed Ibrahim Al Mazroui
Finance and Technical Director: Yahya Al-Qaimi
Operations Manager: Captain George Tucker
Chief Pilot: Captain Calvin Fryer
Chief Engineer: Mike Conomos
Employees: 420
Activities:
Aerial Work
Charter
Offshore
Search and Rescue
Training
Media
Fleet (35): 1 206B-II, 4 206B-III, 18 212, 9 412EP, 3 412HP + fixed-wing aircraft

UPDATED
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COMMERCIAL HELICOPTER OPERATORS, TRINIDAD AND TOBAGO

National Helicopter Services Ltd

(Established 1990)
Head Office: NHSL Heliport, PO Bag 685, Couva
Tel: (+1 868) 679 26 28
Fax: (+1 868) 679 23 45
e-mail: info@nationalhelicopters.com
Web: http://www.nationalhelicopters-tt.com
General Manager: Nicholas Nothnagel
Chief Pilot: David de Gannes
Chief Engineer: Milton Kirton
Employees: 35
Activities:
Charter
EMS
Offshore
SAR
Law Enforcement
Fleet (8): 4 BO 105CBS-4, 2 S-76A, 1 S-76A++
UPDATED
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Helog AG-Helikopter Transporte

(Established 1981)
Head Office: Heliport Haltikon, CH-6403 Kssnacht
Tel: (+41 41) 854 08 54
Fax: (+41 41) 854 08 55
e-mail: info@helog.ch
Web: http://www.helog.ch
Chief Executive: Beat Ruckli
Operations Director: A Walser
Employees: 40
Activities:
Aerial Work
Charter
Search and Rescue
Training
Fleet (5): 1 407, 2 AS 332C1, 1 K-MAX, 1 SA 315B
UPDATED
HELOG'S Kaman K-MAX
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Eliticino SA
Head Office: Aeroporto Cantonale di Loccarno, CH-6596 Gordola
Tel: (+41 93) 67 22 22
Fax: (+41 93) 67 10 25
e-mail: info@eliticino.com
Web: http://www.eliticino.com
Activities:
Aerial Work
Air Taxi/VIP
Charter
SAR
Training
Fleet (5): 1 A 109E, 1 AS 350B3, 2 SA 315B, 1 SA 355N
UPDATED
Two of Eliticino's helicopters at the Locarno airport (Eliticino)

(2002)
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Air Zermatt AG
(Established 1968)
Head Office: Heliport, PO Box 23, CH-3920 Visp
Tel: (+41 27) 935 86 81
Fax: (+41 27) 935 86 85
Web: http://www.air-zermatt.ch
President: Beat H Perren
Chief Executive Officer: Reinhard Meichtry
Flight Operations Manager: Gerold Biner
Technical Director: Rene Lauber
Employees: 50
Activities:
Aerial Work
Charter
Training
Tourist Flights
Fleet (7): 2 AS 350B2, 5 SA 315B
UPDATED
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Air Grischa Helikopter AG

(Established 1976)
Head Office: Postfach, CH-7204 Untervaz
Tel: (+41 81) 322 57 57
Fax: (+41 81) 322 50 00
Chief Executive: Andy Meier
Employees: 35
Activities:
Aerial Work
Charter
Fleet (7): 2 AS 350B3, 5 SA 315B
UPDATED
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Osterman Helicopter i Gteborg AB

(Established 1981)
Head Office: PL 2005, Sve Flygplats, SE-423 73 Sve
Tel: (+46 31) 92 60 00
Fax: (+46 31) 92 66 21
Chief Executive: Lennart Pihl
Employees: 50
Activities:
Aerial Work
Charter
Fleet (8): 1 212, 2 AS 350B2, 2 AS 350B3, 2 EC 120B, 1 EC 135T1
UPDATED
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AB Lapplandsflyg (Lapair)
(Established 1953)
Head Office: Umea Flygplats, 904 22 Umea
Tel: (+46 90) 12 90 50
Fax: (+46 90) 12 90 55
e-mail: info@lapplandsflyg.se
Web: http://www.lapplandsflyg.se
Owner: Bertil Johansson
President: Margareta Johansson
Operations Manager: Marie Johansson
Employees: 15
Activities:
Aerial Work
Charter
Sightseeing
Fleet (9): 1 47G2, 1 205, 1 206B, 1 206B-III, 2 206L-1, 1 407, 2 AB 206B
UPDATED
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HelikopterService Euro Air AB

(Established 1982)
Head Office: Atlantgatan 6, SE-252 25 Helsingborg
Tel: (+46 42) 37 08 00
Fax: (+46 42) 37 08 15
Web: http://www.helikopterservice.com
Chief Executive: Sten Gunnarsson
Employees: 25
Activities:
Aerial Work
Charter
Scheduled
Training
Scheduled passenger service between Malm, Helsingborg and Copenhagen
Fleet (3): 1 206L, 2 S-76A
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, SPAIN

TAF Helicopteros SA
(Established 1959)
Head Office: Apartado de Correos 1063, 08205 Sabadell (Barcelona)
Tel: (+34 93) 712 00 12
Fax: (+34 93) 712 37 22
Managing Director: Joan Carol Quintana
Operations Manager: Juan Rozalen
Technical Manager: Trinidad Sordo
Employees: 30
Activities:
Aerial Work
Charter
EMS
Tourist Flights
Fleet (15): 1 300B, 5 205A-1, 1 AS 355F2, 1 212, 2 AS 350B, 1 AS 350BA, 1 AS 355F,
1 BK 117A-4, 2 BO 105CBS-5
UPDATED
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Helisureste-Helicopteros del Sureste SA

(Established 1983)
Head Office: Aeropuerto de Muchamiel, Partida L'Almaina s/n, 03110 Muchamiel, Alicante
Tel: (+34 96) 566 38 35
Fax: (+34 96) 566 59 24
e-mail: helisureste@helisureste.com
Web: http://www.helisureste.com
General Manager: Luis Miano Sanvalero
Director Operations: Jos Borja Armengot
Chief Pilot: Luis Navarrete Tadeo
Employees: 150
Activities:
Aerial Work
Charter
Scheduled
Search and Rescue
Training
Media
Firefighting
Fleet (36): 1 205A-1, 4 206L-3, 1 206L-4, 3 206LT, 8 212, 1 407, 6 412, 2 A109MAX,
7 A109C, 1 A 109E, 2 AB 412

UPDATED
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Helicsa-Helicopteros SA
(Established 1965)
Head Office: Calle Musgo 3, Urbanizacin La Florida, E-28023 Madrid
Tel: (+34 91) 307 67 68
Fax: (+34 91) 307 60 49
e-mail: helicopteros@helicsa.com
Web: http://www.helicsa.com
Chief Executive: Antonio Dominguez Argus
General Manager: Jaime Arque
Deputy General Manager Operations: Jos Manuel Garcia
Employees: 216
Activities:
Charter
EMS
Firefighting
Offshore
SAR
Surveillance
Maintenance
Training
Law Enforcement
Fleet (40): 1 47G, 1 AB206B, 11 212, 2 412, 2 AS355F1, 1 AS 355N, 2 AS 365N1, 2

AS 365N2, 3 BO 105CB, 1 BO 105CBS, 1 BK 117B-2, (6) EC 135P1, 5 S-61N, 1 SA
315B, 1 SA 316B, 6 SA 365C2
UPDATED
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Heliquip (Pty) Ltd

(Established 1967)
Head Office: PO Box 5526, Halfway House 1685
Tel: (+27 11) 315 00 01
Fax: (+27 11) 805 34 09
e-mail: bataleur@icon.co.za
Web: http://.icon.co.za/~dauphin
Chief Executive: Peter Piggott
Operations Manager: Keith Piggott
Employees: 30
Activities:
Aerial Work
Charter
Search and Rescue
Media
Fleet (5): 1 206B-III, 2 407, 2 AS 350B2
UPDATED
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CHC Helicopters (Africa) (Pty) Ltd

(Established 1964)
Head Office: PO Box 2546, Cape Town 8000
Tel: (+27 21) 934 05 60
Fax: (+27 21) 934 05 68
Web: http://www.chc.com
Chief Executive: Jeremy Labuschagne
Flight Operations Manager: R C Denning
Employees: 154
Activities:
Aerial Work
Charter
Offshore Support
Fleet (18): 1 206L-1, 1 206L-3, 1 212, 1 BO 105DB, 5 S-61N, 3 S-76A, 6 S-76A++ plus
two fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, SLOVAKIA

Air Transport Europe Spol sro

(Established 1991)
Head Office: Tatry Airport, SK-058 98 Poprad
Tel: (+421 52) 776 19 11
Fax: (+421 52) 788 16 03
e-mail: ate@ate.sk
Web: http://www.ate.sk
Chief Executive: Milan Hoholik
Employees: 28
Activities:
Aerial Work
Charter
EMS
Fleet (8): 1 AS 355F1, 1 AS 355N, 1 Kania, 4 Mi-2, 1 Mi-8T + one fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, RUSSIAN FEDERATION
Tyumenaviatrans JSC
(Established 1967, privatised 1992)
Head Office: Surgut Airport, 626422 Surgut, Khanty-Nansiysk Autonomous District, Tyumen Region
Tel: (+7 3462) 28 01 17
Fax: (+7 3462) 28 00 66
e-mail: savia@wsnet.ru
General Director: Andrei Z Matirosov
Activities:
Aerial Work
Charter
Onshore oil/gas support
UN contract operations
Fleet (174): 8 Mi-6A, 24 Mi-8MTV-1, 115 Mi-8T, 2 Mi-8P, 7 Mi-10K, 18 Mi-26 +
fixed-wing aircraft
UPDATED
Among many heavylift activities undertaken with the Mi-26 and Mi-8, Tyumenaviatrans
Aviation provides support to oil and gas fields in Western Siberia (TAT)
(2002)
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Panh Company
(Established 1964)
Head Office: ul Kirova 138, 350000 Krasnodar
Tel: (+7 8612) 55 65 95
Fax: (+7 8612) 55 36 48
General Director: Vladimir B Kozlovsky
Activities:
Aerial Work
Agriculture
Charter
Heavylift
Offshore
VIP flights
Fleet (16): 1 Ka-26, 9 Ka-32, 2 Mi-2, 1 Mi-8AMT, 1 Mi-8T, 1 Mi-8MTV-1, 1 Mi-26T
UPDATED
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Murmansk Airlines/Airport
Head Office: Murmansk Airport, 184355 Murmansk
Tel: (+7 815) 258 32 54/258 32 36
Fax: (+7 815) 258 35 41
General Director: Vasiliy I Darjev
Chief of Operations: Valeriy Mitin
Activities:
Aerial Work
Charter
Fleet (27): 5 Ka-32S, 2 Ka-32T, 13 Mi-2, 4 Mi-8, 3 Mi-8T
UPDATED
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Komiaviatrans
(Established 1998)
Head Office: ul Sovetskaya 67, Syktyvkar, 167981 Komi Republic
Tel: (+7 8212) 21 40 70
Fax: (+7 8212) 22 69 12
General Director: Vladimir A Fedorov
Activities:
Aerial Work
Charter
Fleet (73): 33 Mi-2, 5 Mi-6A, 1 Mi-8AMT, 3 Mi-8MTV-1, 29 Mi-8T, 2 Mi-10K + nine
fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, QATAR
Gulf Helicopters Company

(Established 1970)
Head Office: PO Box 811
Tel: (+974) 33 38 26
Fax: (+974) 41 10 04
Chairman: HE Abdulla Bin Hamad Alattiyah
General Manager: Mike Evans
Chief Pilot: Steve Kirkland
Marketing Manager: Mohamed Al Mohannadi
Employees: 180
Activities:
Aerial Work
Charter
Fleet (18): 1 206B, 7 212, 3 412EP, 3 412HP, 4 412SP
UPDATED
Gulf Helicopters Bell 412HP

(1998)
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COMMERCIAL HELICOPTER OPERATORS, PORTUGAL

Heliportugal Ltda
(Established 1982)
Head Office: Hangar No 7, Arodromo Municipal de Cascais-Tires, 2785-632 S D Rana
Tel: (+351 21) 448 91 10
Fax: (+351 21) 448 91 18
e-mail: info@heliportugal.pt
Web: http://www.heliportugal.pt
Chief Executive: Dr Pedro Silveira
Operations Director: Rui Tiaga Martins
Employees: 24
Activities:
Aerial Work
Charter
Media
Fleet (6): 1 AS 350BA, 1 AS 350B1, 2 AS 350B2, 1 AS 355F1, 1 EC 120B
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, PAPUA NEW GUINEA

Pacific Helicopters Pty Ltd

(Established 1975)
Head Office; PO Box 342, Goroka
Tel: (+675) 732 26 66
Fax: (+675) 732 15 03
e-mail: opsman@pachel.com.pg
Chief Executive: Malcolm Smith MBE
Employees: 130
Activities:
Aerial Work
Charter
Offshore Support
Fleet (27): 4 206L-3, 4 212, 5 AS 350BA, 2 500D, 4 MD500E, 1 Mi-17, 6 SA 315B,
1 SA 330J + fixed-wing aircraft
UPDATED
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Hevi Lift (PNG) Pty Ltd

(Established 1982)
Head Office: PO Box 49, Mount Hagen
Tel: (+675) 545 12 40
Fax: (+675) 545 12 61
President/Chief Executive Officer: Tony McCormack
Director of Operations: Jeffery Allen Dunn
Chief Pilot: Mike Wood
Director of Maintenance: Bill Maconachie
Employees: 270
Activities:
Aerial Work
Charter
Offshore Support
Heavylift
Fleet (17): 7 206L-3, 4 212, 1 Ka-32A, 3 Ka-32C, 1 Ka-32T, 2 Mi-171 + fixed-wing aircraft
UPDATED
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Heli Niugini Ltd

(Established 1987)
Head Office: PO Box 914, Madang 511
Tel: (+675) 82 25 21
Fax: (+675) 82 25 20
e-mail: generalmanager@heliniugini.com.pg
President/Chief Executive: Peter Todd
Director Operations: Sione Momoa
Chief Pilot: Grant Smith
Director Maintenance: David Cooper
Employees: 90
Activities:
Aerial Work
Charter
Offshore Support
Fleet (13): 4 206L-3, 2 BK117B-2, 5 Ka-32, 2 Mi-171
UPDATED
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Norsk Helikopter AS
(Established 1993)
Head Office: PO Box 171, N-4097 Sola
Tel: (+47) 51 64 66 00
Fax: (+47) 51 64 66 99
Managing Director: Ivar Eie
Operations Director: Per Kristian Nagell
Commercial Director: Geir Tynning
Technical Director: Dag Johan Saetre
Employees: 153
Activities:
Aerial Work
Charter
Offshore Support
Search and Rescue
Fleet (10): 5 AS 332L, 1 AS 332L1, 2 AS 332L2, 2 S-76C+
UPDATED
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CHC Helikopter Service A/S

(Established 1956)
Head Office: Box 522, N-4055 Stavanger Lufthavn
Tel: (+47) 51 94 10 00
Fax: (+47) 51 94 13 76
Web: http://www.chc.ca/norway
Managing Director: Jakob Bae
Flight Operations Director: Anders D Rosok
Technical Director: Jan Martinusson
Finance Director: Atle Stromme
Employees: 750
Activities:
Charter
Offshore
Scheduled
Training
Fleet (24): 1 214ST, 4 AS 332L, 4 AS 332L1, 6 AS 332L2, 3 AS 365N2, 6 S-61N +
fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, NIGERIA

Pan African Airlines (Nigeria) Ltd

(Established 1961)
Head Office: PMB 21054, Ikeja
Tel: (+234 1) 496 36 07
Fax: (+234 1) 496 39 07
Chief Executive: Bruce Fullerton
Employees: 95
Activities:
Aerial Work
Charter
EMS
Fleet (9): 3 206B-III, 1 206L-1, 5 206L-3 + fixed-wing aircraft
UPDATED
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Bristow Helicopters (Nigeria) Ltd

(Established 1969)
Tel: (+234 1) 497 53 58
Fax: (+234 1) 496 15 01
Tel: (+44 1737) 82 23 53 ext 467
Area Manager: Capt D C Reid
Operations Manager: Capt M Bull
Employees: 300
Activities:
Charter
Offshore Support
Fleet (25): 12 212, 2 412, 1 AS 355F1, 6 EC 155B operated/maintained for SPDC, 4 S-76A+
plus four fixed-wing aircraft
UPDATED
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Wanganui Aero Work Ltd

(Established 1950)
Head Office: PO Box 509, Wanganui 5015
Tel: (+64 6) 345 39 94
Fax: (+64 6) 345 39 92
Chief Executive: Richmond J Harding
Employees: 35
Activities:
Aerial Work
Charter
Fleet (4): 2 206B-III, 1 500D, 1 AS 350B2
UPDATED
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North Shore Helicopters Ltd

(Established 1983)
Head Office: Postmans Road, RD4, Albany 1310, Auckland
Tel: (+64 9) 426 82 87
Fax: (+64 9) 426 87 47
Chief Executive: Larry K Bennett
Employees: 10
Activities:
Aerial Work
Charter
Training
Media
Management contracts
Fleet (6): 1 206B, 2 BK 117A-4, 1 BK 117B-1, 1 EC 135, 1 R22
UPDATED
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The Helicopter Line

(Established 1986)
Head Office: PO Box 9, Arrowtown
Tel: (+64 3) 442 18 57
Fax: (+64 3) 442 19 54
e-mail: hlinfo@helicopter.co.nz
Web: http://www.helicopter.co.nz
Managing Director: Dennis Pickup
Aviation Manager: Keith Miles
Employees: 60
Activities:
Aerial Work
Charter
Search and Rescue
Media
Law Enforcement
Fleet (12): 10 AS 355F1, 1 BK117B-1, 1 BK 117B-2
UPDATED
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Garden City Helicopters Ltd

(Established 1985)
Head Office: PO Box 14-147, Christchurch 8030
Tel: (+64 3) 358 43 60
Fax: (+64 3) 358 41 50
Chief Executive: John S Currie
Employees: 10
Activities:
Aerial Work
Charter
Fleet (7): 3 AS 350B, 1 BK 117B-1, 3 R22 + two fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, MONACO

Heli Air Monaco

(Established 1976)
Head Office: Hliport de Monaco, MC-98000 Monte Carlo
Tel: (+377) 92 05 00 50
Fax: (+377) 92 05 00 51
Chief Executive: Jacques Crovetto
Employees: 100
Activities:
Aerial Work
Charter
Scheduled
Fleet (8): 1 AS 350B, 1 AS 350BA, 2 AS 350B2, 1 AS 355F1, 1 AS 355N, 1 SA 365C3, 1
SA 365N
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, MEXICO

SAEMSA-Servicios Areas Especializados

Mexicanos SA de CV
(Established 1994)
Head Office: Carrera Monterrey-Saltillo, Km 339, Santa Catarina, (Nuevo Leon), 66350
Tel: (+52 8) 399 26 06
Fax: (+52 8) 336 90 84
General Director: Humberto Lobo de la Garza
General Manager: Gabino Salazar Saenz
Activities:
Aerial Work
Charter
Offshore
Fleet (22): 1 205A-1, 2 206B, 5 212, 6 AS 365N2, 2 S-76A, 6 SA 330J
UPDATED
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SACSA-Servicios Aereos del Centro SA de CV

(Established 1983)
Head Office: Aeropuerto Internacional Toluca, Hangar 22 Calle 3, Terminal de Aviacion, 50500 Toluca
Tel: (+52 7) 279 26 77
Fax: (+52 7) 279 27 83
President/Chief Executive Officer: Alfredo Miguel
General Director: Captain Jesus Gaona Arcos
Director Operations/Chief Pilot: Captain Guillermo Ponce
Employees: 150
Activities:
Charter
Fleet (10): 1 206B-III, 2 206L-3, 2 206L-4, 1 230, 4 412EP
UPDATED
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PEGASO-Transportes Areos Pegaso SA de CV

(Established 1981)
Head Office: Santander 15, Piso 10, Col Insurgentes Mixcoac, Mexico City, DF 03920
Tel: (+52 5) 563 11 09/598 50 79
Fax: (+52 5) 611 53 76
Web: http://www.interacces.com.mx/pega
Chief Executive: Enrique Zepeda Navarro
Employees: 60
Activities:
Charter
Offshore Support
Helicopter tours
Fleet (9): 1 AS 350B2, 1 AS 350B3, 2 BK117B-2, 1 BO 105CBS-4, 4 BO 105LSA-3
UPDATED
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ASESA-Aeroservicios Espezializados SA de CV
(Established 1977)
Head Office: Hangares del Aeropuerto, 21450 Ciudad del Carmen, Campeche
Tel/Fax: (+52 938) 26 427
Chief Executive: Humberto Lobo de la Garza
Operations Manager: Captain Jesus Garranza
Employees: 85
Activities:
Aerial Work
Charter
Offshore Support
Training
Fleet (8): 1 212, 5 412EP, 2 AS 365N2
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, MALTA
Malta Air Charter

(Established 1976)
Head Office: Air Malta Bldg, Avianon Avenue, Luqa LQA 05
Tel: (+356) 67 72 91
Fax: (+356) 67 72 91
Tx: 1389 AIRMAL MW
General Manager: Charles J Buttigieg
Activities:
Charter
Scheduled
Tourist Flights
Also scheduled services between islands of Malta and Gozo
Fleet (2): 2 Mi-8P
UPDATED
Malta Air Charter uses Mil Mi-8P helicopters on lease from Bulgaria
(2002)
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COMMERCIAL HELICOPTER OPERATORS, MALAYSIA

Penerbangan Sabah Sdn Bhd (Sabah Air)

(Established 1975)
Head Office: Sabah Air Building, Old Airport Road, Locked Bag 113, 88999, Kota Kinabalu, Sabah
Tel: (+60 88) 25 67 33/25 23 72
Fax: (+60 88) 24 63 78
e-mail: enquiry@sabahair.com.my
Web: http://www.sabahair.com.my
General Manager: Tony Liew
Chief Pilot: Naru Kiob
Employees: 105
Activities:
Aerial Work
Charter
Search and Rescue
Training
Law Enforcement
Media
Fleet (9): 6 206B-III, 1 206L-3, 1 206L-4, 1 212 + fixed-wing aircraft
UPDATED
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East Asia Airlines Ltd (EAA Helicopters)

(Established 1990)
Head Office: Macau Maritime Terminal, 3/F, Avenida de Amizade, Macau
Tel: (+853) 790 72 34
Fax: (+853) 72 62 32
Chief Executive: Andrew Tse
Base Operations Director: Kwong-Cheung Chui
Flight Operations Director: Mathew Dillon
Engineering Director: Graeme McIntosh
Chief Pilot: Jos Morais
Employees: 110
Activities:
Scheduled services between Macau, Hong Kong and Shenzhen
Fleet (3): 3 S-76C+
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, LAOS

Lao Westcoast Helicopter Co

(Established 1991)
Head Office: Hangar 703, PO Box 4238, Wattay Airport, Vientiane
Tel: (+856 21) 51 20 23
Fax: (+856 21) 51 20 55
e-mail: davedlwch@laonet.net
Managing Director: David Reed
Employees: 15
Activities:
Aerial Work
Charter
Exploration
Fleet (7): 1 AS 350B, 4 AS 350BA, 2 AS 350B2 (all on New Zealand register)
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, JAPAN

Toho Air Service Co Ltd

(Established 1959)
Head Office: 11-25 Osawa, 6-chome, Mitaki-shi, Tokyo 181
Tel: (+81 422) 31 55 05
Fax: (+81 422) 33 05 05
Chief Executive: Kei Fujiwara
General Sales Manager: Saitoh Kohei
Employees: 130
Activities:
Aerial Work
Charter
Scheduled services between Izu island chain
Fleet (30): 1 AS 332L, 16 AS 350B, 1 AS 355F1, 1 AS 355F2, 1 AS 355N, 4 AS 365N,
4 SA 315B, 2 SA 330J
UPDATED
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Aero Asahi Corp

(Established 1955)
Head Office: Sunshine 60, 32nd Floor, 1-1-3 Higashi-Ikebujuro, Toshina-ku, Tokyo 170
Tel: (+81 3) 39 88 95 83
Fax: (+81 3) 39 80 90 43
Web: http://www.aeroasahi.co.jp
Employees: 1,400
President/Chief Executive Officer: Tsutomu Tsukada
General Manager Administration: Tsutomu Arai
General Manager Flight Operations: Osamu Wada
General Manager Technical: Yukio Matsumura
Activities:
Aerial Work
Charter
Offshore Support
Media
Fleet (88): 2 204B-2, 29 206B-III, 1 214ST, 1 230, 5 412, 2 412EP, 1 430, 3 AS 332L,
14 AS 350B, 3 AS 350B3, 3 AS 355F1, 5 AS 355F2, 2 BK 117A-3, 1 BK 117B-1,
6 MD900, 1 S-76A+, 5 S-76C, 4 SA 330J
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ITALY

Elisystem Srl
(Established 1973)
Head Office: Via F Baracca 11, I-27055 Rivanazzano (PV)
Tel: (+39 0383) 94 44 40
Fax: (+39 0383) 94 40 63
Chief Executive: Maggi Giorgio
Employees: 15
Activities:
Agricultural spraying
Firefighting
Filming
Fleet (10): 2 AS 350B2, 3 AS 350B3, 5 NH-300
UPDATED
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Elifriulia Srl
(Established 1971)
Head Office: Aeroporto del Friuli Venezia Giulia, I-34077 Ronchi del Legionari (GO)
Tel: (+39 0481) 77 89 01/2
Fax: (+39 0481) 77 89 03
e-mail: mail@elifriulia.it
Web: http://www.elifriulia.it
Chief Executive: Marco Coloatto
Employees: 12
Activities:
Aerial Work
Charter
Training
Search and Rescue
Firefighting
Tourist Flights
Fleet (12): 1 A109E, 1 AS 350B2, 2 AS 350B3, 1 AS 355N, 1 EC 135T1, 3 R22, 2 R44,
1 SA 315B
UPDATED
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Eli-Fly SpA
(Established 1983)
Head Office: Via Casa Bianca 2, I-25040 Esine (BS)
Tel: (+39 0364) 463 87
Fax: (+39 0364) 46 64 96
and at
Isola di Capo Rizzuti (Calabria), Crotone Airport
Tel: (+39 0962) 79 96 33
Fax: (+39 0962) 79 74 35
Chief Executive: Comte Francesco Comensoli
Employees: 25
Activities:
Aerial Work
Charter
EMS
Offshore Support
SAR
Training
Fleet (14): 3 300, 1 412HP, 1 412SP, 2 R22, 5 SA 315B, 2 SA 316B
UPDATED
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Air Green Srl

(Established 1985)
Head Office: Via Fiano 63/1, I-10070 Robassomero
Tel: (+39 011) 923 63 70
Fax: (+39 011) 923 58 85
Chief Executive: Airaudi Mauro
Employees: 15
Activities:
Aerial Work
Charter
Scheduled
Search and Rescue
Training
Firefighting
Fleet (16): 1 412, 2 AB 412, 1 AS 350B2, 1 AS 350B3, 1 EC 135P1, 2 R22, 7 SA 315B,
1 SA 316B
VERIFIED
Air Green Eurocopter SA 315B Lama on construction work

(1998)
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COMMERCIAL HELICOPTER OPERATORS, IRELAND

Westair Aviation Ltd

(Established 1976)
Head Office: South East Ramp, Shannon Airport, County Clare
Tel: (+353 61) 47 51 66
Fax: (+353 61) 47 45 44
Sales Manager: Anne Larkin
Employees: 32
Activities:
Aerial Work
Charter
Fleet (6): 3 206B, 2 222A, 1 430 + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, INDONESIA

PT Pelita Air Service

(Established 1970)
Head Office: Jalan Abdul Muis 52-56A, Jakarta 10160
Tel: (+62 21) 231 20 30
Fax: (+62 21) 231 20 63/22 16
e-mail: operation@pelita-air.co.id
Web: http://www.pelita-aircharter.com
Web: http://www.pelita-airventure.com
President Director: Soeratman
Director of Production: Capt Edy Joewono
Director of Marketing: Willy Raharto
Director of Finance and Administration: R H W Massie
Activities:
Airlines/scheduled
Charter
Offshore Support
Exploration
External sling
Heavylift
Fleet (31): 2 Nbell 412, 2 NAS 332C, 17 NBO105CB, 7 SA 330, 3 S-76A + 26 fixed-wing
aircraft
UPDATED
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PT National Utility Helicopters

(Established 1970)
Head Office: Jalan Tanah Abang 1/11-E, Jakarta 10160
Tel: (+62 21) 380 46 83
Fax: (+62 21) 380 99 34
President: Capt Wibisono Rusmiputro
Finance Director: Yindra Rusmiputro
Operations Manager: Sugeng Triyono
Maintenance Manager: David John Baker
Employees: 110
Activities:
Aerial Work
Charter
EMS
Offshore
Fleet (9): 7 205A, 1 206B-III, 1 212
UPDATED
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PT Gatari Air Service

(Established 1983)
Head Office: Halim Perdana Kusuma Airport, Terminal Building 2nd Floor, Jakarta 13610
Tel: (+62 21) 809 34 28
Fax: (+62 21) 809 29 00
President/Chief Executive: Titik W Poedjoko
Operations Manager: Pramono Budi Tutuko
Engineering Manager: Bambang Supriyono
Employees: 320
Activities:
Aerial Work
Charter
Offshore Support
Search and Rescue
Fleet (19): 3 206B-III, 6 212, 4 412, 1 BK117B-1, 3 NBell 412SP, 2 NBO105CB +
fixed-wing aircraft
UPDATED
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PT Airfast Indonesia
(Established 1971)
Head Office: Plaza Kuningan Menara Utara No 305, Jalan H R Rasuna Said Kav C11-14, Jakarta
Selatan 12940
Tel: (+62 21) 520 06 96
Fax: (+62 21) 520 07 31
e-mail: charter@airfast.co.id
Web: http://www.airfastindonesia.com
President Director: Frank D Reuneker
Director of Operations: Erlangga Suryadarma
General Manager: Garry E Hunt
Chief Pilot: Gatot Purwoko
Engineering Manager: Eddy Suba
Employees: 295
Activities:
Aerial Work
Charter
Offshore
Search and Rescue
Fleet (11): 2 204B, 3 206B, 3 212, 2 NBell 412SP, 1 S-58T + fixed-wing aircraft
UPDATED
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Pawan Hans Helicopters Ltd

(Established 1985)
Head Office: NDMC Building, New Delhi 110003
Tel: (+91 11) 463 22 73
Fax: (+91 11) 460 25 96
Web: http://www.pawanhans.com
Chairman/Managing Director: A Natrajan
Operations Director: Gp Capt B K Dhiy
General Manager, Finance: Sanjiv Bahl
Maintenance Director: P Dev
Employees: 700
Activities:
Aerial Work
Charter
Offshore Support
Law Enforcement
Search and Rescue
Fleet (30): 3 206L-4, 2 407, 3 Mi-172, 2 R44, 20 SA 365N
UPDATED
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WIKING Helikopter Service GmbH

(Established 1975)
Head Office: Postfach 10 64 22, 20043 Hamburg
Tel: (+49 40) 23 54 43 00
Fax: (+49 40) 23 54 43 10
e-mail: info@wiking-helikopter.de
Web: http://www.wiking-helikopter.de
Managing Director: Rolf Schneider
Flight Operations Manager: Josef Blochl
Technical Manager: Horst Voigt
Employees: 85
Activities:
Aerial Work
Charter
Offshore
Media
Fleet (5): 4 S-76A+, 1 S-76B
UPDATED
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Meravo Luftreederei Fluggesellschaft GmbH

(Established 1960)
Head Office: Flugplatz, D-74229 Oedheim
Tel: (+49 7136) 60 51
Fax: (+49 7136) 233 15
e-mail: meravo-helicopters@t-online.de
Chief Executive: Dipl Ing Bernd Hauber
Employees: 35
Activities:
Aerial Work
Charter
Repair
Training
Media
Fleet (31): 5 AB47, 4 206B-III, 1 206L-3, 4 AS 350B, 2 AS 350B1, 2 AS 350B2, 2 AS
350B3, 3 AS 350BA, 1 AS 355N, 1 EC 120B, 1 S-58C, 5 SA 360C
UPDATED
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HSD Hubschrauber-Sonder-Dienst
Flugbetriebs-GmbH & Co
(Established 1985)
Head Office: An der Burg 4-8, D-37120 Harste
Tel: (+49 5593) 92 92 92
Fax: (+49 5593) 92 92 29
e-mail: zentrale@hsd-online.de
Web: http://www.hsd-online.de
Chief Executive: Kai Scheithauer
Employees: 40
Activities:
Aerial Work
Cargo
Charter/business flights
IFR Training
Media
Scheduled
Fleet (11): 4 206B, 1 206L-4, 3 222A, 1 222B, 1 BK 117, 1 MD900
UPDATED
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Helitransair GmbH
(Established 1987)
Head Office: Flugplatz, Postfach 11 02, D-63323 Egelsbach
Tel: (+49 6103) 941 50
Fax: (+49 6103) 452 53
e-mail: info@helitransair.com
Chief Executive: Eberhard Herr
Flight Operations Manager: Kurt Friess
Technical Manager: Paul Brady
Employees: 15
Activities:
Aerial Work
Charter
Media
Firefighting
Maintenance, Repair
Training
Fleet (9): 1 A 109E, 2 AS 350B2, 1 AS 365N2, 2 BO 105CBS-4, 1 EC 120B, 1 R22, 1
R44
UPDATED
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HDM-Flugservice GmbH
(Established 1972)
Head Office: Flughafenstrasse 100, Postfach 99 03 41, 90270 Nuremberg
Tel: (+49 911) 52 75 70
Fax: (+49 911) 527 57 12
e-mail: hdm@hdm-flugservice.de
Web: http://www.hdm-flugservice.de
Managing Directors: Thomas Mnsterer & Jochen Schmidt
Flight Operations Director: Klaus Nietzold
Technical Director: Helmut Kiessling
Employees: 35
Activities:
Aerial Work
Charter
EMS
Tourist Flights
Fleet (7): 6 412HP, 1 BK 117B-2
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, FRANCE

SAF-Service Arien Franais SA/Air Courchevel

(Established 1983)
Head Office: BP 39, Arodrome Albertville-Tournon,
F-73460 Frontenex
Tel: (+33 4) 79 38 48 29
Fax: (+33 4) 79 38 48 42
e-mail: saf@safhelico.com
Chairman: Eric Fraissinet
Chief Executive Officer: Christophe Rosset
Director of Operations: James Perrier
Chief Pilot: Jean-Luc Menichelli
Director of Maintenance: Lino Ferri
Employees: 65
Activities:
Aerial Work
Charter
EMS
Law Enforcement
Skiing
Fleet (18): 1 206B-III, 1 214B, 1 407, 1 AS 350B, 1 AS 350B1, 1 AS 350B2, 2 AS
350B3, 2 AS355F1, 3 AS 355N, 3 SA 315B, 2 SA 316B

UPDATED
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Heli-Inter SA
(Established 1976)
Head Office: BP 55, F-95312 Cergy-Pontoise Cdex
Tel: (+33 1) 30 37 30 00
Fax: (+33 1) 34 64 55 27
Chief Executive: Claude A d'Albronn
Employees: 50
Activities:
Aerial Work
Charter
Scheduled services between Nice, Cannes and Monaco, operated under Heli-Inter Riviera title
Fleet (12): 5 AS 350B, 1 AS 350BA, 3 AS 355F1, 1 SA 342J, 2 SA 365C
UPDATED
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Helifrance
(Established 1980)
Head Office: Hliport de Paris, 4 ave de la Porte de Svres, F-75015 Paris
Tel: (+33 1) 45 54 95 11
Fax: (+33 1) 45 54 18 81
e-mail: info@helifrance.fr
Web: http://www.helifrance.fr
President Director General: Frdric Aguettant
Operations: Romain Prud'hommes
Employees: 10
Activities:
Aerial Work
Charter
Scheduled
Media
Fleet (8): 5 AS 350B, 1 AS 355F2, 1 EC 135, 1 SA 365N
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, FINLAND
Copterline (Copter Action OY)

(Established 1989)
Head Office: Helsinki-Malmin Lentoasema, 00700 Helsinki
Tel: (+358 9) 350 52 10
Fax: (+358 9) 374 33 77
e-mail: contact@copterline.com
Web: http://www.copterline.com
Managing Director: Kari Ljungberg
Flight Operations Director: Pekka Tuononen
Technical Director: Sami Visakko
Employees: 80
Activities:
Aerial Work
Charter
Training
Scheduled services between Helsinki and Tallinn
Fleet (16): 2 300C, 1 500D, 1 AB206B, 1 AS 350B2, 1 AS 355F, 3 BO 105CBS, 1 EC
135P1, 4 R22, 2 S-76C+
UPDATED
Finnish operator Copterline uses the Sikorsky S-76C+ on scheduled services

(2002)
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COMMERCIAL HELICOPTER OPERATORS, FIJI

Pacific Crown Aviation Ltd (Island Hopper)

(Established 1976)
Head Office: PO Box 9622, Nadi Airport, Nadi
Tel: (+679) 672 04 10
Fax: (+679) 672 01 72
Chief Executive: I Simpson
Employees: 12
Activities:
Charter
Tourist Flights
Fleet (3): 1 AS 350B1, 1 AS 350BA, 1 EC 120B
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, EGYPT

Petroleum Air Services (PAS)

(Established 1982)
Head Office: PO Box 2711, 5 Dr El Batrawi Street, Nasr City, Cairo
Tel: (+20 2) 403 21 80
Fax: (+20 2) 402 44 49
Chairman/Managing Director: Geu-Samir Abdel Salam
Deputy Managing Director: Tameem Fahmy
Technical Support Manager: Abdel Aty Kabeel
Employees: 400
Activities:
Aerial Work
Charter
Offshore
Fleet (23): 2 206B-III, 6 206L-3, 10 212, 2 412EP, 3 412HP + fixed-wing aircraft
UPDATED
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Groenlandsfly A/S (Greenlandair Inc)

(Established 1960)
Head Office: Box 1012, DK-3900 Nuuk/Godthaab, Greenland
Tel: (+299) 34 34 34
Fax: (+299) 32 72 88
Web: http://www.greenlandair.gl
President: Finn Oeelund
Operations Director: Kristen Groedem
Technical Director: Svend Ove Neilsen
Employees: 400
Activities:
Aerial Work
Charter
Offshore Support
Scheduled
Search and Rescue
Fleet (18): 4 212, 6 AS 350B2, 4 500D, 4 S-61N + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, CZECH REPUBLIC

Aerocentrum Ltd
(Established 1994)
Head Office: Letiste Melnik-Horin, CZ-276 01 Melnik
Tel: (+420 206) 62 11 32
Fax: (+420 206) 62 22 77
e-mail: aerocentrum@aerocentrum.cz
Web: http://www.aerocentrum.cz
Chief Executive: Lubomir Ogurk
Operations Manager: Miroslav Riessner
Chief Pilot: Petr Cerny
Technical Manager: Vaclav Zk
Employees: 25
Activities:
Aerial Work
Charter
Fleet (6): 2 Mi-8T, 1 Mi-8TP, 2 R22, 1 R44 + fixed-wing aircraft
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COMMERCIAL HELICOPTER OPERATORS, COLOMBIA

Aeroexpreso Bogot SA
(Established 1978)
Head Office: Apartado Aereo 6781, Carrera 3, No 56-19, Bogot
Tel: (+57 1) 211 81 00
Fax: (+57 1) 212 89 52
President: James G Leaver
Vice President/General Manager: Roberto Nio
Vice President Operations: Francisco Cavallazzi
Activities:
Aerial Work
Charter
Exploration
Training
Fleet (5): 3 212, 2 BO 105 + fixed-wing aircraft
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China Southern Airlines Zhuhai Helicopter

Company
(Established 1980)
Head Office: Zhuhai Jiuzhou Heliport, Zhuhai 519015, Guangdong Province
Tel: (+86 756) 333 49 91
Fax: (+86 756) 333 49 89
General Manager: Yang Shi Lin
Director of Operations: Zhu Jin Ling
Chief Pilot: Wu Zhong Qian
Activities:
Charter
Offshore
Search and Rescue
Sightseeing
Training
Fleet (5): 3 S-76A, 2 S-76C+
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Yellowhead Helicopters Ltd

(Established 1975)
Head Office: Box 190, Valemount, British Columbia V0E 2Z0
Tel: (+1 250) 566 44 01
Fax: (+1 250) 566 43 33
e-mail: yhl@yellowheadheli.com
Web: http://www.yellowheadheli.com
President: Gerry Forman
Operations Manager: Terry Jones
Director of Maintenance: Richard McDonald
Chief Pilot: Dale Brady
Employees: 28
Activities:
Aerial Work
Charter
Fleet (16): 2 204C, 1 205A-1, 4 206B, 4 206B-III, 2 206L-3, 2 206LR, 1 R44
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Vancouver Island Helicopters Ltd

(Established 1955)
Head Office: No 1-9600 Canora Road, Sidney, British Columbia V8L 5V5
Tel: (+1 250) 656 39 87
Fax: (+1 250) 655 11 80
e-mail: vih@vih.com
Web: http://www.vih.com
President: Ken Norie
General Manager: Barry Hewko
Operations Manager: Charlie Mooney
Chief Pilots: Uisdean Ross, Roman Beijnar
Director of Maintenance: Dave Heyer
Employees: 300
Activities:
Aerial Work
Charter
Training
Firefighting
Fleet (79): 4 205A-1, 1 205B, 40 206B, 3 206LR, 1 206L-1, 8 212, 2 222UT, 2 AS
350B, 4 AS 350B1, 8 AS 350B2, 4 AS 350BA, 2 R22B

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Helijet Charters
(Established 1980)
Head Office: 5911 Airport Road South, Richmond, British Columbia V7B 1B5
Tel: (+1 604) 270 14 84
Fax: (+1 604) 270 76 49
e-mail: charters@helijet.com
Web: http://www.helijet.com
President: Daniel Sitnam
Director, Charter Division: Dennis Rigo
Chief Pilot: Gordon Jones
Activities:
Aerial Work
Charter
Search and Rescue
Media
Fleet (7): 1 206B, 1 206L-3, 1 AS 350BA, 1 AS 355F1, 3 R22
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Universal Helicopters Newfoundland Ltd

(Established 1963)
Head Office: PO Box 529, Station C, Goose Bay, Newfoundland A0P 1C0
Tel: (+1 709) 896 35 41
Fax: (+1 709) 896 93 44
President/Chief of Operations: Geoff Goodyear
Chief Pilot: Gerald Nuttall
Director of Maintenance: Norman Noseworthy
Employees: 35
Activities:
Aerial Work
Charter
Fleet (18): 1 206B, 9 206LR+, 3 206L-4, 2 407, 1 480, 1 AS 350B, 1 AS 350BA
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Tundra Helicopters Ltd

(Established 1973)
Head Office: 5225-216 Street, Langley, British Columbia V2Y 2N3
Tel: (+1 604) 534 65 35
Fax: (+1 604) 534 76 74
e-mail: tundrahelicopters@shaw.com
President: Steve Harrison
Operations Manager/Chief Pilot: Ralph Wagner
Chief Engineer: Ryan Yip
Employees: 22
Activities:
Charter
Fleet (6): 1 212, 1 500D, 1 MD530F, 2 S-58ET, 1 UH-12ET
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Trans North Air

(Established 1967)
Head Office: 115 Range Road, Whitehorse, Yukon Territory Y1A 5X9
Tel: (+1 867) 668 21 77
Fax: (+1 867) 668 34 20
President: Ronald F Connelly
General Manager: T A Kapty
Operations Manager/Chief Pilot: John D Witham
Employees: 25
Activities:
Aerial Work
Charter
Fleet (12): 4 206B, 6 206B-III, 1 206L-1C30P, 1 AS 350B2
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Taiga Helicopters (1993) Ltd

(Established 1993)
Head Office: PO Box 1919, Whitecourt, Alberta T7S 1P6
Tel: (+1 780) 778 36 74
Fax: (+1 780) 778 38 54
President/Operations Manager: Fred Prufer
Vice President: Nevis Prufer
Employees: 12
Activities:
Aerial Work
Charter
Fleet (4): 3 206B-III, 1 AS 350D
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Skylink Aviation Inc

(Established 1976)
Head Office: 1027 Yonge Street, Toronto, Ontario M4W 2K9
Tel: (+1 416) 924 90 00
Fax: (+1 416) 924 90 06
e-mail: info@skylinkaviation.com
Chairman/President: Surjit Babra
Chief Executive: Walter Arbib
Operations Manager: Robert McKenny
Employees: 15
Activities:
Aerial Work
Charter
Fleet (5): 2 212, 2 Mi-17, 1 Mi-26 + 2 fixed-wing aircraft
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Remote Helicopters (NWT) Ltd

(Established 1984)
Head Office: Box 1340, Slave Lake, Alberta T0G 2A0
Tel: (+1 780) 849 22 22
Fax: (+1 780) 849 22 88
President: William K Lukan
Chief Pilot: Doug McArthur
Employees: 20
Activities:
Aerial Work
Charter
Fleet (12): 1 204B, 3 206B, 1 206L-3, 2 212, 2 AS 350B, 3 AS 350BA
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Passport Helicopters Inc

(Established 1989)
Head Office: 2343 rue de l'Aroport, St-Mathieu-de-Beloeil, Qubec J3G 4S5
Tel: (+1 450) 464 52 90
Fax: (+1 450) 464 94 62
President: Marcel Boutin
Operations Manager/Chief Pilot: Michel Todd
Employees: 24
Activities:
Aerial Work
Charter
Fleet (8): 1 206B-II, 1 206L, 5 R22, 1 R44
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Pacific Western Helicopters Ltd

(Established 1990)
Head Office: 4214 Cowart Road, Prince George, British Columbia V2N 6H9
Tel: (+1 250) 562 79 11
Fax: (+1 250) 562 16 90
e-mail: pwh@mag-net.com
President: Dean Shaw
Operations Manager: Ray Curry
Chief Pilot: Ken Knight
Employees: 25
Activities:
Aerial Work
Charter
Fleet (9): 6 206B, 1 206L-3, 1 AS350B, 1 AS350B2
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North Central Helicopters Ltd

(Established 1985)
Head Office: Box 1440, La Ronge, Saskatchewan S0J 1L0
Tel: (+1 306) 425 31 00
Fax: (+1 306) 425 41 16
e-mail: ncheli@sk.sympatico.ca
President/Operations Manager: Brooke Ede
Vice President: Garry Thompson
Chief Pilot: Dwain Anderson
Director of Maintenance: Rod Fisher
Employees: 25
Activities:
Aerial Work
Charter
Fleet (10): 2 204B, 2 205A-1, 1 206B, 2 206L, 1 206L-3, 2 AS 350BA
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Niagara Helicopters Ltd

(Established 1985)
Head Office: 3731 Victoria Avenue, PO Box 636, Niagara Falls, Ontario L2E 6V5
Tel: (+1 905) 357 56 72
Fax: (+1 905) 374 28 56
President/Operations Manager: Ruedi H Hafen
Marketing Director: Anna Pierce
Employees: 50
Activities:
Aerial Work
Charter
Search and Rescue
Law Enforcement
Fleet (5): 5 407
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National Helicopters Inc

(Established 1985)
Head Office: RR1, Kleinburg, Ontario L0J 1C0
Tel: (+1 905) 893 27 27
Fax: (+1 905) 893 27 00
Web: http://www.nationalhelicopters.com
President: Dan Munro
Operations Manager/Chief Pilot: Dan Munro
Assistant Operations Manager: Andrew Dunt
Employees: 27
Activities:
Aerial Work
Charter
Search and Rescue
Training
Fleet (12): 1 206-II, 2 206B-III, 2 206L-1, 1 212, 1 222A, 1 AS 350BA, 4 R22
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Highland Helicopters Ltd

(Established 1959)
Head Office: 4240 Agar Drive, Vancouver Airport South, Richmond, British Columbia V7B 1A3
Tel: (+1 604) 273 61 61
Fax: (+1 604) 273 60 88
Chief Executive: Rudolph (Rudy) Jens
Operations Manager: Terry Churcott
Chief Pilot: Keith Ostertag
Director of Maintenance: Howie Pinchbeck
Employees: 60
Activities:
Aerial Work
Charter
Fleet (37): 7 206B, 2 206B-II, 15 206B-III, 4 206L-3, 9 AS 350B2
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Heli-Max Lte/Ltd
(Established 1976)
Head Office: 3650 Boulevard de l'Aroport, Trois-Rivires, Quebec G9A 5E1
Tel: (+1 819) 377 33 44
Fax: (+1 819) 377 58 58
e-mail: helimax@helimax.ca
Web: http://www.helimax.ca
President/Operations Manager: Wilfrid Hamel
Operations Manager: Jean Carrier
Chief Pilot: Michel Bussieres
Director of Maintenance: Richard Morin
Employees: 45
Activities:
Aerial Work
Charter
Search and Rescue
Media
Fleet (16): 3 AS 350BA, 3 MD 500D, 3 MD 500E, 7 MD 520N
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Helijet International Inc

(Established 1986)
Head Office: 5911 Airport Road South, Richmond, British Columbia V7B 1B5
Tel: (+1 604) 273 46 88
Fax: (+1 604) 273 53 01
Web: http://www.helijet.com
President/Chief Executive Officer: Daniel Sitnam
Vice President Business Development: Ken Glaze
Director Flight Operations: Gordon Jones
Chief Pilot: Dennis Rigo
Director of Maintenance: Morris Forchuck
Employees: 90
Activities:
Aerial work
EMS
Sightseeing
Scheduled passenger service between Vancouver and Victoria, and from Victoria to Seattle,
Washington.
Fleet (12): 1 206B, 1 AS 350B, 1 AS 355F1, 3 R22, 1 S-61N, 3 S-76A, 2 S-76A+
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Helifor Industries Ltd

(Established 1978)
Head Office: 828-1200 West 73, Vancouver, British Columbia V6P 6G5
Tel: (+1 604) 269 20 00
Fax: (+1 604) 269 20 08
President: Gary McDermid
Flight Operations Director: Jeff Briggs
Logging Operations Manager: Gary Laidlaw
Chief Pilot: Mark Hogg
Director of Maintenance: Gordon Ashmore
Employees: 160
Activities:
Aerial Work
Heavylift
Forestry
Fleet (10): 4 BV 107 II, 1 BV 234, 5 500D
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Great Slave Helicopters Ltd

(Established 1984)
Head Office: Bag 7500, Yellowknife, Northwest Territories X1A 2R3
Tel: (+1 867) 873 20 81
Fax: (+1 867) 873 60 87
Web: http://www.greatslaveheli.com
President: Adam Bembridge
Operations Manager: John Buckland
Vice President Flight Operations: Ian Campbell
Chief Pilot: Mark McGowan
Director of Maintenance: Dwight Webb
Employees: 95
Activities:
Charter
Exploration
Search and Rescue
Training
Fleet (40): 2 204B, 11 206B, 2 206L-3, 2 206LR, 3 212, 2 300C, 11 500D, 4
AS 350BA, 1 AS 350B1, 1 AS 350B2, 1 AS 350B3
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Conair Helicopters
(Established 1968)
A division of Conair Aviation Ltd
Head Office: Box 220, Abbotsford, British Columbia V2S 4N9
Tel: (+1 604) 855 11 90
Fax: (+1 604) 855 11 89
e-mail: info@conair.ca
Web: http://www.conair.ca
President: Wayne Frank
General Manager: Charlie Morgan
Chief Pilot: Claude Marchand
Employees: 40
Activities:
Aerial Work
Charter
Training
Fleet (14): 8 205A-1, 2 206B, 2 212, 2 AS 350B1
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Delta Helicopters Ltd

(Established 1972)
Head Office: Box 1, Site 6, RR1, St Albert, Alberta T8N 1M8
Tel: (+1 780) 458 35 64
Fax: (+1 780) 458 35 91
President: Donald G Stubbs
Operations Manager: Paul Stubbs
Chief Pilot: Steve Smith
Director of Maintenance: Chuck Wicks
Employees: 30
Activities:
Aerial Work
Charter
Fleet (17): 4 204B, 6 206B, 2 206B-III, 3 206L-1, 1 R22, 3 R44
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Custom Helicopters Ltd

(Established 1977)
Head Office: 401 Helicopter Dr, St Andrews Airport, St Andrews, Manitoba R1A 3P7
Tel: (+1 204) 338 79 53
Fax: (+1 204) 663 50 37
President: Jim M Hawes
Operations Manager: Brian Hawes
Chief Pilot: Bob Glenn
Employees: 35
Activities:
Aerial Work
Charter
Fleet (20): 3 205A-1, 11 206B-II, 2 206B-III, 2 206L-1, 2 206L-3
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Coulson Aircrane Ltd

(Established 1985)
Head Office: 7500 Airport Road, RR3, Port Alberni, British Columbia V9Y 7L7
Tel: (+1 250) 723 81 00
Fax: (+1 250) 723 06 08
President/Chief Executive Officer: Wayne C Coulson
General Manager Operations: Gary Collinge
Chief Pilot: John Coughlin
Director of Maintenance: Ivan Whitticase
Employees: 50
Activities:
Aerial Work
Charter
Fleet (7): 3 206B, 3 S-61N, 1 S-61L Short
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Cougar Helicopters Inc

(Established 1984)
Head Office: PO Box 248, Waverley, Nova Scotia B0N 2S0
Tel: (+1 902) 873 36 11
Fax: (+1 902) 873 39 72
e-mail: bjohns@cougar.ca
Web: http://www.cougar.ca
President: Jim G Johnston
Executive Vice President: Tony Ross
Vice President Operations: Bill Johns
Director Flight Operations: Tom Kerkhof
Vice President Maintenance: Bob Chapman
Employees: 106
Activities:
Aerial Work
Charter
Search and Rescue
Media
Offshore Support
Fleet (11): 2 206B, 3 AS 332L, 1 AS 355F1, 1 S-61N, 1 S-76A + two fixed-wing aircraft
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Cariboo-Chilcotin Helicopters Ltd

(Established 1985)
Head office: PO Box 1345, Hangar Nugget Road, Lillooet, British Columbia V0K 1V0
Tel: (+1 250) 256 48 88
President: Faye Holt
Operations Manager: Doug Smallman
Employees: 10
Activities:
Aerial Work
Charter
Fleet (6): 1 205A-1, 3 206B-II, 1 206B-III, 1 K-MAX
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Canadian Helicopters Ltd

(Established 1947)
Head Office: 1215 Monte Pilon, Les Cdres, Quebec J7T 1G1
Tel: (+1 450) 452 30 00
Fax: (+1 450) 452 24 72
Web: http://www.canadianhelicopters.com
and at
Hangar #40, 12021-121 St, Edmonton, Alberta T5L 4H7
Tel: (+1 780) 429 69 00
Fax: (+1 780) 452 69 17
President: Jean-Pierre Blais
Vice President/General Manager - EMS: Rob Blakely
Vice President/General Manager - Eastern Canada: Simon Morton
Vice President/General Manager - Western Canada: Bob MacKay
Chief Pilot: Dave McCutcheon
Director of Mainteance: Ed Bergnach
Employees: 500
Activities:
Aerial Work
Charter

Offshore Support
Fleet (161): 29 206B, 13 206B-III, 15 206L, 4 206L-1, 11 212, 6 500D, 8 AS 350B, 3
AS 350B2, 25 AS 350BA, 16 AS 350D, 2 AS 355F1, 1 AS 355F2, 2 AS 332C, 3 AS 332L,
1 BO 105, 6 R22, 1 R44, 3 S-61N, 12 S-76A
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Canadian Air-Crane Ltd

(Established 1986)
Head Office: 7293 Wilson Avenue, Delta, British Columbia V4G 1E5
Tel: (+1 604) 940 17 15
Fax: (+1 604) 940 17 35
Web: http://www.air-crane.com
President: Ralph Torney
Business Manager: Dave Heyes
Marketing Manager: John Smith
Chief Pilot: Bob Hawthorne
Director of Engineering: Gary Gentile
Employees: 68
Activities:
Aerial Work
Firefighting
Forestry
Fleet (5): 3 S-64E, 2 S-64F
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Campbell Helicopters Ltd

(Established 1987)
Head Office: Box 2008, Clearbrook Postal Station, Abbotsford, British Columbia V2T 3T8
Tel: (+1 604) 852 11 22
Fax: (+1 604) 852 49 82
e-mail: campbell@uniserve.com
Chief Executive: Bruce H Campbell
Operations Manager: Laura Siemens
Chief Pilot: Jan Elbe
Employees: 45
Activities:
Aerial Work
Charter
Fleet (9): 1 204B, 4 205A-1, 3 212, 1 S-58T
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Alpine Helicopters Ltd

(Established 1961)
Head Office: 1295 Industrial Road, Kelowna, British Columbia V1Z 1G4
Tel: (+1 250) 769 41 11
Fax: (+1 250) 769 20 40
President: Patrick Aldous
Vice President: David S White
Operations Manager: Sam Chivers
Chief Pilot: Jim Barker
Employees: 105
Activities:
Aerial Work
Charter
Search and Rescue
Bases: Alberta: Calgary, Canmore, Hinton; British Columbia: Golden, Invermere
Fleet (31): 8 206B, 3 206L-3, 16 212, 6 407
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ALC Airlift Corp

(Established 1979)
Head Office: 4-11465 North Baynes Road, Pitt Meadows, British Columbia V3Y 2B3
Tel: (+1 604) 465 89 81
Fax: (+1 604) 465 89 83
President: J Alex Lang
Employees: 20
Activities:
Aerial Work
Charter
Fleet (6): 2 206B, 1 500D, 1 AS 350D, 2 SA-315B
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Abitibi Helicopters Ltd

(Established 1976)
Head Office: CP 188, 341 Route 111 Ouest, La Sarre, Quebec J9Z 2X5
Tel: (+1 819) 333 40 47
Fax: (+1 819) 333 98 94
e-mail: heliabi@lino.com
and at:
Springbank Airport, Box 9, Site 16, RR2, Calgary, Alberta T2P 2G5
Tel: (+1 403) 247 95 91
Fax: (+1 403) 247 07 38
e-mail: abitibi@direct.ca
President: Bertrand Perron
Director of Operations: Pierre Michaud
Director of Maintenance: Dennis Robitaille
Western Division Manager: Malcolm Stewart
Chief Pilot: Michel Rochette
Employees: 65
Activities:
Aerial Work
Charter
Fleet (14): 1 205A-1, 1 206B, 1 206L, 1 500D, 4 AS 350BA, 3 AS 350BA+, 3 AS 350B2
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COMMERCIAL HELICOPTER OPERATORS, BULGARIA

Heli Air Services

(Established 1990)
Head Office: Sofia Airport-North, 1540 Sofia
Tel: (+359 2) 79 50 36
Fax: (+359 2) 79 11 51
e-mail: heliair@intech.bg
SITA: SOFHACT
Executive Director: George Spassov
Employees: 100
Activities:
Aerial work
Charter
Media
Fleet (6): 5 Mi-8, 1 Mi-8MTV-1 + 4 fixed-wing aircraft
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COMMERCIAL HELICOPTER OPERATORS, BRAZIL

Helivia Aero Taxi Ltda

(Established 1987)
Head Office: Rua Barao de Flamengo, 32-2nd Andar, CEP-22220-080 Rio de Janeiro
Tel: (+55 21) 22 85 73 35
Fax: (+55 21) 25 58 13 23
e-mail: halivia@centroin.com.br
Chief Executive: James H Bianchi
Directors: Geraldo Pontes Araujo, Helio J Ribeiro
Employees: 104
Activities:
Aerial Work
Charter
Offshore Support
Fleet (11): 7 BO 105CBS-4, 2 BO 105CBS-5, 2 SA 330J
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, BELGIUM

QS Helicopters/Heliservice Belgium NV
(Established 1977)
Head Office: Gaasbeeksesteenweg 140, B-1500 Halle
Tel: (+32 2) 361 21 21
Fax: (+32 2) 360 27 70
Chief Executive: Bernard Slegten
Operations Manager: Thierry Soumagne
Employees: 10
Activities:
Aerial Work
Charter
Search and Rescue
Training
Media
Fleet (7): 1 206B-III, 1 AS 350B2, 2 AS 355F1, 3 R22
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, AUSTRALIA

Reef Helicopters Pty Ltd

(Established 1990)
Head Office: PO Box 191, Stratford, Cairns, Queensland 4870
Tel: (+61 740) 34 94 20
Fax: (+61 740) 34 94 21
Chief Executive: David Earley
Employees: 42
Activities:
Charter
Marine pilot transfer
Surveillance
Training
Fleet (9): 3 206B-III, 1 206L-3, 1 206L-4, 1 412EP, 1 BK117, 2 R22
UPDATED
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Marine Helicopters Pty Ltd

(Established 1996)
Head Office: Aerodrome Road, Gladstone Airport, Queensland 4680
Tel: (+61 7) 49 78 11 77
Fax: (+61 7) 49 78 10 03
Web: http://www.marineheli.com
Managing Director: John Barker
Chief Pilot: Ross W Birch
Employees: 16
Activities:
Aerial Work
Charter
Training
Fleet (7): 3 AS 350BA, 3 MD 500E, 1 MD520N
UPDATED
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Jayrow Helicopters Pty Ltd

(Established 1964)
Head Office: PO Box 46, Mentone, Victoria 3194
Tel: (+61 3) 587 18 33
Fax: (+61 3) 580 12 36
Chief Executive: Lindsay Rose
President: Terry Rose
General Manager: Brian Smith
Chief Pilot: Roger de Souza
Employees: 55
Activities:
Aerial Work
Charter
Fleet (20): 14 206B-III, 1 206L-1, 4 AS 350BA, 1 BK 117B-1
UPDATED
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Helicopter Resources Pty Ltd

(Established 1970)
Head Office: 110 Stuart Road, Tyabb, Victoria 3913
Tel: (+61 3) 59 77 45 06
Fax: (+61 3) 59 77 44 91
Chief Executive: William J English
Chief Pilot: Ward Bremmers
Employees: 25
Activities:
Aerial Work
Charter
Offshore Support
Fleet (8): 1 AS 350B, 4 AS 350BA, 1 AS 355F1, 2 S-76A
UPDATED
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Bristow Helicopters Australia Pty Ltd

(Established 1967)
Head Office: 135 Fauntleroy Avenue, Redcliffe, Western Australia 6104
Tel: (+61 9) 478 33 88
Fax: (+61 9) 478 38 44
Chief Executive: Paul Gliddon
Employees: 90
Activities:
Aerial Work
Charter
Scheduled
Search and Rescue
Fleet (10): 1 206L-3, 4 AS 332L, 5 S-76A
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ARGENTINA

Servicios Especiales SA
Head Office: Aeropuerto Civil, Hangar II, El Plumerillo, Mendoza 5041
Tel/Fax: (+54 261) 448 80 49
Chief Executive: Manuel Prieto
Activities:
Aerial Work
Fleet (10): 4 47G-3, 1 500C, 5 UH-1B
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ARGENTINA

Helicopteros Marinos SA
(Established 1978)
Head Office: Aeropuerto Internacional Don Torcuato, La Place S/N, Don Torcuato, Buenos Aires 1611
Tel: (+54 11) 47 41 63 33
Fax: (+54 11) 47 48 68 86
Web: http://www.helicopterosmarinos.com
President/Chief Executive Officer: Christophe de Courlon
Operations Manager: Guillermo Bolibar
Commercial Director: Marcelo A Florio
Director of Maintenance: Ruben Mariani
Employees: 15
Activities:
Aerial Work
Charter
Offshore Support
Law Enforcement
Exploration
Training
Fleet (5): 1 AS 350B, 2 SA 315B, 2 SA 365C2
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ANGOLA

Sonair SaRL (Sonangol State Corporation)

(Established 1979)
Head Office: Rua de Congresso 8, Luanda
Tel: (+244 2) 32 15 21
Fax: (+244 2) 32 16 32
Chief Executive: A Salgado Costa
Operations Director: Carlos Rocha
Employees: 250
Activities:
Aerial Work
Charter
Offshore Support
Fleet (6): 4 AS 365N2, 1 SA 365N, 1 S-76A++ plus fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ALGERIA

Air Algrie
(Established 1947)
Head Office: 1 Place Maurice-Audin, Algiers
Tel: (+213 2) 64 24 28
Fax: (+213 2) 50 72 05
Chief Executive: Belleili Chafik
Activities:
Aerial Work
Charter
Fleet (5): 4 206L-3, 1 SE 3130 + fixed-wing aircraft
UPDATED
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Tiger Helicopters Ltd

(Established 1992)
Head Office: Shobdon Aerodrome, Leominster, Herefordshire HR6 9NR
Tel: (+44 1568) 70 80 28
Fax: (+44 1568) 70 80 05
e-mail: info@tigerhelicopters.co.uk
Web: http://www.tigerhelicopters.co.uk
Managing Director: Alan L Ramsden
Activities:
Aerial Work
Charter
Training
Fleet (11): 2 206B-III, 1 A 109A, 8 R22
NEW ENTRY
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Starspeed Ltd
(Established 1978)
Head Office: Cherry Orchard, Wield Road, Medstead, Alton, Hampshire GU34 5LY
Tel: (+44 1420) 56 33 11
Fax: (+44 1420) 56 29 04
e-mail: david.voy@virgin-net
Web: http://www.starspeed.co.uk
Managing Director: David Voy
Activities:
Charter
Bases: Blackbushe, Denham
Fleet (3) 1 222, 1 AS 355F, 1 AS 355N
NEW ENTRY
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Oxford Air Services Ltd

(Established 1994)
Head Office: The Business Aviation Centre, Oxford Airport, Kidlington, Oxford OX5, 1RA
Tel: (+44 1865) 37 07 39
Fax: (+44 1865) 37 04 78
e-mail: operations@oxford-air-services.co.uk
Web: http://www.oxfordairservices.co.uk
Flight Operations: Captain Michael Hampton
Activities:
Aerial Work
Charter
Bases: Oxford, Carlisle, Fairoaks
Fleet (8): 3 206B, 2 AS 350B, 2 AS 350B2, 1 AS 355N
NEW ENTRY
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London Helicopter Centres Ltd

Head Office: Hangars 2, 3 & 4, Redhill Aerodrome, Redhill, Surrey RH1 5JY
Tel: (+44 1737) 82 35 14
Fax: (+44 1737) 82 26 83
e-mail: info@london-helicopters.co.uk
Web: http://www.london-helicopters.co.uk
Activities:
Aerial Work
Charter
Training
Fleet (11): 2 206B, 1 A109C, 2 AS 350B, 1 AS 355, 1 EC 120B, 3 R22, 1 R44
NEW ENTRY
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Heliflight (UK) Ltd

(Established 1996)
Head Office: Wolverhampton Airport, Bobbington, Stourbridge, West Midlands DY7 5DY
Tel: (+44 1384) 22 12 15
Fax: (+44 1384) 22 14 34
e-mail: wba@heliflightuk.co.uk
Web: http://www.heliflightuk.co.uk
Managing Director: Captain Jon C Lane
Activities:
Aerial Work
Charter
Training
Bases: Wolverhampton, Gloucester
Fleet (15): 2 206B, 1 206B-III, 1 206L-1, 1 AS 206B, 6 R22, 4 R44
NEW ENTRY
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1 Image
Helicopter Training & Hire Ltd

(Established 1992)
Head Office: The Helicopter Centre, Newtownards Airfield, 28 Comber Road, Newtownards, County
Down, Northern Ireland BT23 4QP
Tel: (+44 2891) 82 00 28
Fax: (+44 2891) 82 70 22
e-mail: helicoptercentre@yahoo.co.uk
Web: http://www.helicoptercentre.co.uk
Activities:
Aerial Work
Charter
Training
Fleet (7): 1 AB 206-III, 4 R22, 2 R44
NEW ENTRY
Helicopter Training & Hire Robinson R44
(2002)
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Heli-Charter Ltd
Head Office: The Helicopter Centre, Manston Park, Ramsgate, Kent CT12 5DE
Tel: (+44 1843) 82 25 55
Fax: (+44 1843) 82 24 44
e-mail: gary@helicharter.co.uk
Managing Director: Gary Slater
Activities:
Aerial Work
Charter
Training
Fleet (7): 4 206B, 2 R22, 1 R44
NEW ENTRY
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Helicentre Ltd
(Established 1991)
Head Office: Central Operations, Blackpool Airport, Blackpool, Lancashire FY4 2QY
Tel: (+44 1253) 34 33 47
Fax: (+44 1253) 34 33 34
e-mail: enquiries@helicentre.com
Web: http://www.helicentre.com
Managing Director: Geoff Hopkins
Business Development Manager: Andrea Brown
Charter Manager: Samantha Cook
Activities:
Aerial Work
Charter
Sightseeing Flights
Training
Bases: Blackpool, Coventry, Leeds, Bradford, Liverpool
Fleet (18): 2 206B-III, 2 500, 1 AS 355F1, 9 R22, 4 R44
NEW ENTRY
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Flightworks Ltd
(Established 1999)
Head Office: Wycombe Air Park, nr Marlow, Buckinghamshire SL7 3DR
Tel: (+44 1494) 45 11 11
Fax: (+44 1494) 76 99 89
e-mail: charter@flightworks.co.uk
Web: http://www. flightworks.co.uk
Managing Director: Graham Baxter
Activities:
Aerial Work
Charter
Training
Bases: Wycombe, Coventry
Fleet (7): 3 206B-III, 1 206L, 3 AS 355
NEW ENTRY
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Biggin Hill Helicopters

(Established 1994)
Head Office: Building 159, Biggin Hill Airport, Westerham, Kent TN16 3BN
Tel: (+44 1959) 54 08 03
Fax: (+44 1959) 57 11 76
e-mail: enquiry@bhh.co.uk
Web: http://www.bhh.co.uk
Operations Manager: Charles Turner
Chief Pilot: Bill Lowry
Activities:
Aerial Work
Charter
Sightseeing flights
Fleet (5): 2 206B, 2 300, 1 500C
NEW ENTRY
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British International Ltd

(Established 2000)
Head Office: Coldharbour Business Park, Sherborne, Dorset DT9 4JW
Tel: (+44 1935) 38 94 25
Fax: (+44 1935) 38 94 27
e-mail: enquiries@brit-int.com
Chairman: Alan Jones
Managing Director: David Hayler
Finance Director: Peter Sorby
Operations Director: Tony Jones
Employees: 124
Activities:
Charter
Law Enforcement
Offshore Support
Scheduled
Bases: Cardiff, Penzance, Plymouth, Falkland Islands
Scheduled service between Penzance, Cornwall and St Mary's in the Scilly Isles
Fleet (10): 1 BO 105DBS-4. 1 AS 355 F2, 2 AS 365N2, 5 S-61N, 1 S-61NM
UPDATED
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Sterling Helicopters Ltd

(Established 1989)
Head Office: Hangar E, Gambling Close, Norwich Airport, Norwich, Norfolk NR6 6EG
Tel: (+44 1603) 41 71 56
Fax: (+44 1603) 41 07 91
e-mail: sterling.helicopters@btinternet.com
Web: http://www.flysterling.com
Chief Executive: Gerry Hermer
Operations Manager: Christopher Mace
Employees: 25
Activities:
Aerial Work
Charter
Training
Law Enforcement
Media
Fleet (7): 4 206B-III, 1 300C, 1 AS 355F1, 1 BO 105DB, + fixed-wing aircraft
UPDATED
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Police Aviation Services Ltd

Subsidiary of Specialist Aviation Services Ltd
(Established 1984)
Head Office: Gloucester Airport, Staverton, Cheltenham, Gloucestershire GL51 6SS
Tel: (+44 1452) 85 79 99
Fax: (+44 1452) 85 78 88
e-mail: enqiries@specialist-aviation.com
Web: http://www.specialist-aviation.com
Managing Director: Mike Hayle
Director of Operations: Captain John Ball
Activities:
Law Enforcement
Maintenance Repair
Bases: Birmingham, Bristol, Devizes, Gloucester, Newcastle, Ripley, Rochester, Sheffield, Shoreham,
Teesside, Waddington, Wakefield
Fleet (18): 3 AS 355F1, 3 AS 355F2, 5 BO 105DBS-4, 7 MD Explorer + fixed-wing aircraft
UPDATED
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PDG Helicopters Ltd

(Established 1995)
Head Office: The Heliport, Dalcross, Inverness, Scotland IV1 2JB
Tel: (+44 1667) 46 27 40
Fax: (+44 1667) 46 23 76
e-mail: sales@pdg-helicopters.co.uk
Web: http://www.pdg-helicopters.co.uk
Chief Executive: Jerry Francis
Operations Manager: Rob Hill
Chief Pilot: Captain Dominic Lawlor
Employees: 55
Activities:
Aerial Work
Charter
Bases: Inverness, Cumbernauld
Fleet (14): 1 206B, 3 AS 350B, 3 AS 350B1, 2 AS 350B2, 3 AS 355F1, 1 SA 315B,
1 SA 365C1
UPDATED
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CHC Scotia Ltd

(Established 1964)
Head Office: CHC House, Howe Moss Drive, Kirkhill Industrial Estate, Dyce, Aberdeen, Scotland
AB21 0GL
Tel: (+44 1224) 84 60 00
Fax: (+44 1224) 77 16 32
e-mail: sales@scotia-chc.com
Web: http://www.chc.ca
Managing Director: Neil Calvert
Employees: 900
Activities:
Charter
Offshore Support
Scheduled
Training
Media
Bases: Aberdeen, Blackpool, Humbersided, North Denes, Peterhead, Cork, Dublin, Shannon, Denmark
Fleet (46): 19 AS 332L, 4 AS 332L2, 3 AS 365N2, 6 S-61N, 5 SA 365N, 6 S-76A+, 3
S-76C
UPDATED
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Bond Air Services Ltd

(Established 1999)
Head Office: Gloucester Airport, Staverton, Cheltenham, Gloucestershire GL51 6SP
Tel: (+44 1452) 85 60 07
Fax: (+44 1452) 85 65 95
Executive Chairman: P J Bond
Managing Director: Captain T R Larman
Operations Manager: C Greenhill
Chief Pilot: Captain R Rugg
Activities:
Aerial Work
Charter
Search and Rescue
Training
Law Enforcement
Media
Bases: Aberdeen, Blackpool, Cosford, East-Midlands, Exeter, Glasgow, Inverness, Newquay, Staverton,
Swansea, Sullom Voe
Fleet (15): 3 BO 105DB, 10 BO 105DBS-4, 6 EC 135T1 (nine more on order)
UPDATED
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Alan Mann Helicopters Ltd

(Established 1968)
Head Office: Fairoaks Airport, Chobham, Woking, Surrey GU24 8HU
Tel: (+44 1276) 85 74 71
Fax: (+44 1276) 85 70 37
e-mail: amhops@alanmann.co.uk
Web: http://www.alanmann.co.uk
Chief Executive: Alan G Mann
Chief Pilot: Alan Davies
Employees: 40
Activities:
Charter
Sales
Training
Fleet (11): 2 47G5A, 4 206B-III, 1 A 109C, 1 A 109E Power, 1 AS 350B, 1 AS 355F1, 1
AS 355F2 + fixed-wing aircraft
UPDATED
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Aeromega Ltd
(Established 1979)
Head Office: Stapleford Aerodrome, Stapleford Tawney, Essex RM4 1RL
Tel: (+44 1708) 68 83 61
Fax: (+44 1708) 68 85 66
e-mail: enquiries@aeromega.co.uk
Web: http://www.aeromega.co.uk
Chairman: Kit Pemberton
Operations Manager: Mike Burns
Chief Pilot: Howard Mersey
Employees: 20
Activities:
Aerial Work
Charter
Sales
Search and Rescue
Law Enforcement
Media
Tourist Flights
Bases: Cambridge, Stapleford, Southampton
Fleet (10): 2 206B-III, 2 206L-1, 2 AS 355F1, 3 AS 355F2

UPDATED
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Date Posted: 07 August 2001
Honda Airways Co Ltd

(Established 1964)
Head Office: 53-1 Demaru-shimogo, Kawashima-cho, Hikigun, Saitama-ken 350
Tel: (+81 492) 99 11 11
Fax: (+81 492) 97 81 20
Chief Executive: Takeshi Minowa
Employees: 250
Activities:
Aerial Work
Charter
Training
Fleet (5): 4 AS 350B, 1 SA 365N + fixed-wing aircraft
VERIFIED
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Helicopters Australia Pty Ltd

(Established 1980)
Head Office: PO Box 263, Belmont, Western Australia 6984
Tel: (+61 8) 92 77 83 99
Fax: (+61 8) 94 79 10 08
Chief Executive: D W Troup
Employees: 35
Activities:
Aerial Work
Charter
Offshore Support
Fleet (11): 4 206B, 3 AS 350B, 2 AS 350BA, 2 S-76A
UPDATED
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Pompano Helicopters Inc

(Established 1991)
1101 NE 10th Street, Hangar 82, Pompano Beach, Florida 33060
Tel: (+1 954) 943 29 99
Fax: (+1 954) 943 45 41
WWW: www.pompano.rotor.com
President: Jim Howard
Chief Pilot: Cesar Leal
Activities:
Charter
Media
Tourist Flights
Fleet (16): 7 206B-III, 1 206L, 1 206L-3, 1 206L-4, 4 R22, 2 R44
NEW ENTRY
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National Helicopter Service

(Established 1957)
PO Box 17150, Encino, California 91416
Tel: (+1 818) 345 52 22
Fax: (+1 818) 782 04 66
WWW: www.nationalhelicopter.com
President: Richard H Hart
Activities:
Charter
Fleet (7): 6 206B, 1 AS 350D
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, TURKEY

Southeast Aviation
(Established 1997)
Head Office: Kubilay Sokak No 23/8, TR-06570 Maltepe, Ankara
Tel: (+90 312) 343 71 70/344 37 36
Fax: (+90 312) 343 74 82
Aviation Department Manager: Hilmi Emri
Employees: 11
Activities:
Charter
Search and Rescue
Fleet (1): 1 222UT
NEW ENTRY
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Orman Helikopter
(Established 1988)
c/o Orman Genel Mdrlg, Haracilik Sb Md, TR-06560 Gazi-Ankara
Tel: (+90 312) 213 97 86
Fax: (+90 312) 222 50 76
Chief Executive: Atilla Inal
Activities:
Aerial Work
Exploration
Firefighting
Fleet (6): 3 AS 355F2, 1 AS 365N2, 2 SA 365N1
NEW ENTRY
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Swift Copters SA
(Established 1996)
CP168, CH-1215 Geneva 15
Tel: (+41 22) 717 83 83
Fax: (+41 22) 717 83 80
e-mail: info@swiftcopters.ch
WWW: www.swiftcopters.ch
Chief Executive: Jean-Marc Rgis
Employees: 10
Activities:
Aerial Work
Charter
Fleet (6): 1 A 109A-II, 1 AS 350B2, 1 MD Explorer, 3 SA 365N1
NEW ENTRY
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Swiss Air-Ambulance Ltd

(Established 1952)
Postfach 1414, CH-8058 Zrich-Flughafen
Tel: (+41 1) 654 33 11
Fax: (+41 1) 654 33 22
e-mail: ops-center@swiss-air-ambulance.ch
WWW: www.swiss-air-ambulance.ch
Chief Executive: Kurt Bolliger
Employees: 250
Activities:
Fleet (14): 14 A 109K2 + fixed-wing aircraft
NEW ENTRY
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FAASA Aviacion
(Established 1967)
Alamillos 18, E-14700 Palma de Rio Cordoba
Tel: (+34 957) 71 04 60
Fax: (+34 957) 71 06 87
e-mail: faasa-avion@mx3.pedestb.es
Chief Executive: Sebastian Almagro
Employees: 70
Activities:
Aerial Work
Charter
Firefighting
Fleet (16): 1 205A, 1 206L-3, 1 212, 1 A109A, 3 UH-1B, 9 UH-1H
NEW ENTRY
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Tech-Mont Helicopter Co Ltd

(Established 1996)
Mnohelova 825/5, SK-058 01, Poprad
Tel: (+42 92) 72 41 68
Fax: (+42 92) 72 21 26
e-mail: techmont@trynet.sk
WWW: www.techmont.sk
Chief Executive: Pavel Orolin
Employees: 40
Activities:
Aerial Work
Charter
Heavylift
Fleet (5): 3 Mi-2, 1 Mi-8PS, 1 Mi-8T
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, RUSSIAN FEDERATION AND ASSOCIATED

STATES (CIS)
Tomskavia
Tomsk-Airport, 634011 Tomsk
Tel: (+7 3822) 44 35 75
Fax: (+7 3822) 44 61 27
General Director: Sergei A Labutin
Activities:
Charter
Heavylift
Fleet (72): 7 Mi-2, 59 Mi-8T, 6 Mi-8MTV-1 + fixed-wing aircraft
NEW ENTRY
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STATES (CIS)
Polar Airlines
(Established 1998)
ul. Tsentralnaya 3, 678500 Batagai, Republic of Sakha-Yakutia
Tel: (+7 41165) 216 85
Fax: (+7 41165) 219 49
General Director: Gennady M Gorbunov
Activities:
Charter
Heavylift
Fleet (26): 14 Mi-8, 11 Mi-8T, 1 Mi-8MTV-1
NEW ENTRY
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STATES (CIS)
Aviagarant
ul. Tzyskatelei 36/1, 626600 Noyabrsk, Tyumen Region
Tel: (+7 34564) 515 47
Fax: (+7 34564) 515 48
General Director: Vladimir Yu Obnivin
Activities:
Charter
Heavylift
Fleet (5): 5 Mi-8
NEW ENTRY
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STATES (CIS)
ARGO JSC (Established 1991)

ul. Lenina 27, 626400 Surgut, Tyumen Region
Tel: (+7 3462) 24 81 72
Fax: (+7 3462) 24 81 70
General Director: Yevgeny F Kovalenko
Activities:
Charter
Heavylift
Fleet (10): 2 Mi-2, 7 Mi-8T, 1 Mi-8MTV-1
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, PERU

Aviasur - Aviacion del Sur SA

(Established 1996)
Carlos Concha 267, Lima 27
Tel: (+51 1) 264 31 52
Fax: (+51 1) 264 18 14
Chief Executive: Luis Guerrero Arias
Employees: 45
Activities:
Charter
Tourist Flights
Fleet (6): 2 Mi-8AMT, 4 Mi-17
NEW ENTRY
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Tohoku Air Service

7-1 Ichibancho, 3-chome, Aopbaku, Sendai-shi, Miyagi-ken 980-0811
Tel: (+81 22) 247 54 42
Fax: (+81 22) 304 10 92
Activities:
Charter
Fleet (10): 1 AS 355F2, 1 AS 365N2, 3 BK 117B-2, 4 BO 105CBS-4, 1 SA 330J
NEW ENTRY
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Heliwest Srl
Via Fiera 1, I-14057 Isola d'Asti (AT)
Tel: (+39 0141) 59 59 85
Fax: (+39 0141) 59 59 95
e-mail: heliwest@tin.it
WWW: www.heliwest.it
Chief Executive: Luciano Villani
Employees: 15
Activities:
Aerial Work
Charter
Fleet (6): 1 AS 350B1, 2 AS 350B2, 1 AS 355F1, 1 SA 315B, 1 SA 341G
NEW ENTRY
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Aernord SpA
(Established 1981)
Eliporto, I-24023 Clusone, (BG)
Tel: (+39 0346) 237 37
Fax: (+39 0346) 220 03
Chief Executive: Ing Stefano Bongiovanni
Employees: 15
Activities:
Aerial Work
Charter
Fleet (8): 1 AS 350B3, 7 SA 315B
NEW ENTRY
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Heli-Flight
(Established 1979)
Flugplatz, D-61203 Reichelsheim
Tel: (+49 6035) 910 00
Fax: (+49 6035) 28 26
e-mail: info@heli-flight.de
WWW: www.heli-flight.de
Chief Executive: Klaus Gehrmann
Employees: 25
Activities
Aerial Work
Charter
Fleet (12): 2 AS 350B, 1 AS 350B3, 1 AS 350BA, 1 SA 365C3, 3 R22, 4 R44
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, FRENCH OVERSEAS

DEPARTMENTS/TERRITORIES
Heliocean
(Established 1970)
BP D4, F-98848 Noumea, New Caledonia
Tel: (+687) 25 35 49
Fax: (+687) 27 65 17
Chief Executive: Michel Pentecost
Activities:
Aerial Work
Charter
Fleet (6): 1 AS 350B, 4 AS 350B2, 1 AS 350BA
NEW ENTRY
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Proteus Helicopters
(Established 1985)
Aroport Dijon-Bourgogne, BP25, F-21601 Longvic Cedex
Tel: (+33 3) 80 63 13 58
Fax: (+33 3) 80 63 13 60
e-mail: helico@proteus-airlines.fr
Chief Executive: Bernard Stouff
Employees: 20
Activities
Charter
Fleet (7): 2 206B-III, 3 A109E, 1 A109K2, 1 EC135T1
NEW ENTRY
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Commerc'Air/Heli-Union France
Aeropole, BP1, F-05130 Tallard
Tel: (+33 4) 92 54 09 00
Fax: (+33 4) 92 54 09 02
Chief Executive: Claude Evangelisti
Employees: 45
Activities
Aerial Work
Charter
Fleet (24): 8 AS 350B, 9 AS 350BA, 2 AS 355N, 2 EC 120B, 3 SA 315B
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, ECUADOR

Aeromaster Airways
Head Office: Avenida Manuei Crdova Galarza N75-620, Helipuerto Metropolitano de Quito, Quito
Tel: (+593 2) 49 15 97/49 17 14
Fax: (+593 2) 49 46 16
e-mail: aero@uio.satnet.net
President: Roberto Damone
General Manager: Rubn Primak
Operations Manager: Capt Alfonso Altamirano
Employees: 90
Activities
Charter
Offshore Support
Maintenance, Repair
Fleet (13): 2 206B, 3 206L-1, 1 K-MAX, 1 S-64E, 3 SA 315B, 2 SA 316B, 1 SA 330J
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, CHILE

LAASA - Linea de Aeroservicios SA

Avda Larrain 7941, Arodromo Eulogio Sanchez-Tobalaba, La Reina, Santiago de Chile
Tel: (+56 2) 273 43 09
Fax: (+56 2) 273 43 09
Chief Executive: Juan Griffin
Activities:
Aerial Work
Charter
Fleet (11): 1 206B-III, 2 SA 315B, 3 UH-1B, 5 UH-1H
NEW ENTRY
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Alfa Helicopters
(Established 1982)
Avda Larrain 7941, Hangar 4, Arodromo Eulogio Sanchez-Tobalaba, La Reina, Santiago de Chile
Tel: (+56 2) 273 99 99
Fax: (+56 2) 273 19 37
e-mail: helialfa@alfahelicopters.cl
WWW: www.alfahelicopters.cl
Chief Executive: Mauricio Gutierrez Manzi
Employees: 25
Activities:
Charter
Aerial Work
Fleet (5): 1 407, 2 SA 316B, 2 UH-1B
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, BELARUS

Gomel Avia
(Established 1996)
Gomel Airport, 246011, Gomel, Belarus
Tel: (+375 232) 53 14 15
Fax: (+375 232) 53 64 14
Chief Executive: Valery N Kulakovsky
Activities
Aerial Work
Charter
Fleet (16): 16 Mi-2 + fixed-wing aircraft
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, VIETNAM

SFC Service Flight Corporation of Vietnam

(Established 1985)
Head Office: 173 Truong Chinh Avenue, Hanoi
Tel: (+84 4) 852 17 73
Fax: (+84 4) 852 15 23
Chief Executive: Nguyen Xuan Truong
Fleet (14): 2 AS 332L2, 3 Mi-8, 7 Mi-17, 1 Mi-172, 1 SA 330J
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, VENEZUELA

Helicaribe-Helicopteros del Caribe CA

Head Office: Lado Oeste de la Torre de Control, Helipuerto Simon Bolivar, Maiquetia, La Guaira
Tel: (+58 31) 282 17
Fax: (+58 31) 293 51
Activities:
Aerial Work
Charter
Fleet (8): 3 Mi-2, 2 Mi-8MTV-1, 1 Mi-8T, 2 S-58BT
VERIFIED
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ATSA-Aerotecnica SA
(Established 1951)
Head Office: Aeropuerto Caracas Oscar Machado Zuluaga Charavalle, PO Box 60107, Caracas 1060
Tel: (+58 2) 92 49 10
Fax: (+58 2) 92 73 90
WWW: http://www.aerotecnica.com
Chief Executive: Antonio J Dugarte
Employees: 230
Activities:
Aerial Work
Charter
Offshore Support
Law Enforcement
Fleet (31): 10 206B, 6 206B-II, 13 206B-III, 2 206L-1 + fixed-wing aircraft
UPDATED
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Aeroservicios Ranger CA
(Established 1979)
Head Office: Avenida Las Acacias Sur, Edificio Inaltaca, Piso 1, Caracas 1050
Tel: (+58 2) 782 98 62
Fax: (+58 2) 793 29 08
President: Dr Enrique Luque
VP/CEO: Charles E Luque
Chief Pilot: Captain Eduardo Fonseca
Operations Manager: Col Cesar Villa Mediana
Employees: 45
Activities:
Aerial Work
Charter
Offshore Support
Law Enforcement
Training
Fleet (10): 3 206B, 1 206B-II, 3 206B-III, 2 206L-1, 1 300C + fixed-wing aircraft
UPDATED
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Helicopters Inc
(Established 1979)
Head Office: 14 Omega Drive, Cahokia, Illinois 62206
Tel: (+1 618) 337 29 03
Fax: (+1 618) 337 71 07
President: Stephen C Lieber
Operations Director: Stephen Dickens
Chief Pilot: Gary Lusk
Employees: 50
Activities:
Aerial Work
Charter
Media
Fleet (48): 1 206B-II, 22 206B-III, 9 206L-3, 10 206L-4, 1 212, 1 230, 3 407, 1 MD
500E
UPDATED
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Hawaii Helicopters Inc

Head Office: Kahului Heliport, No 106, Kahului, Hawaii 96753
Tel: (+1 808) 877 39 00
Fax: (+1 808) 877 47 24
President/Chief Executive: Donald P Ballard
Director of Flight Operations: Steve Slade
Chief Pilot: Patrick M Day
Activities:
Charter
Fleet (10): 4 AS 350BA, 4 AS 355F1, 1 S-61N, 1 S-76A++
UPDATED
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Briles Wing & Helicopter Inc

(Established 1958)
Head Office: 16303 Waterman Drive, Van Nuys, California 91406
Tel: (+1 818) 994 14 45
Fax: (+1 818) 994 14 47
WWW: http://www.briles.q2inc.com
Chief Executive: Greg W Briles
Employees: 30
Activities:
Aerial Work
Charter
Fleet (6): 3 206B, 2 206L-3, 1 S-58T
VERIFIED
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Blue Bird Helicopters

(Established 1990)
Head Office: 107 Cougar Crest Drive, Cougar, Washington 98616
Tel: (+1 360) 238 53 26
Fax: (+1 360) 238 53 28
Owner/Director of Operations: Kenneth G Guthrie
Employees: 10
Activities:
Aerial Work
Charter
Fleet (6): 1 206B-III, 1 S-61R, 3 S-64E, 1 UH-1E
UPDATED
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2 Images
Virgin Helicopters
(Established 1997)
Head Office: Wycombe Air Park, Nr Marlow, Buckinghamshire SL7 3DR
Tel: (+44 1494) 45 11 11
Fax: (+44 1494) 45 06 27
Chief Executive: Rory McCarthy
Employees: 16
Activities:
Charter
Training
Media
Fleet (12): 3 206B, 1 A 109A, 2 AS 355F1, 1 AS 365N, 2 R22, 3 R44
VERIFIED
Bristow Helicopter's Sikorsky S-61N (Peter J Cooper)
Virgin Helicopters operates London's Helicopter Emergency Medical Services

(HEMS) Eurocopter Dauphin II (Graham Collins)
(1998)
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Sancak Air
(Established 1986)
Head Office: Atatrk Hava Limani, Ozel Hangarlar Blgesi, TR-34630 Sefaky-Istanbul
Tel: (+90 212) 541 41 41
Fax: (+90 212) 541 02 85
e-mail: operation@sancakair.com.tr
WWW: www.sancakair.com.tr
Chief Executive: Tijen Tregn
Employees: 20
Fleet (4): 1 206B-III, 2 F28, 1 AB 206B-III
UPDATED
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Mach Air
(Established 1989)
Head Office: Ozel Hangarlal Blgesi, Besyol, TR-34630 Sefaky-Istanbul
Tel: (+90 212) 541 14 23
Fax: (+90 212) 541 95 94
e-mail: machair@machair.com
WWW: www.machair.com
Chief Executive: A Birhan Temel
Employees: 45
Activities:
Aerial Work
Charter
Fleet (6): 1 206B-III, 1 206L-3, 1 222, 1 222UT, 1 500D, 1 R22B + fixed-wing aircraft
UPDATED
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Doruk Air
(Established 1994)
Head Office: Durhanettin Onat Cad Osman Manavoglu, Apt No 92 Kat 1, Da 2, Zerdalik, TR-07100
Antalya
Tel: (+90 242) 311 43 16
Fax: (+90 242) 321 09 24
Chief Executive: Mehmet Sakir Acaroglu
Employees: 20
Activities:
Aerial Work
Charter
Fleet (7): 5 Mi-8MTV-1, 2 Mi-8PS + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, TUNISIA

Tunisavia
(Established 1974)
Head Office: Immeuble Saadi, Tour CD, Route de L'Ariana, 1082 El Menzah
Tel: (+216 1) 71 76 00
Fax: (+216 1) 71 81 00
e-mail: tunisavia.sige@planet.tn
Chief Executive: Aziz Milad
Director General: Jilani Benm'barek
Finance Director: Abdelkarim Zoghlami
Commercial Director: Mohamed Boukraa
Technical Director: Ridha ben Khaled
Employees: 110
Activities:
Aerial Work
Charter
Fleet (5): 1 SA 315B, 2 SA 318C, 2 SA 365N + fixed-wing aircraft
VERIFIED
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Bristow Caribbean Ltd

(Established 1974)
Head Office: Bretton Hall, 16 Victoria Avenue, Port of Spain
Tel: (+1 868) 623 12 41
Fax: (+1 868) 623 12 31
Chief Executive: H D E Boyt
Employees: 60
Activities:
Charter
Offshore Support
Fleet (4): 4 212
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, THAILAND

Thai Aviation Services Co Ltd

Head Office: Suite 301, CCK Building, 109 Surawongsi Road, 10500 Bangkok
Tel: (+66 2) 238 09 20
Fax: (+66 2) 236 29 14
Chief Executive: Jim Whitley
Activities:
Aerial Work
Charter
Offshore Support
Fleet (5): 2 S-61N, 2 S-76A+, 1 S-76A++
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, THAILAND

Si-Chang Flying Service Co Ltd

(Established 1990)
Head Office: 12th Floor, 26/40 Orakarn Building, Chidlom Road, Pathumwan, 10330 Bangkok
Tel: (+66 2) 254 34 80
Fax: (+66 2) 254 37 65
WWW: http://www.sino.net/sichang
Chief Executive: Chira Ratanarat
Employees: 20
Activities:
Aerial Work
Charter
Fleet (2): 2 BK 117B-1
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, TAIWAN

Daily Air Corp

(Established 1993)
Head Office: 10th Floor, No 170, Section 3, Ming Chuan East Road, Taipei
Tel: (+886 2) 546 68 35
Fax: (+886 2) 545 31 90
Chief Executive: Chris Hsu
Employees: 120
Activities:
Aerial Work
Charter
Scheduled
Fleet (16): 2 412EP, 1 412SP, 2 430, 3 BK 117B-1, 8 Mi-171
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, TAIWAN

Asia Pacific Airlines

(Established 1988)
Head Office: 2F, 188 Section 3, Min-Chuan East Road, Taipei
Tel: (+886 2) 27 18 28 99
Fax: (+886 2) 27 18 08 68
WWW: www.china-airlines.com
President/Chief Executive: Captain Tung-Hai Chai
Director Operations: S F Chung
Chief Pilot: H J Hsu
Employees: 45
Fleet (3): 1 206B-III, 1 412HP, 1 412SP
UPDATED
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Heli-TV SA
(Established 1981)
Head Office: Centre Aeronautico, CH-6527 Londrino
Tel: (+41 91) 873 40 40
Fax: (+41 91) 873 40 44
WWW: www.heli.tv.ch
Chief Executive: Ing Giovanni Frapolli
Employees: 35
Activities:
Charter
Media
Fleet (7): 1 300C, 1 AS 350B2, 3 SA 315B, 1 SA 319B, 1 SE3130
UPDATED
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Heliswiss-Schweizerische Helikopter AG
(Established 1953)
Head Office: Bern Airport, CH-3123 Belp
Tel: (+41 31) 818 88 88
Fax: (+41 31) 818 88 89
e-mail: info@heliswiss.com
WWW: www.heliswiss.com
Chairman: Dr Jrg Riedi
Commercial Manager: Engelhard Pargatzi
Employees: 65
Activities:
Aerial Work
Charter
Search and Rescue
Training
Fleet (13): 1 206B-III, 1 214B, 2 300C, 2 AB 206B-III, 1 AS 350B, 1 AS 350B2, 1
Ka-32A, 4 SA 315B
UPDATED
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Fuchs Helikopter
(Established 1974)
Head Office: Friesischwand 1, CH-8834 Schindellegi
Tel: (+41 1) 787 05 05
Fax: (+41 1) 787 05 19
e-mail: fuchs@fuchs.ch
WWW: www.fuchs.ch
Chief Executive: Lisa Stockmaier-Fuchs
Employees: 10
Activities:
Aerial Work
Charter
Fleet (13): 6 300C, 2 MD 500E, 3 MD 520N, 1 MD 600N, 1 MD Explorer
UPDATED
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BOHAG-Berner Oberlnder Helikopter AG

(Established 1972)
Head Office: Postfach 1, CH-3814 Gsteigwiler
Tel: (+41 33) 828 90 00
Fax: (+41 33) 828 90 10
WWW: http://www.bohag.ch
Chief Executive: Daniel Sulzer
Employees: 20
Activities:
Aerial Work
Charter
Search and Rescue
Tourist Flights
Fleet (4): 1 407, 2 SA 315B, 1 SA 316B
UPDATED
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Air-Glaciers SA
(Established 1965)
Head Office: CP 34, CH-1951 Sion
Tel: (+41 27) 22 64 64
Fax: (+41 27) 22 64 26
Chief Executive: Bruno Bagnoud
Employees: 100
Activities:
Aerial Work
Charter
Search and Rescue
Fleet (22): 1 AB 206B-III, 1 AS 350B, 13 SA 315B, 4 SA316B, 3 SE 3160 + fixed-wing
aircraft
UPDATED
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Norrlandsflyg AB
(Established 1960)
Head Office: PO Box 24, SE-982 21 Gallivre
Tel: (+46 970) 140 65
Fax: (+46 970) 160 55
WWW: http://www.grafiskform.se/norrflyg
President: Knut Hedstrm
Managing Director/Chief Executive: Monica Hedstrom
Flight Operations Manager: Michael Akerlund
Employees: 30
Activities:
Aerial Work
Charter
Law Enforcement
Fleet (7): 1 AS 350B, 1 AS 350B1, 1 S-55T, 2 S-76A, 1 S-76A++, 1 SA 360C
UPDATED
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Heliflyg AB (Established 1986)

Head Office: PO Box 8302, SE-781 08 Borlnge
Tel: (+46 243) 333 20
Fax: (+46 243) 396 20
e-mail: heliflyg@dalnet.se
WWW: http://www.heliflyg.com
Chief Executive: Jan Nrlinge
Activities:
Aerial Work
Charter
Fleet (15): 1 214B-1, 2 300C, 3 500D, 2 AS 350B1, 2 AS 350B3, 1 BO 105CBS, 2 EC
120B, 1 MD 500E, 1 SA 365N
UPDATED
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TAVASA-Trabajos Areos Vascongados SA

(Established 1981)
Head Office: Aeroporto de Bilbao, E-48150 Sondica (Vizcaya)
Tel: (+34 94) 453 05 08
Fax: (+34 94) 471 00 11
e-mail: tavasa@clientes.euskaltel.es
WWW: www.tavasa.com
Chief Executive: Don Jos M Alegria Artiach
Employees: 25
Activities:
Aerial Work
Charter
Search and Rescue
Media
Law Enforcement
Fleet (9): 1 AS 355N, 2 EC 135T1, 1 S-76A+, 1 SA 315B, 2 SA 316B2, 2 SA 365C3
UPDATED
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Heliswiss Iberica SA
Head Office: Poligono Industrial Can Volart, E-08150 Parets del Valles (Barcelona)
Tel: (+34 93) 573 00 63
Fax: (+34 93) 562 47 08
WWW: www.heliswiss.es
Chief Executive: Narciso Tosca Rovira
Employees: 30
Activities:
Aerial Work
Search and Rescue
Fleet (6): 1 206B, 1 AB 206B-III, 1 AS 350B, 1 SA 315B, 1 SA 316B, 1 R22
UPDATED
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Helimar-Helicopteros del Mare Nostrum SA

(Established 1981)
Head Office: Aeroporto de Valencia, Apartado de Correos 50, E-46940 Manises, Valencia
Tel: (+34 96) 341 35 50
Fax: (+34 96) 341 26 53
Chief Executive: Don Jos Montalt Sauri
Employees: 25
Activities:
Aerial Work
Charter
Fleet (18): 2 47G, 3 AB 47, 3 AS 350B, 5 AS 350B2, 2 UH-1B, 3 UH-1H
UPDATED
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Civair Helicopters
(Established 1979)
Head Office: PO Box 120, Newlands 7725, Cape Town
Tel: (+27 21) 419 51 82
Fax: (+27 21) 419 57 83
Managing Director: James Blomerus
Employees: 25
Activities:
Aerial Work
Charter
Scheduled
Fleet (9): 2 206B-III, 1 206L-4, 1 BO 105C, 2 MD 500E, 1 R44, 2 SA316B + fixed-wing
aircraft
UPDATED
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Capital Air (Pty) Ltd

(Established 1982)
Head Office: PO Box 18009, Rand Airport 1419
Tel: (+27 11) 827 03 35
Fax: (+27 11) 827 38 98
Chief Executive: Joao Francisco Vinagre
Employees: 20
Activities:
Aerial Work
Charter
Fleet (5): 3 206B-III, 1 206L-1, 1 206L-3
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, SEYCHELLES

Helicopter Seychelles
(Established 1992)
Head Office: PO Box 595, Victoria, Mahe, Seychelles
Tel: (+248) 37 39 00
Fax: (+248) 37 30 55
e-mail: helico@seychelles.net
WWW: http://www.helico-seychelles.com
Managing Director: Rick Dooley
Employees: 20
Activities:
Aerial Work
Charter
Search and Rescue
Media
Fleet (3): 3 206B-III
UPDATED
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STATES (CIS)
Yugorsk Airkompany
Head Office: Sovetsky Airport, Sovetsky, 627740 Tyumen Region
Tel: (+7 34675) 323 70
Fax: (+7 34675) 325 71
General Director: Vladimir V Luchinin
Activities:
Aerial Work
Charter
Fleet (10): 2 Mi-2, 8 Mi-8
VERIFIED
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STATES (CIS)
Yaroslavl' Aviation
Head Office: Levtsovo Airport, 150062 Yaroslavl'
Tel: (+7 0852) 11 39 16
Fax: (+7 0852) 11 22 82
General Director: Nikolai I Kuprianov
Activities:
Aerial Work
Charter
Fleet (26): 19 Mi-2, 7 Mi-8 + fixed-wing aircraft
UPDATED
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STATES (CIS)
Vostok Airlines
(Established 1947)
Head Office: Khabarovsk Airport, 680012 Khabarovsk
Tel: (+7 4212) 37 25 62
Fax: (+7 4212) 37 15 83
e-mail: main@avia.kht.ru
General Director: Fanis M Mirzayanov
Deputy Director: Alexander Tkach
Commercial Director: Nikolai Smetana
Activities:
Aerial Work
Charter
Fleet (21): 2 Mi-2, 7 Mi-8MTV-1, 10 Mi-8T, 2 Mi-26TC
UPDATED
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STATES (CIS)
Vologda Air Enterprise

Head Office: Vologda Airport, 160015 Vologda
Tel/Fax: (+7 81722) 206 86
General Director: Lev P Eliferov
Deputy Director: Yuri I Palady
Activities:
Aerial Work
Charter
Fleet (18): 15 Mi-2, 3 Mi-8T + fixed-wing aircraft
VERIFIED
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STATES (CIS)
Vladivostok Air
Head Office: ul Portovaya 41, 692811 Artem, Primorsky Region
Tel: (+7 4232) 22 80 40
Fax: (+7 4232) 22 80 10
General Director: Vladimir A Saibel
Activities:
Aerial Work
Charter
Fleet (34): 2 Ka-32A, 9 Ka-32S, 4 Ka-32T, 7 Mi-2, 2 Mi-8AMT, 3 Mi-8MTV-1,
1 Mi-8PS, 6 Mi-8T + fixed-wing aircraft
UPDATED
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STATES (CIS)
Ust-Kutavia
Head Office: Ust-Kut Airport, 665780 Ust-Kut, Irkutsk Region
Tel: (+7 39565) 191 10
General Director: Yuri A Dyrda
Activities:
Aerial Work
Charter
Fleet (13): 10 Mi-8, 3 Mi-8T
UPDATED
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STATES (CIS)
Uraiavia
Head Office: Urai Airport, 626310 Urai, Tyumen Region
Tel: (+7 34676) 317 35
Fax: (+7 34676) 317 35
General Director: Alexander N Bedny
Activities:
Aerial Work
Charter
Fleet (28): 28 Mi-8
VERIFIED
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STATES (CIS)
Turukhansk Air Enterprise

(Established 1976)
Head Office: ul Portovaya 1, 663180 Turukhansk, Krasnoyarsk Region
Tel: (+7 38382) 441 38
General Director: Nikolai A Nikiforov
Activities:
Aerial Work
Charter
Fleet (9): 9 Mi-8T
UPDATED
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STATES (CIS)
Tura Air Enterprise

Head Office: ul Gagarina 2, 663370 Tura, Krasnoyarsk Region
Tel: (+7 39113) 222 30
Fax: (+7 39113) 222 30
General Director: Nikolai D Fatyanov
Activities:
Aerial Work
Charter
Fleet (13): 10 Mi-8, 3 Mi-8AMT + fixed-wing aircraft
UPDATED
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STATES (CIS)
Sverdlovsk 2nd Air Enterprise

Head Office: Sputnikov Str 6, Uktus Airport, 620097 Yekaterinburg
Tel: (+7 3432) 24 23 67
Fax: (+7 3432) 24 61 07
General Director: Alexander A Tyutin
Deputy Director Flight Operations: Alexander Slabukho
General Manager: Nikolai Makhnev
Activities:
Aerial Work
Charter
Fleet (22): 11 Mi-2, 11 Mi-8T
UPDATED
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STATES (CIS)
Sochispetsavia
(Established 1993)
Head Office: Sochi Airport, 354355 Sochi
Tel: (+7 8622) 44 26 45
Fax: (+7 8622) 44 26 45
General Director: S A Bazyan
Activities:
Aerial Work
Charter
Fleet (17): 9 Ka-32, 1 Mi-8AMT, 2 Mi-8MTV-1, 4 Mi-8P, 1 Mi-8T
UPDATED
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STATES (CIS)
Sibaviatrans JSC
Head Office: ul Vletnaya 5A, 660077 Krasnoyarsk
Tel: (+7 3912) 22 77 29
Fax: (+7 3912) 55 38 24
e-mail: siat@siat.krasnoyarsk.su
General Director: Boris M Abramovich
Commercial Director: Alexander Abramovich
Manager: Alexei Cheremnih
Activities:
Aerial Work
Charter
Fleet (9): 2 Mi-8AMT, 2 Mi-8MTV-1, 4 Mi-8T, 1 Mi-8PS
UPDATED
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STATES (CIS)
Sakhaavia National Aircompany

(Established 1993)
Head Office: ul Gagarina 8, 677014 Yakutsk, Republic of
Sakha-Yakutia
Tel: (+7 4112) 44 30 35
Fax: (+7 4112) 44 32 12
General Director: Vladimir A Ganchuk
Deputy Flight Operations: Sergei I Faibushevich
Activities:
Aerial Work
Charter
Fleet (77): 3 Mi-2, 65 Mi-8, 9 Mi-8MTV-1
UPDATED
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STATES (CIS)
Rostvertol
(Established 1992)
Head Office: ul Novatorov 5, 344038 Rostov-on-Don
Tel: (+7 8632) 31 74 78
Fax: (+7 8632) 31 65 88
General Director: Igor Yu Shmidt
Activities:
Aerial Work
Charter
Fleet (15): 7 Mi-8MT, 7 Mi-26, 1 Mi-26TC + fixed-wing aircraft
UPDATED
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STATES (CIS)
Perm 2nd Aviation Enterprise

(Established 1972)
Head Office: Bakharevka Airport, 614600 Perm
Tel: (+7 3422) 27 59 71
Fax: (+7 3422) 27 39 73
General Director: Vladimir A Shubin
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Orenburg Airlines
(Established 1992)
Head Office: Central Airport, 460049 Orenburg
Tel: (+7 3532) 33 02 68
Fax: (+7 3532) 41 98 78
General Director: Boris A Portnikov
Deputy Director: Viktor Tripkosh
Activities:
Charter
Scheduled
Fleet (5): 5 Mi-8MTV.1 + fixed-wing aircraft
VERIFIED
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STATES (CIS)
Novy Urengoi Air Enterprise

(Established 1980)
Head Office: Novy Urengoi Airport, 626718 Novy Urengoi, Tyumen Region
Tel: (+7 34549) 419 19
Fax: (+7 34549) 410 10
General Director: Vladimir T Fedorov
Activities:
Aerial Work
Charter
Fleet (19): 19 Mi-8T
UPDATED
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STATES (CIS)
Novosibirsk Air Enterprise

(Established 1995)
Head Office: Severny Airport, 630021 Novosibirsk
Tel: (+7 3832) 28 39 00
Fax: (+7 3832) 25 55 65
General Director: Vitaly N Preobrazhensky
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Nizhnevartovsk Air Enterprise

Head Office: Nizhnevartovsk Airport, 626440 Nizhnevartovsk, Tyumen Region
Tel: (+7 3466) 23 44 80
Fax: (+7 3466) 23 77 63
General Director: Vladimir G Pysenok
First Deputy: Viktor Nadeev
Activities:
Aerial Work
Charter
Fleet (44): 4 Mi-6A, 6 Mi-8AMT, 31 Mi-8T, 3 Mi-26T
UPDATED
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STATES (CIS)
Nizhneudinsk Air Enterprise

Head Office: Nizhneudinsk Airport, 665510 Nizhneudinsk, Irkutsk Region
Tel: (+7 39517) 416 68
General Director: Viktor E Poryatin
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Nikolaevsk-na-Amure Air Enterprise

Head Office: Nikolaevsk Airport, 682430 Nikolaevsk-na-Amure, Khabarovsk Region
Tel: (+7 42135) 201 10
Fax: (+7 42135) 202 67
General Director: Valery P Dolmatov
Activities:
Aerial Work
Charter
Fleet (18): 7 Mi-2, 10 Mi-8, 1 Mi-8T + fixed-wing aircraft
UPDATED
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STATES (CIS)
Nefteyugansk Air Enterprise

(Established 1992)
Head Office: Nefteyugansk Airport, Nefteyugansk, 626430 Tyumen Region
Tel: (+7 34612) 256 56
Fax: (+7 34612) 297 56
General Director: Murat G Sabitov
Activities:
Aerial Work
Charter
Fleet (32): 9 Mi-2, 4 Mi-8MTV.1, 14 Mi-8T, 5 Ka-32T
UPDATED
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STATES (CIS)
Naryan-Mar Air Enterprise

Head Office: Naryan-Mar Airport, Naryan-Mar,164700 Arkhangelsk Region
Tel: (+7 81853) 231 57
Fax: (+7 81853) 231 68
General Director: Valery P Asanatyev
Activities:
Aerial Work
Charter
Fleet (25): 12 Mi-8, 5 Mi-8MTV.1, 1 Mi-8P, 7 Mi-8T
UPDATED
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STATES (CIS)
Elbrus-Avia
Head Office: ul Kabardinskaya 195, Nalchik, 360000 Balkarskaya
Tel: (+7 86622) 133 01
Fax: (+7 86622) 118 98
General Director: Khaupi T Metov
Activities:
Aerial Work
Charter
Fleet (68): 62 Mi-2, 3 Mi-8MTV-1, 3 Mi-8T
UPDATED
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STATES (CIS)
Nadym Air Enterprise

Head Office: Nadym Airport, 626711 Nadym
Tel: (+7 34595) 409 70
Fax: (+7 34595) 446 02
General Director: Nikolai M Rozhkov
Activities:
Aerial Work
Charter
Fleet (28): 22 Mi-8, 6 Mi-8MTV-1 + fixed-wing aircraft
VERIFIED
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STATES (CIS)
Mi-Avia
(Established 1992)
Head Office: Sokolnichesky Val 2, 107113 Moscow
Tel: (+7 095) 264 47 62
Fax: (+7 095) 268 23 06
General Director: Yuri F Tchapaev
Activities:
Aerial Work
Charter
Fleet (6): 1 Mi-10K, 2 Mi-17, 2 Mi-26, 1 Mi-34
VERIFIED
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STATES (CIS)
Magadan 2nd Aviation Enterprise

Head Office: 13 km Osnovnoi Trassy, 685009 Magadan
Tel: (+7 41322) 463 02
General Director: Edward E Shatilov
Activities:
Aerial Work
Charter
Fleet (13): 12 Mi-8, 1 Mi-8MTV.1
VERIFIED
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STATES (CIS)
Lipetsk Air Enterprise

Head Office: Lipetsk Airport, 398000 Lipetsk
Tel: (+7 0742) 25 01 06
Fax: (+7 0742) 72 00 95
General Director: Yaroslav V Spiridonov
Head of Transport: Y N Sidorov
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
KVZ (Kazan Helicopters)

Head Office: ul Tetsevskaya, Kazan, 420085 Republic of Tatarstan
Tel: (+7 8432) 37 97 79
Fax: (+7 8432) 37 97 79
General Director: Vilyr V Batirov
Activities:
Charter
Fleet (5): 1 Mi-8, 2 Mi-8P, 2 Mi-8MTV-1
VERIFIED
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STATES (CIS)
Kubanspetsavia
Head Office: Enem Airport, Enem, 353321 Krasnodar Region
Tel: (+7 8612) 37 68 86
Fax: (+7 8612) 37 26 05
General Director: Igor V Voronov
Activities:
Aerial Work
Charter
Fleet (45): 45 Mi-2
UPDATED
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STATES (CIS)
Koryak Air Enterprise

Head Office: ul Pilota 15, Korf, 684810 Kamchatka Region
Tel: (+7 41532) 592 99
Fax: (+7 41532) 627 03
General Director: Vladimir M Shevelenko
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Khalaktyrka Aviakompania
Head Office: ul Nevskogo 1, 683011 Petropavlovsk-Kamchatskiy
Tel/Fax: (+7 41522) 769 25
General Director: Alexander V Posukhov
Activities:
Aerial Work
Charter
Fleet (16): 4 Mi-8MTV.1, 12 Mi-8T
UPDATED
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STATES (CIS)
Khakasia Airlines JSC

(Established 1993)
Head Office: Abakan Airport, 662608 Krasnoyarsk
Tel: (+7 39022) 630 61
Fax: (+7 39022) 505 88
General Director: Nikolai V Metelkov
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Irtyshaviatrans
Head Office: Tobolsk Airport, Tobolsk, 626100 Tyumen Region
Tel: (+7 34511) 626 52
Fax: (+7 34511) 626 52
General Director: Alexander G Selyukov
Activities:
Aerial Work
Charter
Fleet (9): 6 Mi-2, 2 Mi-8, 1 Mi-8T
VERIFIED
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STATES (CIS)
Chukotavia
(Established 1996)
Head Office: ul Portovaya 6, Chukotka, 686720 Anadyr Region
Tel: (+7 42722) 565 69
Fax: (+7 42722) 565 31
General Director: Gennady A Baiborodov
Activities:
Aerial Work
Charter
Fleet (35): 33 Mi-8, 1 M-8MTV.1, 1 Mi-8T + fixed-wing aircraft
UPDATED
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STATES (CIS)
Buryatia Airlines JSC

(Established 1993)
Head Office: Ulan-Ude Airport, Ulan-Ude, 670018 Republic of Buryat
Tel: (+7 3012) 22 79 65
Fax: (+7 3012) 22 71 41
e-mail: bural@bunet.ru
General Director: Arkady A Badiev
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Bravia
(Established 1946)
Head Office: Bryansk Airport, 241036 Bryansk
Tel: (+7 832) 44 85 24
Fax: (+7 832) 74 39 93
General Director: Vasili S Yushchenko
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Bratsk Avia JSC

(Established 1967)
Head Office: Bratsk Airport, 665711 Bratsk
Tel: (+7 3953) 37 13 25
Fax: (+7 3953) 37 36 59
Tx: 268772 KRYLO SU
General Director: Sergei F Tatarnikov
Activities:
Aerial Work
Charter
Fleet (5): 5 Mi-8T
UPDATED
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STATES (CIS)
Baltic Airlines
(Established 1993)
Head Office: Nevsky Prospekt 7/9, 191186 St Petersburg
Tel/Fax: (+7 812) 311 00 84
General Director: Valerian G Fofanov
Employees: 33
Activities:
Charter
Fleet (6): 6 Mi-8
VERIFIED
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STATES (CIS)
BAL Bashkiri Airlines

(Established 1993)
Head Office: Bashkortostan Airport, 450056 Ufa
Tel: (+7 3472) 14 35 09
Fax: (+7 3472) 23 32 55
Tx: 162125 PTB SU
e-mail: secretar@bal.ufanet.ru
General Director: Vilmir Kh Gaziev
Director Flight Operations: Vladimir Kuleev
Activities:
Aerial Work
Charter
Fleet (19): 7 Ka-26, 8 Mi-8, 4 Mi-34 and fixed-wing aircraft
UPDATED
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STATES (CIS)
Altai Airlines
Head Office: Barnaul Airport, 656030 Barnaul
Tel: (+7 3852) 22 43 83
Fax: (+7 3852) 24 46 35
General Director: Andrei A Frolov
Director Flight Operations: Viktor Kalnoi
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Almazy Rossii Sakha Aviakompania

Head Office: Mirny Airport, 678170 Mirny
Tel: (+7 41136) 201 97
Fax: (+7 41136) 454 87
General Director: Nikolai N Tereshchenko
Activities:
Aerial Work
Charter
UPDATED
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STATES (CIS)
Aerokuzbass
(Established 1993)
Head Office: Novokuznetsk Airport, 654007 Kemerovskaya Region
Tel: (+7 3843) 43 32 31
Fax: (+7 3843) 74 05 53
Chief Executive: Victor Belozierov
Operations Director: Valery A Khomsky
Chief Pilot: Captain Boris Timofeev
Activities:
Aerial Work
Charter
Maintenance Repair
Tourist Flights
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ROMANIA

Romavia RA
(Established 1990)
Head Office: 1 Boulevard Cantemir, Bl B2, PO Box 53, R-75121 Bucharest
Tel: (+40 1) 311 10 55
Fax: (+40 1) 311 10 51
Tx: 11499 ROMAV R
Chief Executive: Adrian Goleanu
Employees: 300
Activities:
Charter
Fleet (7): 1 222SP, 3 Mi-8PS, 3 SA 365N + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ROMANIA

Aviatia Utilitara SA
(Established 1964)
Head Office: CoD R-71557 Bucharest
Tel: (+40 1) 679 23 40
Fax: (+40 1) 312 77 12
Tx: 11359 R
e-mail: aviatia@pc.net.ro
Chief Executive: Virgil Mahu
Employees: 105
Activities:
Aerial Work
Fleet (19): 13 Ka-26, 6 IAR-316B + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, PORTUGAL

Omni Aviaao e Technologia Lda

(Established 1988)
Head Office: Hangar 1, Aerodromo Municipal de Cascais-Tires, P-2775 Santo Domingos de Rana
Tel: (+351 1) 445 86 00
Fax: (+351 1) 445 86 86
e-mail: omni.av.ops@mail.telepac.pt
WWW: www.omni.pt
President/Chief Executive: Cmte Jos Miguel Costa
Operations Director: R F de Almeida
Chief Pilot: A R de Castro
Employees: 20
Activities:
Aerial Work
Charter
Offshore Support
Tourist Flights
Fleet (13): 6 205A-1, 1 AB 206B-III, 1 212, 4 222B, 1 206B-III + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, POLAND

Heliseco Aviation Services Co

(Established 1975)
Head Office: Aleja Lotnikow 1, PL-210-45 Swidnik
Tel: (+48 81) 123 49
Fax: (+48 81) 123 49
Tx: 643323
e-mail: heliseco@tinet.pl
WWW: www.heliseco@tinet.pl
Chief Executive: Wojciech Jablonski
Activities:
Aerial Work
Charter
Fleet (41): 20 Mi-2, 21 W-3
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, PHILIPPINES

Jaka Transport Corp

(Established 1988)
Head Office: Hangar 10, Manila Domestic Airport, Pasay City, Philippines
Tel: (+63 2) 804 06 41
Fax: (+63 2) 831 39 90
Chief Executive: Katrina C Ponce Enrile
Employees: 20
Activities:
Aerial Work
Charter
Search and Rescue
Media
Exploration
Heavylift
Offshore Support
Tourist Flights
Fleet (5): 1 AS 350B, 1 AS 350B2, 1 AS 350BA, 2 AS 355F2
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, PHILIPPINES

Airspan Corp
(Established 1984)
Head Office: Airspan Hangar, PO Box 7442, Domestic Airport, Pasay City, Metro Manila
Tel: (+63 2) 833 32 59/25 09
Fax: (+63 2) 833 32 58
Chief Executive: Katrina C Ponce Enrile
Employees: 60
Activities:
Aerial Work
Charter
Search and Rescue
Media
Heavylift
Offshore Support
Exploration
Tourist Flights
Fleet (7): 2 206B-III, 2 407, 1 500D, 2 A109A + fixed-wing aircraft
UPDATED
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Helisur-Helicopteros del Sur SA

(Established 1993)
Head Office: Carlos Concha 267, Lima 27
Tel: (+51 1) 264 18 80
Fax: (+51 1) 264 18 14
Chief Executive: Luis Guerrero Arias
Employees: 70
Activities:
Aerial Work
Charter
Offshore Support
Fleet (4): 4 Mi-17
UPDATED
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Helicusco-Helicopteros del Cusco SA

(Established 1994)
Head Office: Arias Araguez 369, Lima 18
Tel: (+51 1) 445 61 26
Fax: (+51 1) 444 87 08
e-mail: dfhr@amauta.rcp.net.pe
Chief Executive: Patricio Himojosa
Employees: 20
Activities:
Scheduled
Charter
Tourist Flights
Fleet (1): 1 Mi-8 AMT
UPDATED
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Islands Helicopter Services Pty Ltd

(Established 1984)
Head Office: 7th Mile Jackson Airport, PO Box 488, Boroko
Tel: (+675) 325 40 55
Fax: (+675) 325 50 59
Chief Executive: Vanessa Chan Pelgan
Activities:
Aerial Work
Charter
Exploration
Fleet (9): 6 206L-1, 2 206L-3, 1 407 + fixed-wing aircraft
UPDATED
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A/S Lufttransport
(Established 1971)
Head Office: Postboks 2500, N-9002 Tromso
Tel: (+47) 77 67 00 22
Fax: (+47) 77 67 29 75
Tx: 65885 LUFTA N
WWW: www.lufttransport.no
Chief Executive: Gunnar Bjorsvik
Employees: 75
Activities:
Aerial Work
Charter
Media
Fleet (10): 3 214B, 1 AS 350B, 1 AS 350B1, 1 AS 350B2, 1 SA 315B, 3 SA 365N +
fixed-wing aircraft
UPDATED
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Airlift A/S
(Established 1986)
Head Office: Forde Lufthavn, N-6815 Bygstad
Tel: (+47) 57 71 81 00
Fax: (+47) 57 71 81 01
e-mail: gunnar.nordahl@airlift.no
WWW: www.airlift.no
Managing Director: Gunnar Nordahl
Operations Manager: Alf Trrisplas
Technical Manager: Hans Herdahl
Employees: 25
Activities:
Aerial Work
Charter
Search and Rescue
Fleet (20): 1 212, 2 500,1 AS 332L, 1 AS 350B, 4 AS 350B1, 3 AS 350B2, 1 AS 350B3,
3 SA 315B, 4 SA 365N
UPDATED
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Aerocontractors Co of Nigeria Ltd

(Established 1960)
Tel: (+234 1) 497 53 46
Fax: (+234 1) 497 19 73
Chief Executive: Chief M C O Ibru
Activities:
Charter
Offshore Support
Scheduled
Fleet (12): 2 AS 355F, 1 AS 365N2, 1 S-76B, 2 SA 365C2, 6 SA 365N + fixed-wing aircraft
UPDATED
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Marine Helicopters Ltd

(Established 1965)
Head Office: Ardmore Airport, PO Box 257, Papakura 1733
Bases: Auckland, Kerikeri, Tauranga
Tel: (+64 9) 299 91 80
Fax: (+64 9) 299 93 10
e-mail: mhlak@xtra.co.nz
Chief Executive: Boyce C Barrow
Employees: 30
Activities:
Aerial Work
Charter
Training
Media
Fleet (8): 2 206B, 2 300C, 1 500D, 2 AS 350D, 1 SA315B
UPDATED
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Helicopters (NZ) Ltd

(Established 1955)
Head Office: Private Bag 9, Nelson 7020
Tel: (+64 3) 547 52 55
Fax: (+64 3) 547 55 98
e-mail: enquiries@helicoptershz.co.nz
Chief Executive: Brian McDonald
Activities:
Aerial Work
Search and Rescue
Fleet (37): 6 206B-III, 1 212, 1 412SP, 1 500D, 7 AS 350B, 9 AS 350BA, 4 AS 350B2, 6
AS 350D, 2 S-76A+
UPDATED
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Glacier Helicopters Ltd

(Established 1970)
Head Office: PO Box 33, Fox Glacier 7951
Tel: (+64 3) 752 07 55
Fax: (+64 3) 752 07 78
Chief Executive: Graeme Catley
Employees: 20
Activities:
Charter
Scheduled
Search and Rescue
Training
Law Enforcement
Media
Fleet (5): 1 206B, 1 300C, 1 AS 350B, 2 AS 350D
UPDATED
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Emeny Helicopter Services

(Established 1989)
Head Office: PO Box 70, Inglewood 4651
Tel: (+64 6) 756 72 49
Chief Executive: Brett A Emeny
Employees: 30
Activities:
Aerial Work
Charter
Fleet (6): 1 206B, 1 206B-III, 1 AS 350B, 2 S-55B, 1 UH-1B
UPDATED
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Airwork (NZ) Ltd

Head Office: PO Box 3721, Auckland
Tel: (+64 9) 377 16 63
Fax: (+64 9) 377 16 64
e-mail: airwork.headoffice@xtra.co.nz
Chief Executive: Hugh Jones
Employees: 300
Activities:
Aerial Work
Charter
Scheduled
Search and Rescue
Law Enforcement
Media
Maintenance, Repair
Fleet (28): 1 206L-3, 4 AS 350B, 12 AS 355F1, 11 BK 117B-1
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, NETHERLANDS

Schreiner North Sea Helicopters BV

(Established 1965)
Head Office: Luchthavenweg 6, NL-1786 PP Den Helder
Tel: (+31 2230) 67 75 55
Fax: (+31 2230) 67 75 01
President: Evert van Schaik
Chief Executive: Tjapko J van Wijk
Employees: 150
Activities:
Charter
Offshore Support
Fleet (16): 3 AS 365N2, 2 BO 105CBS, 2 S-61N, 7 S-76B, 2 SA 365C
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, NETHERLANDS

Heli-Holland BV
(Established 1976)
Head Office: Postbus 16, NL-7880 AA Emmer-Compascuum
Tel: (+31 591) 35 43 10
Fax: (+31 591) 35 27 09
Chief Executive: Ren van der Haring
Employees: 10
Activities:
Aerial Work
Charter
Training
Fleet (11): 1 AB 206B, 1 206L, 4 300C, 1 330, 1 500C, 2 AS 355F1, 1 EC 120B
UPDATED
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Asian Airlines Helicopters Pvt Ltd

(Established 1993)
Head Office: Bhatbhateni, PO Box 4695, Kathmandu
Tel: (+977 1) 42 32 74
Fax: (+977 1) 42 33 15
WWW: www.asian-trekking.com/hel
Chief Executive: RBA Tshering Sherpa
Employees: 55
Activities:
Charter
Tourist Flights
Fleet (2): 2 Mi-171
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, MOZAMBIQUE

TTA-Empresa Nacional de Transporte e Trabalho

Areo
(Established 1980)
Head Office: PO Box 2054, Maputo
Tel: (+258 1) 46 52 92
Fax: (+258 1) 46 54 84
Chief Executive: Estevao Alberto Jr
Employees: 350
Activities:
Aerial Work
Charter
Fleet (17): 8 47, 9 206B + fixed-wing aircraft
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, MONGOLIA

Mongolian Airlines-MIAT
(Established 1956)
Head Office: Buyant-Ukhaa 34, Ulan Bator 210734
Tel: (+976 1) 238 58
Tx: 79226 MIAT MH
e-mail: allusers@miat.com.mn
WWW: www.miat.com.mn
Chief Executive: Darjagiin Surenkhorloo
Activities:
Aerial Work
Charter
Fleet: 3 Mi-8T, unspecified numbers of Mi-2 + fixed-wing aircraft
UPDATED
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Heliservicio Campeche SA de CV
Head Office: Citlaltepetl 27, Hipodromo La Colonia, Mexico City, DF 06100
Tel: (+52 5) 553 60 06
Fax: (+52 5) 286 24 59
Chief Executive: Jorge M Escalante
Activities:
Aerial Work
Charter
Offshore Support
Fleet (9): 1 206B,1 206B-III, 1 206L-1, 2 212, 1 412, 1 412EP, 2 412SP
UPDATED
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1 Image
COMMERCIAL HELICOPTER OPERATORS, MAURITIUS
Air Mauritius Ltd, Helicopter Services

(Established 1967)
Head Office: SSR International Airport, Plaine Magnien
Tel: (+230) 637 35 52/36 21
Fax: (+230) 637 41 04
Tx: 4415 IW
Chief Executive: Nash Mallam-Hasham
Chief Pilot and Manager: Captain P Goorriah
Activities:
Aerial Work
Charter
Tourist Flights
Fleet (3): 3 206B-III
VERIFIED
Air Mauritius uses Bell JetRangers for sightseeing flights
(1998)
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MHS Aviation Sdn Bhd

(Established 1981)
Head Office: Menara Dr, 161-B Jalan Ampang, Kuala Lumpur 50450
Tel: (+60 3) 719 11 76
Fax: (+60 3) 719 56 26
Chief Executive: Tan Sri Saw Huat Lye
Chief Operating Officer: Masom bin Mahadi
Flight Operations Manager: Mohd Norddin bin Ismail
Employees: 550
Activities:
Aerial Work
Charter
Offshore Support
Media
Fleet (21): 3 AS 332L1, 1 AS 355F2, 1 SA 330J, 8 S-61N, 2 S-76A, 6 S-76C
UPDATED
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Hornbill Skyways Sdn Bhd

(Established 1977)
Head Office: PO Box 1387, 93728 Kuching, Sarawak
Tel: (+60 82) 45 57 37
Fax: (+60 82) 45 57 36
Chief Executive: Tan Sri Datuk Amar Hj Bujang Modh Nor
Employees: 110
Fleet (10): 1 206B, 1 206B-II, 7 206B-III, 1 222UT + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, LITHUANIA

Lithuanian Airlines
(Established 1991)
Head Office: A Gustaicio 4, 2038 Vilnius Airport
Tel: (+370 2) 63 01 16
Fax: (+370 2) 22 68 28
e-mail: info@lat.lt
WWW: http://www.lat.lt
Director General: Stasys Jarmalavicius
Director Flight Department: Captain Vidus Parutis
Activities:
Aerial Work
Fleet (10): 10 Ka-26 + fixed-wing aircraft
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, LITHUANIA

Aviabaltika Aviation Ltd

(Established 1991)
Head Office: Draugystes Street 7c-24, 3036 Kaunas
Tel: (+370 7) 71 04 57
Fax: (+370 7) 71 04 05
e-mail: aviabalt@kaunas.omnitel.net
Chief Executive: Gintautas Barauskas
Fleet (4): 3 Mi-8T, 1 Mi-8VIP
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, LAOS

Lao Aviation
(Established 1979)
Head Office: BP 4169, 2 Rue Pang Kham, Vientiane
Tel: (+856 21) 21 20 57
Fax: (+856 21) 21 20 56
Tx: 310 AVON LS
Chief Executive: Sisavath Boussamaly
Activities:
Aerial Work
Charter
Law Enforcement
UPDATED
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Seoul Air International Ltd

(Established 1988)
Head Office: CPO Box 10352, 1125-15, Hwagok-Dong, Kangseo-ku, Seoul 157-010
Tel: (+82 2) 699 09 91
Fax: (+82 2) 699 09 54
Chief Executive: Jeong-Beom Kim
Employees: 70
Activities:
Aerial Work
Charter
Fleet (6): 2 214B-1, 1 222, 2 BK 117B-1, 1 520N + fixed-wing aircraft
VERIFIED
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Air Korea Co Ltd

Head Office: 281 Konghang-Dong, Gangseo-ku, Seoul
Tel: (+82 2) 660 63 50
Fax: (+82 2) 660 66 67
Chief Executive: Ha Ryong Jung
Employees: 40
Activities:
Aerial Work
Charter
Fleet (6): 1 500D, 2 AS 332L1, 1 BK 117B-1, 1 BO 105C, 1 SA 365N + fixed-wing aircraft
UPDATED
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Shin-Nihon Helicopter Co Ltd

(Established 1960)
Head Office: 3-6 Ginza, 4-chome, Chuo-ku, Tokyo 104
Tel: (+81 3) 35 67 32 06
Fax: (+81 3) 35 67 37 45
Tx: 2524796 SNK J
Chief Executive: Masaji Hori
Employees: 125
Fleet (17): 2 204B-2, 9 206L-3, 1 214B, 2 AS 332L1, 1 BK 117B-1, 2 BO 105LSA-3
UPDATED
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Shikoku Air Service Co Ltd

(Established 1956)
Head Office: 1-5 bancho, 1-chome, Takamatsu-shi, Kagawa 760
Tel: (+81 878) 51 75 00
Fax: (+81 878) 51 75 47
e-mail: skk-air@mail.netwave.or.jp
Chief Executive: Kato Syohei
Employees: 100
Activities:
Aerial Work
Charter
Fleet (8): 1 AS 332L1, 1 BK 117B-1, 5 AS 350B, 1 SA 330J
UPDATED
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Sagawa Helicopter Express

(Established 1989)
Head Office: Shinkiba, 4-chome, Koto-ku, Tokyo 136
Tel: (+81 3) 55 69 20 23
Fax: (+81 3) 55 69 20 25
Chief Executive: Hirofumi Maeda
Employees: 110
Activities:
Aerial Work
Charter
Fleet (19): 4 206B-III, 11 AS 350B, 2 S-76A+, 2 SA 315B
UPDATED
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Osaka Aviation Co Ltd

(Established 1968)
Head Office: Yao Airport, Kuko 2-12, Yao-shi, Osaka 581
Tel: (+81 729) 91 29 00
Fax: (+81 729) 91 27 14
Chief Executive: Toshiyuki Itoi
Activities:
Aerial Work
Charter
Training
Fleet (18): 1 BK 117B-1, 10 R22B, 7 R44
VERIFIED
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Nishi Nihon Air Lines Co Ltd

(Established 1953)
Head Office: 7-11 Tenjin, 4-chome, Chuo-ku, Fukuoka 810
Tel: (+81 92) 761 62 57
Fax: (+81 92) 711 76 28
Chief Executive: Yoichito Ito
Employees: 110
Activities:
Aerial Work
Charter
Fleet (20): 2 204B-2, 2 407, 1 412EP, 2 500C, 5 AS 350B, 3 AS 350BA, 1 AS 350B3, 1
AS 355N, 1 BK 117B-2, 1 MD 500E, 1 SA 315B
UPDATED
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Naka Nihon Air Service Co Ltd

(Established 1953)
Head Office: Nagoya International Airport, Toyoyama-cho, Nishi kasugai-gun, Aichi Prefecture 480-02
Tel: (+81 568) 28 21 51
Fax: (+81 568) 28 56 77
Tx: 4485832 NNK J
Chief Executive: Satoshi Hasegawa
Employees: 480
Activities:
Aerial Work
Charter
Media
Fleet (61): 4 204B-2, 20 206B-III, 2 206L-1, 2 214B, 1 412EP, 2 430, 3 AS 332L1,
1 AS 332L, 14 AS 350B, 2 AS 350B1, 7 AS 355F2, 1 AS 355N, 1 AS 365N2, 1 SA 365N
+ fixed-wing aircraft
UPDATED
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Kawasaki Helicopter System

(Established 1967)
Head Office: 1 Kawasaki-cho, Kakamigahara-shi, Gifu 504
Tel: (+81 583) 82 56 51
Fax: (+81 583) 82 71 93
Chief Executive: Motoi Yoshiwaka
Employees: 150
Activities:
Aerial Work
Charter
Fleet (8): 1 BK117A-4, 2 BK117B-1, 1 BK117B-2, 1 BK117C-1, 3 KV 107IIA
UPDATED
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Japan Royal Helicopter Co Ltd

(Established 1968)
Head Office: 4-19 Sinkiba, Koto-ku, Tokyo 136
Tel: (+81 3) 35 21 73 31
Fax: (+81 3) 35 21 73 30
Chief Executive: Hajime Toyama
Employees: 100
Activities:
Aerial Work
Charter
Fleet (18): 2 204B-2, 3 206B-III, 1 230, 3 AS 350B, 1 AS 350B1, 2 K-MAX, 6 SA 315B
UPDATED
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Imperial Airline Co Ltd

(Established 1960)
Head Office: 12-5 Kyobashi, 4-chome, Koto-ku, Tokyo 134
Tel: (+81 3) 35 22 17 01
Fax: (+81 3) 35 22 17 05
Chief Executive: Kazuo Fuji
Employees: 65
Activities:
Aerial Work
Charter
Fleet (7): 2 206B-III, 2 AS 350B, 1 AS 350B1, 2 UH-12E
UPDATED
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Hokkaido Aviation Co Ltd

Head Office: 63 Okada-cho, Higashi-ku, Sapporo-shi, Hokkaido 065
Tel: (+81 11) 781 12 47
Fax: (+81 11) 784 17 16
Chief Executive: Seiicho Yamamoto
Activities:
Aerial Work
Charter
Fleet (6): 2 AS 350B, 2 AS 350B2, 1 AS 355N, 1 AS 365N2
VERIFIED
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Hankyu Airlines Co Ltd

(Established 1960)
Head Office: Hankyu Corp Building 6F, 1-16-1 Shibata, Ki-ku, Osaka 5300012
Tel: (+81 6) 63 73 16 61
Fax: (+81 6) 63 73 16 60
Tx: 5234026 J
Chief Executive: Shintaro Nanba
Employees: 95
Fleet (21): 1 500, 2 500D, 10 AS 350B, 3 AS 355F1, 1 AS 355F2, 1 AS 355N, 1 EC135,
2 SA 365N + fixed-wing aircraft
UPDATED
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All Nippon Helicopter Co Ltd

(Established 1986)
Head Office: Tokyo Heliport, 4-chome, Shin-kiba, Kotoku, Tokyo 136
Tel: (+81 3) 35 21 11 37
Fax: (+81 3) 35 21 11 65
Chief Executive: Katuaki Kumagae
Employees: 51
Activities:
Media
Fleet (11): 6 AS 355F2, 5 AS 365N2
UPDATED
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Ace Helicopter Co Ltd

Head Office: 1610 Yanagihara Furuyahongo, Kawagoe-shi, Saitama-ken 350
Tel: (+81 3) 35 03 55 51
Fax: (+81 3) 32 22 41 50
Chief Executive: Tsutou Ono
Employees: 300
Activities:
Aerial Work
Charter
Training
Media
Firefighting
Fleet (89): 8 47T, 2 204B, 1 205B, 19 206B, 1 214B, 4 300C, 1 407, 2 412EP,
9 500D, 10 AS 350B, 3 AS 355F1, 3 AS 355F2, 1 BK 117A, 2 KH4, 14 MD 500E,
9 UH-12E
UPDATED
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Helitalia SpA
(Established 1994)
Head Office: Via del Termine 11, I-50127 Florence
Tel: (+39 055) 30 83 23
Fax: (+39 055) 30 83 21
Chief Executive: Ing Giulio C Valdonio
Employees: 50
Activities:
Aerial Work
Charter
Offshore Support
Fleet (7): 1 A 109E, 2 A 109K2, 2 BK 117B, 1 BK 117C1, 1 S-76A++
UPDATED
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Freeair SpA
(Established 1995)
Head Office: Strada Litoranea, Local San Giorgio, I-01016 Tarquinia (VT)
Tel: (+39 0766) 84 32 18
Fax: (+39 0766) 84 32 17
Chief Executive: Carmelo Stanziola
Activities:
Aerial Work
Charter
Training
Fleet (9): 2 206B-III, 1 212, 1 407, 1 412, 2 430, 1 A 109A, 1 AB412SP
UPDATED
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Elilombarda Srl
(Established 1978)
Head Office: Via Lungolago Duca degli Abruzzi 45, I-21100 Calcinate del Pesce
Tel: (+39 0332) 31 05 68
Fax: (+39 0332) 31 33 70
e-mail: info@elilombarda.com
Chief Executive: Alessandro Papis
Employees: 25
Activities:
Aerial Work
Charter
Offshore Support
Fleet (7): 1 412SP, 1 A109A, 2 AB 412, 1 BK 117A4, 2 SA 315B
UPDATED
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Elilario SpA
(Established 1978)
Head Office: Via Nazionale Sud 3, I-22050 Colico
Tel: (+39 0341) 94 01 26
Fax: (+39 0341) 93 02 36
Chief Executive: Lorenzo Cariboni
Employees: 40
Activities:
Aerial Work
Charter
Fleet (15): 1 A109A, 1 A109C, 1 A109K2, 1 A 109AMAX, 2 AB 412, 2 BK 117B2, 1
BK 117C1,3 SA 315B, 3 AB 412SP
UPDATED
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Elidolomiti Srl
(Established 1983)
Head Office: Via Tiziano Vecellio 109, I-32100 Belluno (BL)
Tel: (+39 0437) 316 20
Fax: (+39 0437) 349 24
e-mail: elidolom@tin.it
Chief Executive: Dr Natale Menegus
Employees: 25
Activities:
Aerial Work
Charter
Fleet (7): 1 A 109E, 1 A 109K2, 1 AS 350B, 3 AS 350B2, 1 SA 315B
UPDATED
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Alidaunia Srl
(Established 1976)
Head Office: Via degli Aviatori, Aeroporto Civile Gino Lisa, I-71100 Foggia
Tel: (+39 0881) 61 79 61
Fax: (+39 0881) 61 96 60
e-mail: eliario@tin.it
WWW: www.alidaunia.com
Chief Executive: Roberto Pucillo
Employees: 18
Activities:
Aerial Work
Charter
Scheduled
Fleet (5): 1 A109A, 2 A 109A II, 1 S-76A, 1 BK117C1
UPDATED
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Aeroveneta Srl
(Established 1988)
Head Office: Aeroporto Valerio Catullo, I-37060 Caselle di Sommacampagna
Tel: (+39 045) 861 90 65
Fax: (+39 045) 861 90 63
WWW: www.aeroveneta.it
Chief Executive: Dottore Alessandro Aichner
Employees: 30
Activities:
Aerial Work
Charter
Fleet (13): 1 AS 109E, 1 AS 350B, 2 AS 350B1, 1 AS 350B3 2 AS 355F1, 5 BK 117C-1, 1
EC 135T1
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, ISRAEL

Chim-Nir Aviation Services & Airways Ltd

(Established 1949)
Head Office: PO Box 833, Kfar-Shmaryahu 46910
Tel: (+972 9) 50 40 95
Fax: (+972 9) 50 87 08
Chief Executive: Baruch Rothman
Employees: 130
Activities:
Aerial Work
Charter
Fleet (13): 3 47G.5A, 1 206B, 1 206B-III, 1 206L-1, 1 212, 1 407, 2 AS 355F2, 1 BO
105CBS, 1 SA 341G, 1 SA 342L + fixed-wing aircraft
UPDATED
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Irish Helicopters Ltd

(Established 1968)
Head Office: Westpoint Hangar, Dublin Airport, Dublin
Tel: (+353 1) 844 45 00
Fax: (+353 1) 844 45 05
WWW: www.iol.ie/irishhelicopter
Chief Executive: Ray Kenny
Employees: 65
Activities:
Charter
Offshore Support
Fleet (5): 2 AB 206B-III, 1 BO 105CBS, 1 BO 105DB, 1 S-61N
UPDATED
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Celtic Helicopters Ltd

(Established 1985)
Head Office: Celtic Heliport, Dublin Airport, Dublin
Tel: (+353 1) 890 13 49
Fax: (+353 1) 890 13 65
Chief Executive: Ciaran Haughey
Operations Manager: Jeanne Schworer
Chief Pilot: John T Barnicle
Employees: 10
Activities:
Aerial Work
Charter
Law Enforcement
Fleet (5): 3 206B, 1 206L-3, 1 A109A
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, IRAN

Helicopter Services Organisation

(Established 1965)
Head Office: No 37, 7th Street, Sarfraz Street, Motahari Avenue, Tehran 15876
Tel: (+98 21) 873 74 44
Fax: (+98 21) 873 96 71
Chief Executive: Mahmood Hajighasemali
Employees: 280
Activities:
Aerial Work
Charter
Fleet (29): 2 205A-1, 3 212, 1 412, 1 412SP, 2 SA 315B, 19 SA 316B, 1 SA 330G
UPDATED
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PT Indonesia Air Transport (IAT)

(Established 1968)
Head Office: Pondok Cabe Aerodrome, PO Box 2485, Jakarta
Tel: (+62 21) 749 02 13
Fax: (+62 21) 749 12 87
General Manager: Peter Van Veen
Managing Director: Azhar Mualim
Operations Manager: Eko Anggoro
Chief Pilot: Bobby Gusti Darma
Activities:
Aerial Work
Charter
Offshore Support
Fleet (13): 2 212, 2 AS 350B, 1 SA 315B, 4 SA 316B, 2 SA 365C2, 2 AS 365N +
fixed-wing aircraft
UPDATED
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PT Derazona Air Service

(Established 1971)
Head Office: Halim Perdana Kusuma Airport, Jakarta 13610
Tel: (+62 21) 809 34 27
Fax: (+62 21) 809 14 57
President: Asril Lamisi
General Manager Operations: Achmad Machfuld
Employees: 75
Activities:
Aerial Work
Charter
Offshore Support
Search and Rescue
Media
Fleet (13): 10 206B, 1 412HP, 2 SA 318C
UPDATED
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Mesco Airlines Ltd

(Established 1992)
Head Office: H-1 Zamrudpur Community Centre, Kailash Colony, New Delhi 110048
Tel: (+91 11) 621 59 13
Fax: (+91 11) 621 51 70
President: S M Hundiwala
Senior Vice-President Operations: Wg Cdr Arun Thapar
Chief Pilot: D S Mokha
Employees:140
Activities:
Aerial Work
Charter
Offshore Support
Fleet (9): 3 AS 350BA, 1 AS365N, 3 Mi-172, 2 UH-12E + fixed-wing aircraft
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, HUNGARY

Budapest Aircraft Services Ltd

Head Office: PO Box 175, H-1675 Budapest
Tel: (+36 1) 296 80 62
Fax: (+36 1) 296 76 10
Chief Executive: Capt Zoltan Armai
Employees: 28
Activities:
Fleet (5): 3 AS 350B, 2 Mi-2
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, GUATEMALA

Heli Guatemala - Helicopteros de Guatemala SA

Head Office: Avenida Hincapie 23-30, Zona 13, Aeropuerto La Aurora, 01013 Guatemala City
Tel: (+502 334) 76 90
Fax: (+502 332) 14 91
President: Hector Morataya
Operations Manager: Rolando Palacios
Activities:
Aerial Work
Charter
Fleet (6): 5 206B-III, 1 206L-3
UPDATED
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Olympic Aviation SA
(Established 1971)
Head Office: West Airport Hellenikon, GR-166 04 Athens
Tel: (+30 1) 936 91 11
Fax: (+30 1) 936 32 82
Tx: 215824 OAAP GR
Chief Executive: Miltiadis Tsagarakis
Fleet (3): 1 A109A, 2 AS 355F + fixed-wing aircraft
UPDATED
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Greek Aviation SA
Head Office: GR-114 73, Athens
Activities:
Aerial Work
Charter
Fleet (7): 2 47G-4, 1 A 109A, 4 UH12E
VERIFIED
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Avionic Ltd
(Established 1994)
Head Office: 12-14 Karageorgi Servias Street, GR-105 62 Athens
Tel: (+30 1) 324 55 25
Fax: (+30 1) 322 84 16
WWW: www.4gr.com/avionic
Activities:
Aerial Work
Charter
Fleet (9): 2 47, 1 206B-III, 1 206L-3, 1 407, 3 R22, 1 UH12E
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, GEORGIA

AISI
(Established 1993)
Head Office: Tbilisi Airport, 380058 Tbilisi
Tel: (+995 32) 94 77 74
Fax: (+995 32) 98 96 39
Chief Executive: Tariel A Guledani
Activities:
Aerial Work
Charter
Fleet (21): 12 Mi-2, 5 Mi-8, 4 Mi-8MTV-1
VERIFIED
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SP Helicopter-Service GmbH
(Established 1975)
Head Office: Heliport, PO Box 29, D-53541 Linz/Rhein
Tel: (+49 2644) 560 80
Fax: (+49 2644) 56 08 40
Chief Executives: Heinz-Josef Schneider, M Schneider, D Holl
Employees: 75
Activities:
Aerial Work
Charter
Media
Fleet (27): 21 300C, 2 AS 350B2, 2 MD 500E, 1 AS 350B3, 1 EC 120B
UPDATED
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Rotorflug GmbH
(Established 1972)
Head Office: Postfach 1428, D-61365 Friedrichsdorf
Tel: (+49 6007) 10 32
Fax: (+49 6007) 71 61
Chief Executives: Klaus Walther, Karl Mannheim
Employees: 25
Activities:
Aerial Work
Charter
Media
Fleet (11): 2 206B, 3 AB 206B, 4 A109A, 2 A109C
UPDATED
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Rhein-Ruhr Helicopter
(Established 1977)
Head Office: Flughafen, D-41066 Mnchengladbach
Tel: (+49 2161) 66 30 55
Fax: (+49 2161) 66 44 06
Chief Executive: Rainer Zemke
Employees: 10
Activities:
Aerial Work
Charter
Media
Fleet (9): 1 206L-1, 2 206L-3, 1 222UT, 2 407, 1 BO 105CBS-4, 1 BK 117A-4, 1 222U
UPDATED
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MHS Helicopter-Flugservice GmbH & Co KG

(Established 1976)
Head Office: Postfach 241315, D-85335 Munich Flughafen
Tel: (+49 89) 97 33 30
Fax: (+49 89) 973 33 33
Chief Executive: Heiko Zimmer
Employees: 10
Activities:
Aerial Work
Charter
Media
Fleet (5): 1 206L-4, 1 407, 1 A 109E, 1 AS 350BA, 1 AS 355N
UPDATED
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LGM Luftfahrt GmbH Mannheim

(Established 1980)
Head Office: Flughafen Neuostheim, D-68163 Mannheim
Tel: (+49 621) 41 60 34
Fax: (+49 621) 41 60 35
Chief Executive: Michael Held
Employees: 15
Activities:
Aerial Work
Charter
Fleet (6): 1 206B-III, 1 BK 117A4, 1 BK 117B2, 3 R44
VERIFIED
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HFS Helicopter Flug-Service GmbH

(Established 1983)
Head Office: Flugplatzstrasse 41, D-34379 Calden
Tel: (+49 567) 48 24
Fax: (+49 567) 48 20
WWW: www.helicopter-flug-service.de
Chief Executives: Elke Pschel-Braun, Berndt Mckner
Employees: 28
Activities:
Aerial Work
Charter
Training
Media
Fleet (5): 1 206B-III, 2 AS 350B, 1 AS 350B2, 1 300C
UPDATED
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Heli Unionair Fluggesellschaft GmbH

(Established 1989)
Head Office: Brunleinsberg 25, D-91242 Ottensoos
Tel: (+49 9123) 968 10
Fax: (+49 9123) 96 81 10
e-mail: jk@heliunionair.de
WWW: www.heliunionair.de
Chief Executive: Johannes Krger
Employees: 25
Activities:
Aerial Work
Charter
Fleet (7): 1 206B-III, 1 AB 206B, 1 AS 350B2, 1 AS 350BA, 1 AS 355F1,
1 BO 105CBS-4, 1 SA 315B
UPDATED
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Helicopter-Service Wasserthal GmbH

(Established 1970)
Head Office: Ktnerweg 43, D-22393 Hamburg
Tel: (+49 40) 640 10 81
Fax: (+49 40) 640 12 32
Chief Executive: Claus Wasserthal
Employees: 13
Activities:
Charter
Training
Media
Fleet (7): 3 206L, 1 407, 1 BO 105CBS, 2 EC Super Five
UPDATED
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DHD Deutscher Helikopter Dienst GmbH

(Established 1980)
Head Office: Heliport, D-56299 Ochtendung
Tel: (+49 2625) 964 60
Fax: (+49 2625) 96 46 46
Chief Executive: Kurt Behrens
Employees: 50
Activities:
Aerial Work
Charter
Training
Media
Fleet (19): 6 300C, 9 500D, 4 500E
UPDATED
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BSF Hubschrauber-Dienste GmbH

(Established 1993)
Head Office: Wasmannsdorferstrasse, D-15831 Diepensee
Tel: (+49 30) 678 85 46
Fax: (+49 30) 678 85 40
WWW: www.specialflug.de
Chief Executives: Wilfried Otto, Klaus Krey
Employees: 20
Activities:
Aerial Work
Charter
Media
Fleet (5): 1 206B-III, 1 206L-3, 1 300C, 2 Mi-8T
UPDATED
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1 Image
Air Lloyd Deutsche Helicopter Flugservice GmbH

(Established 1963)
Head Office: Flugplatz Bonn-Hangelar, D-53757 Sankt Augustin
Tel: (+49 2241) 230 70
Fax: (+49 2241) 23 07 30
e-mail: info@airlloyd.de
WWW: www.airlloyd.de
Chief Executive: Wolfgang Schad
Employees: 25
Activities:
Aerial Work
Charter
Offshore Support
Training
Media
Fleet (28): 3 47G, 5 47T, 2 206B-III, 6 R22, 9 R44, 3 MD 900
UPDATED
Air Lloyd's Bell JetRanger III, Robinson R22 and R44
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Agrarflug HeliLift GmbH & Co KG

(Established 1975)
Head Office: Warendorferstrasse 190, D-59227 Ahlen
Tel: (+49 2382) 820 82
Fax: (+49 2382) 24 14
Chief Executive: Klaus Beese
Employees: 25
Activities:
Aerial Work
Charter
Media
Fleet (15): 5 205A-1, 2 206B, 3 AB 206B-III, 2 212, 2 AB 212, 1 AS 350B
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, GABON

Heli-Gabon
(Established 1975)
Head Office: BP 240, Port-Gentil
Tel: (+241) 75 33 17
Tx: 8204 AIRINTR GO
Chief Executive: Charles-Louis de Rochechouart
Employees: 50
Fleet: varying numbers of Eurocopter (Aerospatiale) helicopters leased as required from associate
Heli-Union of France
VERIFIED
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Heli Reunion
(Established 1993)
Head Office: BP 332, F-97468 St Denis, Runion
Tel: (+362) 93 11 11
Fax: (+362) 29 51 70
Tx: 916322 RE
Chief Executive: Laurent Popineau
Employees: 15
Activities:
Charter
Fleet (6): 1 AS 350B1, 1 SA 315B, 1 SA 318C, 3 SA 365C3
UPDATED
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Helilagon
(Established 1985)
Head Office: Altiport de l'Eperon, F-97460 St Paul, Runion
Tel: (+362) 55 55 55
Fax: (+362) 22 86 78
Tx: 916169 RE
Chief Executive: Jean-Marie Lavaivre
Employees: 10
Activities:
Charter
Fleet (6): 2 AS 350B2, 1 AS 350BA, 3 AS 355F2
UPDATED
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Heli-Inter Polynesie
(Established 1994)
Head Office: BP 424, F-98713 Papet, Tahiti, French Polynesia
Tel: (+689) 81 99 00
Fax: (+689) 81 99 99
Chief Executive: Hugues Rauly
Employees: 15
Activities:
Aerial Work
Charter
Fleet (6): 1 AS 350B, 2 AS 350BA, 3 AS 355F1
UPDATED
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Heli-Inter Guyane
(Established 1977)
Head Office: Aroport de Rochambeau, F-97300 Cayenne, French Guiana
Tel: (+594) 35 62 31
Fax: (+594) 35 82 56
Chief Executive: C A d'Albronn
Employees: 20
Activities:
Aerial Work
Charter
Fleet (8): 1 AS 350B1, 1 AS 350B2, 1 AS 350BA, 1 SA 330J, 2 AS 355F1, 2 SA 365C3
UPDATED
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Mont-Blanc Helicopters
(Established 1980)
Head Office: rue Germain Sommeiller, Arodrome d'Annemasse, F-74100 Annemasse
Tel: (+33 5) 50 92 78 21
Fax: (+33 5) 50 38 01 01
WWW: www.montblanc-helicopteres
Tx: 309014 MBHELI F
Chief Executive: Marc Blanc
Employees: 15
Activities:
Aerial Work
Charter
Training
Media
Fleet (13): 1 AS 350B, 4 AS 350B2, 1 AS 350B3, 3 AS 350BA, 1 AS 355N, 3 SA 315B
UPDATED
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Heli-Union
(Established 1961)
Head Office: Heliport de Paris, 4 ave de la Porte de Svres, F-75015 Paris
Tel: (+33 1) 53 78 08 18
Fax: (+33 1) 53 78 08 19
Chief Executive: Christophe de Courlon
Vice-President Operations: Jean-Pierre Duchanoy
International Operations: Michel Jaguelin
Employees: 350
Activities:
Aerial Work
Charter
Offshore Support
Training
Media
Fleet (56): 2 AS 350B, 1 AS 355F1, 7 AS 365N2, 13 SA 315B, 11 SA 316B/SE 3160,
2 SA 318C, 6 SA 330J, 10 SA 365C, 3 S-76A+, 1 EC 135T1
UPDATED
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Heli Pyrenees
(Established 1993)
Head Office: Aroport de Perpignan-Rivesaltes, F-66000 Perpignan
Tel: (+33 4) 68 52 26 60
Fax: (+33 4) 68 52 58 18
Employees: 20
Activities:
Aerial Work
Charter
Search and Rescue
Fleet (5): 1 SA 3160, 1 SA 316B, 3 SE 3130
UPDATED
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Heli Perigord
(Established 1982)
Head Office: Route d'Agen, F-24100 Bergerac
Tel: (+33 5) 53 27 01 55
Fax: (+33 5) 53 27 15 74
Chief Executive: Grard Crouzet
Employees: 10
Activities:
Aerial Work
Charter
Fleet (6): 1 AB 206B-III, 1 206LT, 1 AS 350B, 1 AS 350B2, 2 AS 355F2
VERIFIED
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Heli-Ouest SA
(Established 1984)
Head Office: Le Mesnil, F-28340 Boissy-les-Perche
Tel: (+33 2) 37 37 63 42
Fax: (+33 2) 37 37 52 23
Chief Executive: Jean-Pierre Guerin
Employees: 20
Activities:
Aerial Work
Charter
Law Enforcement
Fleet (8): 1 206B, 1 AB206B, 4 AS 350B, 2 AS 355F1
VERIFIED
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Helicap
(Established 1977)
Head Office: Hliport de Paris, 4 ave de la Porte de Svres, F-75015 Paris
Tel: (+33 1) 45 57 75 51
Fax: (+33 1) 45 54 12 55
Chief Executive: Michel Capoulade
Employees: 37
Activities:
Aerial Work
Charter
Fleet (13): 1 AS 350B, 12 EC 135T1
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, FINLAND

Helikopteripalvelu OY
(Established 1960)
Head Office: Helsinki-Malmin Lentoasema, FIN-00700 Helsinki
Merged into Copter Action on 30 July 1999.
UPDATED
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Maersk Helicopters
(Established 1975)
Head Office: Esbjerg Airport, DK-6705 Esbjerg
Suspended all activities at end of March 2000.
UPDATED
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Delta System-Air
(Established 1991)
Head Office: Bratri Stefanu 101, CZ-500 03 Hradec Kralove
Tel/Fax: (+420 49) 54 11 40 68
e-mail: office@dsa.cz
WWW: www.dsa.cz
Chief Executive: Tomas Suchanek
Employees: 25
Activities:
Fleet (4): 4 AS 355F2 + fixed-wing aircraft
UPDATED
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Alfa Helikopter Spol sro

(Established 1991)
Head Office: Starobmenska 13, PO Box 720, CZ-663 20 Brno
Tel/Fax: (+420 5) 42 21 74 60
Chief Executive: Miroslav Pospisil
Employees: 18
Activities:
Aerial Work
Charter
Fleet (5): 2 206L-3, 1 206L-4, 2 206LT
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, CUBA

Aerogaviota
(Established 1994)
Head Office: Avda 47, No 2814, Reparta Kolhy, Havana
Tel: (+53 7) 81 30 68
Fax: (+53 7) 33 26 21
Activities:
Aerial Work
Charter
VERIFIED
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Helivalle Colombia (Helicopteros del Valle Ltda)

(Established 1965)
Head Office: Carrera 11 No 86-60, Oficina 202, Bogot
Tel: (+57 1) 257 06 35
Fax: (+57 1) 218 86 89
President: Miguel R Espitia E
Operations Director: Carlos F Espitia
Chief Pilot: Ricardo Carrasquilla
Employees: 65
Activities:
Aerial Work
Charter
Offshore Support
Fleet (10): 1 47G-4, 4 47G 5A, 1 206B-III, 1 206L-3, 1 206L-4, 2 212
UPDATED
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Helitaxi Ltda
(Established 1962)
Head Office: Apartado Aereo 83-200, Bogot
Tel: (+57 1) 547 24 14
Fax: (+57 1) 547 44 01
President: Byron Lopez
General Manager: Ricardo Rodriguez
Employees: 250
Activities:
Aerial Work
Charter
Training
Fleet (24): 1 206B-III, 5 212, 2 222UT, 16 Mi-8MTV1 + fixed-wing aircraft
UPDATED
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Helicol Colombia (Helicopteros Nacionales de

Colombia SA)
(Established 1955)
Head Office: Avenida El Dorado No 93-30, Piso 6, Bogot
Tel: (+57 1) 413 55 76
Fax: (+57 1) 414 70 02
General Director: Justo Fabio Arosemana M
Commercial Director: Gerardo Sanchez
Flight Operations Director: Rafael Guzman
Employees: 600
Activities:
Aerial Work
Charter
Offshore Support
Training
Fleet (21): 4 47, 1 205A-1, 1 206B-III, 2 206L-1, 5 206L-3, 6 212, 1 412, 1 AS 355F1 +
fixed-wing aircraft
UPDATED
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Heliservices (Hong Kong) Ltd

(Established 1978)
Head Office: 22nd Floor, St George's Building, Ice House Street, Hong Kong
Tel: (+852) 25 23 64 07
Fax: (+852) 25 96 03 59
Chief Executive: Michael D Kadoorie
Employees: 20
Fleet (4): 1 AS 350BA, 1 AS 355N, 2 SA 315B
VERIFIED
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China Ocean Helicopter Corp

(Established 1983)
Head Office: 19-21/F, Agricultural Bank Tower, No 188 Jiefang Road West, Shenzhen 51800,
Guangdong Province
Tel: (+86 755) 559 07 79
Fax: (+86 755) 559 07 57
Tx: 420210 COHC CN
President: Wang Bing
Operations Director: Liu Tie Xiong
Chief Pilot: Liu Hai Li
Employees: 320
Activities:
Aerial Work
Charter
Offshore Support
Fleet (5): 1 AS 332L, 2 SA 365N2, 2 AS 332L1
UPDATED
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China Flying Dragon Aviation Co

(Established 1981)
Head Office: PO Box 201-95, Harbin 150066, Heilongjiang Province
Tel: (+86 451) 650 25 41
Fax: (+86 451) 650 25 41
Chief Executive: Wu Caibao
Activities:
Aerial Work
Charter
Fleet (10): 7 AS 350B2, 1 SA 365N, 2 Z-9A + fixed-wing aircraft
VERIFIED
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China Eastern Airlines

(Established 1988)
Head Office: Wusu Airport, Taiyuan 030031, Shanxi Province
Tel: (+86 351) 704 06 00
Fax: (+86 351) 704 00 94
Tx: 28013 CATY CN
Chief Executive: Wu Baiwang
Activities:
Aerial Work
Charter
Fleet (19): 7 212, 2 BO 105C, 10 Mi-8 + fixed-wing aircraft
UPDATED
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DAP Helicopters Ltda

(Established 1980)
Head Office: Casilla 406, Punta Arenas
Tel: (+56 61) 22 33 40
Fax: (+56 61) 22 16 93
Chief Executive: Alex R Pivcecik
Employees: 40
Activities:
Aerial Work
Charter
Fleet (4): 3 AS 355F1, 1 AS 355F2 + fixed-wing aircraft
UPDATED
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Peace Helicopters Ltd

(Established 1977)
Head Office: Box 6, 11930-107 Street, Edmonton, Alberta T5G 2T8
Tel: (+1 780) 477 11 00
Fax: (+1 780) 471 53 05
General Manager: Steve Matthews
Operations Manager: Clarence Unger
Chief Pilot: Paul Kendall
Employees: 40
Activities:
Aerial Work
Charter
Fleet (9): 2 204B, 1 206B, 2 AS 350B, 2 AS 350B1, 1 AS 350B2, 1 AS 350BA
UPDATED
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Northern Mountain Helicopters Inc

(Established 1959)
Head Office: PO Box 368, Prince George, British Columbia V2L 4S2
Tel: (+1 250) 963 12 00
Fax: (+1 250) 963 90 15
e-mail: marketing@nmh.net
President: Walter Palubiski
Chief Operations Officer: Fred Nelson
Chief Financial Officer: Charlie Hodgins
Employees: 148
Activities:
Aerial Work
Charter
Training
Fleet (77): 2 204B, 3 205A, 22 206B, 3 206B-II, 4 206B-III, 7 212, 12 500D, 6 AS
350B, 3 AS 350BA, 5 AS 350B1, 4 AS 350 B2, 4 R44, 2 S-61N
UPDATED
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Canadian Territorial Helicopters (Inc)

(Established 1988)
Head Office: PO Box 2948, The Pas, Manitoba R9A 1R6
Tel: (+1 204) 624 57 76
Fax: (+1 204) 624 57 61
e-mail: jkbarr@compuserve.com
President: Joe Barr
Operations Manager: Kim Barr
Employees: 14
Activities:
Aerial Work
Charter
Fleet (7): 2 204B, 1 206B, 4 206L-1
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, CAMEROON

Cameroon Helicopters
(Established 1984)
Head Office: BP 5439, Douala
Tel: (+237) 42 02 22
Tx: 5395 CAMHEL KN
Chief Executive: Charles-Louis de Rochechouart
Employees: 25
Fleet (2): 2 SA 318C and other types as required from associate Heli-Union of France
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, BULGARIA

Scorpion Air
(Established 1990)
Head Office: ul Korab Planena 28, 1113 Sofia
Tel: (+359 2) 68 66 20
Fax: (+359 2) 68 94 74
e-mail: scorpion@intech.bg
Chief Executive: Milo Sopryanov
Activities:
Aerial Work
Charter
Fleet (16): 5 Ka-32T, 7 Mi-8MTV-1, 2 Mi-8, 2 Mi-26 + fixed-wing aircraft
UPDATED
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Lider Taxi Areo SA

(Established 1958)
Head Office: Avenida Santa Rosa 123, Pampulha, CEP-31270-750 Belo Horizonte, Minas Gerais
Tel: (+55 31) 448 47 00
Fax: (+55 31) 443 41 79
Tx: 311275 LDER BR
Chief Executive: Captain Jos Afonso Assumpao
Operations Manager: Jos Aurelio Santos
Employees: 675
Activities:
Aerial Work
Charter
Offshore Support
Tourist Flights
Fleet (15): 1 206B-III, 1 206L-3, 5 212, 4 412SP, 4 S-76A + fixed-wing aircraft
UPDATED
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Helisul Taxi Areo Ltda

(Established 1972)
Head Office: Aeroporto Internacional de Foz do Iguau, CP 1131, CEP-85863 Foz do Iguau, Parana
Tel: (+55 455) 23 11 90
Fax: (+55 455) 74 41 14
Tx: 455233 BR
Chief Executives: Celso Biesuz, Eloy Biesuz
Employees: 68
Activities:
Aerial Work
Charter
Tourist Flights
Fleet (14): 2 206B, 5 206B-III, 3 206L-4, 4 HB 350B
UPDATED
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Aeroleo Taxi Areo Ltda

(Established 1968)
Head Office: Aeroporto Santos Dumont, Praa Senador Salgado Filho s/n, Hangar 01, CEP-20021-340
Rio de Janeiro
Tel: (+55 21) 210 24 34
Fax: (+55 21) 220 41 67
Tx: 2123175 CPDB BR
President: Newton Nascimento Lins
Chief Pilot: Paulo Tadeu Gama
Employees: 250
Activities:
Aerial Work
Charter
Offshore Support
Fleet (10): 2 212, 2 412SP, 2 S-61N, 4 S-76A
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, BOLIVIA

Helibol SrL
Head Office: Hangar 17, El Trompillo Airport, PO Box 2988, Santa Cruz de la Sierra
Tel: (+591 3) 52 94 69
Fax: (+591 3) 42 72 95
Chief Executive: Fernando Morales Cuellar
Operations Director/Chief Pilot: Wayne Gilbert
Activities:
Aerial Work
Charter
Fleet (9): 5 SA 315B, 4 SA 316B
VERIFIED
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1 Image
Skytech Heavy Lift

(Established 1989)
Head Office: Rue de la Lasne 11A, B-1380 Lasne
Tel: (+32 2) 633 58 90
Fax: (+32 2) 633 58 84
Chief Executive: Thierry Lakhanisky
Employees: 100
Activities:
Aerial Work
Charter
Search and Rescue
Law Enforcement
Fleet (16): 1 Mi-10K, 4 Ka-32T, 3 Mi-8AMT, 4 Mi-8MTV-1, 4 Mi-26T
UPDATED
Skytech's Russian-registered Mil Mi-8AMT

(1998)
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Publi Air SA
(Established 1959)
Head Office: Aerodrome de Namur, B-5020 Namur-Suarle
Tel: (+32 81) 56 61 46
Fax: (+32 81) 56 96 00
Fax (Ops): (+32 81) 56 96 11
Chief Executive: Georges Bertrand
Employees: 15
Activities:
Aerial Work
Charter
Training
Media
Fleet (5): 4 AB 206B, 1 R22 + fixed-wing aircraft
UPDATED
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Helifly BVBA
(Established 1990)
Head Office: Kuringersteenweg 170A, B-3500 Hasselt
Tel: (+32 13) 44 24 46
Fax: (+32 13) 44 47 73
Chief Executive: Tom Piron
Employees: 8
Activities:
Aerial Work
Charter
Training
Media
Fleet (5): 2 269A, 1 MD 520N, 1 MD 600N, 1 MD 900
VERIFIED
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EG Heli Service NV
(Established 1989)
Head Office: Battenbroek 10, B-2800 Mechelen
Tel: (+32 15) 28 91 91
Fax: (+32 15) 28 19 75
e-mail: info@EGHeli.com
Chief Executive: Eric Geboers
Employees: 6
Activities:
Charter
Training
Fleet (8): 2 AB206B, 1 206B, 1 A 109A, 3 R22B, 1 R44
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, BARBADOS

Bajan Helicopters Ltd

(Established 1989)
Head Office: Bridgetown Heliport, The Wharf, Bridgetown
Tel: (+1 246) 431 00 69
Fax: (+1 246) 431 00 86
WWW: http://www.caribet.net/copter
Managing Director: George Morris
Chief Pilot: Barry M Lashley
Employees: 10
Activities:
Aerial Work
Charter
Offshore Support
Tourist Flights
Law Enforcement
Media
Fleet (2): 2 AS 350B
VERIFIED
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COMMERCIAL HELICOPTER OPERATORS, AZERBAIJAN

AZAL Aero (Azerbaijan Airlines)

Head Office: Zabrat Airport, 370036 Baku
Tel: (+994 12) 24 15 54
Fax: (+994 12) 24 23 79
Chief Executive: Azer Yakubogly Aliev
Activities:
Aerial Work
Charter
Fleet (38): 15 Mi-2, 9 Mi-8MTV-1, 3 Mi-8P, 11 Mi-8T
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, AUSTRIA

AMTC-Christophorus Flugrettungsverein
(Established 1997)
Head Office: Postfach 101, Flughafen, A-6026 Innsbruck
Tel: (+43 512) 28 88 80
Fax: (+43 512) 28 62 00
Chief Executives: Kurt Nordberg, Dipl Vwt Walter Ploner
Employees: 30
Activities:
Search and Rescue
Fleet (9): 2 AS 355F2, 7 EC 135
UPDATED
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Heli Trans Bedarfsflugunternehmen GmbH

(Established 1992)
Head Office: Postfach 36, A-6020 Innsbruck
Tel: (+43 512) 27 85 58
Fax: (+43 512) 27 85 57
Chief Executive: Hubert Heuberger
Employees: 10
Activities:
Aerial Work
Charter
Search and Rescue
Fleet (4): 1 412HP, 1 BO 105 LSA3, 1 Ka-32T, 1 SA 315B
VERIFIED
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Wucher Helicopter GmbH & Co KG

(Established 1975)
Head Office: A-6713 Ludesch 214
Tel: (+43 5550) 22 61 20
Fax: (+43 5550) 22 61 31
Chief Executive: Ing Gerhard Huber
Employees: 25
Activities:
Aerial Work
Search and Rescue
Training
Fleet (5): 2 AS 350B2, 3 SA 315B
UPDATED
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Haas Helikopter Flugdienst Ges.mbh

(Established 1976)
Head Office: Rotenhofgasse 58-2-10, A-1100 Vienna
Tel: (+43 1) 602 44 12
Fax: (+43 1) 603 02 00
Chief Executive: Sylvia Haas
Employees: 5
Activities:
Aerial Work
Charter
Fleet (6): 1 206A, 1 206B-III, 1 A 109A II, 1 A 109E, 1 AS 350B, 1 AS 355F1
UPDATED
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Lloyd Helicopters Pty Ltd

(Established 1969)
Head Office: 45 Greenhill Road, Wayville, South Australia 5034
Tel: (+61 8) 83 72 77 00
Fax: (+61 8) 373 33 66
Chief Executive: Ian McBeath
Employees: 230
Activities:
Aerial Work
Charter
Offshore Support
Search and Rescue
Law Enforcement
Fleet (29): 2 206B-III, 2 206L-1, 1 206L-3, 3 212, 5 412, 5 AS 332L1, 1 AS 350B,
3 SA 365C1, 7 S-76A++
UPDATED
Gunter Endres MRAeS
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Heliwork Western Australia Pty Ltd

(Established 1984)
Head Office: PO Box 165, Kununurra, Western Australia 6743
Tel: (+61 91) 68 18 11
Fax: (+61 91) 68 14 22
Chief Executive: Kerry Slingsby
Employees: 20
Activities:
Aerial Work
Charter
Training
Fleet (26): 4 47G-3, 3 206B, 3 KH-47G, 13 R22B, 3 R44
UPDATED
Gunter Endres MRAeS
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Heli-Muster Pty Ltd

(Established 1976)
Head Office: Hangar 271, Bankstown Airport, New South Wales 2200
Tel: (+61 2) 791 03 22
Fax: (+61 2) 791 03 60
Chief Executive: John V Weymouth
Employees: 80
Activities:
Aerial Work
Charter
Fleet (51): 10 47G, 7 206B, 1 AB 206B, 2 AS 350B, 2 KH-47, 1 AS 350D, 28 R22
UPDATED
Gunter Endres MRAeS
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Chopperline Flight Training

(Established 1978)
Head Office: 12 Pathfinder Drive, Caloundra, Queensland 4551
Tel: (+61 7) 54 91 85 88
Fax: (+61 7) 54 91 85 19
e-mail: chopperl@mpx.com.au
WWW: www.chopperline.com.au
Managing Director: Graham Roberts
Employees: 13
Activities:
Charter
Training
Fleet (3): 3 R22 + fixed-wing aircraft
UPDATED
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Aeropower Pty Ltd

(Established 1991)
Head Office: PO Box 868, Hamilton Central, Queensland 4007
Tel: (+61 7) 38 68 18 55
Fax: (+61 7) 38 68 11 85
Chief Executive: Roy Conomos
Employees: 18
Activities:
Aerial Work
Charter
Fleet (8): 8 500D
VERIFIED
Gunter Endres MRAeS
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COMMERCIAL HELICOPTER OPERATORS

Introduction
The commercial helicopter operators section lists all operators with a fleet of at least five helicopters,
provided it includes a twin-engined type(s), or at least 10 helicopters if no twin-engined helicopter is
operated. The section is arranged alphabetically by country and gives the following operators' details:
name; address; telephone; facsimile; telex; e-mail; website; name of Chief Executive; number of
employees; activities and helicopter fleet by model and quantity.
Gunter Endres MRAeS
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National Helicopter Corporation of America

(Established 1961)
Head Office: Republic Airport-CS 9100, Farmingdale, New York 11735
Tel: (+1 516) 756 93 55
Fax: (+1 516) 756 26 26
e-mail: natheli@pb.net
WWW: http://www.natheli.rotor.com
President: Peter McGann
Activities:
Aerial Work
Charter
Training
Media
Also scheduled transfer from New York airports(JFK LaGuardia and Newark) to downtown
Manhattan
Fleet (9): 1 206B, 3 206L, 1 AS 355F, 2 S-58T, 2 206L-4

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AirStar Helicopters Inc

Head Office: PO Box 3379, Grand Canyon National Park Airport, Grand Canyon, Arizona 86023
Tel: (+1 520) 638 26 06
Fax: (+1 520) 638 26 07
Chief Executive: Ron W Williams
Activities:
Aerial Work
Charter
Fleet (5): 3 AS 350B2, 2 MD 600N
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ICAO Registration Marking: G
Air Hanson Ltd (Established 1971)

Head Office: Business Aviation Centre, Blackbushe Airport, Camberley, Surrey GU17 9LG
Tel: (+44 1252) 89 00 89
Fax: (+44 1252) 86 42 03
Chief Executive: Pat McHaffey
Chief Pilot: David Sale
Employees: 70
Activities:
Aerial Work
Charter
Fleet (16): 1 206B-III, 2 222B, 1 MD 600N, 7 S-76A, 5 S-76B
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ICAO Registration Marking: TC
Belko Air (Established 1986)

Head Office: Esref Bitlis Caddesi, Apim Karsisi,TR-06170 Yenimahalle, Ankara
Tel: (+90 312) 343 71 70
Fax: (+90 312) 343 74 82
Chief Executive: Hilmi Emri
Employees: 17
Activities:
Charter
Search and Rescue
Fleet (1): 1 222UT
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Briko Air Services (Established 1984)

Head Office: 45 Southern Main Road, Chase Village, Carapichaima
Tel: (+1 868) 664 39 15
Fax: (+1 868) 679 41 33
Chief Executive: Rooplal K Dass
Employees: 30
Activities:
Aerial Work
Charter
Fleet (4): 1 206B-II, 1 206L-1, 2 AS 355F2 + fixed-wing aircraft
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ICAO Registration Marking: OM
LOS sro
Head Office: Letisko, SK-052 01 Spisska Nova Ves
Tel: (+421 965) 41 20 06
Fax: (+421 965) 42 87 22
Chief Executive: Jozef Tomicek
Employees: 20
Activities:
Aerial Work
Charter
Fleet (6): 3 Mi-2, 1 Mi-8PS, 2 Mi-8T
UPDATED
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Yeniseisk Air Enterprise

Head Office: ul Romashkin 14, 663130 Yeniseisk, Krasnoyarsk Region
Tel: (+7 39115) 33 63
General Director: Nikolai Klimenko
Head of Transport: Sergei Chaban
Activities:
Aerial Work
Charter
Fleet (23): 9 Mi-2, 3 Mi-6A, 6 Mi-8, 5 Mi-8MTV-1 + fixed-wing aircraft
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Yaravia
Head Office: Prospekt Lenina 18/50, 150040 Yaroslavl'
Tel: (+7 0852) 23 33 61
Fax: (+7 0852) 32 05 87
General Director: Viktor V Kuznetsov
Activities:
Aerial Work
Charter
Fleet (6): 1 Mi-8, 5 Mi-8MTV-1
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Strezhevoi Airlines
Head Office: Strezhevoy Airport, 636762 Strezhevoy, Tomsk Region
Tel: (+7 38259) 320 59
Fax: (+7 38259) 311 26
General Director: Vladimir P Mikhailov
Deputy Director: Viktor Golovanov
Head of Transport: Vasili Khutorianski
Activities:
Aerial Work
Charter
Fleet (30): 28 Mi-8, 2 Mi-8MTV-1
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Petrozavodsk Air Enterprise

Head Office: Peski Airport, Petrozavodsk, 185006 Republic of Karelia
Tel: (+7 81422) 445 74
Fax: (+7 81422) 764 70
General Director: Vladimir A Nikolaev
Activities:
Aerial Work
Charter
Fleet (15): 6 Ka-26, 6 Mi-8, 1 Mi-8MTV-1, 2 Mi-8T
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Kolpashevo Air Enterprise

Head Office: Kolpashevo Airport, Lazo Street 6, 636420 Kolpashevo, Tomsk Region
Tel: (+7 38254) 237 18
Fax: (+7 38254) 752 00
General Director: Kamil I Kuzmin
Director Operations: Valeri Vorozhtsov
Activities:
Aerial Work
Charter
Fleet (44): 7 Mi-2, 32 Mi-8, 4 Mi-8MTV-1, 1 Mi-8T + fixed-wing aircraft
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Ikar Sakhalin Aircompany

Head Office: ul Lenina 47, Okha, 694460 Sakhalin Region
Tel: (+7 42437) 232 70
Fax: (+7 42437) 201 56
General Director: Nikolai V Trushchenko
Activities:
Aerial Work
Charter
Fleet (17): 2 Ka-32C, 1 Mi-8AMT, 5 Mi-8MTV.1, 9 Mi-8T
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Chitaavia (Established 1991)

Head Office: Chita Airport, 672018 Chita
Tel: (+7 30222) 410 45
Fax: (+7 30222) 663 96
Tx: 225113 MART SU
General Director: Nicolay Semenov
Director Foreign Affairs: Viktor Tarasov
Activities:
Aerial Work
Charter
Fleet (7): 4 Mi-8MTV.1, 2 Mi-8T, 1 Mi-2
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Astrakhan Airlines (Established 1994)

Head Office: Narimanovo Airport, 414023 Astrakhan
Tel: (+7 8512) 24 93 96
Fax: (+7 8512) 24 44 87
Chief Executive: Vladimir M Stepanovich
Activities:
Aerial Work
Charter
Fleet (17): 16 Ka-26, 1 Mi-8 + fixed-wing aircraft
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Air Troika (Established 1992)

Head Office: Kuznetsky Most 6/3, 103775 Moscow
Tel: (+7 95) 155 56 77
Fax: (+7 95) 155 52 54
General Director: Sergei E Andreev
Activities:
Aerial Work
Charter
Fleet (8): 1 Ka-26, 5 Ka-32, 2 Mi-8T
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ICAO Registration Marking: OB
Helica del Peru SA (Established 1995)

Head Office: Av Jos Glavez Barrenechea 145, San Isidro, Lima 27
Tel: (+51 1) 476 17 04
Fax: (+51 1) 425 18 61
Chief Executive: Juan Diaz Lassus
Operations Manager: Keith L Burson
Activities:
Aerial Work
Charter
Offshore Support
Fleet (6): 3 206L-3, 1 212, 2 SA 315B
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COMMERCIAL HELICOPTER OPERATORS, PAKISTAN

ICAO Registration Marking: AP
Panjnad Aviation (Pvt) Ltd

Head Office: PO Box 1499, Rawalpindi
Tel: (+92 51) 86 34 14
Fax: (+92 51) 86 21 74
Chief Executive: Azar Wali Mohammad
Employees: 15
Activities:
Aerial Work
Charter
Fleet (4): 1 206L-3, 1 206L-4, 2 412HP
UPDATED
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Nepal Airways Helicopters Pvt Ltd

(Established 1994)
Head Office: PO Box 11, Kathmandu
Tel: (+977 1) 41 16 10
Fax: (+977 1) 41 16 10
Chief Executive: Captain Bikas J B Rana
Employees: 15
Activities:
Charter
Tourist Flights
Fleet (5): 2 AS 350B, 2 Mi-8AMT, 1 Mi-8MTV-1
UPDATED
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Gorkha Airlines Pvt Ltd (Established 1996)

Head Office: PO Box 9451, Kathmandu
Tel: (+977 1) 47 11 36
Fax: (+977 1) 41 41 02
Activities:
Charter
Tourist Flights
Fleet (2): 2 Mi-8MTV-1
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Everest Air (Established 1992)

Head Office: PO Box 10760, Kalimatidole, Kathmandu
Tel: (+977 1) 47 71 74
Fax: (+977 1) 47 02 55
Tx: 2388 EVEX NP
Chief Executive: M G Khetan
Activities:
Charter
Tourist Flights
Fleet (4): 2 Mi-8AMT, 2 Mi-171V
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ICAO Registration Marking: XA/B/C
Aerolineas Ejecutivas SA de CV (Established 1970)

Head Office: Ex-Hacienda Canalejas S/N Calle 2, Lotes 14-18, Aeropuerto Internacional Toluca, 50
200 Toluca
Tel: (+52 7) 273 14 65
Fax: (+52 7) 279 16 03
President: Arturo Ortega Olive
Operations Manager: Captain Gonzalo Lemus Diaz
Employees: 200
Activities:
Aerial Work
Law Enforcement
Charter
Fleet (5): 2 206B-III, 1 206L-3, 1 A109C, 1 F28F + fixed-wing aircraft
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COMMERCIAL HELICOPTER OPERATORS, LUXEMBOURG

ICAO Registration Marking: LX
Heli Union International (Established 1991)

Head Office: 56 Boulevard Napoleon, 1er, L-2210 Luxembourg
Tel: (+352) 440 85 12 00
Fax: (+352) 45 75 54
Chief Executive: Christophe de Courlon
Employees: 4
Activities:
Charter
Fleet (5): 1 AS 365N2, 1 SA 330J Puma, 2 S-76A+, 1 S-76A++
UPDATED
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ICAO Registration Marking: I
Elicompany Srl (Established 1979)

Head Office: Aeroporto di Carpi, Via Grilli 5a, I-41012 Carpi
Tel: (+39 059) 66 03 44
Fax: (+39 059) 66 92 95
Chief Executive: Forghieri Calisto
Employees: 3
Activities:
Aerial Work
Charter
Training
Media
Fleet (2): 1 AS 350, 1 R22B
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COMMERCIAL HELICOPTER OPERATORS, HUNGARY

ICAO Registration Marking: HA
Air Service Hungary Rt (Established 1959)

Head Office: Krberki ut 36, H-1112 Budapest
Tel: (+36 1) 166 81 18
Fax: (+36 1) 166 81 18
Chief Executive: Dr Istvn Lovro
Employees: 80
Activities:
Aerial Work
Charter
Fleet (34): 33 Ka-26, 1 500E
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HSH-Helicopter-Service Hannover
(Established 1983)
Head Office: Postfach 42 01 51, D-30661 Langenhagen
Tel: (+49 511) 78 68 10
Fax: (+49 511) 78 68 15
Tx: 921101 ERNST D
Chief Executive: Ernst Ewald
Employees: 20
Activities:
Aerial Work
Charter
Fleet (5): 1 206L, 1 222B, 2 A109A, 1 AS 350B
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Aerotec Airways GmbH & Co KG

(Established 1991)
Head Office: Flugplatz Rothenburg, Friedenstrasse 113, D-02927 Rothenburg/Sachsen
Tel: (+49 3589) 146 66 00
Fax: (+49 3589) 146 66 09
Chief Executives: Jrgen Nappe and Bernd Rehn
Employees: 40
Activities:
Aerial Work
Charter
Fleet (9): 2 Mi-2, 3 Mi-8, 4 Mi-14BT
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ICAO Registration Marking: F
Heli Montagne (Established 1990)

Head Office: Aerodrome d'Albertville-Tournon, F-73460 Frontenex
Tel: (+33 4) 79 38 44 07
Fax: (+33 4) 79 38 61 17
Chief Executive: Claude Evangelisti
Employees: 12
Activities:
Aerial Work
Charter
Fleet (8): 1 AS 350B, 1 AS 350B2, 1 AS 350B3, 1 AS 355F2, 1 SA 315B, 2 SA 316B,
1 SE 313B
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COMMERCIAL HELICOPTER OPERATORS, ECUADOR

ICAO Registration Marking: HC
Helipet-Helicopteros Petroleros SA
Head Office: Avenida Manuel Cordova Galarza N75-620, Quito
Tel: (+593 2) 49 17 15
Fax: (+593 2) 49 17 14
President: Sergio Vinueza Estrada
Operations Manager: Alfonso Altamirano
General Manager: Ing Ruben Primak
Employees: 65
Activities:
Charter
Offshore Support
Fleet (10): 3 206B, 3 206L-1, 2 206L-3, 2 SA 315B
UPDATED
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COMMERCIAL HELICOPTER OPERATORS, CYPRUS

Adellah Aerial Services Ltd

Fleet (10): 8 47, 2 AB47
NEW ENTRY
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COMMERCIAL HELICOPTER OPERATORS, COSTA RICA

ICAO Registration Marking: TI
Agroservicios Helicopteros SA
Head Office: San Jos
Fleet (10): 10 47
NEW ENTRY
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Northeast General Aviation Co (Established 1991)

Head Office: 100043 Dongta Airport, Liaoning Province
Tel: (+86 24) 482 00 90
Activities:
Aerial Work
Charter
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ICAO Registration Marking: CC
Aerocardal
Head Office: Casilla 9630, La Reina
Tel: (+56 2) 279 35 35
Fax: (+56 2) 279 42 72
Chief Executive: Alex Casasempere
Activities:
Aerial Work
Charter
Fleet (2): 1 206L-3, 1 BO 105LSA-3 + fixed-wing aircraft
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Midwest Helicopters Ltd (Established 1978)

Head Office: 250-3025 Portage Avenue, Winnipeg, Manitoba R3J 3Z1
Tel: (+1 204) 885 62 12
Fax: (+1 204) 831 08 79
President: Wayne MacAuley
Chief Pilot: Al Hahn
Employees: 30
Activities:
Aerial Work
Charter
Fleet (7): 1 205A-1, 1 206B-III, 1 206L-3, 2 K-MAX, 2 AS 350B2
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Heli-Transport Inc (Established 1987)

Head Office: CP 306, Sept-Isles, Quebec G4R 4K5
Tel: (+1 418) 968 19 76
Fax: (+1 418) 962 72 82
President: Luc Pilon
Operations Manager: Franois Perras
Employees: 15
Fleet (8): 1 205A, 3 206B, 2 206L, 1 206L-1, 1 206L-4
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Heli-North Aviation Inc (Established 1990)

Head Office: 3060 Skead Road, Box 3007, Garson, Ontario P3L 1V4
Tel: (+1 705) 693 08 56
Fax: (+1 705) 693 08 58
Chief Executive: Sylvain Seguin
Operations Manager/Chief Pilot: Glen Graham
Employees: 30
Activities:
Aerial Work
Charter
Training
Law Enforcement
Fleet (8): 2 204, 1 206B, 1 206L, 4 300CB
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Athabaska Airways Ltd (Established 1955)

Head Office: Box 100, Prince Albert, Saskatchewan S6V 5R4
Tel: (+1 306) 764 14 04
Fax: (+1 306) 763 13 13
President: Floyd R Glass
General Manager: Jim Glass
Operations Manager: Jim Munro
Employees: 75
Activities:
Aerial Work
Charter
Fleet (5): 3 206B, 2 S-55T + fixed-wing aircraft
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FOREWORD
Date Posted: 04 July 2001
Foreword
The Helicopter Market - steady progress
Helicopter deliveries in 2000 were the highest since 1991, although still some 20% down on that year.
Nevertheless, healthy order books, together with improved profitability of operators, and strong
economic performance in Europe and the United States (although the slowdown in the US is worrying),
have encouraged the industry soothsayers to take a more positive view of the market over the coming
decade. The availability of new turbine models has made a major contribution to the recent revival of
the industry, while manufacturers of piston-engined helicopters also had a good year. Growth is
expected to continue at a level of around 2.5-3% over the next 10 years, with a peak period from around
2003. Single- and twin-engined light helicopters will dominate the civil market, while transport and
attack helicopters will lead the military market.
A number of factors are considered the main demand drivers for the more optimistic outlook.
Continued economic growth in the prime market areas of Europe and the United States is, of course, a
prerequisite for the health of the industry, with improving economies in Asia and Latin America
contributing to a feeling of renewed wellbeing. Other market forces are the ageing helicopter
population, whose replacement operators cannot put off much longer, a trend towards upgrading to
newer and/or latest technology, the availability of more useful load capability, and more engine power
permitting greater lift and higher altitude operation.
The industry is, however, still facing serious issues that could inhibit future growth. These include a
decline in private and public heliports, increasing airspace restrictions and access, a poor safety image,
inadequate price-to-performance ratio, a shortage of pilots and mechanics, growing public opposition to
helicopter noise in and around cities and national parks, and the maturing of the offshore and EMS
sectors. According to the Federal Aviation Administration/Transport Research Board (FAA/TRB)

Vertical Flight Panel, this can be offset by strong growth in the next few years for corporate, private and
law enforcement use. The advent of fractional ownership programmes could also have a positive effect
on the market, although it remains to be seen whether this can work as well in the rotorcraft sector as it
does with corporate jets.
An interesting project has been initiated in Europe to study the impact of integrating VTOL aircraft in
commercial air traffic, as a means to enable airports to absorb more traffic flows. Known as IKARUS,
the study is a joint project between Eurocopter, AgustaWestland and the European Helicopter
Association (EHA).
The availability of new models with increased performance, efficiency and comfort has provided a
surge of interest in some market sectors, while the advent of the tiltrotor will further expand the
envelope of rotary applications, but will also impinge on some traditional helicopters' markets and sales.
The first tiltrotor will enter service in 2003. With more technological advances, such as the use of GPS
for free flight, the scope of the helicopter in the aerial work segment and commercial transport will be
widened, although where it is most needed, in the underdeveloped world, its use continues to be
constrained by financial and political considerations.
Acknowledgements
Keeping a publication updated on a regular basis is a daunting task and would be near impossible
without the continued generous support of numerous people from within and outside Jane's Information
Group, as well as many of the organisations and companies that make up the helicopter industry. I
welcome this opportunity to acknowledge with gratitude, however, inadequately, the support for the
project from Simon Michell, Managing Editor Aerospace & Naval; the expert help from Paul Jackson,
Editor of Jane's All the World's Aircraft and Jane's World Air Forces; Lindsay Peacock, Assistant
Editor of Jane's All the World's Aircraft and Compiler of Jane's World Air Forces; Ken Munson, Editor
of Jane's Unmanned Aerial Vehicles; long-standing colleague and helicopter expert Paul Beaver;
Application Support Manager Ruth Simmance, Content Editing Manager Jo Fenwick and Database
Editor Carol Offer.
Manufacturers and operators need prompting here and there, but I particularly appreciate the
assistance of Bob Leder of Bell; Jean-Louis Espes, Laurence Lafoy and Christina Gtzhein of
Eurocopter; Colin Whicher and Kyle Davis of MD Helicopters; Bill Tuttle of Sikorsky; Gianluca
Grimaldi, Domenica Lasorsa and David Bath of AgustaWestland; Jan Mazur of PZL-Swidnik; Robert
Tuttle and Robert Cleland of Enstrom; Barbara Robinson and Milly Donahue of Robinson; Barbara
Tweedt of Schweizer; Sam Basch of Denel; David Long of Kaman; Steven Palm of Hiller; George
Stokes of Brantly; Dr Jan Campbell of Dragon Fly; Tina Shaposhnikova of Rostvertol; Raisa
Ahmadeeva and Marat Aioupov of Kazan Helicopters; Alexander Zverkov of Ulan-Ude Aviation; Gary
Podolny of California Helicopter; Sandy Strukoff of Helipro; Doug Daigle of Tridair; Ron Garlick of
Garlick Helicopters; Susie Bell of RotorWay International; Steve Fushelberger of Rolls-Royce; Bill
Reavis of Honeywell; Bettina Frey of Turbomeca; and others too numerous to mention. I would also
like to acknowledge the help received in the past from Westland's Christopher Loney, who has now
retired.
Barry and Sharon Desfor of Helivalue$ pass on their unsurpassed knowledge of helicopter prices.
Faye Wonnacott of Air Track, publisher of Rotor Roster, supplies much of the civil census, and David
Napier, Manager Economic Data Service of the Aerospace Industries Association (AIA), provides
invaluable information on helicopter production in the United States. Production figures have also been
supplied by Kawasaki Heavy Industries (KHI), Industria Aeronautica Romana (IAR), and Hindustan
Aeronautics (HAL). I am banking on their continued support.
Jane's Helicopter Markets and Systems appears twice yearly, and is updated on the web every two
months. The process of collecting material and keeping up with developments in the industry continues,
therefore, throughout the year, and I will be pleased to hear from any company, already featured or not,
with details of their latest products, purchases or changes to entries. I also welcome any suggestion for
additional coverage, which would further enhance the usefulness of this publication. Photographs are
always appreciated.
Gnter Endres
Lindfield
June 2000
UPDATED
Gunter Endres MRAeS
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AAM Air-to-air missile.
AAR Air-to-air refuelling.
AATH Automatic approach to hover.
AB Air Base.
ACAS Airborne collision-avoidance system.
AC Alternating current.
ACC Air combat command.
ACM Air combat manoeuvring.
ACMI Air combat manoeuvring instrumentation.
ACP Airborne command post.
ADC Air data computer.
ADF Medium-frequency automatic direction-finding (equipment).
ADG Accessory drive generator.
ADI Attitude/director indicator.
ADIRS Air data and inertial reference system.
ADKEM Advanced kinetic energy missile.
AEW Airborne early warning.
AEW&C Airborne early warning and control.
AFB Air Force Base (USA).
AFCS Automatic flight control system.
AFRP Aramid fibre-reinforced plastics.
AGM Air-to-ground missile.
Ah Ampre-hours.
AHIP Army Helicopter Improvement Program (US).
AHM Anti-helicopter mine.
AHRS Attitude/heading reference system.
AIDS Airborne integrated data system.
AIM Air intercept missile (USA).
aircraft All man-made vehicles for off-surface navigation within the atmosphere, including
helicopters and balloons.
ALARM Air-launched anti-radar missile.
ALCM Air-launched cruise missile.
ALD Air-launched decoy.
ALLTV All-light level television.
ALWT Advanced lightweight torpedo.
AMC Air mobility command.
AMRAAM Advanced medium-range air-to-air missile.
angle of incidence The angle at which the wing is set in relation to the fore/aft axis.
ANG Air National Guard.
ANVIS Aviator's night vision system.
AO Askolochnayo aviabomba (fragmentation bomb) (Russia).
AoA Angle of attack (see àttack' below).
APHE Armour-piercing high explosive.
API Armour-piercing incendiary.
APU Auxiliary power unit (part of aircraft).
AQM Air-launched target.
ARINC Aeronautical Radio Inc, US company whose electronic box sizes (racking sizes) are the
international standard.
ARM Anti-radar missile.
ArNG Army National Guard.
ARTI Advanced Rotorcraft Technology Integration.
ASE (1) automatic stabilisation equipment (2) aircraft survivability equipment.
ASI Airspeed indicator.
ASM Air-to-surface missile.
ASPJ Advanced self-protection jammer.
ASRAAM Advanced short-range air-to-air missile.
AST Air Staff Target (UK).
ASTOVL Advanced Short Take-Off, Vertical Landing (US/UK).
ASUW Anti-surface unit warfare.
ASV Anti-surface vessel.
ASW Anti-submarine warfare.
ATA Air Transport Association of America.
ATAS Air-to-air Stinger.
ATC Air traffic control.
ATDS Airborne tactical data system.
ATGM Anti-tank guided missile.
ATGW Anti-tank guided weapon.
ATHS Airborne target handover (US, handoff) system.
attack, angle of (alpha) Angle at which airstream meets aerofoil (angle between mean chord and
free-stream direction). Not to be confused with angle of incidence (which see).

autogyro Rotary-wing aircraft propelled by a propeller (or other thrusting device) and lifted by a
freely running autorotating rotor.
AUW All-up weight (term meaning total weight of aircraft under defined conditions, or at a specific
time during flight). Not to be confused with MTOGW (which see).
avionics Aviation electronics.
AVM Airborne vibration monitor/ing.
BAI Battlefield air interdiction.
basic operating weight MTOGW minus payload (thus, including crew, fuel and oil, bar stocks,
cutlery and so on).
bearingless rotor Rotor in which flapping, lead/lag and pitch change movements are provided by the
flexibility of the structural material and not by bearings. No rotor is rigid.
BERP British Experimental Rotor Programme.
Beta mode Propeller or rotor operating regime in which pilot has direct control of pitch.
birotative Having two components rotating in opposite directions.
BITE Built-in test equipment.
BKEP Boosted kinetic energy penetrator.
bladder tank Fuel (or other fluid) tank of flexible material.
bleed air Hot high-pressure air extracted from gas-turbine engine compressor or combustor and taken
through valves and pipes to perform useful work such as pressurisation, driving machinery or anti-icing
by heating surfaces.
blisk Blade plus disc (of turbine engine) fabricated in one piece.
BRD Bomb and rocket dispenser.
bus Busbar, main terminal in electrical system to which battery or generator power is supplied.
BVR Beyond visual range.
C3 Command, control and communications.
C3CM Command, control, communications and countermeasures.
C3I Command, control, communications and intelligence.
C4 Command, control, communications and co-ordination.
CAA Civil Aviation Authority (UK).
CAD/CAM Computer-assisted design/computer-assisted manufacture
canards Foreplanes, fixed or controllable aerodynamic surfaces ahead of CG.
Capacity Volume swept out on each stroke by the pistons of a piston engine; expressed in cc (cubic
centimetres) for small engines, and in litres (1 litre =1,000 cc) for larger ones.
carbonfibre Fine filament of carbon/graphite used as strength element in composites.
casevac Casualty evacuation.
CATIC China National Aero-Technology Import and Export Corporation.
CCD Charge coupled device.
CDU Control and display unit.
CEAT Centre d'Essais Aronautiques de Toulouse.
CEO Chief Executive Officer.
CEV Centre d'Essais en Vol.
CFE Conventional Forces in Europe.
CFRP Carbonfibre-reinforced plastics.
CG Centre of gravity.
chaff Radar-reflective material cut in thin slivers to lengths equating to those of hostile radars and
dispensed in large `clouds' for jamming purposes.
CIS Commonwealth of Independent States (former Soviet Republic); see also RFAS.
CLOS Command to line of sight.
CMS Cockpit management system.
c/n Construction (or constructor's) number.
C of A Certificate of Airworthiness.
COIN Counter-insurgency.
COINS Computer-operated instrument system.
collective pitch Pilot control in rotary-wing craft which simultaneously alters pitch of all blades of
lifting rotor to control vertical speed.
COMINT Communications intelligence.
composite material Made of two constituents, such as filaments or short whiskers plus adhesive
forming binding matrix.
Contrarotating Two or more propellers or gas-turbine spools rotating in opposite directions on
common shaft axis and sharing common drive.
COO Chief Operating Officer.
COTS Commercial-off-the-shelf.
CPG Co-pilot/gunner.
C/R Counter-rotating; propellers of multi-engined aircraft turning in opposite directions on different
axes (compare contrarotating).
CRC Centralised radio control.
CRT Cathode-ray tube.
cruising speed Flight speed on less than full engine power; usually 75% maximum.
CSD Constant-speed drive (output shaft speed held steady, no matter how input may vary).
CSRL Common strategic rotary launcher for air-to-air missiles.
CTOL Conventional take-off and landing.
CVH Helicopter carrier (USN).
CVR Cockpit voice recorder.
cyclic pitch Controls variation of pitch as helicopter rotor blade makes each revolution.
DARPA Defence Advanced Research Projects Agency.
databus Electronic highway for passing digital data between aircraft sensors and system processors,
usually MIL-STD-1553B or ARINC 419 (one-way) and 619 (two-way) systems.
dB Decibel, measure of noise level.
DC Direct current.
DECU Digital engine (or electronic) control unit.
DERA Defence Evaluation and Research Agency (UK).
derated Engine restricted to power less than potential maximum (usually such engine is flat rated,
which see).
design weight Different authorities have different definitions; weight chosen as typical of mission but
usually much less than MTOGW.
Det Detachment.
DF Direction finder.
DGAC Direction Gnrale l'Aviation Civile.
DINS Digital inertial navigation system.
DLC Direct lift control.
DOC Direct Operating Costs.
DoD Department of Defense (US).
Doppler Short for Doppler radar _ radar using fact that received frequency is a function of relative
velocity between transmitter or reflecting surface and receiver; used for measuring speed over ground or
for detecting aircraft or moving vehicles against static ground or sea.

DRA Defence Research Agency, Farnborough and Bedford (UK).
EAA Experimental Aircraft Association.
EAS Equivalent airspeed.
EB welding Electron beam welding
ECCAP High explosive anti-tank and anti-personnel.
ECCM Electronic counter-countermeasures.
ECM Electronic countermeasures.
ECS Environmental control system.
EEZ Economic Exclusion Zone.
EFIS Electronic flight instrument(ation) system, in which large multifunction CRT displays replace
traditional instruments.
EGT Exhaust gas temperature.
EICAS Engine indication and crew alerting system.
ELINT Electronic intelligence.
ELT Emergency locator transmitter, to help rescuers home on to a disabled or crashed aircraft.
EMD Engineering and manufacturing development.
EMDG Euromissile Dynamics Group.
EO Electro-optical.
EPNdB Effective perceived noise decibel, SI unit of EPNL.
ESM (1) Electronic surveillance (or support) measures; (2) electronic signal monitoring.
ESSS External stores support system.
EW Electronic warfare.
EWSM Early warning support measures.
FAA Federal Aviation Administration.
FADEC Full authority digital engine (or electronic) control.
FAI Fdration Aronautique Internationale.
fail-safe Structure or system which survives failure (in case of system, may no longer function
normally).
FAR Federal Aviation Regulations.
FAT Flechette anti-tank.
FBL Fly-by-light.
FBW Fly-by-wire.
FCDS Flight control display system.
FCR Fire-control radar.
FCS Flight control system.
FDR Flight data recorder.
FEBA Forward edge of the battle area.
FEL Fibre elastomeric rotor head.
Fenestron Helicopter tail rotor with many slender blades rotating in short duct (registered name).
ferry range Extreme safe range with zero payload.
FFAR Folding-fin aircraft rocket.
field length Measure of distance needed to land and/or take off.
FIM Individual aerial intercept guided missile (USA).
fire-and-forget missile One with some form of self-homing capability.
fixed-pitch Propeller with blades fixed to the hub
flat-four Engine having four horizontally opposed cylinders; thus, flat-twin, flat-six and so on.
flat rated Propulsion engine capable of giving full thrust or power for take-off to high airfield height
and/or high ambient temperature (thus, probably derated at S/L).
FLIR Forward-looking infra-red.
FLOT Forward line of own troops.
fly-by-light Flight control system in which signals pass between computers and actuators along fibre
optic leads.
fly-by-wire Flight control system with electrical signalling (that is, without mechanical
interconnection between cockpit flying controls and control surfaces).
FMS (1) Foreign Military Sales (US); (2) Flight management system.
FOB Forward operating base.
FOD Foreign object damage.
FOG Fibre optic guided.
FSD Full-scale development.
FSED Full-scale engineering development.
FY Fiscal year; in US government affairs, runs from 1 October to 30 September (FY01 begins 1
October 2000); in Japan, from 1 April (FY01 begins 1 April 2001).
g Acceleration due to mean Earth gravity, that is of a body in free-fall; or acceleration due to rapid
change of direction of flight path.
gallon Non-SI measure; 1 Imp gallon (UK) = 4.546 litres, 1 US gallon = 3.785 litres.
GCS Guidance and control section.
GFRP Glass fibre-reinforced plastics.
Glide slope Element giving vertical (height) guidance in ILS.
GPS Global Positioning System, US military/civil satellite-based precision navaid.
GPU Gun pod unit.
GPWS Ground-proximity warning system.
GRP Glass-reinforced plastic.
gunship Aircraft designed for battlefield attack; helicopter gunships normally with slim body carrying
pilot and weapon operator only.
h Hour(s).
HAP Hlicoptre d'appui protection (helicopter defence).
hardpoint Reinforced part of aircraft to which external load can be attached, for example weapon or
tank pylon.
HARM High-speed anti-radar missile.
HDD Head-down display.
HE High explosive.
HEAT High explosive anti-tank.
HEDP High-explosive dual-purpose.
HEI High explosive incendiary.
HEISAP High-explosive incendiary semi-armour-piercing.
HEIT High-explosive incendiary tracer.
helicopter Rotary-wing aircraft both lifted and propelled by one or more power-driven rotors turning
about substantially vertical axes.
HEPI High-explosive armour-piercing and incendiary.
HF High frequency.
HIFR Helicopter in-flight refuelling.
HIRF High-intensity radiated field.
HMD Helmet-mounted display; hence
HMS Helmet-mounted-sight.
HMSD Helmet-mounted sight displays.
HOCAC Hands-on cyclic and collective.
HOCAS Hands-on collective and stick control.
homebuilt Aircraft built/assembled from plans or kits.
HOT Haut subsonique optiquement tlguid tir d'un tube (high subsonic optically guided fired from
a tube).
hot and high Adverse combination of airfield height and high ambient temperature, which lengthens
required take-off distance.
HOTAS Hands on throttle and stick.
hovering ceiling Ceiling of helicopter (corresponding to air density at which maximum rate of climb
is zero), either IGE or OGE.
hp Horsepower.
HP High pressure.
HPC High-pressure compressor.
HPT High pressure turbine.
HSDB High-speed databus
HSI Horizontal situation indicator.
HUD Head-up display (bright numbers and symbols projected on pilot's aiming sight glass and
focused on infinity so that pilot can simultaneously read display and look ahead).
HUDWAC Head-up display and weapon aiming computer.
HUMS Health and usage monitoring system.
HVM Hypervelocity missile.
HVR Hypervelocity rocket.
Hz Hertz, cycles per second.
IAMS Integrated armament management system.
IAS Indicated airspeed, ASIR corrected for instrument error.
IATA International Air Transport Association.
ICAO International Civil Aviation Organisation.
IDG Integrated-drive generator.
IFF Identification friend or foe.
IFR Instrument flight rules (compare VFR); also in-flight refuelling.
IGE In ground effect: helicopter performance with theoretical flat horizontal surface just below it (for
example mountain).
IIDS Integrated Instrument Display System.
IIR (I2R) Imaging infra-red.
ILS Instrument landing system.
Imperial gallon 1.20095 US gallons; 4.546 litres.
INAS Integrated nav/attack system.
INEWS Integrated electronic warfare system.
INS Inertial navigation system.
integral construction Machined from solid instead of assembled from separate parts.
integral tank Fuel (or other liquid) tank formed by sealing part of structure.
IOC Inital operational capability.
IR Infra-red.
IRCCM Infra-red counter-countermeasures.
IRCM Infra-red countermeasures.
IRS Inertial reference system.
IRST Infra-red search and track.

IRWR Infra-red warning receiver.
ISA International Standard Atmosphere.
IWS Integrated Weapon System.
J Joule, SI unit of energy.
JAA Joint Aviation Authorities.
JAR Joint Airworthiness Requirements, agreed by all major EC countries (JAR Pt 25 equivalent to
FAR Pt 25).
JASDF Japan Air Self-Defence Force.
JCAB Japan Civil Airworthiness Board.
JDA Japan Defence Agency.
JGSDF Japan Ground Self-Defence Force.
JHSU Joint Helicopter Support Unit.
JMSDF Japan Maritime Self-Defence Force.
JSC Joint stock company.
JSF Joint Strike Fighter.
kbit One thousand bits of memory.
KE Kinetic energy
KEM Kinetic energy missile.
KEP Kinetic energy penetrator.
KEPD Kinetic energy penetrator dispenser.
Kevlar Aramid fibre used as basis of high-strength composite material.
kg Kilogramme (2.20462 lb)
Kh Air-to-surface missile (Russia).
kitbuilt Pre-fabricated aircraft for amateur assembly.
km/h Kilometres per hour.
kN Kilonewtons (N 103).
kt Knot, 1 n mile per hour (1.852 km/h; 1.15078 mph).
kVA Kilovolt-ampre.
kW Kilowatt, SI measure of all forms of power (not just electrical).
LAMPS Light Airborne MultiPurpose System.
LANTIRN Low-altitude navigation and targeting infra-red, night.
LAU Launcher armament unit (US).
lb Pound (0.453592 kg).
LBA Luftfahrtbundesamt (German civil aviation authority).
lb st Pounds of static thrust.
LBH Light Battlefield Helicopter.
LCD Liquid crystal display, used for showing instrument information.
LCH Light Combat Helicopter.
LED Light -emitting diode.
LGB Laser-guided bomb.
LH Light Helicopter.
LHA Large helicopter assault carrier (USN).
LHTEC Light Helicopter Turbine Engine Company (joint venture between Allison and AlliedSignal).
LIFEX Life extension.
LINS Laser inertial navigation system.
LO Low observables (stealth).

LOH Light observation helicopter.
LoI Letter of Intent.
loiter Fly for maximum endurance.
LOS Line of sight.
low-observables Materials and structures designed to reduce aircraft signatures of all kinds.
LP Low pressure.
LPC low pressure compressor.
LPT low pressure turbine.
LRU Line-replaceable unit.
LWR Laser warning receiver.
m Metre(s), SI unit of length (3.28084 feet).
M Mach number; the ratio of speed to the speed of sound.
MAC Mean aerodynamic chord.
MAD Magnetic anomaly detector.
MAPATS Israeli version of the TOW missile.
MAWS Missile approach warning system.
Mbytes Millions of bytes.
MCM Mine countermeasures.
medevac Medical evacuation.
MEP Mission equipment package (US).
MF Medium frequency.
MFD Multifunction displays.
mg milligrammes.
MG Machine gun.
MLRS Multiple-launch rocket system.
MLS Microwave landing system.
MLU Mid-life update.
MLW Maximum landing weight.
mm Millimetres, metres 10-3.
MMO Maximum operating Mach number.
MMS Mast-mounted sight.
MMW Millimetric-wave.
MoD Ministry of Defence (UK).
monocoque Structure with strength in outer shell, devoid of internal bracing (semi-monocoque, with
some internal supporting structure).
MoU Memorandum of Understanding.
MPA Maritime patrol aircraft
MPD Multipurpose displays.
mph Miles per hour.
MPSM Multipurpose submunition.
MRW Maximum ramp weight.
MSIP US armed forces multistaged improvement program.
MTBF Mean time between failures.
MTBO Mean time between overhauls.
MTBR Mean time between removals.
MTI Moving target indicator (radar)
MTOGW Maximum take-off gross weight (MRW minus taxi/run-up fuel).
MTOW Maximum take-off weight.

MYP US armed forces multiyear procurement.
MZFW Maximum zero fuel weight.
N Newton, SI unit of force, =0.22480455 lb force.
NAS US Naval Air Station.
NASA National Aeronautics and Space Administration.
NATO North Atlantic Treaty Organisation.
NBAA US National Business Aircraft Association.
NFH NATO Frigate Helicopter.
Ni/Cd Nickel/Cadmium (battery).
n mile Nautical mile (1.852 km; 1.15078 miles).
NOE Nap of the Earth (low flying in military aircraft, using natural cover of hills, trees and so on).
NOS Night observation surveillance.
NOTAR No tail rotor (Boeing).
NVG Night vision goggles.
NVS Night vision system.
NWC Naval Weapons Center (USA).
OCU Operational conversion unit.
OEI One engine inoperative.
OEU Operational evaluation unit.
Offset Workshare granted to a customer nation to offset the cost of an imported system.
OGE Out of ground effect; helicopter hovering, far above nearest surface.
OKB Missile design bureau.
opeval operational evaluation.
optronics Combination of optics and electronics in viewing and sighting systems.
OTH Over-the-horizon (OTHT adds targeting).
OWE Operating weight empty. MTOGW minus payload, usable fuel and oil and other consumables.
PA system Public address.
payload Disposable load generating revenue (passengers, cargo, mail and other paid items), in
military aircraft loosely used to mean total load carried of weapons, cargo or other mission equipment.
PBW Power-by-wire.
PFF Preformed fragmentation.
PFCS Primary flight computer system.
phased array Radar in which the beam is scanned electronically in one or both axes without moving
the antenna.
PGM Precision-guided munition.
PHEI Penetration high-explosive incendiary.
PL Air-to-air missile (China).
plume The region of hot air and gas emitted by a helicopter jetpipe.
PNVS Pilot night vision system.
Port Left side, looking forward.
power loading helicopter weight (usually MTOW) divided by transmission rating.
Power train A complete mechanical drive system transmitting power from one or more engines to the
rotors of a helicopter.
PTIT Power turbine inlet temperature.
pulse Doppler Radar sending out pulses and measuring frequency shift to detect returns only from
moving target(s) in background clutter.

PVS Pilot visual subsystem.
PWR Passive warning radar.
pylon Structure linking aircraft to external load (engine nacelle, drop tank, bomb and so on).
Radar frequency Operating bands of airborne radars.
R&D Research and development
RAF Royal Air Force (UK).
RAI Registro Aeronautico Italiano (Italian civil aviation authority).
RAM Radar absorbent material.
ramp weight Maximum weight at start of flight (MTOGW plus taxi/run-up fuel).
range Too many definitions to list, but essentially the distance an aircraft can fly (or is permitted to
fly) with specified load and usually while making allowance for specified additional manoeuvres
(diversions, standoff, go-around and so on).
RAT Ram air turbine.
rating Any values of thrust or shaft power for which an engine is qualified.
RCS Radar cross-section.
RF Radio frequency.
RFAS Russian Federation and Association States (CIS).
RFP Request(s) for proposals.
rigid rotor (see bearingless rotor).
RMS Rocket management system.
rotor-kite Rotary-wing aircraft with no internal power, lifted by a freely running autorotating rotor
and towed by an external vehicle.
RPH Remotely-piloted helicopter.
RPV Remotely piloted vehicle.
RSTA Reconnaissance, surveillance, targeting and acquisition.
RWR Radar warning receiver.
s Second(s)
SACLOS Semi-automatic command to line of sight.
SAL Semi-active laser.
SAP Semi-armour-piercing or sensing and processing unit.
SAPHEI Semi-armour-piercing high-explosive incendiary.
SAR (1) Search and rescue; (2) synthetic aperture radar.
SAS Stability augmentation system.
SATCOM Satellite communications.
SBAC Society of British Aerospace Companies.
SCAS Stability and control augmentation system.
SEAD Suppression of enemy air defences.
semi-active Homing on to radiation reflected from target illuminated by radar or laser energy beamed
from elsewhere.
service ceiling Usually height equivalent to air density at which maximum attainable rate of climb is
100 ft/min.
sfc Specific fuel consumption.
shaft Connection between gas turbine and compressor or other driven unit. Two-shaft engine has
second shaft, rotating at different speed, surrounding the first (thus, HP surrounds inner LP or fanshaft).
shp Shaft horsepower, measure of power transmitted via rotating shaft.
SIGINT Signals intelligence.
single-shaft Gas turbine in which all compressors and turbines are on common shaft rotating together.
SITREP Situation report.
S/L Sea level.
SLAR Side-looking airborne radar.
SLEP Service life extension/enhancement programme (US).
SONAR Sound navigation and ranging.
Sqn/Sqdn Squadron.
st Static thrust.
standard day ISA temperature and pressure.
starboard Right side, looking forward.
Static inverter Solid-state inverter of alternating waveform to produce DC from AC.
STC Supplementary Type Certificate.
store Object carried as part of payload on external attachment (for example bomb, drop tank).
STOVL Short take-off, vertical landing.
t Tonne, 1 Megagram, 1,000 kg.
TACAN Tactical Aid to Navigation (military UHF navaid).
TAS True airspeed, EAS corrected for density (often very large factor) appropriate to aircraft height.
TACCO Tactical commander, ASW aircraft.
TBA To be announced.
TBO Time between overhauls.
TCAS Traffic alert and collision-avoidance system.
TET Turbine entry temperature (of the gas); also turbine inlet temperature (TIT), inter-turbine
temperature (ITT) and turbine gas temperature (TGT).
TFR Terrain-following radar (for low-level attack).
THL Tourelle hlicoptre lger (light helicopter turret).
TIALD Thermal imaging and laser designation (pod).
tilt-rotor Aircraft with fixed wing and rotors that tilt up for hovering and forward for fast flight.
T-O Take-off.
TOGW Take-off gross weight (not necessarily MTOW).
TOW Tube-launched, optically tracked, wire-guided (HMSC missile).
track Distance between centres of contact area of main landing wheels measured across aircraft.
transceiver Radio transmitter/receiver.
transponder Radio transmitter triggered automatically by a received signal.
TRIGAT Third Generation Anti-Tank Missile (EMDG).
turboshaft Gas turbine in which as much energy as possible is taken from gas jet and used to drive
high-speed shaft (which in turn drives external load such as helicopter transmission).
TV Television.
TWR Threat warning receiver.
Type Certificate Airworthiness licence granted to enable manufacturer to market a specific type of
aircraft.
UAV Unmanned aerial vehicle.
UHF Ultra-high frequency.
UN United Nations.
UNPROFOR United Nations PROtection FORce.
usable fuel Total mass of fuel consumable in flight, usually 95 to 98 per cent of system capacity.
useful load Usable fuel plus payload.
USAF United States Air Force.
USCG United States Coast Guard.

USMC United States Marine Corps.
USN United States Navy.
useful load Usable fuel plus payload.
US gallon 0.83267 Imperial gallon; 3.785 litres.
VD Maximum permitted diving speed.
VDU Visual display unit.
VEMD Vehicle and engine display management.
VERTREP Vertical replenishment.
VFR Visual flight rules.
VHF Very high frequency.
VMO Maximum permitted operating flight speed (IAS, EAS or CAS must be specified).
VNE Never-exceed speed (aerodynamic or structural limit).
VOR VHF omnidirectional range (VHF radio beacons providing bearing to or from beacon).
VSI Vertical speed (climb/descent) indicator.
V/STOL Vertical/short take-off and landing.
VTOL Vertical take-off and landing.
WAFAR Wraparound fin aerial rocket.
WDNS Weapon delivery and navigation system.
wheelbase Minimum distance from nosewheel or tailwheel to mainwheels centre.
WSPS Wire strike protection system.
yaw Rotation of aircraft about vertical axis.
YJ Air-to-surface missile (China).
ZAB Zazhigatelnaya aviabomba (incendiary bomb) (Russia).
zero-fuel weight MTOGW minus usable fuel and other consumables, in most aircraft imposing
severest stress on wing and defining limit on payload.
zero-lifed Refurbishment of aircraft to às new' condition.
zero-zero Designation of an ejection seat designed for safe escape from zero altitude and zero forward
speed.
ZFW Zero-fuel weight.
g
Microgrammes, grammes 10-6.

UPDATED
Gunter Endres MRAeS
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1 Image
HELICOPTER ENGINES, RUSSIA
Rybinsk TVD-1500 (RD-600)

Type
Free-turbine turboshaft.
The gas generator was developed in the late 1980s as a core suitable to power turboshaft, turboprop and
turbofan engines. Features include modular construction with a minimal number of parts, advanced
materials (new titanium alloys, new refractory materials and new composites), and full-authority digital
control (FADEC). Prototypes are running of the shaft and propeller versions.
Versions
TVD-1500A (RD-600S): T-O rating 1,044 kW (1,400 shp). Selected for Yamal amphibian, driving (via
shafts) a pusher propeller behind the rudder.
TVD-1500V (RD-600V): T-O rating 956 kW (1,282 shp). Selected for Ka-60 Kasatka and Ka-62.
Compressor
Three axial stages with inlet guide vanes and both stators variable, followed by one centrifugal. Pressure
ratio 14.4. Electrochemically machined blades, electron beam-welded rotors and precision-cast casing.
Combustion chamber
Annular folded reverse-flow, with ring of vaporising burners around the rear face and two radially
mounted high-energy igniters.

Compressor turbine
Two-stage with monocrystal blades. Entry temperature 1,267~C.
Power turbine
Two stages, with directionally solidified blades in first stage; shaft passing through the engine to front
drive.
Output
Single-stage spur gears.
Accessories
On front-drive engines mounted on rear face of reduction gear.
Fuel specification
Described as having multifuel capability.
Dimensions
Length
Width
Height
Weight, dry
1,250 mm (49.2 in)

620 mm (24.4 in)
760 mm (29.9 in)
220 kg (485 lb)
Performance ratings
RD-600V:
T-O
Contingency
Max
Max continuous
Cruise
969 kW (1,300 shp)

1,156 kW (1,550 shp)
969 kW (1,300 shp)
828 kW (1,110 shp)
746 kW (1,000 shp)
Specific fuel consumption

RD-600V:
Max
Max continuous
Cruise
77.7 g/J (0.460 lb/h/shp)

81.45 g/J (0.482 lb/h/shp)
81.1 g/J (0.480 lb/h/shp)
UPDATED
RD-600V turboshaft engine selected for military Ka-60 and civil Ka-62
(2000)
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HELICOPTER ENGINES, UNITED STATES OF AMERICA
Rolls-Royce AE 1107
US military designation: T406-AD-400
Type
The T406 turboshaft, developed by Allison for the tilt-rotor 901 Osprey, was derived from the T56/501.
It is the basis for the AE 1107 turboshaft, AE 2100 turboprop and AE 3007 turbofan.
The T406-AD-400 is a free-turbine, front drive 4,588 kW (6,150 shp) turboshaft incorporating
high-efficiency components and reduced maintenance features required for operation in the 901 Osprey.
It features six rows of variable compressor stators, dual full-authority digital electronic fuel controls,
self-contained oil system capable of engine operation in the vertical position and modular construction.
The T406 has completed its flight rating tests and 21 engines were delivered for the 901 flight test
programme. Low-rate production began in June 1998.
The T406 is applicable to other helicopter and tilt-rotor aircraft as the AE 1107. This engine is
undergoing FAA certification.
Compressor
14-stage axial flow, with variable inlet guide vanes and first five stator rows. Pressure ratio 16.7. Mass
flow 16.1 kg (35.5 lb)/s.
Combustion chamber
Annular effusion-cooled, with 16 airblast-type fuel nozzles providing smoke-free operation.

Dual-capacitor discharge ignition.
Compressor turbine
Two axial stages with air-cooled single-crystal blading; both stages overhung to the rear of the
gas-generator thrust bearing.
Power turbine
Two axial stages on a straddle-mounted shaft which runs the entire length of the engine. Film-damped
bearings eliminate the need for a centre bearing.
Output
Power turbine forward shaft drives a torquemeter assembly which is directly coupled to the 901 rotor
gearbox. The torque tube housing serves as the front engine mount.
Control system
Full Authority Digital Engine Control (FADEC).
Accessories
An engine accessory gearcase is mounted beneath the air inlet housing. It provides for engine starter,
generator, oil pump and fuel pump metering unit drives.
Fuel specification
MIL-T-5624; grades JP-4, JP-5 and MIL-T-83188; JP-8.
Oil system
Self-contained, featuring positive scavenging sumps, 3 m filtration, and a bottom-mounted, all-attitude
oil reservoir with service scuppers on each side of the engine.
Oil specification
MIL-L-7808 or MIL-L-23699.
Dimensions
Length overall, without gearbox
Length from inlet flange
Width
Height
1,958 mm (77.08 in)

1,521 mm (59.88 in)
671 mm (26.40 in)
864 mm (34.00 in)
Weight, dry
440 kg (971 lb)
Performance ratings
T-O
OEI
4,586 kW (6,150 shp)

5,093 kW (6,830 shp)
Max continuous power (static 1,219 m; 4,000 ft)

Cruise
3,253 kW (4,362 shp)

2,673 kW (3,584 shp)

Max continuous power, as above
72.0 g/J (0.426 lb/h/shp)

UPDATED
Rolls-Royce Allison T406-AD-400 free-turbine turboshaft
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HELICOPTER ENGINES, CANADA
Pratt & Whitney Canada PW200

Type
Helicopter engine announced 1983. The basic design is flexible and is planned to permit increased
power and reduced specific fuel consumption without dimensional change. Variants are expected to be
produced at ratings up to 670 kW (900 shp). The PW200 series has logged 155,000 hours on 150
helicopters. More than 450 engines delivered. Initial TBO for all versions is 3,000 hours, with
hot-section inspections on-condition. The projected mature TBO of 3,500 hours.
Versions
PW206A: Initially certified December 1991 to power McDonnell Douglas Explorer. Recertified at
higher ratings November 1993.
PW206B: Configured for Eurocopter EC135. Certified in June 1996.
PW206B2: Based on the more powerful PW 207 combining the PW207 turbomachine with angled
reduction gearbox of PW206. Replaced the PW206B on Eurocopter EC135. OEI rating 608 kW (816
shp); modified electronic control system.
PW206C: Announced 1995; maximum continuous rating 419 kW (562 shp). Powers Agusta A 109E
Power and (with engines assembled by Klimov) intended for Kazan Ansat. Certified in May 1996.
PW206D: Generally similar to earlier models, certificated 1998. Selected for Kamov Ka-115.
PW206E: Derivative of the PW206A with higher One-Engine-Inoperative (OEI) rating for the
upgraded MD 902 Explorer. Certified August 1997.
PW207D: More powerful development, rated at 529 kW (710 shp) at take-off, and 611 kW (820 shp)
OEI. First engine run completed 22 December 1997; certified and first production delivery to Bell for
Model 427 in November 1998.
PW207E: More powerful derivative of PW206E for MD Explorer.
PW207K: Selected by Kazan Helicopter Plant for new Ansat helicopter.
Intake
Radially inwards amidships through mesh screen.
Compressor
Single-stage centrifugal of machined titanium alloy. Pressure ratio 8.
Combustion chamber
Reverse-flow annular with 12 air blast nozzles. Two capacitor discharge igniters.
Compresssor turbine
Single-stage axial, with blades dovetailed into disc. Cold junction temperature sensing.
Power turbine
Single-stage axial with blades held in dovetail slots.
Output
206A: front-mounted combined reduction and accessory gearbox with 6,000 rpm output; includes phase
shift torquemeter and drives for starter/generator, hydraulic pump and alternator. 206B: similar but
bevel accessory gearbox with 5,898 rpm output.
Control system
Hydromechanical with digital electronics powered by dedicated alternator. FADEC with dedicated
permanent-magnet alternator and manual back-up.
Accessories
Pads for starter/generator; alternator; tachometer generator and hydraulic pump.
Starting
Usual electrics starter/generator; dual capacitor-discharge igniters.
Fuel specification
JP-1, JP-4, JP-5 or a range of gasolines.
Dimensions
Length:
206A/206C/207D
206B
912 mm (35.9 in)

1,042 mm (41.0 in)
Width
Height:
500 mm (19.7 in)
206A/206C/207D
206B
566 mm (22.3 in)

627 mm (24.7 in)
Weight, dry
PW206A, 206C
107.5 kg (237 lb)
PW206B
112 kg (247 lb)
PW207D
110.1 kg (243 lb)
Performance ratings
2 min: PW207E
596 kW (800 shp)
30 sec OEI:
PW207D
611 kW (820 shp)
PW206A, 206C
514 kW (690 shp)
PW206B, 206C, 206D
545 kW (732 shp)
PW206E
504 kW (676 shp)
PW207D
597 kW (800 shp)
T-O and OEI:

PW206A, 206C, 206D
477 kW (640 shp)
PW206B
500 kW (700 shp)
PW206E
482 kW (646 shp)
PW207D, 207E, 207K
529 kW (710 shp)
Continuous:
PW206A, 206D
410 kW (550 shp)
PW206B
419 kW (562 shp)
PW206C
423 kW (567 shp)
PW206E
426 kW (572 shp)
PW207D
466 kW (625 shp)
T-O as above:
PW206A
91.7 g/J (0.543 lb/h/shp)
PW206B
92.6 g/J (0.548 lb/h/shp)
PW206C
91.6 g/J (0.542 lb/h/shp)
PW206D
90.6 g/J (0.536 lb/h/shp)
Continuous:
PW206A
94.6 g/J (0.560 lb/h/shp)
PW206B
95.7 g/J (0.566 lb/h/shp)
PW206C
94.0 g/J (0.556 lb/h/shp)
PW206D
93.0 g/J (0.550 lb/h/shp)

UPDATED
Cutaway P&WC PW206A free-turbine turboshaft
P&WC PW206B turboshaft
P&WC PW206C turboshaft
P&WC PW206D turboshaft
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Pratt & Whitney Canada PT6T Twin-Pac

Military designation: T400
Type
Coupled free-turbine turboshaft.
First run in July 1968 and certificated in 1970, the Twin-Pac comprises two PT6 turboshaft engines side
by side and driving a combining gearbox. More than 7,500 PT6 turboshafts delivered have accumulated
32 million hours by January 2001. Basic TBO is 4,000 hours.
Versions
PT6T-3: T-O rating 1,342 kW (1,800 shp). For Bell and Agusta-Bell 212 and California/Sikorsky
S-58T.
In these applications, shaft power is limited by the transmission. In the Model 212 the 1,342 kW
(1,800 shp) PT6T-3 is restricted to a T-O rating of 962 kW (1,290 shp) and 843 kW (1,130 shp) for
continuous power. In the S-58T the limits are 1,122 kW (1,505 shp) at T-O and 935 kW (1,254 shp) for
continuous operation.
PT6T-3B. PT6T-3 with some T-6 hardware and improved single-engine performance. For Bell 212,
412 and 412SP.
PT6T-3BE: PT6T-3B with upgraded combining reduction gearbox and modified torque control unit.
For Bell 412HP and AB 412HP.

PT6T-3BF: Improved hot-and-high performance with a 5.7 per cent increase in the 30-minute OEI
thermodynamic rating over PT6T-3B.
PT6T-3BG: Improved hot-and-high performance with a 5.7 per cent increase in the 30-minute OEI
thermodynamic rating over PT6T-3BE.
PT6T-3D: Improved engine for 412EP. Certified August 1993.
PT6T-3DF: Improved OEI rating of 764 kW (1,025 shp). Certified December 1995.
PT6T-6: Improved compressor-turbine nozzle guide vanes and rotor blades. S-58T and AB 212.
PT6T-6B: Upgraded, combining reduction gearbox and modified torque control. AB 412HP.
The following description differs from the PT6:
Intake
Additional inertial particle separator to reduce ingestion. High-frequency compressor noise suppressed.
Output
Combining gearbox comprises three separate gear trains, two input and one output, each contained
within an individual sealed compartment and all interconnected by driveshafts. Overall reduction ratio
5.
Control system
As PT6 with manual back-up, and dual manifold for cool starts. Automatic power sharing and torque
limiting.
Accessories
Starter/generator and tachogenerator on accessory case at front of each power section. Other drives on
gearbox, including power turbine governors and tachogenerators, and provision for blowers and aircraft
accessories.
Starting
Electrical, with cold weather starting down to -54~C.
Fuel specification
JP-1, JP-4 and JP-5.
Oil specification
PWA Spec 521. For military engines, MIL-L-7808 and -23699.
Dimensions
Length
1,702 mm (67.0 in)
Width
Height
1,118 mm (44.0 in)

838 mm (33.0 in)
Weight, dry
(standard equipment)
PT6T-3
294 kg (648 lb)
PT6T-3B, -3BE, -6
299 kg (660 lb)
PT6T-3D
317 kg (690 lb)
Performance ratings
T-O (5 min)
Total output, at 6,600 rpm:
PT6T-3, -3B, -3BE, -3D
1,342 kW (1,800 shp)
PT6T-6
1,398 kW (1,875 shp) (to 21~C)
Single power section only, at 6,600 rpm:

PT6T-3, -3B
671 kW (900 shp)
PT6T-6, -6B, -3BE (2 min)
764 kW (1,025 shp)
PT6T-3D, -3DF (2 min)
842 kW (1,130 shp)
30 min power (single power section), at 6,600 rpm:

PT6T-3B, -3BE, -6
723 kW (970 shp)
Cruise A:
PT6T-3, -3B, -3BE
932 kW (1,250 shp)
PT6T-6
1,014 kW (1,360 shp)

PT6T-3, -3B
466 kW (625 shp)
PT6T-3D, -6
500 kW (670 shp)
Cruise B:
PT6T-3, -3B, -3BE
820 kW (1,100 shp)
PT6T-6
891 kW (1,195 shp)

PT6T-3, -3B
410 kW (550 shp)
PT6T-6
440 kW (590 shp)
Ground idle, at 2,200 rpm

44.7 kW (60 shp) max
At 2 min rating (single power section):

PT6T-3B
100.7 g/J (0.596 lb/h/shp)
PT6T-3D
101.5 g/J (0.601 lb/h/shp)
PT6T-6
101.6 g/J (0.602 lb/h/shp)
Oil consumption
Max (for both gas generators)
0.18 kg (0.4 lb)/h

UPDATED
P&WC PT6 Twin-Pac turboshaft
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Pratt & Whitney Canada PT6B/PT6C

Type
Free-turbine turboshaft
The PT6B is the commercial turboshaft version of the PT6A free-turbine turboprop engine and has a
lower ratio reduction gear. Over 7,500 PT6 turboshafts delivered, accumulating over 32 million hours.
Versions
PT6B-9: T-O rating 410 kW (550 shp) to 25C. Certified May 1965.
PT6B-16: Growth version with T-O rating 515 kW (690 shp).
PT6B-34: T-O rating 559 kW (750 shp). Powered a Westland Lynx.
PT6B-35: T-O rating 732 kW (981 shp) to 15C with 2 minutes OEI rating 770 kW (1,033 shp) to
15C. Reverse-drive gearbox giving 6,409 rpm output. Powers Sikorsky S-76B.
PT6B-36: Reverse drive 6,409 rpm gearbox. T-O rating 732 kW (981 shp) to 15C, with 2 minutes'
contingency 770 kW (1,033 shp) to 15C. Sikorsky S-76B.
PT6B-36A: Identical to -36 but with different ratings.
PT6B-36B: Improved hot section, ratings as -36A. TBO is 3,500 hours.
PT6B-37A: T-O rating 746 kW (1,002 shp). Several improvements including automatic fuel control,
with manual override and a hydraulic torque meter. The new offset reduction gearbox, rated at 900 shp,
incorporates a free wheel clutch. Certificated July 1999. Powers Agusta A119 Koala. TBO is 3,000
hours.
PT6C-67A: Direct-drive 1,445 kW (1,940 shp) turboshaft for new Bell Agusta BA 609 civil tilt-rotor.
PT6C-67B: T-O rating 1,172 kW (1,573 shp). Direct drive from the power turbine; electronic engine
control. Certification October 1998. Selected to power new version of PZL Sokl helicopter.
PT6C-67C: Selected in September 1998 to power the new Agusta Bell AB139 medium twin
helicopter. Certificated in 2000. T-O rating 1,251 kW (1,679 shp).
PT6C-67D: Enhanced performance engine with Electronic Engine Control with manual back up,
increased dispatch reliability and 10 per cent reduction in fuel consumption. T-O rating 1,260 kW
(1,692 shp). Launched October 2000, aimed at Bell UH-1 `Huey' upgrade market. Certificated by
Transport Canada, October 2001. Available from second quarter 2002. TBO is 3,500 hours.
The following description generally refers to the PT6 series:
Intake
Annular at rear with protective screen.
Compressor
Three axial stages, plus single centrifugal; mass flow 3.1 kg (6.8 lb)/s. Pressure ratio 6.7.
Combustion chamber
Annular reverse flow, with 14 simplex fuel nozzles.
Compressor turbine
Single-stage axial.
Power turbine
Single-stage axial; two-stage; PT6C-67A+B.
Output
Offset spur-gear reduction gearbox, with drive facing to either direction (usually under the gas
generator). PT6B-37 incorporates a freewheel clutch and provides drives to both front and rear at 4,373
rpm for main and tail rotors.
Control system
Bendix DP-F2 hydropneumatic automatic fuel control.
Accessories
Pads on accessory case (rear of engine) for starter/generator, fluid pump, two aircraft accessories and
tachometer generator. Pad on reduction gear for propeller governor, constant-speed unit, overspeed
governor and tachometer.
Starting
Electric starter/generator on accessory case.
Fuel specification
JP-1, JP-4, JP-5, MIL-J-5624. Gasolines (MIL-G-5572) grades 80/87, 91/98, 100/130 and 115/145 for
up to 150 hours during any overhaul period.

Oil system
One pressure and four scavenge elements driven by gas generator. Integral oil tank 8.75 litres (2.3 US
gallons; 1.93 Imp gallons).
Dimensions
Max diameter
495 mm (19.5 in)
Length, excl accessories:

PT6B-36
1,504 mm (59.2 in)
PT6B-37
PT6C-67A, 67B
1,636 mm (64.4 in)

1,676 mm (66.0 in)
Width:
PT6B-36 (all models)
495 mm (19.5 in)
PT6B-37
564 mm (22.2 in)
Height:
PT6B-36,37
894 mm (35.2 in)
PT6C-67A, 67B
559 mm (22.0 in)
Weight, dry
PT6B-36
169 kg (372 lb)
PT6B-36A
171 kg (378 lb)
PT6B-36B
175 kg (386 lb)
PT6B-37
172 kg (380 lb)
Performance ratings
T-O:
PT6B-36, 36A, 36B
732 kW (981 shp)
PT6B-37A
746 kW (1,002 shp)
PT6C-67A
1,445 kW (1,940 shp)
PT6C-67B
1,172 kW (1,573 shp)
PT6C-67C
1,251 kW (1,679 shp)
PT6C-67D
1,260 kW (1,692 shp)
Max cruise, continuous:

PT6B-36
640 kW (870 shp) to 15C
PT6B-36A, -36B
652 kW (887 shp) to 15C
PT6B-37
650 kW (872 shp) to 15C

At T-O rating:
PT6B-36
100.5 g/J (0.594 lb/h/shp)
PT6B-36A, -36B
98.2 g/J (0.581 lb/h/shp)
PT6B-37
98.7 g/J (0.584 lb/h/shp)
PT6C-67A
86.3 g/J (0.510 lb/h/shp)
Oil consumption
Max
0.091 kg (0.20 lb)/h

UPDATED
New P&WC PT6B-37 turboshaft
P&WC PT6B-36
P&WC PT6C-67A
The new PT6C-67D aimed at the UH-1 upgrade market is lighter and more fuel
efficient
(2002)
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LHTEC CTS800
US military designation T800
Type
Free-turbine turboshaft engine.
This fully metric, high-power density helicopter engine stems from programmes that the two partners
started before 1983. The core is based on AlliedSignal's F109 turbofan engine, with the power turbine
and accessories based on Allison's Advanced Technology Demonstrator Engine (ATDE) programme for
the US Army. The blending of these two engines produced the T800 technology prototypes. After fierce
competition, the Light Turbine Engine Company (LHTEC), formed in 1984 as a joint venture between
AlliedSignal (Garrett), now Honeywell, and Allison, now Rolls-Royce, was selected by the US Army in
October 1988 to continue the engine development and subsequent production for the RAH-66
Comanche (previously known as the LHX).
The CTS800/T800 is designed for unprecedented reliability, maintainability and supportability,
tilt-rotor compatibility and low specific fuel consumption. Its basic design philosophy includes
module/LRU removal and replacement times of less than 15 minutes using six basic hand tools, and on
condition maintenance. It has a 6,000-hour design life.
The T800 has completed demonstration and proof of concept flights on the Bell UH-1H used by the
US Border Patrol, the GKN Westland Lynx, Hindustan Aeronautics ALH, Eurocopter Panther, and
Agusta A129 International. It has also powered the army's RAH-66 Comanche helicopter in 125 hours
of envelope expansion tests.

Versions
CTS800-0A: First commercial version, flown in 1988 and certified in 1993.
CTS800-2: Civil production engine with high-speed output. T-O rating 1,024 kW (1,373 shp).
Selected for Agusta A129 International and A129 Scorpion.
CTS800-4N: Commercial version with integral speed-reduction gearbox and low-cost digital
electronic control system. Developed for Lynx and ALH.
CTS800-50/51: Growth version of T800-LHT-801, under development. T-O rating 1,187 kW (1,591
shp).
CTS800-54: Intended for US Army UH-1H. T-O rating as -50, but derated to 1,008 kW (1,353 shp).
T800-LHT-800: In production for military applications. In 1993, became the first engine concurrently
to satisfy both FAA certification (CTS800-0A) and Army Qualification requirements.
T800-LHT-801: More powerful development to 1,044 kW (1,400 shp) for RAH-66 Comanche,
initiated in January 1993.
Intake
Annular ring surrounding optional front power take-off. Integral Particle Separator (IPS) of over 97 per
cent efficiency.
Compressor
Two centrifugal stages in tandem. One-piece titanium impellers. Pressure ratio 15.5. Mass flow:
T800-801: 4.43 kg (9.8 lb)/s; T800-800: 3.27 kg (7.2 lb)/s; CTS800-4N: 3.54 kg (7.8 lb)/s; CTS800-50:
4.01 kg (8.84 lb)/s.
Combustion chamber
Annular reverse-flow, with 12 fuel nozzles around rear rim.
Compressor turbine
Two axial stages with single-pass air cooling. EGT (CTS800-4N) 876~C, (CTS800-50) 882~C.
Power turbine
Two axial stages with tip shrouds. EGT (CTS800-4N) 614~C, (CTS800-50) 616~C
Output
Drive at 23,000 rpm to front or rear. Optional reduction gearbox gives output at 6,000 to 6,600 rpm.
Control system
Dual-channel FADEC with ARINC 429 interface.
Accessories
Mounted above engine with drive from core. Self-contained 28 V electrical system with
permanent-magnet alternator. Suction-lift fuel pump.
Starting
Electric starter/generator and high-energy ignition system.

Fuel specification
JP-4, JP-5 (MIL-T-5624 and MIL-T-83133) JP-8 (emergency DF-A, DF-1, DF-2).
Oil system
Self-contained, with integral tank of 4.1 litres (1.08 US gallons, 0.90 Imp gallon), air/oil heat exchanger;
magnetic chip detector.
Oil specification
MIL-L-7808, MIL-L-23699.
Dimensions
Length overall:
T800-800
843.3 mm (33.2 in)
CTS800-2, -50
856.0 mm (33.7 in)
CTS800-4N
1,047.2 mm (41.23 in)
Width:
T800-800
550 mm (21.66 in)
CTS800-2, -4N, -50
561.4 mm (22.10 in)
T800-LHT-801
566.4 mm (22.3 in)
Height:
T800-800
662 mm (26.07 in)
T800-LHT-801
680.7 mm (26.8 in)
CTS800-2, -50
690.9 mm (27.2 in)
CTS800-4N
699.3 mm (27.53 in)
Weight, dry
T800-800
140.6 kg (310 lb)
T800-LHT-801, CTS800-2, -50
149.7 kg (330 lb)
CTS800-4N
173.7 kg (383 lb)
Performance ratings (S/L)

T800-800:
Emergency
Contingency
Max (normal use)
1,194 kW (1,601 shp)

1,044 kW (1,400 shp)
995 kW (1,334 shp)
Intermediate (30 min)

Continuous
824 kW (1,239 shp)

774 kW (1,038 shp)
T800-LHT-801: T-O (max)
1,165 kW (1,563 shp)
CTS800-0A: T-O
1,014 kW (1,360 shp)
CTS800-4N:
30 s OEI
2 min OEI
1,193 kW (1,600 shp)

1,067 kW (1,430 shp)
Continuous OEI
1,015 kW (1,362 shp)
T-O
Continuous
CTS800-50: Max T-O
1,015 kW (1,362 shp)

962 kW (1,290 shp)
1,178 kW (1,580 shp)

T-O or max, as above:
CTS800-0A, CTS800-50, T800LHT-801
77.7 g/J (0.46 lb/h/shp)
T800-800
76.02 g/J (0.45 lb/h/shp)
CTS800-4N
78.5 g/J (0.465 lb/h/shp)
T800-801
77.7 g/J (0.46 lb/h/shp)

UPDATED
Cutaway drawing of basic LHTEC T800 free-turbine turboshaft
Optional speed reduction gearbox
The LHTEC T800/CTS800 has a design life of 6,000 hours

(2000)
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General Electric CT7

US military designation: T700
Type
Ungeared free-turbine turboshaft engine.
The T700 was selected in 1971 to power the US Army's Utility Tactical Transport Aircraft System
(UTTAS). The first T700 went to test in 1973, and in 1976 it was the first turboshaft to pass current US
military qualification standards. The engine went into production in 1978. The CT7 commercial
derivative was certified in April 1977. More than 11,200 T700/CT7 engines are in operation, totalling
more than 33 million flight hours.
GE has entered into a number of international agreements relative to the sale, production and
maintenance of T700 and CT7 engines for both rotary- and fixed-wing aircraft. Co-production and
maintenance agreements have been struck with Alfa Romeo Avio in Italy, IHI (Ishikawajima-Harima
Heavy Industries) in Japan, KAL (Korean Airlines) and Samsung Aerospace in South Korea, AIDC in
Taiwan and HDH (Hawker de Havilland) in Australia; maintenance agreements with H+S Aviation in
the UK, IPTN of Indonesia and FFV (Scania) in Sweden; and sales agreements with FiatAvio and Alfa
Romeo Avio in Italy, Derlan in Canada and IPTN in Indonesia.
Versions
CT7-2A: Initial commercial turboshaft. T-O rating 1,209 kW (1,620 shp). Powers the Bell 214ST.
CT7-2B: T-O rating 1,212 kW (1,625 shp). Powers the Westland 30-300.
CT7-2D: Commercial equivalent of T700-701 and 401. Powers Sikorsky S-70. T-O rating 1,212 kW
(1,625 shp).
CT7-2D1: Equivalent of T700-701C and 401C. Certificated June 1989. Powers S-70. It is intended
that the same engine produced by Rybinsk-GE (see under Russia) shall be an option on the Kamov
Ka-64.
CT7-6: Step-3 growth engine co-developed by GE with Alfa Romeo Avio and FiatAvio (about 25 per
cent each) for EH 101. Delivered from April 1988.
CT7-6A: Marinised version for EH 101 naval versions. CT7-6 and -6A are FAA/RAI/BCAA
certificated. Deliveries began January 1997. Equivalent to T700/T6A.
CT7-6D: Commercial version originally inteded for Sikorsky S-92 Helibus. Now fitted only to the
first S-92 prototype, which began flight testing in January 1989.
CT7-7E: Latest growth version, with FADEC, 3-D flow path, advanced materials and improved
cooling. Exceeded 2,013 kW (2,700 shp) during first 10 hours of testing and 2,240 kW (3,000 shp)
subsequently.
CT7-8: Commercial version with FADEC and inlet particle separator, for Sikorsky S-92 Helibus.
Developed jointly with FiatAvio. In April 1999, this engine underwent FAA certification testing,
including water, ice and foreign-object ingestion testing delegated to the Canadian National Research
Council in Ottawa, Ontario. This engine powers the Nos 2, 3 and 4 prototypes and all S-92 production
helicopters. The first flight of an S-92 with CT7-8 engines took place on 28 October 1999.
CT7-11: Projected further growth version in 2,240 kW (3,000 shp) class.
T7000-GE-401: Navalised first-step growth derivative. Powers SH-60B Seahawk, SH-2G Super
Seasprite and AH-1W SuperCobra.
T700-GE-401-C: Navalised second-step derivative. Chosen by US Navy for Seahawks and
derivatives. First production engines delivered in 1988 to power HH-60H; Royal Australian Navy also a
launch customer.
T700-IHI-401C: Licence-produced model by Ishikawajima-Harima Heavy Industries (IHI) for
Japanese forces' SH-60J anti-submarine helicopter, UH60J SAR and UH60JA utility helicopter.
T700-GE-700: First production model delivered from early 1978. Powers UH-60A Black Hawk.
T700-GE-701: First-step growth derivative. Powers AH-64 Apache.
T700-GE-701C: Second-step growth derivative. Went into production in 1989 for Black Hawk and
Apache. Offered for future S-70 Black Hawk derivatives for international sales.
T700/T6A: A third-step growth engine co-developed by GE, Alfa Romeo Avio, and FiatAvio.
Qualified for military configurations of the EH 101 helicopter selected as the T700/T6A1 for Canadian
Cormorant model.
T700/T6E: Third-step growth engine co-developed with Alfa Romeo Avia and Fiat-Avio for NH 90.
First engines shipped July 1997. MTU joined as co-producer September 1997.
Intake
Annular, with anti-iced separator designed to remove 95 per cent of sand, dust and foreign object
ingestion. Extracted matter discharged by blower driven from accessory gearbox. T700/T6E has
airframe composite bellmouth with primary and secondary screens.
Compressor
Combined axial/centrifugal. Five axial stages and single centrifugal stage mounted on same shaft. Each
axial stage is one-piece `blisk' (blades plus disc) in AM355 steel highly resistant to erosion. Inlet guide
vanes and first two stator stages variable. Pressure ratio about 15. Mass flow about 4.5 kg (10 lb)/s at
44,720 rpm. T700/T6A and T6E have uprated compressor with a zero stage giving a mass flow of
approximately 5.9 kg (13.0 lb)/s and pressure ratio of 18.6.
Combustion chamber
Fully annular. Central fuel injection to maximise acceptance of contaminated fuel and give minimal
smoke generation. Ignition power from separate winding on engine-mounted alternator serves dual
plugs.
Compressor turbine
Two-stage gas-generator (HP) turbine. Rated speed (S/L, ISA, maximum T-O), 44,720 rpm.
Power turbine
Two-stage free-power turbine, with tip-shrouded blades and segmented nozzles. Output speed,
21,000 rpm.
Control system
Hydromechanical control can be replaced in less than 12 minutes. Electrical control provides
multi-engine speed and torque matching. T700/T6E has Hamilton Standard FADEC.
Accessories
Grouped at top of engine, together with engine control system. Integral oil tank, plus emergency mist
lubrication. Torque sensor provides signal to electrical control.
Starting
Electric or pneumatic, driving clutch/freewheel interchange.
Performance ratings
(ISA, S/L, static)
Emergency (30 sec OEI)
CT7-8
1,939 kW (2,600 shp)
Max contingency (2.5 min OEI)

CT7-2A, -2D, 2D1
1,286 kW (1,725 shp)
CT7-6, -6A
1,491 kW (2,000 shp)
CT7-8
1,879 kW (2,520 shp)
30 min OEI
CT7-2A, -2D, 2D1
1,212 kW (1,625 shp)
CT7-8
1,863 kW (2,498 shp)
Max continuous
CT7-2A, -2D, 2D1
1,189 kW (1,595 shp)
CT7-6, -6A
1,282 kW (1,718 shp)
CT7-8
1,523 kW (2,043 shp)
T700-401:
Contingency
Intermediate
1,285 kW (1,723 shp)

1,260 kW (1,690 shp)
max continuous
1,072 kW (1,437 shp)
T700-401C:
Contingency
1,447 kW (1,940 shp)
intermediate
max continuous
1,342 kW (1,800 shp)

1,239 kW (1,662 shp)
T700-700:
intermediate
max continuous
1,210 kW (1,622 shp)

987 kW (1,324 shp)
T700-701:
Contingency
Intermediate
max continuous
1,285 kW (1,723 shp)

1,266 kW (1,698 shp)
1,126 kW (1,510 shp)
T700-701C:
max
Intermediate
max continuous
1,409 kW (1,890 shp)

1,342 kW (1,800 shp)
1,239 kW (1,662 shp)
T700/T6A, 6E:
emergency
2,088 kW (2,800 shp)
Contingency
Intermediate
max continuous
1,760 kW (2,360 shp)

1,652 kW (2,215 shp)
1,539 kW (2,064 shp)
GENERAL ELECTRIC CT7/T700

Engine model
Performance
ratings (T-O,
S/L) kW (shp)
SFC g/J
(lb/h/shp)
Weight, dry kg Length mm Diameter mm

(lb)
(in)
(in)
CT7-2A
1,209 (1,620)
79.9 (0.473)
194.6 (429)
1,194 (47.0)
635 (25.0)
CT7-2B
1,212 (1,625)
79.9 (0.473)
194.6 (429)
1,194 (47.0)
635 (25.0)
CT7-2D
1,212 (1,625)
79.9 (0.473)
201 (442)
1,194 (47.0)
635 (25.0)
CT7-2D1
1,212 (1,625)
79.9 (0.473)
212 (446)
1,194 (47.0)
635 (25.0)
CT7-6
1,491 (2,000)
79.4 (0.470)
220 (485)
1,194 (47.0)
660 (26.0)
CT7-6A
1,491 (2,000)
79.4 (0.470)
220 (485)
1,194 (47.0)
660 (26.0)
CT7-6D
1,514 (2,030)
76.9 (0.455)
229 (504)
1,194 (47.0)
660 (26.0)
CT7-8
1,789 (2,400)
76.4 (0.452)
244 (537)
1,240 (48.8)
635 (25.0)
T700-GE-401
79.6 (0.471)
200 (441)
1,168 (46.0)
660 (26.0)
T700-GE-401C
T700-GE-700
77.6 (0.459)
208 (458)
1,168 (46.0)
660 (26.0)
79.4 (0.470)
198 (437)
1,168 (46.0)
660 (26.0)
T700-GE-701
78.7 (0.466)
1,168 (46.0)
660 (26.0)
T700-GE-701C
T700/T6A
77.6 (0.459)
207 (456)
1,168 (46.0)
660 (26.0)
74.8 (0.443)
220 (485)
1,204 (47.2)
660 (26.0)
T700/T6E
74.8 (0.443)
220 (485)
1,204 (47.2)
660 (26.0)
UPDATED
Full-scale model of General Electric CT7-6 turboshaft (Brian M Service)
General Electric T700-401 free-turbine turboshaft
General Electric/FiatAvio CT7-8 turboshaft for Sikorsky S-92 helicopter

(2001)
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General Electric T64

Type
The T64 was developed initially for the US Navy. It is available as a turboshaft or turboprop.
Versions
T64-GE-100: -7A with improved turbine. Powers MH-53J.
T64/T4C2: T64-100 with changed HP turbine. Powers RH-35D.
T64-GE-413: Powers CH-53D.
T64-GE-415: Improved combustion liner and turbine cooling. Powers RH-53D.
T64-GE-416: As -415 with changed fuel control. Powers CH/MH-53E.
T64-GE-416A: As -416, improved turbine.
T64-GE-419: As -416A, with integral fuel/oil heat exchanger, and OEI emergency power on a 32.2C
day. Powers MH-53E from 1995.
Compressor
14-stage axial flow, single-spool steel rotor for -820/-1/2/3, titanium and steel compressor for -100,
T4C2, -413, -415, -416, -416A, -419, -P4D and CT64-820-4. Inlet guide vanes and first four stages of
stator vanes variable, air mass flow per second: -100, T4C2, -413, -415, -416, -416A, -419, 13.3 kg
(29.4 lb); -820-4, 11.9 kg (26.2 lb); P4D, 12.2 kg (27.0 lb). Pressure ratio: -820-4, 12.5; -100, T4C2,
-413, -415/-416/-416A, -419, 14.0; P4D, 13.0.
Combustion chamber
Annular type. Double fuel manifold feeds 12 duplex-type fuel nozzles.
Compressor turbine
Two-stage, coupled directly to compressor rotor by spline connection. Engines rated 3,265 kW (4,380
shp) or over, have air-cooled first-stage blades.
Power turbine
Two-stage, independent of gas generator.
Output
Remotely mounted for turboprop, offset and accessible for inspection and replacement. Ratio 13.44.
Starting
Mechanical, airframe supplied.
Dimensions
Length: T64-GE-100, T4C2, -413, -415, -416, -416A, -419
2,006 mm (79 in)
Width: T64-GE-100, T4C2, -413, -415, -416, -416A, -419
660 mm (26.0 in)
Height: T64-GE-100, T4C2, -413, -415, -416, -416A, -419
825 mm (32.5 in)
Weight, dry
T64-GE-100, T4C2, -413, -415, -416, -416A
327 kg (720 lb)
T64-GE-419
343 kg (755 lb)
Performance ratings
(max rating (S/L))
T64-GE-100
3,229 kW (4,330 shp) to 29.4C
T64-GE-413
2,927 kW (3,925 shp)
T64-GE-415, -416, -416A
3,266 kW (4,380 shp)
T64-GE-419
3,542 kW (4,750 shp)

(max rating (S/L))
T64-GE-100, -413, -415, -416, -416A, -419
79.4 g/J (0.47 lb/h/shp)

VERIFIED
General Electric T64-GE-415/416 turboshaft
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General Electric CT58

Type
Small free-turbine turboshaft engine developed for helicopter propulsion for the US Navy Bureau of
Weapons. A civil version, the CT58, was awarded a Type Certificate by the FAA on 1 July 1959.
Rolls-Royce produced a modified version of the T58 as the Gnome and the engine is also built under
licence in Italy and Japan. The T58 and its civil counterpart have accumulated more than 27 million
flight hours.
Versions
T58-GE-3: 5 minute rating of 988 kW (1,325 shp). Powers Bell UH-1F.
T58-GE-5: 5 minute rating of 1,119 kW (1,500 shp). Powers Sikorsky CH-3E and HH-3E/F.
T58-GE-8E,F: Rated at 1,007 kW (1,350 shp). Powers Boeing Vertol CH-46A, Kaman SH-2,
Sikorsky SH-3A/G and HH-52A.
T58-GE-10: Rated at 1,044 kW (1,400 shp). Powers Sikorsky SH-3D/H and Boeing Vertol
CH-46D/F.
T58-IHI-10-M2:Produced under licence by IHI for JSDF KV-107, S-61 and HSS-2 helicopters. Rated
at 1,133 kW (1,521 shp).
T58-GE-16: Rated at 1,394 kW (1,870 shp). US military qualified. Air-cooled gas-generator turbine
and two-stage power turbine. Powers Boeing Vertol CH-46E.
T58-GE-100: Uprated T58-GE-5. 10 minute rating of 1,119 kW (1,500 shp) to 15C or 1,100 kW
(1,475 shp) to 26C. Powers selected CH/HH-3E. Qualified 1976.
CT58-110: Rated at 932 kW (1,250 shp) (1,007 kW (1,350 shp) for 2 min) at 19,500 rpm. Air mass
flow 5.67 kg (12.7 lb)/s. Pressure ratio 8.2:1.
CT58-140: Rated at 1,044 kW (1,400 shp) [1,119 kW (1,500 shp) for 2 min at 19,500 rpm and max
continuous 933 kW (1,250 shp)]. Air mass flow 6.21 kg (13.7 lb)/s. Pressure ratio 8.4:1. The CT58
powers the Sikorsky S-61 and S-62 and Boeing Vertol 107 Model II.
Intake
Annular intake casing with four hollow radial struts supporting central housing for starter drive clutch
and front main roller bearing. Casing and struts anti-iced by air bled from compressor.
Compressor
10-stage axial-flow. Variable incidence inlet guide vanes. First three of the 11 rows of stator blades also
have variable incidence. One-piece steel blade construction for last eight stages of rotor hub. Casing
divided into upper and lower halves. Pressure ratio 8.4:1. Air mass flow 5.62 kg (12.4 lb)/s in
T58-GH-3 and 8E, 6.21 kg (13.7 lb)/s in T58-GE-5, -10 and -100. 6.30 kg (13.9lb)/s in T58-GE-16.
Combustion chamber
Annular type. 16 fuel nozzles (eight on each of two manifolds) mounted on front of inner liner.
Dual-capacitor discharge ignition unit. Outer casing in two halves to facilitate inspection.
Compressor turbine
Two-stage short chord axial-flow type, coupled directly to compressor by hollow conical shaft. Centre
ball thrust bearing, rear roller bearing. Cooling by air bled from compressor. T58-GE-16 has air-cooled
first-stage turbine nozzle and blades and second-stage nozzle.
Power turbine
Single-stage (two-stage in T58-GE-16) axial-flow type, mechanically independent of gas-generator
turbine. Operated nominally at 19,500 rpm. Engines with single-stage power turbine can have reduction
gear giving output at 6,000 rpm. Power turbine accessory drive unit and flexible feedback cable provide
a speed signal to the control.
Torque sensor speed decreaser gearbox
(Optional except on -16); integral lubrication system. Reduces power speed to 6,000 rpm. Assembly
includes an integral torque sensing system.
Jetpipe
Two positions (90 left or right) on all versions. T58-GE-16 can also be supplied with downward
ejecting or multiple position exhaust.
Control system (except T58-GE-10 and -16)
Free-turbine constant-speed control. Hydromechanical controls.
Control system (T58-GE-10, and -16)

Integrated hydromechanical/electrical power control system for isochronous speed governing and
twin-engine load sharing.
Accessories
Engine accessories driven from compressor shaft. Airframe accessories mounted on free-turbine
reduction gearbox or rotor hub.
GENERAL ELECTRIC CT58/T58
Engine model
Performance SFC g/J

ratings (T-O, (lb/h/shp)
S/L) kW
(shp)
Weight, dry
kg (lb)
Length mm Diameter mm
(in)
(in)
CT58-110
923 (1,250)
108 (0.64)
143 (315)
1,499 (59.0)
526 (20.7)
CT58-140
1,044 (1,400) 105 (0.62)
154 (340)
1,499 (59.0)
406 (16.0)
T58-GE-3
988 (1,325)
103 (0.61)
140 (309)
1,499 (59.0)
526 (20.7)
T58-GE-5
1,044 (1,400) 101 (0.60)
152 (335)
1,499 (59.0)
526 (20.7)
T58-GE-8E/F
T58-GE-10
1,007 (1,350) 101 (0.60)
138 (305)
1,499 (59.0)
526 (20.7)
1,044 (1,400) 101 (0.60)
159 (350)
1,499 (59.0)
526 (20.7)
T58-GE-16
1,394 (1,870) 89.5 (0.53)
201 (443)
1,626 (64.0)
607 (23.9)
T58-GE-100
1,119 (1,500) 101 (0.60)
152 (335)
UPDATED
General Electric CT58-140 turboshaft engine
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Honeywell (AlliedSignal) LTS 101

US military designation: YT702-LD-700
Type
This family of turboshaft engines has been designed for the lowest possible life cycle costs and fuel
efficiency. Each engine comprises an accessory reduction gearbox, gas generator and combustor/power
turbine module. Around 2,200 production engines have logged in excess of 5 million hours.
Versions
LTS 101-600A-2: T-O rating 459 kW (615 shp). Provides 6,000 rpm front output. Powers AS 350D
AStar.
LTS 101-600A-3: T-O rating 459 kW (615 shp). Powers AS 350D AStar Mk.3.
LTS 101-600A-3A: Upgraded model with a 6 per cent improvement in power, available for retrofit to
early versions of the AS 350D. Certificated July 1999. T-O rating 484 kW (650 shp).
LTS 101-650B-1: T-O rating 410 kW (550 shp). Radial inlet and 6,000 rpm output. Powers BK 117A
and B.
LTS 101-650C-2/C-3/C-3A: T-O rating 470 kW (630 shp). Provides 9,545 rpm output. Powers Bell
222.
LTS 101-750A-1: T-O rating 553 kW (742 shp). Radial inlet. Powers AS 366 G1/HH-65A Dolphin.
LTS 101-750B-1: T-O rating 542 kW (727 shp). Provides 6,000 rpm output. Powers BK 117 B-2.
LTS 101-750B-2: T-O rating 553 kW (742 shp). Radial inlet. Powers AS 366 G1/HH-65 Dolphin.
LTS 101-750C-1: T-O rating 548 kW (735 shp). Powers Bell 222B and 222UT.
Intake
All-round circumferential inwards-radial inlet protected by screen. Overhead scoop or scroll inlet
alternative.
Compressor
Single axial stage followed by single centrifugal stage. Pressure ratio 8.5. Typical mass flow 2.31 kg
(5.1 lb)/s.
Combustion chamber
Annular, folded reverse-flow, with ring of fuel nozzles around the rear face.
Compressor turbine
Single-stage splined to shaft. Blades held in fir-tree roots. Single crystal blades available from 1994.
Power turbine
Single-stage. Insertable power-turbine rotor blades upgrade.
Output
Primary spur gearbox providing output from the bottom of the gearcase to front or rear.
Fuel specification
MIL-T-5624, JP-4, JP-5, JP-8, ASTM-D1655-70, JETA, JET B, JET A1, Commercial, Diesel.
Oil specification
MIL-7-7808, MIL-L-23699.
HONEYWELL (ALLIEDSIGNAL) LTC1/T53 ENGINES
Engine model
Performance SFC
Ratings
g/J
(lb/h/shp)
Weight,
dry
Length
Diameter
kg (lb)
mm (in)
mm (in)
Application
(T-O, S/L)
kW (shp)
LTS
101-600A-2
LTS
101-600A-3
LTS
101-600A-3A
459 (615)
459 (615)
484 (650)
785
(30.9)
800
98.4 (0.582) 120 (265)
(31.5)
800
98.0 (0.580) 115 (253)
(31.5)
96.5 (0.571) 115 (253)
599 (23.6)
599 (23.6)
599 (23.6)
AS 350D
AS 350D
AS 350D
LTS 101-650B-1 410 (550)

LTS
101-650C-2/
C-3/C-3A
LTS
101-750A-1
97.5 (0.577) 121 (266)
470 (630)
96.7 (0.572)
510 (684)
96.3 (0.570)
LTS 101-750B-1 542 (727)

LTS 101-750B-2 553 (742)
LTS 101-750C-1 548 (735)
109.5
(241)
790
(31.1)
795
(31.3)
121.5
(268)
823
(32.4)
795
97.5 (0.577) 123 (271)
(31.3)
121.5
823
96.3 (0.570)
(268)
(32.4)
795
97.5 (0.577) 111 (244)
(31.3)
645 (29.75)
574 (22.6)
756 (29.8)
645 (29.75)
627 (24.7)
574 (22.6)
BK117
Bell 222
AS 366
G1/HH-65A
BK117B-2
AS
366G1/HH-65A
Bell 222B/222UT
UPDATED
Honeywell (AlliedSignal) LTS 101 turboshaft

(1998)
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Honeywell (AlliedSignal) LTC4

Type
This engine is based on the T53 with higher mass flow. Some 4,200 engines have logged more than 7.5
million hours.
Versions
LTC4B-8D: Modified T55-L-7C.
LTC4B-12: Proposed growth version with 3,233 kW (4,340 shp) maximum rating and higher turbine
entry temperature and turbine cooling. Replaced by L-712.
T5508D: Commercial version of LTC4B-8D.
T55-K-712: Produced under licence by Kawasaki for Japanese-built CH-47.
T55-L-7C: Uprated version of L-7 for CH-47B.
T55-L-7 (LTC4B-8): Initial version with output shaft speed equal to power turbine speed. Integral oil
tank and cooling system. Powers Boeing CH-47A Chinook.
T55-L-11 (LTC4B-11B) series. Uprated L-7, with variable inlet guide vanes and two-stage
compressor turbine. New atomising fuel nozzles. Powers CH-47C Chinook. Licensed to Piaggio.
Current versions L-11A/D/E.
T55-L-712: Improved L-11D. Wide-chord compressor blades without inlet guide vanes and one-piece
rotor. Powers CH-47D, Chinook HC 2/3.
T55-L-712-S/SB: 4 per cent increase in power over L-712.
T55-GA-714: Growth version with cooled gas-generator turbine blades, FADEC and improved
torquemeter. OEI rating (contingency) 3,780 kW (5,069 shp); maximum continuous 3,108 kW (4,168
shp). For MH-47E Chinook.
T55-GA-714A: L-714 plus latest RAM-D improvements, such as marinisation and longer-life rotating
parts including cooled and pin-retained HP blades, a segmented HP turbine nozzle and increased
efficiency jetpipe. In LRIP since December 1997; full production started summer 1999.
AL5512: Commercial L-712, with engine out contingency rating of 3,250 kW (4,355 shp). Powers
Boeing 234 Commercial Chinook
Intake
Annular-type aluminium alloy casing with four struts supporting integral oil tank and front main
bearings. Provision for intake screens.
Compressor
Seven axial stages followed by single centrifugal stage. Two-piece magnesium-alloy stator casing with
one row of inlet guide vanes, variable on current versions, and sevens rows of steel stator blades.
Pressure ratio (L-7) 7.0, (L-7C) 9.0, (L-11) 8.2, (GA-714) 9.3. Mass flow GA-714: 13.19 kg/s (29.08
lb/s).
Combustion chamber
Annular reverse flow, 28 atomising nozzles, with downstream injection
Compressor turbine
Single-stage on early versions, two-stage on current models. Both stages air-cooled in GA-714. Disc
flange bolted to HP shaft
Power turbine
Two stages, widely separated by rear-bearing struts. Solid steel rotor blades held in discs splined to LP
shaft.
Jetpipe
Fixed-area nozzle, with inner core, supported by four radial rods.
Output
LP shaft passes down the centre of the engines to a front coupling shaft with internal splines; no integral
gearbox.
Control system
Chandler Evans FADEC-type EMC-32T-2, consisting of hydromechanical unit with gear-type pump
and DECU. Early versions Hamilton Standard JFC 31 fuel control system.
Accessories
Bevel gear at front of compressor drives four radical shafts. Fuel pump and airframe accessories driven
by rear lower shaft.
Starting
Electric starter or starter/generator, or air or hydraulic starter. Bendix-Scintilla TGLN high-energy
ignition unit. Four igniter plugs.
Fuel specification
MIL-J-5624L grade JP-4, JP-5, MIL-T-83133 grade JP-8 or CITE.
Oil system
Recirculating. Integral tank and cooler.
Oil specification
MIL-L-7808, MIL-L-23699.
Type*
max kW
(shp)
Engine model
T55-L-7C
T-O rating SFC
ACFS
2,125 kW
g/J;
**mg/Ns
(lb/h/hp;
**lb/h/lb st)
Weight,
dry
less
tailpipe
kg (lb)
101.4 (0.60) 267 (590)
Max
Length
Application
diameter overall
mm (in) mm (in)
615
(24.2)
1,118
(44)
(2,850 shp)
T5508D
ACFS
(LTC4B-8D)
2,186 kW
100.1
(0.592)
274 (605) 610 (24)
1,118
(44)
Bell
214A/B/C
(2,930 shp)
flat rated at
1,678 kW
106.0
(0.628)
(2,250 shp)
T55-L-712
ACFS
3,129 kW
86.9 (0.514) 340 (750)
615
(24.2)
1,196
(47.1)
87.5 (0.518) 340 (750)
615
(24.2)
1,196
(47.1)
(4,200 shp)
T55-L-712-S/SB ACFS
3,267 kW
Chinook HC.
Mk 2/3
(4,378 shp)
AL5512
ACFS
3,039 kW
Boeing
CH-47D,
89.6 (0.53)
355 (780)
615
(24.2)
1,118
(44)
Boeing 234,
360
(4,075 shp)
T55-L-714
ACFS
3,629 kW
85.0 (0.503) 363 (800)
615
(24.2)
1,196
(47.1)
79.8 (0.472) 377 (830)
615
(24.2)
1,196
(47.1)
89.6(0.530) 322(710)
665(26.2)
Boeing
MH-47E
(4,867 shp)
T55-L-714 A
ACFS
4,245 kW
(5,698 shp)
T55-L-11
YT55-L-9
ACFS
2,796kW
(3,750shp)
ACFS
1,887kW
102.7(0.608) 363(800)
(2,529shp)
*ACFS = axial plus centrifugal, free-turbine shaft
**Emergency rating (60 minutes) 3,472 kW (4,652 shp); contingency rating (2 minutes) 3,780 kW
(5,069 shp)
UPDATED
AlliedSignal (Textron Lycoming) T5317A turboshaft powers Kaman's K-MAX

commercial utility-lift helicopter
Cutaway drawing of Honeywell (AlliedSignal) T55-L-714 (military) or AL5512

(commercial) free-turbine turboshaft
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Honeywell (AlliedSignal) LTC1

Type
The T53 was developed under a joint US Air Force/Army contract. More than 19,000 have logged over
46 million hours since 1956.
Licences for manufacture of the T53 are held by BMW Rolls-Royce in Germany, Piaggio in Italy,
Kawasaki in Japan and in Taiwan.
Versions
LTC1K-4: Generally similar to T53-L-13 Powered Bell XV-15 demonstrator.
LTC1K-4K: Direct-drive L-13 suitable for operation from 105 nose up to 90 nose down.
T53-11A: Commercial version of T53-L-11. Powers Bell 204B.
T5313A: Commercial version of T53-L-13. Powers Bell 205A.
T5313B: Improved commercial version of T53-L-13. Powers Bell 205A-1.
T5317A-1: Improvements over L-13 include improved cooling of first gas producer turbine nozzle
plus air-cooled blades in first turbine rotor. In production for Kaman K-MAX.
T5317B: Similar to T5317A-1 except has PTIT instead of EGT. Powers Fuji-Bell 205B.
T53-K-703: Built under licence by Kawasaki in Japan for Fuji- Bell AH-1S and UH-1J.
T53-L-2: Navy version of L-11.

T53-L-11: Powers Bell UH-1B, D and E and Kaman HH-43F.
T53-L-13: Uprated L-11. Redesigned `hot end' and initial stages of compressor. Four turbine stages,
compared with two in earlier models, and variable inlet guide vanes combined with redesigned first two
compressor stages. Atomising combustor to facilitate operation on a wider range of fuels. Powers Bell
UH-1M and UH-1H and AH-1F HueyCobra.
T53-L-13B: Improved version of T53-L-13.
T53-L-703: Improved durability L-13 with PTIT instead of EGT limiter system. Thermodynamic
rating 1,343 kW (1,800 shp). Powers Bell UH-1H and AH-1E/F/P/S.
KT5311A: Kawasaki-built L-11A. For Fuji-Bell UH-1B and 204B.
KT5313B: Kawasaki-built L-13B. For Fuji-Bell 204B-2.
The following description refers to the T53-L-13 and T5317:
Compressor
Five axial stages followed by single centrifugal stage. Variable inlet guide vanes. Pressure ratio 7.4.
Mass flow 4.85 kg (10.50 lb)/s at 25,240 gas producer rpm.
Combustion chamber
Annular reverse flow, with 22 atomising injectors.
Compressor turbine
Two stages. Air-cooled nozzle vanes, cored-out cast steel rotor blades in first stage, solid in second,
held in high-nickel discs flange-bolted to HP shaft.
Power turbine
Two stages. Solid blades with tip shrouds mounted in discs splined to output shaft.
Jetpipe
Fixed-area nozzle. Steel outer casing and inner cone, supported by four radial struts.
Control system
Chandler Evans TA-2S and TA-7 system with one dual-fuel pump, 41.4 bars (600 lb/sq in). Interstage
air bleed control.
Accessories
Bevel gear at the front of the HP Shaft drives a `banana' gearbox under the compressor case and a
second radial shaft on the right.
Starting
Electric starter or starter/generator. Bendix-Scintilla TGLN high-energy ignition unit. Two igniter plugs.
Fuel specification
ASTM A-1, MIL-J-5624, MIL-F-26005A, JP-1, JP-4, JP-5, CITE.
Oil system
Recirculating system, with gear pump, 4.83 bars (70 lb/sq in).
Oil specification
MIL-L-7808, MIL-L-23699.
Engine
model
Type*
T5311A
ACFS
T5313B
ACFS
T5317A, B
ACFS
T53-L-13B
ACFS
T53-L-703
ACFS
T-O rating SFC g/J;

max kW
**mg/Ns
(shp)
(lb/h/hp;
**lb/h/lb
st)
820 kW
115.0
(1,100 shp) (0.68)
1,044 kW 98.0 (0.58)
(1,400 shp)
1,119 kW 99.7 (0.59)
(1,500 shp)
Weight,
dry less
tailpipe
kg (lb)
Max
diameter
mm (in)
225 (496) 584 (23.0)

245 (540) 584 (23.0)
250 (522) 584 (23.0)
1,044 kW 98.0 (0.58) 245 (540) 584 (23.0)

(1,400 shp)
1,343 kW 100.6
247 (545) 584 (23.0)
(0.595)
Length
overall
mm (in)
Application
1,209
(47.6)
1209
(47.6)
1,209
(47.6)
Bell 204B
1,209
(47.6)
1,209
(47.6)
UH-1H
Bell 205A, A-1

Bell 205A-1,
Kaman K-MAX
Bell
AH-1F/S/E/P,
UH-1H
T53-L-703HP ACFS
1,490 kW 100.6
247 (545) 584 (23.0) 1,209
Huey II
(2,000 shp) (0.595)
(47.6)
LTC1K-4K ACFS 1,156 kW 98.7
234 (515) 584 (23.0) 1,209
Bell XV-15
(1,550 shp) (0.584)
(47.6)
*ACFS = axial plus centrifugal, free-turbine shaft
**Emergency rating (60 minutes) 3,472 kW (4,652 shp); contingency rating (2 minutes) 3,780 kW
(5,069 shp)
UPDATED
Cutaway drawing of Honeywell (AlliedSignal) T53-L-13B free-turbine turboshaft
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HELICOPTER ENGINES, AUSTRIA
Rotax 912 UL
Four-cycle, four-stroke liquid/air-cooled engine with opposed cylinders; dry sump forced lubrication
with separate 3 l (0.8 US gallons; 0.66 Imp gallons) oil tank; two CD carburettors; electronic
dual-ignition; electric starter; integrated reduction gear. Powers CH-7 Angel ultralight helicopter. Power
output 59.6 kW (79.9 hp) at 5,800 rpm.
Dimensions
Length
579 mm (22.8 in)
Width
576 mm (22.7 in)
Height
377 mm (14.8 in)
Weight, dry
68 kg (150 lb)
UPDATED
Rotax 912 UL piston engine

(2002)
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HELICOPTER ENGINES, JAPAN
Engineering System Gen125

Two-cycle, two-stroke air-cooled engine with horizontally opposed cylinders; Capacitor-Discharge
Ignition (CDI) and electric starter. Maximum power output 7.45 kW (10 hp). Powers prototype of GEN
H-4 ultralight kit-built helicopter.
NEW ENTRY
Engineering System Gen125 piston engine

(2002)
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Rotax 914 UL
Four-cycle, four-stroke liquid/air-cooled engine with opposed cylinders, turbocharger, dry sump forced
lubrication with separate 3 litre (0.8 US gallon; 0.66 Imp gallon) oil tank; two CD carburettors,
electronic dual-ignition; electric starter; integrated reduction gear; air intake system and exhaust system.
Powers Mk 2 ultralight helicopter. Power output 91 kW (123 hp) at 5,500 rpm.
Dimensions
Width
581 mm (22.9 in)
Height
516 mm (20.3 in)
Weight, dry
68 kg (150 lb)
UPDATED

(2002)
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Rotax 582 UL
Two-cycle, two-stroke, liquid-cooled piston engine with electronic dual ignition, integrated water pump,
exhaust system, carburettor and rewind starter, powering the Revolution Helicopter Mini-500.
Maximum power output 50 kW (67 hp) at 6,500 rpm.
Dimensions
Length
437 mm (17.2 in)
Width
582 mm (22.9 in)
Height
387 mm (15.2 in)
Weight, dry
34 kg (75 lb)
UPDATED

(2002)
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HELICOPTER ENGINES, UNITED KINGDOM
Rolls-Royce Gem
Type
The Gem was developed for the Westland Lynx helicopter. Current applications are in the Westland
Super Lynx and Agusta A 129. The Gem 41 series has been civil certified. The choice of a two-spool
gas generator gives fast response to power demand without the need for a complex control system.
There are seven major modules, each assembled, tested and released as an interchangeable unit. In
September 2001, the Gem engine reached two milestones - 25 years in service and three million
operational hours. More than 1,200 Gem engines have been built.
Versions
Gem 2 series: Mk 1001 for Brazilian Navy; no longer in production.
Gem 41 series: Modified compressor to increase mass flow by about 10 per cent plus small increase
in TET. Mk 202 for French Navy (converting to Gem 42). Mk 101 for German Navy. Rated at 746 kW
(1,000 shp).
Gem 60: Uprated civil engine. Certified in 1983 for Westland 30.
Gem 2/Mk 1004: T-O rating 657 kW (881 shp). Direct drive in place of reduction gearbox and
electronic instead of hydromechanical control. Production under licence by Piaggio. Certified 1986 and
entered service with Italian Army on Agusta A 129 in 1989.
Gem 42 series: Improved reliability and power retention over Gem 41. Current production standard
for Westland Super Lynx. Mks 204, 205 for British forces (new and conversion engines). Mk 1017 in
service from new with two operators and following conversion with four more. Rated at 746 kW
(1,000 shp).
Gem 43 series. As Gem 41 with added electronic engine control. Mk 1020 for Nigerian Navy. Rated
at 746 kW (1,000 shp).
Gem 62: Proposed development for Westland Lynx retrofit combining reliability improvements of
Gem 42 with increased power of Gem 60.
The following description refers to the Gem 42 series:
Shaft drive
Single-stage double-helical reduction gear with rotating planet cage carried by ball-bearing at front and
roller bearing at rear.
LP compressor
Four-stage axial. Mass flow 3.41 kg (7.52 lb)/s (42); 4.13 kg (9.1 lb)/s (60).
HP compressor
Single-stage centrifugal. Overall pressure ratio 12.0. (Gem 42); 14.1 (60).
Combustion Chamber
Annular reverse-flow with 17 air atomiser fuel sprays. High-energy ignition.
HP turbine
Single-stage close-coupled to HP impeller.
LP turbine
Single-stage with shrouded blades.
Power turbine
Two-stage axial with shrouded blades. Max speed 27,000 rpm.
Control system
Plessey fluidics automatic control, and power matching for multi-engine installation. Hamiliton
Standard electronic control fitted to Mk 1004.
Accessories
Bevel gear on front of HP shaft drives starter/generator, fuel pump, oil cooler fan and other accessories.
Oil system
Engine-mounted oil tank and cooler. Magnetic chip detectors. Oil filter in accessory wheelcase.
Dimensions
Length overall
Width overall
Height overall
1,099 mm (43.2 in)

575 mm (22.6 in)
596 mm (23.5 in)
Weight, dry
Gem 1001, 2
178 kg (393 lb)
Gem 41, 42
RR 1004
183 kg (404 lb)

163 kg (360 lb)
Gem 60
185 kg (407 lb)
Performance ratings
See table.
50 per cent max T-O:
Except Gem 60
Gem 60
110 g/J (0.65 lb/h/shp)

103 g/J (0.61 lb/h/shp)
GEM ENGINE RATINGS, kW (shp) ISA S/L STATIC
Designation
One engine inoperative

Max
Intermediate
Date in Emergency
contingency contingency
service (20 s)
(2 min)
(60 min)
Gem 2, Mk
1001
1976
RR 1004
1989
Gem 41-1, Mk
1978
1014
Gem 42, Mk
1987
1017
Gem 60-3/1 Mk
1983
530
Normal twin operation

Max
Max
Max
(T-O)
(T-O) (5
continuous
(30 min) min)
619
n/a
671 (900)
619 (830)
n/a
559 (750)
(830)
657
759 (1,018) 704 (944)
657 (881)
n/a
615 (825)
(881)
746
n/a
835 (1,120) 790.5 (1,060) n/a
664 (890)
(1,000)
746
746
n/a
835 (1,120) 790.5 (1,060)
664 (890)
(1,000) (1,000)
844
821.75
n/a
897 (1,203) 844 (1,132) n/a
(1,132) (1,102)
n/a: not applicable

UPDATED
Cutaway drawing of Rolls-Royce Gem 42 free-turbine turboshaft
The Rolls-Royce Gem 42 powers the Westland Lynx helicopter
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Rolls-Royce Model 250

US military designations: T63 and T703
Type
Light turboshaft.
The Rolls-Royce (Allison) 250 is a small turboshaft/turboprop. Deliveries exceed 28,000, logging over
130 million hours. A development contract for the T63 military version was received by Allison in June
1958 and the engine was first run in the Spring of 1959. First certified at a rating of 236 kW (317 shp),
continuous improvement programmes have increased the latest version's rating to 533 kW (715 shp).
Design improvements made in the Model 250-C30 and -C47 series enabled a 12.5 per cent increase in
TBO from 2,000 to 2,250 hours in the first quarter of 1999.
Versions
250-C18: Derived directly from the military T63-A-5A the C18 was the initial commercial version of
the Model 250. Rated for take-off at 236 kW (317 shp), it powers all the initial commercial versions of
the Bell JetRanger, Hughes 500 and Fairchild FH-1100, as well as the Agusta-Bell 206A, US Navy Bell
TH-57A SeaRanger, and the Kawasaki (Hughes) 369HS. Deliveries began in December 1965.
Production by Allison is complete, but the C18 is the subject of licence agreements with MTU (West
Germany) and Kawasaki (Japan).
250-C20: Incorporating numerous improvements to increase air flow, component efficiency and
turbine temperature, the C20 is rated at 298 kW (400 shp). Fully certified for production delivery in
February 1974, the C20 is fitted to the Bell 206B JetRanger II, MBB BO 105A, Agusta-Bell 206B and
206B-1, Agusta A 109 and Soloy conversion of the UH-12E.
250-C20B: Introduced 1974, and rated at 313 kW (420 shp). For Bell and Agusta-Bell 206B
JetRanger III and 206L LongRanger, MD 500D, BO 105CBS and E, Kitty Hawk, FH-1100 and
UH-12E, Ka-226, and Bell 47G conversions.
250-C20F: T-O rating 313 kW (420 shp). For AS 355 Ecureuil 2/TwinStar.
250-C20J: For Bell and Agusta-Bell 206B JetRanger III.
250-C20R: Derivative of C20B with new axial/centrifugal compressor.
250-C20R/1: Redundant overspeed system for twin-engine applications certified September 1986 for
A 109A Mk II and Gemini ST.
250-C20R/2: Certified early 1987 for MD 500E, JetRanger III, LongRanger and MD 520N.
250-C20R/9: Improved gas path and FADEC.
250-C20R+: Programme to provide significant performance and operational enhancements to the
C20R Series II engines. The programme aims to deliver up to 15 per cent increase in power for
hot-and-high operations, reduced fuel consumption, improved durability and operability. Specific
aerodynamic changes include larger throat area centrifugal diffuser, new first and second stage
gas-generator nozzles and wheels, and new third and fourth stage power turbine nozzles and wheels.
Additional development will be undertaken to increase the certified torque capability to allow ratings in
excess of 372.5 kW (500 shp). Certification in 1999.
250-C20W: Powers Schweizer TH-330 and Enstrom 480.
250-C21: Proposed designation of enhanced 250-C20R+.
250-C22: Improved gas path and FADEC.
250-C28: Major redesign representing Series III of the evolutionary process, with single centrifugal
compressor only, with increased air flow. Reduced noise and emissions, and minimal infra-red
signature. New main gearbox. Certified December 1977.
250-C28B: With particle separator; 2 minute rating of 410 kW (550 shp). Powers Bell LongRanger
I.
250-C28C: Improved model with plain inlet; 2 minute rating of 410 kW (550 shp). Powers BO 105
LS.
250-C30: Advanced single-stage compressor and dual ignition. Initial rating 485 kW (650 shp), with
a 2 minute rating of 522 kW (700 shp). Certification completed March 1978. Produced for S-76 and
MD 530G.
250-C30G: Produced for Heli-Air Bell 222; C30G2 for Bell 230.
250-C30L: With digital control, produced for Bell 406CS.
250-C30M: Produced for AS 350.
250-C30P: Produced for LongRanger III and IV.
250-C30R: With digital control, produced for AHIP OH-58D.
C30R/1: increased air flow for uprated hot-day power for OH-58D; certified early 1994.
C30R-2: Better turbine cooling and simpler shaft drive for further hot-day improvement.
C30R/3: Increased surge margin and further hot-day improvements. New smoke combustion liner.
Certified Jne 1997. For Bell OH-58D Kiowa Warrior.
250-C30R/3M: Similar to C30R/3 but with FADEC, specifically developed for US Army's Special
Operations Command (SOCOM) for retrofit to AH-6 and NH-6 multi-role light helicopters.
250-C30S: Produced for S-76A.

250-C40B: As C30R/2 but uprated gearbox and FADEC; for Bell 430. TBO increased to 4,500 hours,
with heavy half-life inspection.
250-C47B: C40 variant for Bell 407 and MD600N.
C30R/2: Better turbine cooling and simpler shaft drive for further hot-day improvement.
C30R/3: Increased surge margin and further hot-day improvements. New smoke combustion liner.
Certified June 1997. For Bell OH-58D Kiowa Warrior.
T63-A-5: Initial production turboshaft. T-O rating initially 186.5 kW (250 shp). Completed PFRT in
March 1962, flight test in Bell UH-13R, FAA certification December 1962 and delivered to US Army
as engine of Hughes OH-6A prototypes. It also powered the competing Bell OH-4A and Hiller OH-5A.
T-63-A-5A: Uprated to 236.4 kW (317 shp). FAA certification September 1965. Selected for
production OH-6A, flat rated at 188.3 kW (252.5 shp). Deliveries began December 1965.
T63-A-700: Uprated version, with T-O power of 236 kW (317 shp). Fitted to Bell OH-58A Kiowa.
Corresponds to commercial Model 250-C18 and B15.
T63-A-701: Further uprated version, rated at 298 kW (400 shp). Corresponds to commercial C20 and
B17.
T63-A-720: Military turboshaft engine with hot-end improvements, increasing T-O rating to 313 kW
(420 shp), for the Bell OH-58C.
T63-A-720: Hot-end improvements, increasing T-O rating to 313 kW (420 shp). Corresponds to
commercial C20B. Specified for ASH (Advanced Scout Helicopter) helicopters, for US Army
evaluation, by Hughes and Bell.
T703-AD-700: Military turboshaft engine corresponding to 250-C30R, for Bell OH-58D.
Compressor
C20 and C20B have six axial stages and one centrifugal. C20R has four axial stages and one centrifugal.
C28 and C30 models have single-stage centrifugal compressor only. Pressure ratio: C20B, 7.2; C28B/C,
C30, 8.4; C40, 9.2. Mass flow: C20B, 1.56 kg (3.45 lb)/s; C28B/C, 2.02 kg (4.45 lb)/s; C30, 2.54 kg
(5.6 lb)/s; C40, 2.77 kg (6.1 lb)/s.
Combustion chamber
Single can-type at rear. Single duplex fuel nozzle in rear face. One igniter on C20B, C28B/C and
C30L/M/P/R. Dual igniters on C30 and C30S; optional on C28B/C.
Compressor turbine
Two-stage, with integrally cast blades and wheels.
Power turbine
Two-stage, with integrally cast blades and wheels.
Control system
Pneumatic-mechanical system (hydromechanical; C20B, C28, C30/30M/P/S, pneumatic-mechanical;
C30L, C30R, supervisory electronic; C20R/9, C30R/3 and C40, FADEC).
Fuel specification
Primary fuels are ASTM-A or A-1 and MIL-T-5624, JP-4, JP-5, JP-8, DF-1 and -2 and Arctic Diesel.
Oil system
Dry sump.
Oil specification
MIL-L-7808 and MIL-L-23699.
Dimensions
Length: C20B/F/J/R
985 mm (38.8 in)
C28C
1,021 mm (40.2 in)
C30,C40B,C47B/M
1,041 mm (41.0 in)
C18, C20W; C22
1,036 mm (40.8 in)
T63-A-5
1,030 mm (40.5 in)
Width: C20B/F/J/W, C18, T63
483 mm (19.0 in)
C28, C30, C40B, C47B/M
555 mm (21.86 in)
C20R, C22
Height: C20B/F/J/R
C28, C30, C40B, C47B
528 mm (20.8 in)

589 mm (23.2 in)
638 mm (25.13 in)
C18, T63
572 mm (22.5 in)
C20W, C22
528 mm (20.8 in)
Weight dry
C20B/J
73.0 kg (161 lb)
C20F
73.0 kg (161 lb)
C20R
78.5 kg (173 lb)
C20W
73.9 kg (163 lb)
C28
99.3 kg (219 lb)
C28B, C
C30
105.7 kg (233 lb)
C30M
113.4 kg (250 lb)
C30P
113.9 kg (251 lb)
C30S
113.9 kg (251 lb)
C40B
127.0 kg (280 lb)
C47B
124.3 kg (274 lb)
C47M
124.3 kg (274 lb)
T63-A-5A
109.3 kg (240 lb)
63.0 kg (139 lb)
Performance ratings
(S/L, ISA) T-O:
C18
236 kW (317 shp)
C22
347 kW (465 shp)
C20B, C20J, C20S (5 min)
313 kW (420 shp)
C20R/W (5 min, to 26.7~C)
335 kW (450 shp)
C20F (30 min)
313 kW (420 shp)
C28, 28B, 28C (30 min)
373 kW (500 shp)
C30 (5 min)
485 kW (650 shp)
C30M (5 min)
469 kW (650 shp)
C40B (5 min)
533 kW (715 shp)
C47B/M (5 min)
485 kW (650 shp)
Max continuous:
C20B
276 kW (370 shp)
C20R
283 kW (380 shp)
C22
298 kW (400 shp)
C28/B/C
C30
368 kW (494 shp)
C30M
469 kW (650 shp)
C40B
457 kW (613 shp)
C47B/M
447 kW (600 shp)
415 kW (557 shp)
Cruise B (75%):
C20B
207 kW (278 shp)
C20R
236 kW (317 shp)
C22
238 kW (320 hsp)
C28
274 kW (367 shp)
C30/S
312 kW (418 shp)
C30M/P
335 kW (450 shp)
C40B
343 kW (460 shp)
C47B/M
335 kW (450 shp)

At T-O rating:
C20B/F/J
C20R
110 g/J (0.650 lb/h/shp)

103 g/J (0.608 lb/h/shp)
C28
102.5 g/J (0.606 lb/h/shp)
C30/C30M
100 g/J (0.592 lb/h/shp)
C40B
100 g/J (0.592 lb/h/shp)
C47B
100 g/J (0.592 lb/h/shp)
At cruise B rating:
C20B
120 g/J (0.709 lb/h/shp)
C20R
112.5 g/J (0.666 lb/h/shp)
C22
110.7 g/J (0.655 lb/h/shp)
C28
112 g/J (0.664 lb/h/shp)
C30M/P/S
C40B
100.2 g/J (0.592 lb/h/shp)

97.1 g/J (0.574 lb/h/shp)
C47B/M
98.8 g/J (0.584 lb/h/shp)
C30M/P
109.3 g/J (0.647 lb/h/shp)
T63-A-5A
128.7 g/J (0.762 lb/h/shp)

UPDATED
Rolls-Royce (Allison) 250-C20R free-turbine turboshaft
Rolls-Royce (Allison) 250-C40B turboshaft engine
The Rolls-Royce (Allison) 250 turboshaft has logged more than 125 million hours
since its introduction in 1959
(2000)
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Date Posted: 12 February 2002
Klimov (Isotov) TV3-117

Type
This second-generation turboshaft engine was developed in the late 1960s. Bench testing began in 1974, the
first flight was in 1976 and series production began in 1978. More than 10,000 engines supplied to date;
operating in 60 countries. Total flight hours 12 million. TBO is 1,500 hours. Serial production by Klimov in St
Petersburg and Motor Sich in Zaporozhye, Ukraine.
Versions
TV3-117BK: Electronic control. T-O rating 1,618 kW (2,170 shp). Powers some Ka-27s and Ka-28.
TV3-117MT: T-O rating 1,434 kW (1,923 shp). Powers Mi-8T/TB/TBK, -14, -17, -24.
TV3-117V: T-O rating 1,633 kW (2,190 shp). Powers some Ka-27s, -29 and -32.
TV3-117VK: Electronic control. T-O rating 1,618 kW (2,170 shp). Powers Ka-52 and Mi-28N
TV3-117VM: T-O rating (series 01) 1,545 kW (2,070 shp); (Series 02) 1,618 kW (2,170 shp). Electronic
control. Powers Mi-17-1VA, -28. Built by Motor Sich
TV3-117VMA: Electronic control. Rated at 1,618 kW (2,170 shp); powers Ka-27, Ka-29, Ka-32, Ka-50,
Ka-52, Mi-24 and Mi-28. Built by Motor Sich.
TV3-117VMA-SB3: Growth version derivative of -SB2 turboprop. T-O rating 1,765 kW (2,370 shp). Powers
Ka-32, Ka-50 and intended for Mi-14P retrofit and Mi-24M. Built by Motor Sich in the Ukraine.
TV3-117VM, Series 2: Upgraded version, providing OEI emergency power of 1,618 kW (2,170 shp).
TV3-117VMA, Series 2: Upgraded version, providing OEI emergency power of 1,765 kW (2,370 shp).
Powers Ka-32A.
VK-2500: Improved version of TV3-117VMA-SB3, certificated on 19 January 2001 and entered series
production at end of the year. T-O rating 1,788 kW (2,400 shp); contingency rating 2,011 kW (2,700 shp). Can
be retrofitted to earlier Mi-17, 24, 28, 32 and Ka-50 helicopters. Specifically to be fitted to new Mi-17-7V.
Built by Motor Sich in the Ukraine.
VK-2500V: Derivative for lighter helicopters with external lifting capacity; T-O rating 1,118 kW (1,500
shp). Certification due 2002.
Compressor
12-stage axial. Inlet guide vanes and first three stators variable. Mass flow 8.7-9.0 kg (19.18 - 19.84 lb)/s.
Pressure ratio (early versions) 9.0; VMA versions 9.4; VMA-SB3 9.9.
Combustion chamber
Annular, improved version of TV2-117.
Compressor turbine
Two-stage gas-generator turbine, improved from TV2-117. Max TET (early versions) 917~C; (VMA versions)
990~C.
Power turbine
Two stages
Output
As TV2-117 but more compact jetpipe.
Starting
BK, MT, pneumatic, other versions electric.
Dimensions
Length:
117MT, V, VK
117VM, VMA
2,085 mm (82.1 in)

2,055 mm (80.9 in)
Width:
117MT, V, VK
117VM, VMA
640 mm (25.2 in)

650 mm (25.6 in)
Height:
117MT, V, VK
117VM, VMA
725 mm (28.5 in)

728 mm (28.7 in)
Weight, dry
117MT, V, VK
117VM, VMA
111VMA-SB3
Performance ratings (S/L, ISA)
285 kg (628 lb)

294 kg (648 lb)
310 kg (683 lb)
Contingency:
117VM
1,639 kW (2,200 shp)
117VMA-SB3
2,086 kW (2,800 shp)
T-O:
117MT
117V, VMA
1,434 kW (1,923 shp)

1,633 kW (2,190 shp)
117VK
1,838 kW (2,465 shp)
117VM
117VMA-SB3
1,618 kW (2,170 shp)

1,730 kW (2,400 shp)
Cruise:
117VM
117VMA-SB3
1,118 kW (1,500 shp)

1,416 kW (1,900 shp)

Max T-O:
117MT, V, VK
96.3 g/J (0.57 lb/h/shp)
117VM, VMA
117VMA Series 2
117VMA-SB3
79.4 g/J (0.47 lb/h/shp)

78.2 g/J (0.46 lb/h/shp)
77.7g/J (0.46 lb/h/shp)
UPDATED
Klimov TV3-117 free-turbine turboshaft (Piotr Butowski)
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HELICOPTER ENGINES, FRANCE
Turbomeca TM 333
Type
This turboshaft was launched in July 1979 to power the AS 365 and other helicopters in the 4,000 kg (8,800 lb)
class, including the Indian ALH (30 delivered). French certification of the 1A version was obtained on 11 July
1986. The TM 333 is one of three new engines included in the European Small Engines Co-operation Agreement.
Current versions
TM 333 1A: Basic version, composed of a gas-generator module, free-turbine module and reduction gear module.
First flight 8 April 1982; DGAC certification 11 July 1986.
TM 333 1M: For military AS 565.
TM 333 2B: Growth version with single crystal HP turbine, giving T-O rating of 747 kW (1,001 shp). Selected
for HAL (India) ALH. First flight 20 August 1992, certified December 1993. Description refers to the 2B:
TM 333 2B2: Uprated for Hindustan Aeronautics (HAL) ALH. OEI 30s 931 kW (1,248 shp); OEI 2.5 min 839
kW (1,125 shp). T-O/continuous OEI 801 kW (1,074 shp); max continuous 711 kW (954 shp).
TM 333 2C2: Increased power with maximum T-O rating of 895 kW (1,200 shp). Certification is scheduled for
2005.
TM 333 2E: Dual-channel Digital Engine Control Unit (DECU), plus further increase in power of around 9 per
cent.
Compressor
Variable inlet guide vanes, two-stage axial compressor, single-stage centrifugal.
Combustion chamber
Annular reverse flow.

Compressor turbine
Single-stage with uncooled inserted blades.
Power turbine
Single-stage axial with uncooled inserted blades.
Output
Two stages to give drive at 6,000 rpm to front output shaft.
Control system
Microprocessor numerical control.
Oil system
Independent system. Oil passes through gear pump and metallic cartridge filter.
Dimensions
Length, including accessories
1,045 mm (41.1 in)
Height overall
712 mm (28.0 in)
TM 333 2B2
745 mm (29.2 in)
Width
454 mm (17.9 in)
TM 333 2B2
450 mm (17.6 in)
Weight, dry
TM 333 1A/M
156 kg (345 lb)
TM 333 2B, 2B2
167 kg (367 lb)
Performance ratings
Max contingency
TM 333 1A/1M
788 kW (1,057 shp)
30 sec OEI
TM 333 2B2
931 kW (1,248 shp)
2 min OEI
TM 333 2B2
839 kW (1,125 shp)
T-O
TM 333 1A/1M/2B
747 kW (1,001 shp)
TM 333 2B2
801 kW (1,074 shp)
TM 333 2C2
895 kW (1,200 shp)
Max continuous
TM 333 1A/1M
663 kW (889 shp)
TM 333 2B
666 kW (893 shp)
TM 333 2B2
712 kW (954 shp)

Max contingency
88.0 g/J (0.523 lb/h/shp)
T-O
89.4 g/J (0.529 lb/h/shp)
Max continuous
91.7 g/J (0.543 lb/h/shp)

UPDATED
Turbomeca TM 333 2B free-turbine turboshaft

(1998)
Gunter Endres MRAeS
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Turbomeca Arrius
Type
Previously known as the TM 319, this turboshaft is compact, with just a single centrifugal compressor,
reverse-flow combustor, single-stage HP and single-stage LP turbines, and FADEC control. The first was run on
the bench on 21 February 1983. Full-authority digital electronic control is supplied by Elecma.
Arrius 1, basic version. Arrius 2, growth version, maximum T-O rating 498 kW (668 shp). Launched June
1989, first flight test February 1992. Since 1986, the Arrius family has logged over 0.45 million flight hours.
Total number delivered by September 1999 was 750. TBO is 3,000 hours, except Arrius 1A which is 2,000
hours.
Versions
Arrius 1A, 1M: Basic version to which description refers. Maximum T-O rating 357 kW (479 shp); powers AS
355N/555.
Arrius 2B: Growth version, maximum T-O rating 434 kW (583 shp); powers EC135. JAA certification
received May 1996, FAA certification 31 July 1996.
Arrius 2B1: Uprated version, max T-O and 30 minute OEI rating 499 kW (670 shp). Certified July 1997.
Arrius 2B1A: Ugraded version available on EC135 from 2000.
Arrius 2B2: Further upgrade for EC 135T1, will be certified by end of 2001, for service introduction in
mid-2002.
Arrius 2C: Maximum T-O rating 498 kW (668 shp); alternative power plant for MD 900 Explorer.
Arrius 2F: Maximum T-O rating 376 kW (504 shp). Launched in 1993 to power the EC 120B Colibri. First
flight on EC 120 in June 1995, engine certified by French DGAC on 22 January 1997.
Arrius 2G: Offered for Ka-226 and Ka-115 helicopters in a joint MoU signed with Kamov and NPO Saturn.
Arrius 2K1: T-O rating 500 kW (670 shp). FADEC. Powers Agusta A109E Power.
Arrius 2K2: Selected to power A109 Power LUH for South African Air Force (SAAF). Increase in max T-O
rating to 530 kW (710 shp).
Arrius 3: Under development for future higher-gross weight or non-commercial Explorer models.
Compressor
Single-stage axial with titanium rotor.
Combustion chamber
Annular reverse-flow, with centrifugal fuel injection from rotary atomiser on main shaft.
Compressor turbine
Single axial stage with single crystal blades cast as one-piece blisk.
Power turbine
Single axial stage
Control system
Automatic constant-speed control by Elecma. FADEC, except Arrius 2F which is hydromechanical.
Dimensions
Length:
1A, 1M
793 mm (31.2 in)
2B, 2B1, 2B1A, 2B2
947 mm (37.3 in)
2C, 2K1, 2K2

2F
968 mm (38.1 in)

945 mm (37.2 in)
Width:
1A, 1M
367 mm (14.5 in)
2B, 2B1, 2B1A, 2B2
404 mm (15.9 in)
2C, 2K1, 2K2
470 mm (18.5 in)
2F
459 mm (18.1 in)
Height:
1A, 1M
568 mm (22.4 in)
2B, 2B1, 2B1A, 2B2
692 mm (27.3 in)
2C, 2K1, 2K2
670 mm (26.4 in)
2F
696 mm (27.4 in)
Weight, dry
1A, 1M
101.3 kg (223.3 lb)
2B
106.7 kg (235.2 lb)
2C
2F
105.7 kg (233.0 lb)

103.0 kg (227.0 lb)
2K1, 2K2
115.0 kg (254.0 lb)
Performance ratings
Max T-O:
1A, 1M
357 kW (479 shp)
2B
2B1, 2B1A
434 kW (583 shp)

500 kW (670 shp)
2B2
472 kW (633 shp)
2C
498 kW (668 shp)
2F
376 kW (504 shp)
2K1
500 kW (670 shp)
2K2
530 kW (710 shp)
2 min OEI:
1A,1M
2B, 2C
408 kW (547 shp)

519 kW (696 shp)
2B1, 2B1A, 2K1
560 kW (750 shp)
2B2, 2K2
590 kW (791 shp)
30 min OEI:
1A
2B
380 kW (589 shp)

473 kW (634 shp)
2B1, 2K1
500 kW (670 shp)
2C
498 kW (668 shp)
2K2
530 kW (710 shp)
OEI continuous:
2B1, 2B1A
500 kW (670 shp)
2B2
540 kW (724 shp)
Max continuous:
1A, 1M
302.5 kW (406 shp)
2B
417 kW (560 shp)
2B1A, 2C, 2K1
426 kW (571 shp)
2B2
439 kW (589 shp)
2K2
466 kW (625 shp)
2F
335 kW (449 shp)
Specific fuel consumption:

1A
2B, 2C
108.3 g (0.641 lb/h/shp)

102.8 g (0.608 lb/h/shp)
2F
2K1
113.9 g (0.674 lb/h/shp)

103.9 g (0.615 lb/h/shp)
2B1, 2B1A, 2K2
92.4 g (0.547 lb/h/shp)

UPDATED
Turbomeca Arrius 2F free-turbine turboshaft

(1998)
Turbomecca Arrius 2K1 free-turbine turboshaft

(1998)
Arrius 1
(2001)
Arrius 2B1
(2001)
Arrius 2B1 cutaway

(2001)
Arrius 2K1 cutaway

(2001)
Gunter Endres MRAeS
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Turbomeca Arriel
Type
Single-shaft free-turbine turboshaft.
Turboshaft of modular construction. The first complete engine ran on 7 August 1974. By September 1999,
deliveries totalled 4,500 units, which had flown 10.4 million hours. TBO for all models is 3,000 hours.
Versions
There are 14 qualified production versions, differing essentially only in power rating:
Arriel 1A, 1B: T-O rating 478 kW (641 shp); power AS 350B/BA and AS 365C.
Arriel 1C: T-O rating 492 kW (660 shp); powers AS 365N.
Arriel 1C1, 1M, 1K, 1S: All have T-O rating of 522 kW (700 shp); power AS 365F and N1, A 109K and S-76A+.
Arriel 1C2, 1K1: T-O rating 550 kW (738 shp); powers AS 365N2.
Arriel 1D: T-O rating 510 kW (684 shp); powers AS 350B and L1.
Arriel 1D1: T-O rating 546 kW (732 shp); powers AS 350B2 and AS 550U2.
Arriel 1E: T-O rating 528 kW (708 shp); powers BK 117 C1.
Arriel 1E2: T-O rating 550 kW (738 shp); powers BK 117C-1.
Arriel 1K1: Powers Agusta A109K2.
Arriel 1M1: T-O rating 558 kW (749 shp); powers AS 565UA and AS 565MA.
Arriel 1S1: T-O rating 539 kW (723 shp); powers S-76C.
Arriel 2B: Growth version with increased mass flow and single-stage compressor turbine; powers AS 350B3.
T-O rating 632 kW (848 shp).
Arriel 2C: T-O rating 626 kW (839 shp); powers AS 365N3.
Arriel 2C1: T-O rating 635 kW (851 shp).FADEC; powers EC 155.
Arriel 2S1: T-O rating 638 kW (856 shp). FADEC; powers S-76+, S-76++, S-76C+.
Arriel 2+: Under development. Target 6 per cent power increase over Arriel 2B; bench test planned for
mid-2000.
The following description refers to the Arriel 1A, 1B:
Compressor
Single-stage axial and supersonic centrifugal. Pressure ratio 9.
Combustion chamber
Annular, with flow radially outwards and then inwards. Centrifugal fuel injection.
Compressor turbine
Two integral cast axial stages with solid blades.
Power turbine
Single axial stage with inserted blades.
Output
Light-alloy gearbox, containing two stages of helical gears, giving drive at 6,000 rpm to front and rear. Hydraulic
torquemeter.
Accessories
Main pad provides for optional 12,000 rpm alternator; other drives for oil pumps, tachometer generator, governor
and starter.
Starting
Electric starter or starter/generator.
Oil system
Independent circuit through gear pump and metallic cartridge filter.
Oil specification
AIR 3512 or 3513A.
Dimensions
Length, excl accessories
1,090 mm (42.91 in)
Height overall
Width
569 mm (22.40 in)

430 mm (16.93 in)
Weight, dry
With all engine accessories
120 kg (265 lb)
Performance
Model
T-O rating max kW Max continuous kW

(shp)
(shp)
Specific fuel consumption ug/J

(lb/h/shp)
Arriel 1A, 1B
478 (641)
106 (0.630)
Arriel 1C
492 (660)
Arriel 1C1, 1K, 1M,

1S
522 (700)
440 (590)
Arriel 1C2
550 (738)
Arriel 1D
510 (684)
Arriel 1D1
546 (732)
Arriel 1E
528 (708)
Arriel 1E2
471 (632)
106.9 (0.633)
106.4 (0.630)
466 (625)
106.9 (0.633)
550 (738)
516 (692)
106.9 (0.633)
Arriel 1K1
550 (738)
471 (632)
106.9 (0.633)
Arriel 1M1
558 (749)
Arriel 1S1
541 (725)
541 (725)
106.4 (0.630)
Arriel 2B
632 (848)
544 (730)
104.4 (0.618)
Arriel 2C
626 (839)
581 (779)
104.4 (0.618)
Arriel 2C1
635 (851)
Arriel 2S1
638 (856)
587 (787)
104.4 (0.618)
UPDATED
Turbomeca Arriel 1S free-turbine turboshaft
Arriel 2
(2001)
Gunter Endres MRAeS
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Textron Lycoming O-540 and IO-540 series

The O-540 is a direct-drive, six-cylinder version of the four-cylinder O-360. It is available in low- and
high-compression versions and the VO-540 is a helicopter power plant with crankshaft vertical. Fuel-injected
IO-540 models are manufactured with ratings of 186 to 224 kW (250 to 300 hp). An aerobatic version is
available.
Textron Lycoming helicopter series
Model
Compression hp
ratio
O-320-A2C
7.00:1
O-320-B2C
8.50:1
O-360-J2A
HIO-360-B1A 8.50:1
HIO-360-D1A 10.00:1
HIO-360-F1AD 8.00:1
rpm
Dimensions (mm/in)
Height
112
(150)
119
(160)
108
(145)
134
(180)
142
(190)
142
(190)
Width
819
(32.2)
819
2,700 584 (23)
(32.2)
819
2,700 584 (23)
(32.2)
492
848
2,900
(19.4)
(33.4)
495
895
3,200
(19.5)
(35.25)
870
3,050 507 (20)
(34.25)
2,700 584 (23)
Dry
weight
Application
Length
751 (29.6)
751(29.6)
757 (29.8)
815 (32.1)
905 (35.6)
796 (31.4)
110
(243)
116
(255)
127
(280)
132
(290)
146
(321)
133
(293)
R22
R22 Alpha
R22 Beta II
300CB
300C
F-28F, 280F,
280FX
IVO-360-A1A 8.70:1
VO-360-B
8.50:1
O-540-F1B5
8.50:1
VO-540-C2A
8.70:1
IVO-540-B1A 7.30:1
134
(180)
134
(180)
194
(260)
227
(305)
227
(305)
631
(24.85)
631
2,700
(24.85)
624
2,800
(24.6)
650
3,200
(25.6)
617
(24.3)
2,700
870
(34.25)
848
(33.4)
848
(33.4)
882
(34.7)
882
(34.7)
757 (29.8)
757 (29.8)
945 (37.2)
882 (34.7)
882 (34.7)
133
(293)
122
(268)
167
(369)
200
(441)
202
(446)
B-2B
R44
UH-12E3
305, 47J-2A
Note:
I - Fuel injected
O - Opposed cylinders
T - Turbocharged
V - Vertical
H - Horizontal
UPDATED
Textron Lycoming 540 cubic inch series of piston engines

(2001)
Gunter Endres MRAeS
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The O-360 series is basically the same as the O-320 except for an increase in stroke to 111 mm (4 3/8;
in). Like the O-320, this engine is manufactured with low or high compression, with carburettor or fuel
injection. The various models include aerobatic capability, a specific design for helicopters and
turbocharged versions. The IO-360-A has fuel injection, tuned induction and high-output cylinders,
while the IO-360-B has continuous flow port injection and standard cylinders. In the TIO-360-C the
turbocharger is pilot controlled.
UPDATED

(2001)
Gunter Endres MRAeS
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Horizontally opposed piston engines in the 12 to 119 kW (150 to 160 hp) class. Produced in both
carburetted and fuel-injected versions and low- and high-compression models. Specific models were
produced for helicopter applications.
UPDATED

(2001)
Gunter Endres MRAeS
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HELICOPTER ENGINES, INTERNATIONAL
Rolls-Royce Turbomeca RTM 322

Type
Rolls-Royce and Turbomeca combined their extensive experience in helicopter gas turbines to produce the RTM
322 family of engines. Since 1986, Piaggio of Italy has been a 10 per cent participant and in April 1998, BMW
Rolls-Royce also became a partner. The launch engine is the RTM 322-01 turboshaft, which is conservatively
rated at 1,565 kW (2,101 shp) with easy growth potential to 2,237 kW (3,000 shp).
The family, which will include turboprop and turbofan derivatives, is configured to combine simple design,
reliability, low fuel consumption, light weight and low cost of ownership.
Potential civil and military applications in the 7 to 15 tonne class. Examples are: EH 101, Sikorsky S-92, Black
Hawk and Seahawk series, NH Industries NH 90 and AH-64 Apache. The engine has been studied by the US
Army as a potential growth power plant for the Black Hawk and Apache, and during 1987 the US Navy carried
out an operability study in an SH-60B. In 1985 UTC (Pratt & Whitney) signed a licence agreement for US and
Canadian markets.
In September 1988 the UK Minister of Defence Procurement announced that Rolls-Royce Turbomeca had won
a competition for approximately 500 engines to power all UK EH 101 helicopters. The first flight on the EH 101
took place on 6 July 1993 and on the NH 90 in December 1995. In June 1995 the AH-64D Longbow Apache was
ordered for the British Army with RTM 322 engines. Another possible application is the twin-engined Kamov
Ka-62.
The first complete RTM 322-01 ran on 4 February 1985. Over 1,790 kW (2,400 shp) has been demonstrated. A
total of over 40,000 running hours has been completed, which includes 2,500 hours of flight development in the
S-70C (from 14 June 1986), then in the SH-60B and 2,000 hours in the EH 101. UK military certification was
completed in October 1988 and was followed by civil certification in May 1992. In full production.
Current versions
RTM 322-01: Launch engine. First run as complete power plant 4 February 1995. T-O rating 1,565 kW (2,101
shp).
RTM 322-01/8: Version for Royal Navy EH 101 Merlin ASW/multirole helicopter. First flown on EH 101 6
July 1993. Total of 107 engines delivered by September 1999; 5,470 hours flown.
RTM 322-01/9: Baseline variant for the NFH (NATO Frigate Helicopter) and TTH (Tactical Transport
Helicopter) versions of the NH Industries NH 90 helicopter. First flown on PT1 prototype 18 December 1995. 720
hours flown by September 1999.
RTM 322-01/12L: Version for Westland WAH-64 Longbow Apache being built for British Army. Total 19
engines delivered by September 1999; 780 hours flown.
RTM 322-02/8: Growth version for EH 101 support helicopter on order for RAF as the Merlin HC Mk 3. T-O
rating 1,670 kW (2,241 shp). Total 28 engines delivered by September 1999; 347 hours flown.
RTM 322-04/7: Version proposed for Sikorsky S-92 Helibus.
The following description refers to the RTM 322-01 turboshaft:
Intake
Anodised aluminium casting with circular forward-facing inlet. Central bearing for output shaft carried on four
radial struts. Inlet particle separator.
Compressor
Three-stage axial and single centrifugal impeller, made from one-piece titanium forgings. Mass flow 5.75 kg
(12.69 lb)/s. Pressure ratio 14.7.
Combustion chamber
Annular reverse-flow. Lucas ignition exciter.
Compressor turbine
Two-stage gas generator. First-stage blades and both stators air-cooled. First-stage blades directionally solidified.
Single-crystal blades in second, uncooled stage.
Power turbine
Two-stage. Blades with integral tip shrouds. Drive to front or rear.
Output
No integral gearbox. Output shaft from the intake centre runs at power-turbine speed.
Control system
FADEC.
Accessories
On intake case, driven by gas-generator shaft. Provides drives for LP and HP fuel pumps, oil pump, alternator and
tachogenerator.
Starting
Electric, with high-energy ignition unit serving two igniters with long and short high-tension loads from Lucas
exciter.
Dimensions
Length overall
1,171 mm (46 in)
Width overall
659 mm (25.9 in)
Height overall
604 mm (23.8 in)
Diameter
604 mm (23.8 in)
Weight, dry
322-01/8, 02/8
248 kg (547 lb)
322-01/9
322-01/12
227 kg (500 lb)

249 kg (549 lb)
RTM 322 ENGINE RATINGS, kW (shp) ISA S/L STATIC
Designation
Super
contingency
RTM 322-01/8
RTM 322-01/9
2,065 (2,769)
RTM 322-01/12
RTM 322-02/8
1,811 (2,429)
RTM 322-04/7
1,864 (2,500)
Max
contingency
Intermediate
contingency
Take-off
Max continuous
1,672 (2,242)
1,588 (2,130)
1,566 (2,100)
1,374 (1,842)
1,861 (2,496)
1,668 (2,237)
1,657 (2,222)
1,553 (2,083)
1,672 (2,242)
1,500 (2,011)
1,566 (2,100)
1,374 (1,842)
1,682 (2,255)
1,671 (2,241)
1,388 (1,861)
1,864 (2,500)
1,566 (2,100)
1,566 (2,100)
1,864 (2,500)

322-01/8
322-01/9
322-01/12
74.4 g/J (0.441 lb/shp/h)

70.9 g/J (0.420 lb/shp/h)
73.2 g/J (0.434 lb/shp/h)
322-02/8
322-04/7
74.6 g/J (0.442 lb/shp/h)

72.0 g/J (0.426 lb/shp/h)
UPDATED
Rolls-Royce Turbomeca RTM 322-01 turboshaft
The Rolls-Royce Turbomeca RTM322 in production for the EH 101 and WAH-64 Apache
Rolls-Royce Turbomeca RTM 322-01/9 selected for the NH90 helicopter

(2001)
Gunter Endres MRAeS
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Aviadvigatel (Soloviev) D-25V (TV-2VM)

Type
Free power turbine turboshaft.
The D-25V was designed by P A Soloviev to power the Mi-6 helicopter. The helicopter power plant comprises
two D-25V engines, identical except for handed jetpipes, and an R-7 gearbox.
Versions
D-25V: T-O rating 4,101 kW (5,500 shp); flat-rated to maintain rated power to 3,000 m (10,000 ft) or to
temperatures up to 40C at S/L. Powers Mi-6.
D-25VF: Uprated model to 4,847 kW (6,500 shp) and operates at higher turbine gas temperatures. Powers
the Mi-10 and Mi-10K.
The following description refers to the basic D-25V:
Compressor
Nine-stage axial, with fixed inlet guide vanes and blow-off valves. Mass flow 26.2 kg (57.8 lb)/s. Pressure
ratio 5.6.
Combustion chamber
Can-annular with 12 flame tubes with transition liners, diaphragm and compressor-shaft shroud
Compressor turbine
Single-stage, overhung behind rear roller bearing.
Power turbine
Two-stage, overhung on end of rear output shaft. Normal power turbine 7,800 to 8,300 rpm; maximum 9,000.
Jetpipe
Large fabricated assembly curved out to side.
Accessories
SP3-12TV electrical supply and starting system; fuel supply to separate LP and HP systems; airframe
accessories driven off upper and lower portions of R-7 gearbox.
Starting
The SP3-12TV comprises an STG-12TM starter/generator on each engine, igniter unit, two spark plugs with
cooling shrouds, two contactors, solenoid air valve, pressure warning, PSG-12V control panel and
electrohydraulic cutout switch of the TsP-23A centrifugal governor.
Fuel specification
T-1, TS-1 to GOST 10227-62 (DERD.2494, MIL-F-5616).
Oil system
Pressure circulation at 3.5 to 4.5 bars (50 to 64 lb/sq in). Separate systems for gas generator and for power
turbine, transmission and gearbox.
Oil specification
Gas generator, MK-8 to GOST 6457-53 or GOST 982-56. Power turbine and gearbox, mixture (75-25
summer; 50-50 winter) of MK-22 or MS-20 to GOST 1013-49 with MK-8 or transformer oil.
Dimensions
Length overall, bare
Length overall with transmission shaft
2,737 mm (107.75 in)

5,537 mm (218.0 in)
Width
Height
1,086 mm (42.76 in)

1,158 mm (45.59 in)
Weight dry
With engine-mounted accessories
1,325 kg (2,921 lb)
Performance ratings
T-O
4,101 kW (5,500 shp)
Rated power
3,504 kW (4,700 shp)
Cruise (1,000 m; 3,280 ft, 135 kt; 250 km/h; 155 mph)
2,983 kW (4,000 shp)
T-O, as above
Cruise, as above
108.0 g/J (0.639 lb/h/shp)

98.7 g/J (0.584 lb/h/shp)
VERIFIED
Aviadvigatel (Soloviev) D-25V free-turbine turboshaft
Gunter Endres MRAeS
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HELICOPTER ENGINES - PISTON, UNITED STATES OF AMERICA
RotorWay RI 162
Type
Horizontally opposed, water-cooled, four-cylinder, four-stroke piston engine. Crankshaft vertical.
Cylinders
Offset left and right for plain connecting rods side by side. Capacity 2.66 litres (162 cu in).
Compression ratio 9.6.
Induction
Single two-barrel downdraught carburettor with integral manifold heating.
Ignition
Dual direct-fire electronic, with redundant coils, sensors, timing processors and plugs.
Fuel grade
Autogas 92 octane or Avgas 100LL.
Weight, dry
(with starter)
Performance rating
113 kW (152 hp) at 4,400 rpm
77.1 kg (170 lb)
VERIFIED
RotorWay RI 162 four-cylinder helicopter engine (1997)
Gunter Endres MRAeS
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Nelson H-63
US military designation: YO-65
Developed originally as a power unit for single-seat helicopters, the H-63 is available in two versions,
as follows:
H-63C. Helicopter power unit for vertical installation. Battery/electronic ignition and direct drive.
H-63CP. Without clutch, fan and shroud. Intended for installation in horizontal position, with direct
drive to propeller.
Power ratings
T-O: H-63C
H-63CP
32 kW (43 hp) at 4,000 rpm

35.8 kW (48 hp) at 4,400 rpm
Max continuous:
H-63C
H-63CP
32 kW (43 hp) at 4,000 rpm

33.6 kW (45 hp) at 4,000 rpm
VERIFIED
Gunter Endres MRAeS
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HELICOPTER ENGINES - PISTON, JAPAN
Kawasaki KSX
No details have yet been disclosed of this turboshaft engine for future helicopters, but KHI has released
this photograph of a heavily instrumented development engine.
NEW ENTRY
KHI KSX development turboshaft engine (1998)
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Gobler-Hirth F 30
Four-cylinder engine tested in two sizes, the smaller (1,042 cc) being a twinned 2702 but lighter. Both
can have direct or geared drive.
1,042 cc (63.58 cu in) version: Weight dry 36.0 kg (79.4 lb). Maximum power 48.5 kW (65 hp) at
4,500 rpm, 82 kW (110 hp) at 6,500 rpm.
Helicopter version: Fitted with cooling air blowers to give 78 kW (105 hp). Powers Dragon Fly and
UltraSport 496.
VERIFIED
Hirth F 30 helicopter version (1996)
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Gobler-Hirth 2703
Similar to 2702 but twin carburettors. Maximum power 41 kW (55 hp) at 6,200 rpm. Powers UltraSport
254 and 331 helicopters.
VERIFIED
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HELICOPTER ENGINES - PISTON, RUSSIA

Aviadvigatel (VAZ) D-200

This engine is based on the VAZ-4305. It is being marketed for the Mi-34V helicopter and for other
light multipurpose aircraft.
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HELICOPTER ENGINES - TURBOPROP, UNITED STATES OF AMERICA

Soloy Dual Pac

The first production model of the Soloy Dual Pac multi-engine system utilises two Allison 250-C30S
turboshaft engines, each rated at 522 kW (700 shp). The Soloy combining gearbox is rated at 1,119 kW
(1,500 shp) to accommodate possible future power increases for the Allison engine. The Dual Pac's
redundancy, separation and isolation of engine and drive train systems, allows it to satisfy FAA
requirements for designation as a twin engine, and Dual Pac-powered aircraft to be defined as
multi-engined. Patented free-wheeling units at the final stage drive train provide automatic
disengagement in the event of an engine shutdown, with no adverse effect on aircraft drag or thrust
symmetry.
Tridair Helicopters uses the Dual Pac on its Gemini ST twin-engined modification of the Bell 206L-3
and L-4 LongRanger.
VERIFIED
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HELICOPTER ENGINES - TURBOSHAFT, FRANCE
Turbomeca Turmo
Type
The Turmo free-turbine engine is in service in both turboshaft and turboprop versions. A total of 2,020
had been ordered and built when production was completed in 1990. This figure does not include those
built in Romania.
Versions
Turmo IIIC_3Original power plant for SA 321 Super Frelon. Maximum contingency rating 1,104 kW
(1,480 shp).
Turmo IIIC_4Developed from Turmo IIIC_3 to power SA 330 Puma. Maximum contingency rating
1,032 kW (1,384 shp). Certified 9 October 1970.
Turmo IIIE_3Similar to Turmo IIIC_3 powers SA 321.
Turmo IIIC_5, IIIC_6, IIIC_7: For SA 321F/G/H/Ja. Total production 549, not including Chinese-built
WZ6.
Turmo IIIE_6: Higher turbine temperature.
Turmo IVA: Civil engine derived from IIIC_4, with contingency rating of 1,057 kW (1,417 shp). The
IVB is a military version.
Current version
Turmo IVC: Built by Turbomecanica in Romania for IAR-330 Puma.

Compressor
Single-stage axial followed by single-stage centrifugal. Mass flow 5.9 kg (13 lb)/s. Pressure ratio 5.9 on
IIIC_3.
Combustion chamber
Reverse-flow annular with centrifugal fuel injector using rotary atomiser. Two ventilated torch igniters.
Compressor turbine
Two-stage axial with integral rotor blades.
Power turbine
Two-stage axial unit in IIIC_3 C_5 and E_3 and single-stage in IIIC_4 Blades carried in discs by fir-tree
roots.
Jetpipe
Fixed type with lateral bifurcated exhaust duct on Turmo IIIC_3 C_5 and E_3 single lateral duct on
Turmo IIIC_4
Output
IIIC_3 C_5 and E_3 fitted with rear-mounted reduction gear; IIIC_4 direct drive.
Control system
Fuel control for gas generator on IIIC_3 C_5 and E_3 with speed limiter for power turbine on E_3
Constant-speed system on IIIC_4 power turbine.
Accessories
Pads for oil pump, fuel control, electric starter, tachogenerator and, on IIIC_4 oil cooler fan.
Starting
Automatic system with electric starter motor.
Fuel specification
AIR 3405 for IIIC_4.
Oil system
Pressure type with oil cooler and 13 litre (3.43 US gallon; 2.86 Imp gallon) tank.
Oil specification
AIR 3155A, or AIR 3513, for IIIC_4.
Dimensions
Length:
IIIC_3 C_5 E_3
IIIC_4
IIID_3
1,975 mm (78.0 in)

2,184 mm (85.5 in)
1,868 mm (73.6 in)
Width:
IIIC_3 C_5 E_3
IIIC_4
693 mm (27.3 in)

637 mm (25.1 in)
IIID_3
934 mm (36.8 in)
Height:
IIIC_3 C_5 E_3
716.5 mm (28.2 in)
IIIC_4
719 mm (28.3 in)
IIID_3
926 mm (36.5 in)
Weight, dry
IIIC_3 E_3 equipped
297 kg (655 lb)
IIIC_5 IIIC_6 IIIC_7

IIIC_4 equipped
IIID_3 basic engine
325 kg (716 lb)

225 kg (496 lb)
365 kg (805 lb)
Performance ratings
T-O:
IIIC_3 D_3 E_3
1,104 kW (1,480 shp)
IIIE_6
1,181 kW (1,584 shp)
Max contingency:
IIIC_4 at 33,800 gas-generator rpm
IVA at 33,950 gas-generator rpm
1,032 kW (1,384 shp)

1,156 kW (1,550 shp)
1,200 kW (1,610 shp)
1,057 kW (1,417 shp)
IVC at 33,800 gas-generator rpm
1,163 kW (1,560 shp)
T-O and intermediate contingency:

IIIC_5
1,050 kW (1,408 shp)

At T-O rating:
IIIC_3 E_3
IIID_3
101.9 g/J (0.603 lb/h/shp)

104.1 g/J (0.616 lb/h/shp)
At max contingency rating:

IIIC_4 C_5 C_6 C_7 IV
106.8 g/J (0.632 lb/h/shp)
IVA
106.3 g/J (0.629 lb/h/shp)

UPDATED
Turbomeca Turmo free-turbine turboshaft (1997)
Gunter Endres MRAeS
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Turbomeca Makila
Type
Derived partly from the Turmo, the Makila has a higher pressure ratio for better fuel economy, and
incorporates rapid-strip modular construction. It was designed for the AS 332 Super Puma, and is now
available as a retrofit to the Puma. TBO is 3,000 hours.
Versions
Makila 1A: Certified 1980. OEI rating 1,310 kW (1,757 shp). Powers AS 332 Super Puma.
Makila 1A1: Certified 1984. OEI rating 1,400 kW (1,877 shp). Powers AS 332 Super Puma Mk I and
AS 532 Cougar Mk I.
Current versions
Makila 1A2: Certified 1991. OEI rating 1,572 kW (2,110 shp). Powers Super Puma Mk II and Cougar
Mk II.
Makila 1K2: Powers CSH-2 Rooivalk.
Intake
Cast aluminuium with axial inlet; incorporates integral oil tank and accessory drive train.
Compressor
Three axial stages followed by one centrifugal. Mass flow 5.5 kg (12.1 lb)/s, Pressure ratio 10.4
Combustion chamber
Annual reverse flow, with centrifugal fuel injection from rotary atomiser on main shaft. Two torch
igniters.
Compressor turbine
Two-stage axial with cooled blades. Inlet gas temperature 1,180C.
Power turbine
Two-stage axial. Output speed (1A, 121) 22,850 rpm, (1A2, 1K2) 22,962 rpm.
Jetpipe
Single, handed to right or left to discharge outboard.
Control system
Hydromechanical unit governing fuel flow. On 1A and 1A1, an electronic control box. On 1A2 and
1K2, a DECU.
Accessories
Fuel-controller, starter. oil pumps and tachogenerator.
Starting
Electric starter and ignition unit controlled by ECB or DECU.
Dimensions
Length
Width
Weight, dry
Height
Basic Equipped OEI
Makila
2,103 mm 528 mm 680 mm 176 kg 243 kg
1A
(82.8 in)
(20.8
in)
(26.8
in)
(388
lb)
(535 lb)
Makila
2,103 mm 528 mm 680 mm 174 kg 241 kg
1A1
(82.8 in)
(20.8
in)
(26.8
in)
(383
lb)
(531 lb)
Makila
2,117 mm 498 mm 673 mm 180 kg 247 kg
1A2
(83.35 in)
(19.6
in)
(26.5
in)
(396
lb)
(544 lb)
Makila
2,117 mm 498 mm 673 mm 180 kg 247 kg
1K2
(83.35 in)
(19.6
in)
Performance
ratings (S/L,
ISA)
(26.5
in)
(396
lb)
(544 lb)
T-O
Specific fuel
Cruise
consumption
Cruise (S/L)
1,310 kW 1,240 kW
700 kW 97.7 g/J
(1,757
shp)
(939
shp)
(1,663 shp)
(0.578
lb/h/shp)
1,400 kW 1,357 kW
700 kW 94.9 g/J
(1,877
shp)
(939
shp)
(1,820 shp)
(0.562
lb/h/shp)
1,572 kW 1,375 kW
700 kW 92.9 g/J
(2,110
shp)
(939
shp)
(1,845 shp)
(0.550
lb/h/shp)
1,572 kW 1,375 kW
700 kW 94.5 g/J
(2,110
shp)
(939
shp)
(1,845 shp)
(0.555
lb/h/shp)
UPDATED
Turbomeca Makila 1A free-turbine turboshaft (1996)
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Turbomeca Astazou
Type
Single-shaft axial-plus-centrifugal turboshaft.
This turboshaft series is derived from the Astazou II turboprop. No longer in production. Total of over
2,500 produced by 1993.
Versions
Astazou IIA: Rated at 390 kW (523 shp) for SA 318C.
Astazou IIIA, IIIB, IIIC, IIIN: Definitive turboshaft for SA 341 Gazelle. Derived from Astazou IIA,
but with revised profile of turbine using higher temperature allowances. Certified June 1972.
Astazou IIIA2, IIIB2, IIIC2, IIIN2: Uprated versions certified May 1978. Produced jointly by
Turbomeca and Rolls-Royce, with 1,008 delivered.
Astazou XIVB and XIVF: For SA 319B; XIVB is civil and XIVF military. Flat rated to 441 kW (591
shp) (1 h) up to 4,000 m (13,125 ft) or +55C.
Astazou XIVH: For SA 342J/L, to remove altitude and temperature limitations; 1,146 delivered.
Astazou XIVM: T-O rating 640 kW (858 shp); powers SA 342M for ALAT.
Astazou XVIIIA: Higher gas temperature. Powers AS 360C.
Astazou XX: Fourth axial compressor stage added. Designed for operation in hot and high countries.
The following description refers to the Astazou III, except where indicated:
Compressor
Single-stage axial (IIA, III), two-stage axial (XIV, XVIII) or three-stage axial (XX) followed by
single-stage centrifugal. Mass flow (II,III) 2.5 kg (5.5 lb)/s; (XIV, XVIII) 3.3 kg (7.3 lb)/s; (XX) 4.2 kg
(9.25 lb)/s. Pressure ratio (II,III) 6; (XIV, XVIII) 7.5; (XX) 9.4.
Combustion chamber
Reverse-flow annular with centrifugal injector using rotary atomiser. Two ventilated torch igniters.
Turbine
Three-stage axial with blades integral with discs.
Output
Two-stage epicyclic having helical primary and straight secondary gears. Ratio 7.039 : 1 (XIVB/F,
7.345; XVIIIA, 7.375).
Control system
Automatic constant-speed control.
Accessories
Five drive pads on casing forming rear of air intake.
Starting
Electrical, automatic.
Oil system
Pressure type with gear-type pumps. Oil tank of 8 litre (2.1 US gallon; 1.77 Imp gallon) capacity.
Dimensions
Length overall:
IIA
III, XIVB/F
XIVH
XVIIIA
XX
1,272 mm (50.0 in)

1,433 mm (56.3 in)
1,470 mm (57.9 in)
1,327 mm (52.2 in)
1,529 mm (60.22 in)
Height:
IIA
III, XIVH
XVIIIA
XX
458 mm (18.0 in)

460 mm (18.1 in)
698 mm (27.48 in)
721 mm (28.4 in)
Width:
IIA
III, XIVH
480 mm (18.8 in)

460 mm (18.1 in)
Weights
Equipped:
III
147 kg (324 lb)
III_2
XIVB/F
150 kg (330 lb)

166 kg (366 lb)
XIVH
160 kg (353 lb)
XVIIIA
XX
155 kg (341 lb)

195 kg (430 lb)
Performance ratings
Max power:
IIA
III
390 kW (523 shp)

441 kW (591 shp)
III_2
481 kW (645 shp)
XX
749 kW (1,005 shp)
One hour:
XIVB/F
XVIIIA
441 kW (591 shp)

651 kW (873 shp)
maintained at sea level to 40C
Max continuous:
IIA
III
III2
353 kW (473 shp)

390 kW (523 shp)
XIVB/F
XIVH
405 kW (543 shp)

flat rated in SA 341 at 440.7 kW
XVIIIA
XX
(591 shp) to 55C or 4,000 m (13,125 ft)

600 kW (805 shp)
675 kW (905 shp)
441 kW (592 shp)

At max power rating:
IIA
III
105.3 g/J (0.623 lb/h/shp)

108.7 g/J (0.643 lb/h/shp)
III2
109.9 g/J (0.650 lb/h/shp)
XIVB/F
XVIIIA
XX
105.5 g/J (0.624 lb/h/shp)

91.3 g/J (0.540 lb/h/shp)
85.9 g/J (0.508 lb/h/shp)
UPDATED
Turbomeca Astazou XIV single-shaft turboshaft (1997)
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Turbomeca Artouste
Type
Single-shaft turboshaft engine
The Artouste was the world's most important pioneer small turboshaft engine. It made possible the
Sud-Aviation (later Arospatiale) Alouette, the first production turbine-engined helicopter.
Versions
Artouste llC: Powers the SE313B Alouette II, first flown on 12 March 1955 and certified on 2 May
1957. Total produced 1,445, ending 1964, not including engines made under licence by HAL (India)
and Blackburn/Bristol Siddeley (UK).
Artouste III: Uprated version to power all variants of the SA 315B Lama and 316B Alouette III. The
IIIB, with an output-shaft speed of 5,864 rpm, was certified in May 1961, and the further-uprated IIID,
with an output-shaft speed of 5,773 rpm, in April 1971. About 2,550 of both versions were produced,
ending in 1988, not including engines made under licence by HAL (India).
Intake
Cast aluminium with rectangular air intake on each side and accessory wheelcase and output shaft on
the front.
Compressor
(II)Single-stage centrifugal, followed by radial and then axial diffusers. Mass flow 3.2 kg (7.05 lb)/s.
Pressure ratio 3.88. (III) Single-stage axial followed by single-stage centrifugal. Mass flow 4.3 kg (9.5
lb)/s. Pressure ratio 5.2
Combustion chamber
Annular reverse-flow, with centrifugal fuel injection from rotary disc atomiser mounted on main shaft.
Two Turbomeca igniters.
Turbine
(II) Two-stage axial with blades integral with discs. (III) Three-stage axial.
Jetpipe
Single pipe pointing to rear, in helicopter curved slightly upwards. Maximum gas temperature 500C.
Accessories
Drives for oil pump, fuel control unit, Labavia electric starter and tachogenerator.
Fuel specification
AIR 3405; (II only) gasoline (petrol) used for starting.
Oil specification
AIR 5212 or 3155A mineral type.
Dimensions
Length:
II
III
1,440 mm (56.7 in)

1,815 mm (71.46 in)
Width:
II
III
390 mm (15.35 in)

507 mm (19.96 in)
Height:
II
III
545 mm (21.5 in)

627 mm (24.68 in)
Weight, dry:
II
IIIB
IIID
115 kg (254 lb)

182 kg (400 lb)
178 kg (392 lb)
Performance
T-O:
II
IIIB
Max continuous:
395 kW (530 shp) at 34,000 rpm

420 kW (563 shp) at 33,300 rpm,flat-rated to 55C
or 4,000 m (13,125 ft)
II
IIIB, IIID
358 kW (480 shp) at 34,000 rpm

405 kW (543 shp) at 33,300 rpm
Specific fuel consumption (T-O):

II
IIIB
IIID
139.0 g/J (0.823 lb/h/shp)

128.7 g/J (0.762 lb/h/shp)
126.2 g/J (0.747 lb/h/shp)
VERIFIED
Turbomeca Artouste II single-shaft turboshaft (1997)
Turbomeca Artouste III single-shaft turboshaft (1997)
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HELICOPTER ENGINES - TURBOSHAFT, CHINA, PEOPLE'S REPUBLIC
SAEC WZ8A
Free-turbine turboshaft engine developed from the WZ8 (Turbomeca Arriel 1C), first assembled for the
Z-9 helicopter in 1980. Incorporates technical upgrades for the Z-9A model. First all-Chinese model ran
in 1985. T-O rating given as 522 kW (700 shp) and dry weight of 118 kg (260 lb).
VERIFIED
SAEC WZ8A as fitted to the Harbin Z-9A Haitun helicopter (1997)
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HELICOPTER ENGINES - TURBOSHAFT, UNITED KINGDOM
Rolls-Royce Gnome
Type
General Electric T58 developed by Rolls-Royce under licence. Entered service in 1961. More than
2,300 have been delivered.
Versions
H.1000: Initial version, rated at 783 kW (1,050 shp) for Whirlwind and Agusta-Bell 204B.
H.1200: Rated at 932 kW (1,250 shp). Used in Agusta-Bell 204B, Boeing 107 and some Kawasaki
KV107-II-5s. Coupled version for Wessex comprises two H.1200s driving through a coupling gearbox.
H.1400: Rated at 1,044 kW (1,400 shp). Based on the H.1200, with modified compressor to increase
air flow.
H.1400-1: Rated at 1,145 kW (1,535 shp). Increased gas-generator speed and improved gas-generator
turbine blades. In production for Sea King and Commando.
H.1400-1T: Tropical model; turbine nozzle adjusted for better high-ambient performance. In
production for advanced versions of Sea King and Commando.
The following description refers to the H.1400-1:
Compressor
10-stage axial. Variable inlet guide vanes and first three stator rows. Mass flow 6.26 kg (13.8 lb)/s.
Combustion chamber
Annular with 16 Simplex injectors, eight on each of two sets of manifolds. One Lodge high-energy
igniter.
Compressor turbine
Two-stage.
Power turbine
Single-stage free-turbine.
Output
Optional double helical gear providing reduction from nominal 19,500 rpm power turbine speed to
6,600 rpm at left or right output shaft.
Control system
Lucas hydromechanical controlled by HSDE computer.
Accessories
Fuel and lubrication systems mounted beneath compressor casing. Power take-off shaft up to 100 shp.
Starting
Rotax electric starter in nose bullet.
Fuel specification
DERD.2452, 2453, 2454, 2486, 2494 and 2498 (NATO F44, F34, F40, F35 and F43).
Oil system
Scavenged gear pumps. Serck oil cooler.
Dimensions
(H.1400-1)
Length
Max height
Max width
1,392 mm (54.8 in)

549 mm (21.6 in)
577 mm (22.7 in)
Weight, dry
H.1400-1
148 kg (326 lb)
Performance ratings
(at power turbine shaft)
Max contingency (2 min; multi-engine aircraft
only): H.1400-1
H.1400-1T
1,238 kW (1,660 shp)

1,092 kW (1,465 shp) to 45C
Max one hour (single engine):

H.1400-1
1,145 kW (1,535 shp)
H.1400-1T
1,030 kW (1,380 shp) to 45C
Max continuous:
H.1400-1
932 kW (1,250 shp)
H.1400-1T
783 kW (1,050 shp) to 45C

At max contingency rating:
H.1400-1
102.75 g/J (0.608 lb/h/shp)
H.1400-1T (30C)
105.8 g/J (0.626 lb/h/shp)

UPDATED
Cutaway drawing of Rolls-Royce Gnome H.1400-1 free-turbine turboshaft (1996)
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HELICOPTER ENGINES - TURBOSHAFT, POLAND
PZL Rzeszw GTD-350

Type
Helicopter turboshaft powering the Polish-built Mi-2. Though developed by the Isotov bureau in the
former Soviet Union, it is only in production in Poland. Technical life of the GTD-350 is 4,000 hours.
Current Versions
GTD-350: Basic engine. T-O rating 294 kW (394 shp). Powers Mi-2.
GTD-350W: Power grade to 313 kW (419 shp) T-O rating.
Intake
Stainless steel. Automatic de-icing of inlet guide vanes and bullet by air bleed.
Compressor
Seven axial stages and one centrifugal, all of steel. Pressure ratio 6.05. Mass flow 2.19 kg (4.83 lb)/s at
45,000 rpm.
Combustion chamber
Reverse-flow type with air supply through two tubes. Centrifugal duplex single-nozzle burner.
Semiconductor igniter plug.
Compressor turbine
Single-stage. Shrouded blades with fir-tree roots. Temperature before turbine 940C.
Power turbine
Two-stage constant-speed (24,000 rpm). Shrouded blades with fir-tree roots. Discs bolted together.
Turbine stators integrally cast.
Jetpipe
Twin pipes, above and below compressor delivery.
Output
Two sets of gears, with ratio of 0.246: 1, in magnesium alloy casing. Output speed 5,900 rpm.
Control system
NR-40TA pump governor; RO-40TA power turbine governor; DS-40 controlling bleed valves; and
electromagnetic starting valve.
Accessories
STG3 3 kW starter/generator, NR-40TA governor pump, D1 tachometer and oil pumps driven by gas
generator. RO-40TA speed governor, D1 tachometer and centrifugal breather driven by power turbine.
Starting
STG3 starter/generator suitable for operation at up to 4,000 m (13,125 ft) altitude.
Fuel specification
TS-1, TS-2 or Jet A-1.
Oil system
Closed type. Gear-type pump with one pressure and four scavenge units. Cooler and tank, capacity 12.5
litres (3.30 US gallons; 2.75 Imp gallons).
Oil specification
B3-W (synthetic), Castrol 98 or 5000, Elf Turbojet II or Shell Turbine Oil-500.
Dimensions
Length overall
1,385 mm (54.53 in)
Max width
Width, with jetpipes
Max height
Height, with jetpipes
520 mm (20.47 in)

626 mm (24.65 in)
630 mm (24.80 in)
760 mm (29.90 in)
Weight dry
Less jetpipes and accessories
139.5 kg (307 lb)
Performance ratings
T-O rating (6 min) at 96% max gas-generator rpm:
GTD-350
294 kW (394 shp)
GTD-350W
313 kW (419 shp)
Nominal rating (1 h) at 90% gas-generator rpm:
GTD-350
236 kW (316 shp)
Cruise rating (I)
210 kW (281 shp)

at 87.5% gas generator rpm
Cruise rating (II)
173 kW (232 shp)

at 84.5% gas generator rpm

T-O
142 g/J (0.84 lb/h/shp)
Nominal
Cruise (I)
153 g/J (0.91 lb/h/shp)

162 g/J (0.96 lb/h/shp)
Cruise (II)
173 g/J (1.02 lb/h/shp)
Oil consumption
Max
0.3 litre (0.63 US pint; 0.53 Imp pint)/h

UPDATED
PZL GTD-350 free-turbine turboshaft (1996)
Cutaway of PZL GTD-350 (1999)
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HELICOPTER ENGINES - TURBOSHAFT, POLAND
PZL Rzeszw PZL-10W

Type
Free-turbine turboshaft engine.
Helicopter version of the TWD-10B, which powers the PZL Swidnik Sokl. It holds numerous
Polish, Russian, US and German certificates, and uses the same gas generator, with the following
differences:
Compressor
Six axial stages and a single centrifugal stage. Compresssor rotor driven by a two-stage turbine.
Combustion chamber
Annular type with rotating main fuel injector.
Power turbine
Single-stage axial, with blades in fir-tree roots. Speed maintained at 22,490 rpm.
Control system
Pump governor provides automatic operation at selected constant helicopter rotor speeds, as well as
control of anti-surge bleed valve, maintaining constant fuel flow in starting cycle, limiting shaft speed
and gas temperature, automatic switch-off of faulty engine and selection of emergency power on
remaining unit. Engine inlet de-icing system.
Accessories
Integral cast box drives 5 kW starter, starter unit, electronic temperature limiter, vibration sensor,
tachometer generator, oil pumps and centrifugal, phase torquemeter, de-icing valve, power-turbine
speed limiter and operation time counter.
Fuel specification
T1, T2, TS-1, RT, PSM-2, Jet A-1.
Oil system
Closed and pressurised, with one delivery and four-section scavenge pump. Oil tank airframe mounted,
normal capacity 14 litres (3.7 US gallons; 3.08 Imp gallons).
Oil specification
B-3W synthetic, Castrol 599 or 5000, Aeroshell or Elf turbine oil, or oil mixture 25 per cent MK-22 or
MS-20 and 75 per cent MK-8, MK-8P or MS-8P.
Dimensions
Length with jetpipe
Width: left engine
right engine
Height
1,875 mm (73.8 in)

740 mm (29.0 in)
765 mm (30.1 in)
595 mm (23.4 in)
Weight, dry
141 kg (310 lb)
Performance ratings
(ISA):
2.5 min
30 min
T-O
Continuous
846 kW (1,134 shp)

736 kW (986 shp)
662 kW (888 shp)
574 kW (769 shp)

T-O
101.1 g/J (0.60 lb/h/shp)

UPDATED
Cutaway PZL-10W turboshaft (1999)
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HELICOPTER ENGINES - TURBOSHAFT, RUSSIA
Progress (Ivchenko) D-136

Type
Two-spool free-turbine turboshaft.
This turboshaft engine was designed for the Mi-26 transport helicopter. Bench testing started in 1977,
and series production started in 1982. It is composed of 10 modules, each of which (except for main
module) can be removed and replaced without disturbing neighbouring modules on installed engine.
Five gas-generator modules are identical with those of the D-36.
Gas generator
As D-36 but with redesigned intermediate case between LP and HP compressors (no fan duct). Speed
(maximum): LP 10,950 rpm, HP 14,170 rpm. Mass flow 36kg (79.4 lb)/s. Pressure ratio 7.6.
Compressor turbines
Single-stage. TGT 1,025C.
Power turbine
Two-stage with uncooled nozzle guide vanes and tip-shrouded blades, with air-cooled discs. Combined
as separate module with support housing, outer and inner casings connected by 11 wide load-bearing
struts. Inner casing contains front roller and rear ball-bearings of free-turbine. Struts carry oil pipes and
speed sensor drive.
Output
Flexibly mounted shaft at rear, transmits torque from free-turbine rotor to helicopter transmission by
splines.
Jetpipe
Curved to side.
Accessories
Mounted on remote gearboxes above and below intermediate case, driven off HP shaft.
Starting
By air turbine starter.
Control system
Hydromechanical speed governor of free-turbine with power synchroniser of both Mi-26 engines.
Free-turbine speed maintained at 8,300 rpm, changed by pilot command in range of 300 rpm.
Electronic control of gas temperature and speed of free-turbine and gas-generator rotors. Compressor
blow-off valves controlled by self-contained pneumonic system. On Mi-26, engine is equipped with
particle separator.
Dimensions
Length
Width
3,715 mm (142.26 in)

1,382 mm (54.4 in)
Height
1,124 mm (44.25 in)
Weight, dry
1,077 kg (2,374 lb)
Performance ratings
(ISA, S/L)
Max contingency
T-O
8,500 kW (11,400 shp)

7,457 kW (10,000 shp)
Max cruise
6,338 kW (8,500 shp)

73.7 g/J (0.436 lb/h/shp)
UPDATED
Longitudinal section through Progress D-136 turboshaft (1996)
D-136, jetpipe to left side (1999)
D-136, right side (1999)
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Progress (Ivchenko) D-127

The D-127 turboshaft engine is intended to improve the performance of the Mi-26 helicopter and its
modifications, as well as to power new advanced heavyweight helicopters. It is a two-spool gas engine
with a free-power turbine. The core is based on the gas generator of the D-27 propfan.
The D-127 is of modular design and has automatic FADEC control.
Dimensions
Length
Width
3,950 mm (155.51 in)

1,400 mm (55.12 in)
Performance rating
T-O
10,700 kW (14,350 shp)

VERIFIED
Longitudinal section through Progress D-127 turboshaft (1996)
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Omsk TV-O-100
Type
This engine was developed by the Omsk Engine Design Bureau to provide a modern core in the 537 kW
(720 shp) class. Its initial application is in the single-turbine Ka-126 helicopter. Series production is by
Mars. Future development of the engine to 619 kW (830 shp), with pressure ratio about 10.2 and turbine
entry temperature of 1,077C, may be carried out in collaboration with that country. A derated version
(530 kW; 710 shp) was a candidate engine for the Ka-128, but this appears to have been abandoned.
Intake
A scoop above the engine leads via a large particle extractor to a drum surrounding the core, from where
air passes to the compressor.
Compressor
Two-stage axial compressor, with inlet and intermediate stator stages variable, and single centrifugal
stage. Pressure ratio 9.2.
Combustion chamber
Annular folded reverse-flow with 12 forward-facing fuel nozzles and two igniters.
Compressor turbine
Single-stage with uncooled advanced alloy blades. Turbine entry temperature 1,027C.
Power turbine
Single-stage overhung behind rear bearing.
Jetpipe
Short pipe exhausting direct to rear, with extension to suit installation.
Output
Central quill shaft drives gear train at front, with triple spur gears to 6,000 rpm output shaft at top.
Control system
Dual-channel electronic.
Accessories
The gearbox provides seven pads to engine and airframe accessories, normally including an electric
starter/generator and a separate alternator
Dimensions
Length
Width
1,275 mm (50.2 in)

780 mm (30.7 in)
Height
735 mm (28.9 in)
Weight, dry
(equipped):
160 kg (353 lb)
Performance ratings
(S/L)
T-O
Contingency
Cruise
522 kW (700 shp)

537 kW (720 shp)
343 kW (460 shp)

Cruise
109.2 g/J (0.646 lb/h/shp)

UPDATED
Cutaway of TV-O-100 turboshaft (Piotr Butowski) (1996)
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Omsk TVD-10
Military designation: GTD-3
This free-turbine engine was developed originally by V A Glushenkov between 1961 and 1963 to power
the Kamov Ka-25 helicopter. The civil turboshaft was later licensed to Poland for production and a
description appears under WSK-PZL Rzeszw. Ka-25 engines were made in the former Soviet Union.
Versions
GTD-3F: Basic turboshaft for Ka-25; T-O rating 671 kW (900 shp).
GTD-3BM: Uprated version retrofitted to many Ka-25 helicopters; T-O rating 738 kW (990 shp).
UPDATED
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HELICOPTER ENGINES - TURBOSHAFT, INTERNATIONAL
MTU Turbomeca Rolls-Royce MTR 390

Type
This turboshaft engine was selected to power the Franco-German Tiger anti-tank and Gerfaut
escort/support helicopters. The engine is suitable for military and civil applications in helicopters and
fixed-wing aircraft in the form of single and twin installations. Potential applications for Bell 442,
Westland Lynx, ALH and tilt-wings.
The main characteristics of the modular engine are: ample emergency power reserve for OEI
operation; high alternating output shaft power capability; low fuel consumption under part load; good
acceleration; low life cycle cost; easy handling and simple maintenance. It has a high-performance
FADEC and an engine monitoring system for flight and maintenance crew support.
Design studies have been extended to derivatives for other applications. A 6,000 rpm drive version
(MTR 390L) and a direct drive version (MTR 390T) have been defined.
First run took place at MTU in December 1989, and the first flight engines for the first Tiger
prototypes were delivered in September 1990. First flights in a Panther testbed and the prototype Tiger
took place on schedule in 1991. By 1 June 1997, more than 15,000 hours had been run, including 4,500
on flight test on the Tiger prototype and on the Panther testbed. Basic qualification testing was
completed in 1993. The programme continues with maturity and mission-simulation testing. Currently
30 engines are in ground and flight testing.
In May 1997, the government agency for the Tiger programme, Deutsch-Franzsisches
Hubschrauberbro (DFHB) and MTU Turbomeca Rolls-Royce (MTR) initialled the production
investment contract for the MTR 390 to power the Tiger helicopter. Official commencement of the
production investment phase was 20 June 1997, paving the way for first deliveries in 2000. The contract
is based on a production volume of around 1,000 engines, meeting the needs of a fleet of 427 Tigers,
and a first batch of 350 engines. German type certificate obtained on 19 June 1997.
Compressor
Two centrifugal stages for erosion and FOD resistance. Mass flow 3.2 kg (7.05 lb)/s. Pressure ratio 13.
Combustion chamber
Annular reverse-flow, with airblast fuel injectors for low emissions.
HP turbine
Single-stage gas-generator turbine with high-performance blade cooling, single-crystal blades and
powder-metal disc.
LP turbine
Two-stage free power turbine with shrouded blades.
Output
Reduces the speed of the power turbine to the output shaft speed of 8,000 rpm. The accessory gearbox
in the upper part provides the support and drive for the front- and top-mounted engine equipment.
Control system
FADEC, with engine monitoring system.
Oil system
Integral oil system, with engine-mounted tank and oil cooler with fan.
Dimensions
Length overall
Width overall
Height overall
1,078 mm (42.4 in)

442 mm (17.4 in)
682 mm (26.9 in)
Weight, dry
169 kg (372.6 lb)
Performance ratings
(uninstalled, ISA, S/L)
Super contingency (OEI, 20 s)
T-O
Max continuous
1,160 kW (1,556 shp)

958 kW (1,285 shp)
873 kW (1,171 shp)

T-O
Max continuous
77.74 g/J (0.460 lb/h/shp)

78.93 g/J (0.467 lb/h/shp)
UPDATED
MTR 390 turboshaft (1996)
The tri-national MTR 390 turboshaft engine installed on the Tiger battlefield aircraft
(1997)
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HELICOPTER ENGINES - TURBOSHAFT, JAPAN
Mitsubishi MG5
Development of this turboshaft engine began in 1987 and the prototype, rated at 634 kW (850 shp) ran
in 1991. In 1993, the Mitsubishi RPI experimental helicopter flew with two MG5-10 engines de-rated to
447 kW (600 shp)
Current versions
MG5-100: T-O rating 597 kW (800 shp). FADEC control; certified by JCAB in June 1997. Powers the
Mitsubishi MH2000.
NEW ENTRY
The MG5-100 powers Japan's first indigenous helicopter. (1999)
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Klimov/PS DV-12
Turboshaft for helicopters and tilt-rotor aircraft. Large curved jetpipe to side, free-turbine driving rear
gearbox and output shaft. Maximum contingency power 5,595 kW (7,500 shp); specific fuel
consumption 70.8 g/J (0.419 lb/h/shp); dry weight 675 kg (1,488 lb).
VERIFIED
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Klimov TVA-3000
Described as a `fifth-generation engine'. this is the most powerful shaft-drive gas turbine yet developed
by the Klimov corporation. It will be made available with front or rear drive.
Versions
TVA-3000/120: Turboshaft version selected for twin-engined Ka-40. Design ratings: T-O 1,838 kW
(2,465 shp): OEI contingency (30 s) 2,800 kW (3,755 shp).
TVA-3000/127: Turboshaft version, under development to power twin-engined Mi-38. Design ratings:
T-O 1,838 kW (2,465 shp); OEI contigency 2,610 kW (3,500 shp)
L-3000: Designation of projected Chinese version intended to succeed WJ5.
NEW ENTRY
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Klimov TV7-117
Type
Described as a third-generation engine, the TV7-117 has a modular core incorporating advanced
features and materials, and envisaged as the basis for various jet and shaft engines. Certified in 1993.
Series production at Chernyshov and Mars (Omsk).
Current version
TV7-117V: Flat rated at 1,728 kW (2,318 shp) to 2,700 m (8,860 ft); OEI contingency 2,610 kW (3,500
shp) at S/L only. Powers Mi-38. Subject of agreement with Eurocopter.
A growth core with two centrifugal stages is under development. Output will be in the 2,237 kW
(3,000 shp) class and will be unaffected by sand or dust. Other developments include liquefied gas fuels
and a turbofan with T-O rating of 15.68 kN (3,527 lb st).
UPDATED
Longitudinal section of Klimov TV7-117V helicopter turboshaft (1996)
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Klimov (Isotov) TV2-117

Type
Free-turbine helicopter turboshaft.
Designed by Isotov between 1960 and 1962 to power the Mi-8 helicopter. Over 16,000 engines
delivered to date.
Current Versions
TV2-117A: Basic version in production since 1965. The power installation of the Mi-8 comprises two
engines coupled through a VR-8A gearbox. The complete package incorporates a control system
(separate from the control system of each gas generator) which maintains desired rotor speed,
synchronises the power of both engines and increases the power of the remaining engine if the other
should fail.
TV2-117AG: Updated with extended design life and TBO. Powers current production Mi-8s from
Ulan-Ude plant.
TV2-117TG: Qualified to operate on all normal gas-turbine fuels, and on gasoline (petrol), benzene,
diesel oil, liquefied natural gas, propane or butane gas. Flown on Mi-8TG, ratings unchanged, and
selected as interim engine for Mi-38. A foreign production facility is being sought.
Intake
Direct pitot, with main front casing providing vertical upper and lower driveshafts to accessory
packages. Casing incorporates variable incidence inlet vanes.

Compressor
10-stage axial. Inlet guide vanes and stators of stages 1, 2 and 3 are variable. Pressure ratio 6.6 at
21,200 rpm. Mass flow 8.4 kg (18.5 lb)/s.
Combustion chamber
Annular, with eight burner cones.
Compressor turbine
Two-stage axial, with solid blades held by fir-tree roots in discs cooled by bleed air.
Power turbine
Two-stage free-power turbine.
Jetpipe
Large fixed-area duct which deflects gas out at 60
Output
Conveys torque from the free-turbine to the overrunning clutch of the main gearbox (VR-8A) and also
to the speed governor. Maximum output speed 12,000 rpm; main rotor speed 192 rpm.
Accessories
Mounted on the main drive box, above the intake casing. Engine control system includes fuel, hydraulic,
anti-icing, gas temperature restriction, engine electric supply and starting, and monitoring systems. Up
to 1.8 per cent of the mass flow can be used to heat the intake and other parts liable to icing. Fire
extinguishant can be released by the pilot.
Starting
The SP3-15 system comprises DC starter/generator, six storage batteries, control panel, ground supply
receptacle, and control switches and relays; airframe-mounted except the GS-18TP starter/generator.
The ignition unit comprises a control box, two plugs, solenoid valve and switch. The starting fuel
system comprises an automatic unit on the NR-40V pump, constant-pressure valve and two igniters.
Fuel specification
T-1 or TS-1 to GOST 10227-62 specification (Western equivalents, DERD.2494, MIL-F-5616).
Oil system
Pressure circulation type. Oil is scavenged from the five main bearings by the lower pump, returned
through the air/oil heat exchanger and thence to the tank. Oil seals and air/oil labyrinth seals are
connected to a centrifugal breathing system.
Oil specification
Synthetic, Grade B-3V to MRTU 38-1-157-65 (nearest foreign substitute Castrol 98 to DERD.2487).
Dimensions
Length overall TV2-117A
TV2-117AG
Width (without jetpipe) TV2-117A
2,835 mm (111.5 in)

2,842 mm (111.9 in)
547 mm (21.5 in)
TV2-117AG
550 mm (21.65 in)
Height TV2-117A
745 mm (29.25 in)
TV-2 117AG
748 mm (29.4 in)
Weight, dry
TV2-117A
330 kg (728 lb)
TV2-117AG
338 kg (745 lb)
VR-8A gearbox, less entrapped oil
745 kg (1,642 lb)
Performance ratings
Max
T-O (S/L, static)
1,250 kW (1,677 shp)

1,118 kW (1,500 shp)
Max continuous
895 kW (1,200 shp)
Cruise (122 kt; 225 km/h; 140 mph at 500 m;

1,640 ft)
746 kW (1,000 shp)

T-O, as above
Cruise, as above
102.4 g/J (0.606 lb/h/shp)

115.4 g/J (0.683 lb/h/shp)
UPDATED
Klimov (Isotov) TV2-117A free-turbine turboshaft (1996)
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HELICOPTER UPGRADES AND CONVERSIONS - CIVIL, UNITED STATES OF AMERICA
US Helicopter (Bell) 209S CobraLifter

Type
Utility conversion of AH-1 combat helicopter.
Programme
Initiated in July 1995 by US Helicopter and Letcher Helicopters to convert AH-1 Cobra primarily for
the firefighting and logging market. Certified in restricted category for external load operations. Five
helicopters currently available for modification. Is being offered for sale by Letcher Helicopters through
its Flight Operations International division.
Design features
Demilitarisation resulting in considerable reduction in basic empty weight to 2,223 kg (4,900 lb) and a
useful external load of 2,450 kg (5,400 lb); new wingtip fairings and forward fairings in place of gun
turret; battery moved into nose; support plate and installation of cargo hook; Stability and Control
Augmentation System (SCAS); tractor tail rotor.
Power plant
One AlliedSignal (Lycoming) T53-L-703 turboshaft engine rated at 1,341 kW (1,800 shp); transmission
rated at 961 kW (1,290 shp). Fuel capacity 512 litres (135 US gallons; 113 Imp gallons).
Weights and loading
Basic empty weight

Gross weight
2,450 kg (5,400 lb)

4,536 kg (10,000 lb)
Useful external load

Cargo hook capacity
1,996 kg (4,400 lb)

2,132 kg (4,700 lb)
Performance
Max speed
160 kt (296 km/h; 184 mph)
External load hovering:

OGE
Endurance
1,280 m (4,200 ft)

1 h 40 min
VERIFIED
The first US Helicopter CobraLifter conversion of the Bell AH-1 (1998)
Gunter Endres MRAeS
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Southwest Florida (Bell) SW204/SW205

Type
Civil conversion of military helicopter.
Programme
Restricted Type certificate for the civilianisation of the Bell UH-1 models granted 17 April 1989. Model
name changes approved by FAA 10 January 1995.
Current Versions
SW204: Conversions of UH-1B.
SW204HP: Conversions of UH-1B/HP.
SW205: Conversion of UH-1H.
SW205A-1: Conversion of Model 205A-1.
NEW ENTRY
Southwest Florida SW205 conversion of Bell UH-1H (1999)
Gunter Endres MRAeS
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HVA (Bell) OH-58 Command

Type
Law-enforcement conversion.
Programme
Initiated by Horsham Valley Airways (HVA) in late 1995 to refurbish surplus US Army models for
police and other law enforcement duties. Several customers awaiting transfer of helicopters from the
military for conversion.
Design features
Demilitarisation; IR exhaust replaced with new commercial stacks and cowlings; windshield
installation; chin bubbles; skylights and door wedge windows; floor protectors; high-skid gear
Flitesteps; vibration reduction system; new avionics including GPS, transponder, blind encoder and
VOX intercom. Specialised police equipment from FLIR, Nightsun, PA/siren, rapelling mounts;
gyrostabilised video camera system; microwave antenna for downlink (GPS tracing).
Costs
US$65,000 to US$150,000.
VERIFIED
Gunter Endres MRAeS
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Heli-Air (Bell) 222SP

Type
Re-engined Bell 222.
Programme
First flight of Allison-engined Bell 222 test conversion (N5008Q) 10 November 1988; first flight of
production conversion 12 January 1990; certified 21 August 1991.
Costs
US$1.45 million.
Design features
Replacement of standard 510 kW (684 shp) LTS 101-750C-1 turboshafts in Bell 222A, 222B and
222UT with two 485 kW (650 shp) Allison 250-C30Gs. Performance unchanged except for improved
engine-out performance and 36 kg (80 lb) greater useful load.
VERIFIED
Gunter Endres MRAeS
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Global Helicopter (Bell) Huey 800

Type
Utility helicopter upgrade.
Programme
Conversion of Bell UH-1H with 986 kW (1,322 shp) LHTEC T800-LHT-800 engine. Teamed with IAI
MATA/Golan Industries and LHTEC. First flown 15 June 1992; FAA and military certification in
progress. Cost of conversion US$800,000. Frahm vibration absorber system optional; integral particle
separator and FADEC control; MIL-STD-1553B databus; Hispano-Suiza reduction gearbox.
Possible options include advanced cockpit; night vision and NVG-compatible cockpit lighting; search
and rescue systems; crash attenuated seats; wire strike protection system; HUMS; EW systems; new
main rotor and tail rotor blades; weapon and targeting systems; EMS kits; optical and electro-optical
sensors; blade tip lights; and crew air conditioning.
Claimed to have significantly lower fuel consumption than UH-1 with existing T53-L-13B or other
engines currently proposed for refit.
In January 1997, the US Army and Air National Guard signed a memorandum of agreement to
re-equip 131 UH-1H Hueys with the LHTEC T800-LHT-801 engine used in the RAH-66 Comanche.
US$5.3 million contract awarded to LHTEC towards engine installation and flight trials. Two UH-1H to
be modified. Certification expected in April 2000.
Customers
The US Border Patrol took delivery of five Global Helicopter Huey 800 aircraft on 14 July 1995.
UPDATED
Global claims considerable performance enhancement for the Huey 800 (1999)
The US Border Patrol operates five LHTEC T800-powered Huey 800s (1998)
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Conair Helitanker
Type
Rotary-wing helitanker conversions.
Programme
Conair has developed a growing number of helicopter-mounted fire-control systems known as
helitankers. The semi-monocoque belly-mounted tanks feature individually operated, full-length rigid
doors which may be opened in various combinations over a wide range of airspeeds to permit variable
retardant line lengths and drop concentrations. A self-loading hover-fill system allows the tank to be
filled while the helicopter hovers above a remote water source and an offload feature allows the water
payload to be pumped to a portable ground reservoir for the use of ground-based firefighters. A foam
injection system permits the fire suppressing qualities of a water payload to be greatly enhanced. A
reversible pump allows single-point foam loading injection into the tank and single-point offloading.
Customers
Helitanker system sales to date have included 31 Bell 205/212s, 16 Aerospatiale AS 350B_1 Ecureuils,
10 SA 315B Lamas, two SA 330 Pumas and AS 332 Super Pumas.
Design features
System capacities are 1,360 litres (359 US gallons; 299 Imp gallons) for the Bell 205/212; 900 litres
(238 US gallons; 198 Imp gallons) for the Lama; 800 litres (211 US gallons; 176 Imp gallons) for
Ecureuil; and 2,355 litres (622 US gallons; 517.5 Imp gallons) for the Puma. The Puma system features
an 800 litre (211 US gallon; 176 Imp gallon) two-door belly tank and a 1,296 litre (342 US gallon; 285
Imp gallon) fuselage main tank with two internal doors for reloading the external tank via a 261 litre (69
US gallon; 57 Imp gallon) chute. Foam tank capacity is 173 litres (46 US gallons; 38 Imp gallons). The
Bell 205 and 212 helitankers are available with a rappelling system to deliver firefighters to remote fire
sites.
VERIFIED
Conair 2,355 litre Helitanker system on an Aerospatiale SA 330 Puma (1996)
Gunter Endres MRAeS
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California Helicopter (Sikorsky) S-58T

Type
Twin-turbine conversion of Sikorsky S-58.
Programme
Initiated by Sikorsky to provide S-58 with twin reliability especially for offshore market. First S-58T
flown in August 1970; Sikorsky manufactured 153 conversion kits. Exclusive rights acquired by
California Helicopter International in 1981; 10 models converted; four rebuilt; three more being
completed.
Design features
Re-engining with the Pratt & Whitney Canada PT6T-6 Twin-Pac rated at 1,398 kW (1,875 shp) for T-O
and 1,249 kW (1,675 shp) maximum continuous. Addition of BIFILAR anti-vibration and noise
suppression system.
Weights and loadings
Weight empty
Max T-O and landing weight
Useful load
3,437 kg (7,577 lb)

5,896 kg (13,000 lb)
2,460 kg (5,423 lb)
Max disc loading
25.8 kg/m2 (5.29 lb/sq ft)
Performance
(at max T-O weight. A: PT6T-3, B: PT6T-6)
Max level speed at S/L:
A, B
120 kt (222 km/h; 138 mph)
Cruising speed:
A, B
Hovering ceiling IGE:
110 kt (204 km/h; 127 mph)

3,170 m (10,400 ft)
Hovering ceiling OGE:

A
1,433 m (4,700 ft)
1,980 m (6,500 ft)
Single-engine absolute ceiling:

A
640 m (2,100 ft)
1,280 m (4,200 ft)
Range with 1,071 litres (283 US gallons; 236 Imp gallons) max usable fuel, incl 20 min reserves at
cruising speed:
A
B
260 n miles (481 km; 299 miles)

VERIFIED
California Helicopter S-58T twin-turbine conversion indicating main changes

(1996)
California Helicopter S-58T turbine conversion (1998)
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - CIVIL, GERMANY
Aerotec (Mil) Helitanker

Type
Firefighting conversion.
Programme
Developed in 1993 using ex-East German government Mi-14 helicopters. Known as the Mi-14
Eliminator until original 4,500 litre (1,188 US gallon; 990 Imp gallon) capacity Isolair firefighting
system replaced by new smaller unit. In service in Spain over last two fire seasons. Total of nine
available for conversion.
Design features
Installation into weapons bay of 4,000 litre (1,057 US gallon; 880 Imp gallon) capacity firefighting
system; four-drop door operation; Aviation Concepts hydraulic hover refill pumps; 400 litre (106 US
gallons; 88 Imp gallons) chemical additive tank and injection system; optional scoop fill equipment
available, capable of filling tank in 20 seconds. `Hot-and-high' compressors on TV-3 engines;
AlliedSignal avionics including Magellan Skynav-5000 or Trimble TNL 2000 GPS.
Costs
US$1.75 million.
VERIFIED
Mil Mi-14 converted to HeliTanker configuration by German company Aerotec (1999)
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - MILITARY, JAPAN

Mitsubishi (Sikorsky) SH-60J Kai

Type
Anti-submarine helicopter update.
Programme
Initial funding of 1.8 billion (US$16 million) being sought by Japan's Technical Research and
Development Institute (TDRI) for wide-ranging update of SH-60J, operated by Japanese Maritime
Self-Defence Force (JMSDF). Total cost estimated at 40 billion (US$355 million).
Design features
Proposed modifications include: new composite main rotor hub and blades; active sonar with tactical
information processing and display; laser-based approach and landing aid for shipborne operations;
inverse synthetic-aperture radar; Forward-Looking Infra-Red (FLIR) imager; electronic support
measures; chaff-and-flare dispensers; and anti-ship missiles.
VERIFIED
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - MILITARY, ROMANIA
IAR IAR-330 Puma SOCAT

Type
Combat helicopter upgrade.
Programme
Upgrade of locally built Puma helicopter to provide Romanian Air Force with a helicopter capable of
anti-armour missions, close air support, battlefield interdiction, armed reconnaissance and assault escort,
until 2015. First prototype conversion of anti-tank optronic search and combat system (SOCAT; Sistem
de Observare-Ceretare si lupt Anti-Tank) combat upgrade for the Romanian Air Force rolled out in
May 1997; first public appearance at Paris Air Show in June. Prototype No 1 flew 24 May 1998,
followed by Prototype No 2 in September.
Customers
Total of 24, out of a 60 to 65-strong fleet, to be upgraded for the Romanian Air Force in three year
programme. Final two to be completed in 2001.
Design features
Avionics and weapons upgrade by IAR in conjunction with the AE Electronics company, a joint venture
between Romania's Bacau-based Aerostar and Elbit of Israel. The improved helicopter is fitted with a
nose-mounted laser range-finder, forward-looking infra-red sensor and a close-coupled device camera,
while new flightdeck equipment includes monochrome multifunction displays for pilot and gunner,
Elbit's Display And Sighting Helmet (DASH); Hands-On-Collective-and-Stick (HOCAS) provided by

US company Mason; a centrally mounted digital colour moving map display, and a Honeywell
integrated inertial navigation/global positioning system. A multirole computer and 1553 digital databus,
link the avionics and weapons systems. Elisra defensive-aids suite comprises a laser warner,
radar-warning receiver and chaff/flare dispenser.
Armament
The prototype is equipped with a chin-mounted Giat THL-20 20 mm gun turret and pylon mounts to
carry up to eight, as yet unspecified, anti-tank missiles, plus two Romanian-built A-95-MH infra-red
guided air-to-air missiles, the latter believed to be based on the Russian Vympel R-60 missile. Four
Romanian-manufactured podded 57 mm or 70 mm rockets can also be carried. Other options are a
20 mm door-mounted cannon or 7.62 mm door-mounted machine gun. The weapon system meets
NATO standards.
Weight empty
Max T-O weight
Operational mission weight
3,615 kg (7,970 lb)

7,400 kg (16,315 lb)
7,200 kg (15,873 lb)
Useful load
Max sling load
3,760 kg (8,290 lb)

3,200 kg (7,055 lb)
Performance
Never exceed speed (VNE)
Fast cruise speed
Normal crusing speed
142 kt (263 km/h; 163 mph)

140 kt (258 km/h; 160 mph)
134 kt (248 km/h; 154 mph)
Rate of climb
Hovering ceiling, IGE
6.1 m/s (1,200 ft/min)

2,300 m (7,545 ft)
OGE
Service ceiling
Max range
Endurance (typical)
1,700 m (5,580 ft)

4,800 m (15,750 ft)
297 n/miles (550 km; 341 miles)
3hr 15min
UPDATED
The first prototype of IAR IAR-330 SOCAT made its maiden flight on 24 May 1998
(1999)
The Giat THL 20 gun turret has been selected for the Puma upgrade. (1999)
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HELICOPTER UPGRADES AND CONVERSIONS - MILITARY, UNITED STATES OF
AMERICA
Helipro (Sikorsky) S-61 `Short'

Type
Specialised utility modification.
Programme
Launched early 1995 to improve external lifting capacity of Sikorsky S-61L and S-61N, specifically for
the logging industry. First shortened-fuselage `Short' flew 11 February 1996 and US and Canadian
certification received on 26 February and 7 March 1996 respectively. In phase 2 of development
programme, Helipro will be pursuing Category A certification with the UK CAA and European JAA to
access the offshore and SAR market.
Current versions
S-61 Short: Basic logging version as described.
Offshore S-61 Short: Short fuselage conversion of amphibious S-61N; proof of concept aircraft first
flown 12 February 1999. Offshore S-61 Short features flotation sponsons and full IFR cockpit; colour
Bendix radar with look-down capabilities; Smith Industries IDARS (CVR/FDR). Options include cargo,
airstair, clamshell and plug-type doors on either side; external rescue hoist and under-floor baggage
compartment. Accommodation for 19 passengers or 26 in high-density seating. Compared to standard
S-61N, provides a 10 per cent increase in payload, 6 per cent increase in speed and a 6 per cent
improvement in fuel economy. Empty weight is 5,670 kg (12, 500 lb).
Customers
Six aircraft modified for VIH Logging (one), Canadian Helicopters (two), the Hayes Group (two) and
Huisson Aviation (one), have logged more than 20,000 hours to date.
Costs
US$3.75-5.0 million
Design features
Fuselage shortened by removing 1,270 mm (50 in) section of forward fuselage, resulting in lower empty
weight and consequent 453 kg (1,000 lb) increase in external lifting capacity to 4,990 kg (11,000 lb).
Engine, tail rotor, emergency throttle cables shortened, fluid lines modified and wiring changed.
Primary flight control changes made utilising custom-designed civil-approved parts. Other
modifications include strengthening of two mainframes where transmission mounted, and of tail pylon
and tailcone; installation of light basic VFR wiring package and single avionics tray in nose; logging
bubble windows; heavy-duty hard points; and relocation of the emergency hook release with the
addition of a large `T' handle.
Dimensions, external
Length:
overall, rotors turning
fuselage
22.26 m (73 ft 0 in)

16.83 m (55 ft 2 in)
Width:
fuselage
Height: overall
Main rotor diameter
Tail rotor diameter
Wheel Track
2.16 m (7 ft 1 in)
5.77 m (18 ft 11 in)
18.90 m (62 ft 0 in)
3.23 m (10 ft 7 in)
4.27 m (14 ft)
Dimensions, internal
Cabin:
Length
Width
Height
8.45 m (27 ft 9 in)

1.98 m (6 ft 6 in)
1.91 m (6 ft 3 in)

Weight empty
Max T-0 weight
Useful load
5,670 kg (12,500 lb)

9,300 kg (20,500 lb)
3,630 kg (8,000 lb)
Performance
Max speed
131 kt (242 km/h; 150 mph)
Cruising speed
125 kt (231 km/h; 150 mph)
Max rate of climb 6.6 m/s (1,300 ft/min)

Hovering ceiling, IGE 1,160 m (3,800 ft)
Max range
431 n/miles (798 km: 495 miles)

UPDATED
S-61 `Short' operated on heli-logging in Canada (1997)
Helipro Offshore S-61N 'Short' concept demonstrator (1999)
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - MILITARY, SOUTH AFRICA
Denel (Atlas/Aerospatiale) Oryx

Type
Combat helicopter upgrade.
Versions
Oryx (previously known as Gemsbok): SA 330 airframe refitted with Makila power plant, uprated
transmission similar to that of Rooivalk, cockpit displays redesigned for single pilot operation, ventral
fin and tailplane of AS 532 Cougar, plus nose radome; programme started 1984; entered service from
1988 as replacement for South African Air Force SA 321 Super Frelons.
Gunship: Four Atlas proposals offered as possible quick-change, lower-cost alternative to Rooivalk,
some of which already evaluated by South African Air Force. Strap-on beams aft of cabin sliding doors,
each with two pylons and wingtip missile rail; Atlas armoured seats; still able to transport 12 troops;
Grinaker Avitronics integrated airborne communications system. Option 1: With Kentron TC-20 ventral
gun turret and helmet sight. Option 2: With four launchers for 68 mm rockets for area suppression.
Option 3: As Option 2, but Kentron nose-mounted HSOS (Helicopter Stabilised Optronic Sight) added.
Option 4: Full anti-tank version with ZT-3 Swift laser-guided missiles.
VERIFIED
Denel Aviation Oryx upgraded Puma helicopter showing hoist and sand filter
system (1997)
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - MILITARY, UNITED STATES OF
AMERICA
Arrow Falcon (Bell) OH-58A+ Arrow Kiowa

Type
Utility conversion of Bell OH-58 Kiowa military scout helicopter.
Programme
FAA Type Certificate granted to Arrow Falcon based in Porterville, California, for the civilianisation of
the OH-58 military helicopter for a variety of utility tasks.
Customers
Five completed. Planned conversions two per month.
Costs
US$270,000 for agricultural version.
Design features
Installation of more powerful Allison T63-A720 turboshaft engine; engine air intake particle separator;
engine out warning system (pending); airframe-mounted fuel filter system; wire strike protection
system; high-clearance skid gear; wedge window for pilot/co-pilot doors; inertial reel shoulder harness
for crew and rear passenger seat belts; battery temperature monitoring system, and night landing
equipment. Optional systems include Isolair spray system; electric spray drive (hydraulic spray drive
pending); GPS; Night Sun SX-16 search light; passenger/crew entry steps; tinted glass; baggage
compartment extender kit; automatic door openers; inertial reel harness for rear passengers; custom
avionics; and a cargo hook system (pending).
Power plant
One Allison T63-L-720 turboshaft engine rated at 313 kW (420 shp). Fuel capacity 269 litres (71 US
gallons; 59 Imp gallons).
Accommodation
Crew of one plus four passengers.
Weights and loading
Basic empty weight
681 kg (1,502 lb)
Max gross weight
1,452 kg (3,200 lb)
Performance
Never-exceed speed (VNE)
115 kt (213 km/h; 132 mph)
Economic cruising speed

Service ceiling
Hovering ceiling: IGE
OGE
Range (with internal fuel)
83 kt (153 km/h; 95 mph)

5,760 m (18,900 ft)
4,145 m (13,600 ft)
2,682 m (8,800 ft)
VERIFIED
The Arrow Falcon (Bell) OH-58A+ equipped with the Isolair spray system
comprising a 4.57 m (15 ft 0 in) spray boom with 31 nozzles, fed from two
side-mounted tanks (1997)
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - MILITARY/CIVIL, UNITED STATES

OF AMERICA
Tridair (Bell) Gemini BT

Type
Twin-engined conversion of Bell 206B JetRanger.
Programme
Announced at Heli-Expo 1997, the Gemini BT (Basic Twin) will be powered by two Allison 250-C20B
engines and incorporate standard instrumentation as on the original design and offer standard engine
inlets. Certification will not be in the unique single/twin category, although the manufacturer claims a
superior One-Engine Inoperative (OEI) performance compared to other light twin helicopters.
Engineering design in progress. Projected cost US$500,000.
VERIFIED
Gunter Endres MRAeS
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OF AMERICA
San Joaquin Helicopters (Bell) UH-1B Super Huey

Type
Utility conversion of Bell UH-1B Huey military helicopter.
Programme
Supplemental Type Certificate (STC) issued to San Joaquin Helicopters, based at Delano, California,
USA, on 19 March 1993.
Customers
Total of 20 UH-1Bs upgraded by January 1999.
Costs
US$140,000.
Design features
Installation of 0.61 m (2 ft 0 in) extension between fuselage and tail boom assembly to facilitate
installation of Bell UH-1H or 205 main rotor assembly for improved lift and high-altitude performance;
new larger UH-1H rotor blades; R/H tractor tail rotor; elevator; more powerful 1,106 kW (1,485 shp)
AlliedSignal (Lycoming) T53-L-13B turboshaft engine and uprated 931 kW (1,250 shp) transmission
system; cooling and hydraulics; new doors and windows; and wire strike protection. Additional payload
capacity of 272 kg (600 lb).

UPDATED
San Joaquin Helicopters UH-1B Super Huey with new rotor assembly and wire
strike protection system (1998)
Gunter Endres MRAeS
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OF AMERICA
Heli-Conversions (Bell) Super 205 Helijet

Type
Programme
Upgrade package for Bell 205 and UH-1 series helicopters.
Design features
Retrofit with the Textron Lycoming T5317A turboshaft engine and the Bell Model 212 main rotor
system STCs. Additional features include: PLM Centrisep air cleaner system; Howell Autotemp
digital EGT and engine usage monitoring system; T53-HC ònline' engine wash kit; dual-electric fuel
boost pump system; and a manual start fuel switch. Customers can select their own choice of the above
installations to suit operational requirements.
VERIFIED
Heli-Conversions Super 205 upgraded Bell 205 with Textron Lycoming T5317A
turboshaft engine (1996)
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL, UNITED
STATES OF AMERICA
Whisper Jet (Sikorsky) S-55QT

Type
Remanufactured Sikorsky S-55.
Programme
Project to design and manufacture new ultra-quiet helicopter in 1992 by Elling Halverson of Papillion
Grand Canyon Helicopters, in a joint effort with Vertical Aviation Technologies (VAT), to meet the
need for a larger helicopter to fly over noise sensitive areas of the Grand Canyon. First flown in Autumn
1993. Certified for commercial use 17 December 1999. Five built to date. Development costs US$10
million. Apart from sightseeing, helicopter is also targeted at commuter services, heli-skiing,
environmental tours, construction, forestry/land management, firefighting, patrol, mineral exploration,
search and rescue, and agricultural spraying and seeding. Orders accepted from 2001. Letter of Intent
signed at Heli-Expo 2002 in February to move production of Whisper Jet to PROTEXA in Mexico.
Total of 100 airframes acquired for conversion.
Cost
US$1.7 m (base price 2001).
DOC U$340.50/h.
Design features
Modified Sikorsky airframe with a gross weight of 3,493 kg (7,700 lb), with new five-blade main rotor
system for more lift performance and slower tip speed (220 to 200 rpm) for reduced noise levels. Noise
further reduced through installation of a 775 kW (1,040 shp) Garrett TSE 331-10UA 511SW turboshaft
engine derated to 485 kW (650 shp), with acoustically modified engine inlet plenum and exhaust
silencer. Engine TBO 6,000 hours. Total usable fuel 667 litres (176 US gallons; 147 Imp Gallons). Air
conditioned cabin with comfortable seating for 9 passengers; ceiling height of 1.83 m (6 ft 0 in); new
design large viewing windows and two cabin entrance doors; glass-bottom viewing floor; and HF
multiplex sound system. Up to four stretchers plus medical attendants can be accommodated in
aeromedical and SAR configuration. A continuing performance enhancement programme includes: an
increase of 50 usable shp; 227 kg (500 lb) of more useful load; a 15 kt (28 km/h; 17 mph) increase in
airspeed; increase in cargo sling load to 1,360 kg (3,000 lb); a further 3 dB noise reduction; ability to
operate at full gross weight to 4,250 m (14,000 ft); and increase in component life. Optional equipment
for specialist applications include rescue hoist, VIP interior, heating and air conditioning, firefighting
equipment, cargo hooks and cabin cargo tie down fittings, pop-out floats and more.
Main rotor diameter
Tail rotor diameter
Length overall, rotors turning
Height overall
16.16 m (53 ft 0 in)

2.67 m (8 ft 9 in)
19.02 m (62 ft 5 in)
4.65 m (15 ft 3 in)
Cabin
Width
1.68 m (5 ft 6 in)
Length
3.05 m ( 10 ft 0 in)
Height
1.52 m (5 ft 0 in)

Weight empty
2,268 kg (5,000 lb)
Useful load
1,225 kg (2,700 lb)
External load
1,134 kg (2,500 lb)
Max T-O weight

standard
3,493 kg (7,700 lb)
restricted
3,583 kg (7,900 lb)
Performance
Never exceed speed VNE
Max cruising speed
99 kt (184 km/h; 114 mph)

85 kt (158 km/h; 98 mph)
Max rate of climb
5.55 m/s (1,090 ft/min)
Hovering ceiling IGE
2,745 m (9,000 ft)
Hovering ceiling OGE
2,865 m (9,400 ft)
Service ceiling
4,300 m (14,100 ft)
Range, standard fuel, no reserves
318 nm (588 km; 365 miles)

UPDATED
S-55QT Wisper-Jet flying over the Grand Canyon
New five-blade rotor head of S-55QT
Interior cabin features luxury seating for nine, large side picture windows and
glass-bottom viewing floor
(2001)
Exhaust silencer contributes to a halving of the noise signature of the S-55QT

(2001)
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STATES OF AMERICA
Bell Huey II
Type
Programme
Bell Helicopter, initially teamed with Bogan Aerotech, began to offer the Huey II upgrade with the
more powerful 1,342 kW (1,800 shp) Textron Lycoming T53-L-703 turboshaft engine in mid-1993.
Upgrade kit certified and first delivered in 1998. Total of 75 kits sold to date.
Design features
Installation of Bell 212 main rotor system; uprated transmission; 212 tailboom with tractor tail rotor;
substantial increase in hover ceiling at 4,309 kg (9,500 lb) ISA + 20 per cent by 275 per cent. Gross
weight increased to 4,763 kg (10,500 lb) internal and 5,091 kg (11,200 lb) external; internal payload
upped by 291 kg (642 lb). Increase in component life; reduced maintenance man hours per flight hour;
41 per cent reduction in direct operating costs. Optional cockpit management system (MIL-STD-1553
databus); Global Positioning System (GPS); Doppler and other navigation systems; stabilised FLIR;
Night Vision Goggles (NVG) instrumentation; VHF, UHF, HF communications; voice privacy; hook;
hoist; improved particle separator; engine wash kit; digital fuel gauging system and underseat auxiliary
fuel tank; engine monitoring.
Performance
Max level speed
110 kt (204 km/h; 127 mph)
Max rate of climb at S/L

Service ceiling
515 m/min (1,690 ft/min)

4,905 m (16,100 ft)
UPDATED
Bell Helicopter Huey II
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL, CANADA

Global Helicopter (Bell) PWC UH-1H

Type
Programme
Global Helicopter Technology selected by Pratt & Whitney Canada for the integration of the PT6C-67D
power plant rated at 1,252 kW (1,680 shp) into a modified Bell UH-1H airframe. The modified aircraft
will also include a Global-designed Tail Rotor Enhancement Kit. Construction of the flight test aircraft
is underway for a scheduled first flight in July 2001. The combination of a more capable power plant
and tail rotor enhancements are expected to result in a significant increase in performance, especially in
hot and high conditions. The programme is targeted at operators considering service life extensions to
their existing UH-1H fleets and/or need the increased performance, reliability and reduced operating
costs the upgrade package will provide.
NEW ENTRY
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STATES OF AMERICA
Tridair (Bell) Gemini ST

Type
Twin-engined conversion of Bell 206L-1, L-3 and L-4 LongRanger.
Programme
Announced at Helicopter Association International (HAI) show 1989; first flight of prototype N700TH
16 January 1991; two more prototype/demonstrators completed in 1991; certification granted early
1993. FAA granted single engine operational on 12 September 1994 making the Gemini ST the world's
first single/twin helicopter. FAA also approved a gross weight increase to a maximum approved weight
of 2,064 kg (4,550 lb). Japanese Civil Aviation Bureau (JCAB) and German Luftfahrt-Bundesamt
(LBA) single/twin approval granted in 1995 and 1996 respectively. Transport Canada approval 1999.
Swiss approval granted in fourth quarter 2000. Known as TwinLiner for Japanese market. Bell
Helicopter announced in March 1992 that it will build new 206LT TwinRanger in its Canadian factory;
Tridair to specialise in conversion of existing LongRangers.
Customers
17 converted, plus 11 new built by Bell.
Costs
Modification kit US$645,000; new converted aircraft US$1,479,500.

Design features
Replaces single 485 kW (650 shp) Rolls-Royce Allison 250-C30P with two 335 kW (450 shp)
250-C20Rs with max continuous rating of 284 kW (380 shp) each (more powerful and fuel-efficient
250-C20R+ to be offered as standard from third quarter 1999); fuel capacity increased to 390 litres (103
US gallons; 86 Imp gallons) in 206L-1; and 439 litres (116 US gallons; 97 Imp gallons) in 206L-3 and
4. Soloy Dual Pac combining gearbox with individual free-wheels concentrates engine outputs into
original single input drive to transmission; transmission rating 325 kW (435 shp); gross weight
increased initially to 1,928kg (4,250 lb). K-Flex driveshaft. Horizontal stabiliser increased by 75 mm
(3 in) each side and underside strengthened; new cowls of fire-resistant carbon fibre material. Category
A approved with no weight restriction. Fuel enhancement and payload growth programmes being
implemented. Provides additional 95 litres (25 US gallons; 21 Imp gallons), 23 kg (50 lb) of useful load
and improved endurance; gross weight of LongRanger L-1 and L-3 models to be increased to 2,064 kg
(4,550 lb) as approved for L-4.
Specifications
Weight empty:
206L-1
206L-3
206L-4
Useful load:
206L-1
206L-3
206L-4
Max T-O weight:
1,249 kg (2,748 lb)

1,266 kg (2,790 lb)
1,293 kg (2,850 lb)
681 kg (1,502 lb)
662 kg (1,460 lb)
771 kg (1,700 lb)
206L-1, -3
1,928 kg (4,250 lb)
206L-4
2,064 kg (4,550 lb)
Performance
(estimated)
130 kt (241 km/h; 150 mph)
Max cruising speed
117 kt (217 km/h; 135 mph)
Service ceiling
472 m (1,550 ft)/min

6,100 m (20,000 ft)
4,815 m (15,800 ft)
OGE
Average range:
1,675 m (5,500 ft)
As a twin: 206L-1
206L-3, -4
As a single: 206L-1
206L-3, -4
UPDATED
Gemini ST known as TwinLiner for Japanese market

(1998)
The Quebec Provincial Police have operated the Gemini ST since 1993
(2001)
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL, NEW
ZEALAND
Airwork (Bell) Huey 703

Type
Programme
Systems and structural upgrade package of the Bell UH-1H Iroquois (Huey) utility helicopter combining
airframe, engine and avionics enhancements to provide a 30 per cent increase in engine performance for
better hot-and high operations, reduced fuel consumption, and up to 680 kg (1,500 lb) more payload.
Developed by Airwork of New Zealand and US company Global Helicopter Technology Inc,
subcontractors include Honeywell (formerly AlliedSignal) Engines and Systems, Honeywell Avionics
and Lighting Systems, Altair Avionics, Horizon Aerospace, Helipro Completions, and DynCorp. The
Huey 703 made its first flight on 8 October 1999 and was unveiled at Heli-Expo 2000 at Las Vegas in
late January.
Design features
T53-L-13B turboshaft engine modified by -703 kit, provided a 400 shp power increase and 5,000 hour
TBO; start fuel switch, electric engine oil cooker blower, and engine monitoring system. Airframe
modifications for improved directional control, including a tail boom strake and new vertical fin spar to
solve cracking problems and enhance structural integrity and life. Optional avionics and instrumentation
package including GPS navigation, new transponders, and UHF and VHF communications systems.
NEW ENTRY
Huey 703
(2001)
Huey 703
(2001)
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STATES OF AMERICA
VAT (Sikorsky) S-58/H-34

Type
Remanufactured Sikorsky S-58/H-34.
Versions
Agricultural and Heavylift: Powered by 1,137 kW (1,525 hp) Wright Cyclone R-1820-84; equipped as
equivalent S-55 versions.
VAT Heli-Camper: Equipped similar to S-55 Heli-Camper; additional features include 8.73 m2 (94
sq ft) living area, sleeping for six; powered by 1,137 kW (1,525 hp) Wright Cyclone R-1820-84 radial
engine; 992 litres (262 US gallons; 218 Imp gallons) fuel; maximum T-O weight 5,670 kg (12,500 lb);
cruising speed 96 kt (177 km/h; 110 mph); range 304 n miles (563 km; 350 miles)
VAT Airliner: High-density 18-passenger version of Sikorsky twin-turbine S-58T (see California
Helicopter entry in this section); standard equipment includes dual controls, toe brakes, hydraulic rotor
brake, two independent powered control systems, full night lighting, rotating beacon, 24 V battery,
1,071 litre (283 US gallon; 235.6 Imp gallon) fuel system, 2,268 kg (5,000 lb) cargo hook, extended
passenger cabin; Flightex soundproofing and ram-air cabin cooling; options include 272 kg (600 lb)
rescue hoist, pop-out floats, 568 litre (150 US gallon; 125 Imp gallon) external auxiliary fuel tank,
stereo system, toilet, air conditioning, one-piece windscreen and choice of avionics; useful load is more
than 2,268 kg (5,000 lb); maximum speed at S/L 120 kt (222 km/h; 138 mph); hover ceiling OGE 2,440
m (8,000 ft); range, with auxiliary fuel and 20 minutes reserve, 373 n miles (692 km; 430 miles). 24
conversions completed.
VERIFIED
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STATES OF AMERICA
VAT (Sikorsky) S-55/H-19

Type
Remanufactured Sikorsky S-55/H-19.
Versions
Vistaplane: Passenger/air ambulance seating eight passengers or ten in high-density version; six
stretchers and two attendants; optional cabin floor viewing window.
S-55 Heli-Camper: VIP model sleeping four; luxury interior as standard, plus several options. Sold
with remanufactured airframe, new instruments, new or overhauled dynamics, overhauled 596 kW
(800 hp) Wright Cyclone R-1300-3D engine. Fuel capacity 715 litres (189 US gallons; 157.5 Imp
gallons); maximum T-O weight 3,266 kg (7,200 lb); cruising speed 78 kt (145 km/h; 90 mph); range
304 n miles (563 km; 350 miles).
S-55 Nite-Writer: Aerial advertising model with 12.2 2.4 m (40 8 ft) Sky Sign computerised
electronic billboard, mounted 40 to helicopter side; displays running messages, logos and graphics;
legible at up to 1.7 n miles (3.2 km; 2 miles).
S-55 Bearcat: Orlando-developed dry and spray dispensing systems; 946 litre (250 US gallon; 208
Imp gallon) glass fibre chemical tank; dry material can be carried internally; adaptable for firefighting.
All Orlando-modified S-55s powered by Pratt & Whitney R-1340 engines FAA approved to use
automotive fuel; `super-quiet' engine exhaust; optional Kysor cockpit air conditioning.
S-55 Heavy Lift: External load model for logging, firefighting and construction; useful load 1,361 kg
(3,000 lb).
AS-55/QS-55 Aggressor: Orlando has modified 15 S-55s to look like Mil Mi-24 `Hind-Es' for US
Army Missile Command; used for training and as targets. Retains S-55 four-wheel landing gear; new
five-blade Rotaire rotor; nose designed and supplied by 3D Industries; Honeywell drone flight control
system; stub-wings each stressed to carry 227 kg (500 lb) of stores or ordnance; QS-55 fitted with
defensive systems including flare/chaff dispensers.
S-55QT Wisper-Jet: Developed with Papillon Grand Canyon Helicopters to produce quiet helicopter
meeting FAA Level C category (see separate entry under Whisper Jet).
AT-55 Defender: Low-cost multirole military helicopter, for use in troop transport, armoured assault
or medevac duties; powered by 626 kW (840 shp) Garrett TPE331-1D. Incorporates much of
technology developed for AS-55 Aggressor; five-blade main rotor; stub-wings with pylons; maximum
T-O weight 3,583 kg (7,900 lb); maximum payload 952 kg (2,100 lb); maximum level speed 125 kt
(231 km/h; 144 mph); maximum cruising speed 115 kt (213 km/h; 132 mph); maximum payload range
325 n miles (602 km; 374 miles). Carries up to 10 fully equipped troops; entrances/exits on either side
of cabin; medevac version carries up to six litters and two attendants; assault version with wing pylons
each carrying up to 227 kg (500 lb) of missiles, armament or defensive systems.
UPDATED
Vertical Aviation Technologies (VAT) S-55 Bearcat agricultural helicopter
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STATES OF AMERICA
Garlick Helicopters (Bell) 209HL Heavy Lift Cobra

Type
Heavylift conversion of AH-1 Cobra combat helicopter.
Programme
First civil type certificate for Cobra. Two aircraft converted to date.
Costs
Approximately US$1.5 million.
Design features
More powerful 1,342 kW (1,800 shp) T53-L-703 turboshaft engine. Bell 212 tail rotor hub and blade
assembly, gearboxes and transmission (optional); wire strike protection system; external load `bubble'
window; electronic cargo weigh system; 2,720 kg (6,000 lb) cargo hook; and custom-configured
instrument panel.
UPDATED
First civilianised Cobra, converted by Garlick Helicopters as 209HL
206HL Cobra with external lift

(2001)
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/MILITARY,

RUSSIA
Kazan/Mil Mi-17-7V
Type
Combat/utility helicopter upgrade.
Programme
Three-year deep modernisation programme of Mi-17-5V outlined at the Kazan Helicopter Operators
Conference in July 2001 and first stage changes demonstrated at the MAKS 2001 exposition near
Moscow in August. New version expected to enter series production in 2004.
Design features
New 1,788 kW (2,400 shp) VK-5000 turboshaft engines, initially derated to 1,527 kW (2,050 shp) until
the replacement of the VR-14 main transmission by a modernised V-141; replacement of the AI-9V
auxiliary power unit with the new SAFIR APU enabling engine start up at an altitude of 6,000 m
(19,700 ft), and provide power supply for air conditioning and other onboard systems on the ground
without starting the main engines. The prototype also has a new Transas `glass' cockpit with four 8 6
in liquid crystal displays (LCDs), as well as two control consoles for the IBKV (integrirovannyi bortovi
kompleks vertoletnyi/integrated board complex for helicopters) with two 5 5 in screens. All avionics
are now integrated into the IBKV system, which includes an autopilot and allows the crew to be reduced
from three to two, eliminating the flight engineer's position. The cockpit is also said to be compatible
with the use of night-vision goggles (NVGs). The helicopter will also be fitted with new composite rotor
blades, originally developed for the Mi-38, and a new X-type tail rotor, borrowed from the Mi-28.
Kazan claims that the Mi-17-7V will have a considerable enhanced performance due to increases in
hovering and service ceilings, a 10.8 kt (20 km/h) gain in speed, and a 500 kg (1,102 lb) boost in
payload.
NEW ENTRY
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - CIVIL/MILITARY, UNITED

STATES OF AMERICA
Soloy (Eurocopter) AS 350 AllStar

Type
Engine upgrade.
Programme
FAA certification for the replacement of the Lycoming LTS-101 engine in the Eurocopter (Aerospatiale) AS
350D AStar by the Allison (now Rolls-Royce) 250-C30 engine was obtained in 1986. Soloy Corporation has now
added the AS 350 B and AS 350 BA models to the STC, replacing the Turbomeca Arriel 1B engine with the
250-C30M. The conversion is said to improve reliability, lower operating and maintenance costs and provide
better service support through Rolls-Royce's worldwide support network. Upgraded models are known as the
AllStar. General dimensions are identical to the other models.
Power plant
One Rolls-Royce 250-C30 turboshaft engine, rated at 485 kW (650 shp).
Specifications
Weight and loadings
Max T-O weight
AllStar D/B
1,950 kg (4,300 lb)
AllStar BA
2,100 kg (4,630 lb)
Performance
Never-exceed speed VNE
AllStar D/B
147 kt (272 km/h; 169 mph)
AllStar BA
155 kt (287 km/h; 178 mph)
Max cruise speed
AllStar D/B
123 kt (228 km/h; 141 mph)
AllStar BA
126 kt (233 km/h; 145 mph)
Rate of climb
AllStar D/B
7.1 m/s (1,400 ft/min)
AllStar BA
7.6 m/s (1,500 ft/min)
Hover ceiling IGE, ISA

AllStar D/B
1,890 m (6,200 ft)
AllStar BA
2,790 m (9,150 ft)
ISA + 20
AllStar D/B
670 m (2,200 ft)
AllStar BA
1,370 m (4,500 ft)
Hover ceiling OGE, ISA

AllStar D/B
1,280 m (4,200 ft)
AllStar BA
1,980 m (6,500 ft)
Service ceiling
AllStar D/B
4,270 m (14,000 ft)
NEW ENTRY
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INDIA
Hindustan Aeronautics (HAL) LOH

Type
Light observation helicopter.
Programme
Plans announced in February to develop a new Light Observation Helicopter (LOH) variant of the
Advanced Light Helicopter (ALH) for reconnaissance and surveillance duties for the Indian Army. The
new LOH is intended to replace the service's HAL-built Cheetah helicopter. A model was exhibited at
Aero-India 2001, which differed externally from the ALH by the use of a fenestron tail rotor system and
a more streamlined nose section. According to HAL officials, it will carry six passengers and have a
maximum T-O weight of around 2.6 tonnes. A full-scale mockup was due for completion in May 2001.
NEW ENTRY
Model of proposed LOH exhibited at Aero-India in February 2001 (C
Hoyle/Jane's)
(2001)
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UNITED STATES OF AMERICA
Garlick Helicopters (Bell) Super Huey

Type
UH-1 Huey upgrade.
Programme
Several modifications developed for the UH-1 series of utility helicopters certified in 1996.
Versions
GH205A: upgrade of civil 205A.
Super UH-1B: Upgrade of military UH-1B.
UH-1H Super Huey: High-performance modification with cargo hook, left hand cargo hook release, and
rescue hoist.
Costs
Approximately US$625,000.
Design features
More powerful 1,342 kW (1,800 shp) T53-L-703 turboshaft engine, Bell 212 main rotor hub, blades and
transmission; Kaflek drive shaft; 212 tailboom with push-pull tube rotor controls; Bell 209 LH
tractor-type tail rotor; lift beam modifications; high-skid gear, external load, bubble door with dual
instruments; PAR system and new avionics. Less than one-half maintenance man-hours per flight hour;
stated direct operating costs reduced by 38 per cent. Gross weight increased to 4,763 kg (10,500 lb)
internal, 5,091 kg (11,200 lb) external; internal payload increased by 291 kg (642 lb) to 1,379 kg
(3,038 lb); improved IGE and OGE hover capability.
Weights and loading
Basic empty weight
2,468 kg (5,540 lb)
Max gross weight:

internal
4,762 kg (10,500 lb)
external
Payload with full fuel
5,091 kg (11,200 lb)

1,379 kg (3,038 lb)
Performance
3,657 m (12,000 ft)

UPDATED
Garlick Helicopters Super Huey conversion
Garlick Helicopters Super UH-1B helicopter

(2001)
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, RUSSIAN
FEDERATION
Rostvertol (Mil) Mi-35M

Type
Attack helicopter tactical upgrade.
Programme
Upgraded night-capable, but limited adverse weather version of export Mi-35, displayed at Paris Air
Show in June 2001. Flight tests started in mid-2001.
Design Features
Notable external features of the Mi-35M include the main and tail rotors and transmission initially
developed for the Mi-28, shortened stub wings with new DB-3UV external stores rack, non-retractable
landing gear and Fadec-equipped 1,618 kW (2,170 shp) Klimov TV3-117VMA or 1,788 kW (2,400
shp) VK-2500 turboshaft engines. Equipment includes: Russkaya Avionika 6 8 in IV-86-2 LCDs (one
in front and two in the rear cockpit); MVK digital computer; Skosok NVG-1 or NVG-GEO night vision
goggles; and UOMZ OPS-24N gyro-stabilised platform under the nose housing, comprising a laser
range-finder, thermal imager, low-level TV and other sensors. Weapons include: Ataka missiles guided
by the Shturm-V aiming system; Igla-V air-to-air missiles; S-8 and S-13 unguided rockets; S-24B
rockets and KMGU pods of anti-armour and anti-personnel mines; and the UPK-23-250 container with
twin-barrel GSh-23-2 23 mm cannon in turret, and GSh-23L 23 mm cannon mounted in door. The
Mi-35M differs from the Mi-24VK-1 largely in that it is fitted with new-generation Ataka and Igla-V
missiles. Empty weight reduced to 8,090 kg (17,835 lb); normal T-O weight 10,900 kg (24,030 lb);
hovering ceiling OGE 3,100m (10,170 lb); service ceiling 5,700 m (18,700 ft); normal range 224 n
miles (415 km; 258 miles).
UPDATED
Door-mounted 23 mm cannon on Rostvertol Mi-35M upgrade (Gnter
Endres/Jane's)
(2002)
UOMZ OPV-24 gyro-stabilised platform (Gnter Endres/Jane's)

(2002)
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, UNITED

STATES OF AMERICA
Sikorsky UH-60M
Type
Multirole helicopter upgrade.
Programme
Improved Black Hawk, including avionics and power plant modernisation to extend operational life by
about 25 years. Previously known as UH-60L+. In addition to new-build aircraft under the next
multiyear procurement programme (MYP6, FY02 onwards), the US Army intends to upgrade some 610
UH-60As, while another 357 will be similarly upgraded before being further modified to UH-60Q
medevac configuration. US$219.7 million research, development, test and evaluation (RDT&E)
contract signed with US Army in May 2001, providing for construction of four aircraft, three converted
from existing Black Hawks and one built off the production line. Low-Rate Initial Production (LRIP)
will start with 12 UH-60Ms in 2004. The follow-on lot will be 18 aircraft; full-rate production of up to
60 per year would then commence in FY06. The UH-60M will be built both as a retrofit to the older
UH-60A and UH-60L fleet and as new aircraft under future multi-year H-60 production contracts.
Design features
Proposed improvements include: a wide-chord, composite-spar main rotor; remanufacture of the
tailcone, cabin, upper deck, transmission beams and beam rails; new access doors; improved cargo sling
system with a 4,082 kg (9,000 lb) capacity; crash-worthy external fuel tanks; digitised cockpit based on
the MIL-STD-1553 databus; new avionics, including an advanced flight control computer;
multifunction display units (MFDUs), control display units (CDUs) and digital map display; GPS/INS
navigation plus modern navigation aids and HF radios; new diagnostic monitoring system; strengthened
fuselage; larger fuel tanks and advanced infra-red imaging capabilities. Power will be provided by the
same General Electric T700-GE-701C turboshaft engines and the improved durability gearbox as on the
UH-60L. The changes are designed to increase payload by up to 907 kg (2,000 lb) and speed by up to
15 kt (28 km/h; 17 mph).
UPDATED
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Sikorsky MH-60R Strikehawk

Type
Enhanced ASU/ASW capability upgrade.
Programme
Remanufactured Seahawk providing new ASW and anti-ship weapons system with new radar and sonar.
US Navy Helicopter Master Plan called for up to 273 existing SH-60B, SH-60F and HH-60H models to
be converted, but cost concerns prompted the Navy to restructure programme with mostly new-build
aircraft. Two SH-60Bs (162976 and 162977) allocated to serve as prototypes (then known as SH-60R)
and converted at Owego, New York. First rolled out on 5 August 1999 and flew on 22 December that
year; second prototype flew in April 2000. Remanufacturing programme began in FY00 with initial test
batch of four helicopters (ordered in April 2000), followed by five low-rate initial production (LRIP)
units, also converted from existing airframes. First LRIP helicopter (166402) first flown 19 July 2001.
HSL-41 Squadron at North Island, California, is due to receive these in 2002. All subsequent airframes
to be newly built.
Design features
New systems to enhance countermeasures; passive and active detection capability are to be added.
These will include: the Telephonics AN/APS-147 multimode inverse synthetic aperture radar (ISAR);
Raytheon AN/AAS-44 FLIR/laser ranger; AN/AYK-14 mission processor and AN/UYS-2 enhanced
modular signal processor; colour high-resolution displays; dual INS with GPS; air-to-air and air-to-ship
datalinks; satellite communications; Lockheed Martin AN/ALQ-210 ESM system with expanded
detection frequency band; laser detector; MIL-STD 1760 stores station; and the Raytheon AN/AQS-22
advanced low-frequency airborne sonar with the Marconi Thomson Sonar Systems Folding, Light
Acoustic System for Helicopters (FLASH) `wet end'. New key sets and displays will also be installed,
with an upgraded Hamilton Standard flight control computer; SH-60B's MAD to be deleted, as it cannot
be used simultaneously with radar; flotation devices also to be deleted. AGM-114 Hellfire ASM to be
added to SH-60B's weapons; provision for eight sonobuoys.
UPDATED
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STATES OF AMERICA
Boeing CH-47F Chinook ICH

Type
Improved cargo helicopter upgrade.
Programme
Improved Cargo Helicopter (ICH) programme for the US Army's CH-47 Chinook approved on 11
October 1996; design to provide a 20-year life extension. Single aircraft (86-1678) leased from US
Army Reserves through Co-operative Research and Development Agreement (CRDA) for 66-hour
flight test programme at Fort Rucker. Two engineering and manufacturing development (EMD) aircraft
have been converted, with first flight of the CH-47F taking place at Boeing's Philadelphia facility on 25
June 2001. Low-rate initial production (LRIP) contract reduced from 11 to 7 aircraft, with 90-hour
operational testing at Fort Campbell to commence during 2002. First delivery March 2003, and first
army unit to be equipped by September 2004. Present plans call for 302 out of 433 available units to be
upgraded with an annual production rate of up to 26 until completion in 2015. Total programme cost
around US$3.3 billion; estimated fleet savings (300 aircraft, 20-year life cycle), US$ 2.3 billion.
Design features
Remanufactured airframe to include improved avionics for compatibility with other digital battlefield
systems, airframe tuning to reduce vibration, new elastomeric rotor hubs, better internal cargo handling
and air transportability kit. Honeywell responsible for kit conversion of the existing 1,150 T55-GA-712
turboshafts, to produce the more powerful 3,629 kW (4,867 shp) T55-GA-714A. Rockwell Collins
contracted to provide partial `glass' cockpit, based on the MH47D system, with provision for digital
battlefield upgrades.
UPDATED
The key elements of the Chinook ICH are the remanufactured airframe (1),
improved avionics (2), airframe tuning (3), upgraded T55-GA-714A turboshaft
engines (4), improved internal cargo handling (5), air transportability kit (6) and
elastomeric rotor hubs (7) (Boeing)
Most of the US Army's CH-47D Chinook fleet is to be upgraded to the CH-47F ICH
configuration
(1999)
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STATES OF AMERICA
Bell UH-1Y
Type
Programme
Major dynamics systems and avionics upgrade of US Marine Corps UH-1N TwinHuey helicopters
(formerly referred to as UH-1(4B)N), to meet expanded mission requirements up to the initiation of the
Joint Replacement Aircraft Program in 2020. Decision to proceed taken in Spring 1997, with contract
involving 100 TwinHueys (and 180 SuperCobras), projected life cycle savings between now and 2020
estimated at a minimum of US$3.9 billion. Two UH-1Ns have been modified for flight testing and
evaluation for US Marine Corps pilots. First flight of Y-1 was made from the Bell Flight Research
Center at Arlington, Texas, on 20 December 2001. Y-1 accumulated some 44 hours of flight testing by
April 2002, and will be transferred, along with Y-2, to the Patuxent River test facility of Naval Air
Systems Command later in 2002. Testing will continue through Operational Evaluation (OPEVAL) in
early FY04. The remanufacturing production line is scheduled to open in 2005 and the 100 helicopters
will be upgraded over a seven-year period.
Design features
Four-blade hingeless, bearingless, all-composite main rotor system with semi-automatic blade fold;
four-blade composite tail rotor with new 90 gearbox: new General Electric turboshaft engines and
transmission: improved tailboom and elevators: auxilliary power unit: digital flight controls: and
electrical and hydraulic systems. Expanded g envelope.
Power plant
Two uprated 1,955 kW (2,625 shp) General Electric T700-GE-410 turboshafts with IR suppressors, and
uprated transmission. Increased internal fuel capacity of 1,172 kg (2,584 lb).
Avionics
Integrated avionics system (IAS) being developed by Litton Industries, working in conjunction with
Rockwell Collins, Smith Industries and the Georgia Tech Institute. This will comprise an advanced
target sight system (TSS) being developed by Lockheed Martin, including a high-resolution FLIR, dual
field of view TV with zoom, and a laser range-finder/designator in the front cockpit: a head-steered
pilotage FLIR with helmet displays in the rear cockpit, plus the communications and the navigation
suites. The passive self-defence suite will comprise the AN/APR-39A(V)2 radar warning recever,
AN/AVR-2 laser warning receiver and the AN/AAR-47 missile approach warner. Active
countermeasures include the AN/ALR-47 decoy dispensing system, with the ability for automatic
dispensing of either round or square decoys, chaffs and flares.
Main rotor blade chord
0.63m (2 ft 1in)

Weight empty
5,171 kg (11,400 lb)
Max T-O weight

HOGE gross weight
Max useful load
8,392 kg (18,500 lb)

7,530 kg (16,600 lb)
3,220 kg (7,100 lb)
Performance
Max level speed
Max cruising speed
Max continuous power speed
Max range, 20 min reserve
g
Endurance
170 kt (315 km/h; 196 mph)

160 kt (296 km/h; 184 mph)
148 kt (274 km/h; 170 mph)
350 n miles (648 km/h; 402 mph)
-0.5 to +3.0
3.2h
UPDATED
High degree of commonality between the UH-1Y and AH-1Z

(1998)
Bell UH-1Y
(2001)
The UH-1Y prototype Y-1 on its first flight on 20 December 2001

(2002 )
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STATES OF AMERICA
Bell AH-1Z
Type
Programme
Major dynamics systems and avionics upgrade of US Marine Corps AH-1W SuperCobra (formerly
known as AH-1(4B)W), to meet expanded mission requirements up to the initiation of the Joint
Replacement Aircraft Program in 2020. Decision to proceed taken in Spring 1997, with contract
involving 180 SuperCobras (and 100 TwinHueys); projected life cycle savings between now and 2020
estimated at a minimum of US$3.9 billion. Three AH-1Ws have been modified for flight testing and
evaluation by US Marine Corps pilots; first flight of Z-1 from Bell's Flight Research Center at Fort
Worth on 7 December 2000. Z-1 accumulated 224 flight test hours before delivery, along with Z-2 and
Z-3, to the Patuxent River test facility of Naval Air Systems Command in April 2002. Testing will
continue through Operational Evaluation (OPEVAL) in early FY04. The 180 helicopters will be
upgraded over a nine-year period.
Design features
Four-blade hingeless, bearingless, all-composite main rotor system with semi-automatic blade fold;
four-blade composite tail rotor with new 90 gearbox; new General Electric turboshaft engines and
transmission; improved tailboom and elevators; auxiliary power unit; digital flight controls; and
electrical and hydraulic systems. Expanded g envelope. Longbow millimetric wave radar system being
offered to export customers. Pod-mounted on the tip of the stub wing, replacing one AIM-9 Sidewinder
missile, the Longbow radar would be integrated into the AH-1Z's M299 launcher, the AGM-114L RF
Hellfire missile, and the Lockheed Martin Target Sighting System.
Power plant
Two uprated 1,955 kW (2,625 shp) General Electric T700-GE-410 turboshafts with IR suppressors, and
uprated transmission. Increased internal fuel capacity of 1,255 kg (2,766 lb).
Avionics
Integrated avionics system (IAS) being developed by Litton Industries, working in conjunction with
Rockwell Collins, Smith Industries and the Georgia Tech Institute. This will comprise an advanced
target sight system (TSS) being developed by Lockhead Martin, including a high-resolution FLIR, dual
field of view TV with zoom, and a laser range-finder/designator in the front cockpit; a head-steered
pilotage FLIR with helmet displays in the rear cockpit, plus the communications and navigation suites.
The passive self-defence suite will comprise the AN/APR-39A(V)2 radar warning receiver, AN/AVR-2
laser warning receiver and the AN/AAR-47 missile approach warner. Active countermeasures include
the AN/ALQ-144 infra-red jammer and an AN/ALE-47 decoy dispensing system, with the ability for
automatic dispensing of either round or square decoys, chaffs and flares.
0.63 m (2 ft 1 in)

Weight empty
Max T-O weight
HOGE gross weight
Max useful load:
B
5,534 kg (12,200 lb)

8,392 kg (18,500 lb)
7,530 kg (16,600 lb)
2,858 kg (6,300 lb)
3,220 kg (7,100 lb)
Performance
Max level speed
Max cruising speed
Max continuous power speed
Max range, 20 min reserve
g
Endurance:
170 kt (315 km/h; 196 mph)

158 kt (292 km/h; 182 mph)
146 kt (270 km/h; 168 mph)
370 n miles (685 km/h; 425 mph)
-0.5 to +3.0
3.5 h
UPDATED
The AH-1Z Super Cobra made its first flight on 7 December 2000 (Bell Helicopter
Textron)
(2001)
Bell AH-1Z
(2001)
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Piasecki H60/VTDP
Type
Combat SAR compound helicopter.
Programme
Four-year, US$26.1 million US Navy contract awarded 28 September 2000 for the design, fabrication
and flight test of a Vectored Thrust Ducted Propeller (VTDP) Compound Helicopter modification of a
Sikorsky YSH-60F helicopter. The contract award followed completion of ground testing of a full-scale
flightworthy VTDP unit under an earlier US$16.1 million concept exploration and component design
and development contract. The first test programme will be conducted by a joint Piasecki and Naval
Rotary Wing Test Squadron team, commencing in 2003. Sponsored by the Office of Naval Research,
the tests are intended to show potential improvements in speed, range, survivability and reduced life
cycle cost. A compound helicopter could be fielded as early as 2007.
Design features
The compound design substitutes a VTDP unit for a standard tail rotor mechanism with the drive system
modified to increase power to the tail. The VTDP comprises a ducted propeller with integral vanes and
spherical sectors to vector propeller thrust, and provides both lateral thrust for anti-torque and yaw
control (in lieu of a conventional tail rotor), as well as forward thrust for auxiliary propulsion. A lifting
wing with flaperons is also added, which, in combination with the VTDP, unloads the main rotor in
forward flight, delaying the onset of retreating blade stall, thereby improving
manoeuvrability/survivability, and reducing vibration and fatigue loads. Advanced flight controls
integrate the rotor, wing and VTDP. Speed is expected to be in excess of 200 kt (370 km/h; 230 mph).
UPDATED
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, FRANCE
SAGEM (Mil) Mi-24V

Type
Attack helicopter avionics upgrade.
Programme
At the Paris Air Show last June, SAGEM revealed a modernisation package for the Hind, using systems
installed on the Tiger and NH90 helicopters. On display was an Uzbekistan Air Force Mi-24V, which
served as the prototype, providing the helicopter with a day/night capability. Armament remains
unchanged. Equipment installed includes CN-2H Night Vision Goggles (NVGs) with compatible
cockpit lighting; the NADIR FLIR in a nose-mounted ball turret alongside a day camera and laser
designator; SAMIR missile warning system tied to the existing Russian chaff/flare dispensers; mission
computer, SIGMA 95L ring-laser gyro INS/GPS navigation, two 6 8 multifunction displays (one per
cockpit), Mercator digital map generator, and STRIX gyro-stabilised sighting system for target
detection and identification. The targeting system is compatible with HOT anti-tank and Mistral AAMs.
SAGEM is contracted to upgrade 12 Mi-24Vs (plus Mi-8s) of the Uzbekistan Air Force at the
workshops in Tashkent, but is also offering the upgrade package to Poland and other Central European
countries.
NEW ENTRY
SAGEM's Nadir nose-mounted ball turret on the Uzbekistan Air Force Mil Mi-24V
(Gnter Endres/Jane's)
(2002)
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FEDERATION
Russkaya Avionika (Mil) Mi-24VK

Type
Programme
Joint project of Mil, Russkaya Avionika, NPO Geofizika, UOMZ and Rosoboronexport (formerly
Rosvooruzhenyie) selected in Spring 2001 by the Russian Ministry of Defence for a simple avionics
upgrade at a cost of around US$1 million per upgrade. Designated Mi-24VK (K for kruglosutochny around-the-clock), it includes the installation of a new PrVK-24 computerised fire-control system;
KNEI-24 flight navigation data presentation subsystem, including A737-00 GPS, digital charts and
`glass'; cockpits with two 6 8 in MFI068 colour LCDs in the pilot's cockpit and one in the gunners
station; NPO Geofizika ONV-1 NVGs and compatible cockpit lighting; and the UOMZ GOES
àround-the-clock' observation fire-control turret. A Mi-24VK-1 subvariant with a nose-mounted
GOES-331 turret is being tested, to be followed by the Mi-24VK-2 with a more powerful turret
containing FLIR, TV, laser range-finder and infra-red direction finder for acquiring targets and
transmitting their co-ordinates to the homing system of the Ataka anti-tank missile. No changes planned
to airframe and engines.
NEW ENTRY
The 'first stage' Mi-24VK-1 with the GOES-321VMI turret, shown at Zhukovsky
on 6 March 2001 during a presentation of aircraft upgrade proposals for the
military.(Source: Dmitri Petrochenko/Aerospace News)
(2002)
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KINGDOM
BAE Systems (Mil) Mi-24V

Type
Programme
Modular avionics upgrade package offered for key upgrade markets in Bulgaria, Czech Republic,
Hungary, Poland and Slovak Republic, providing enhanced situational awareness allowing day, night
and all-weather operation. BAE equipment offered, all in current service with NATO defence forces,
includes the Titan 385 multisensor turret system with stablilised FLIR, CCD camera, laser
range-finder/designator, colour multifunction displays, NVGs and head-up display; the latest mission
system, communications and navigation packages; a self-protection suite comprising IR signature
suppression, IR jammer, radar warning receiver, laser and missile warners and chaff and flare dispenser;
and a portable PC-based ground station for mission planning and threat detection library. Customer
choice of weapons could include 20 mm cannon, 70 mm unguided rockets, and anti-tank guided
missiles. A helmet-mounted display is optional. Expected cost, depending on equipment and weapons
fit is US$3 to 5 millon. BAE systems can offer up to 100 per cent offset work.
NEW ENTRY
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FEDERATION
Russkaya Avionika (Mil) Mi-8MTKO/Mi-17N

Type
Assault helicopter tactical upgrade.
Programme
Joint project of Mil, Russkaya Avionika, NPO Geofizika, UOMZ and Rosoboronexport (formerly
Rosvooruzhenyie) selected in Spring 2001 by the Russian Ministry of Defence for a simple avionics
upgrade at a cost of around US$1 million per upgrade. Designated Mi-8MTKO (K for Kruglosutochnyl
- around-the-clock), it includes the installation of a new PrVK-24 computerised fire-control system;
KNEI-24 flight navigation data presentation system, including A737-00 GPS, digital charts and `glass'
cockpits with two 6 8 in MFI-68 colour LCDs in the pilot's cockpit and one in the gunners station;
Geo-ONV-1 NVGs and compatible cockpit lighting; and the UOMP GOES-321 àround-the-clock'
observation fire-control turret with AGEMA 1000 FLIR and laser range-finder. The upgraded helicopter
was first flight tested in January 1999. Six aircraft converted and used in the Caucasus campaign by an
experimental combat group. Also offered for export as the Mi-17N. No changes planned to airframe and
engines.
UPDATED
Mi-8MTO equipped for night missions with ball-shaped GOES-331

(2001{)
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, POLAND
WZL-1 (Mil) Mi-24PL

Type
Attack helicopter avionics upgrade.
Programme
Launched by the Polish Ministry of National Defence in a Zloty 800 million (US$200 million)
programme to modernise 40 of the Polish Land Forces' fleet of 27 Mi-24D and 16 Mi-24V helicopters.
The upgrade package will include new communication equipment, defensive aids suite and modern
avionics to provide full night and all-weather capability, ensuring interoperability with other NATO
assets. A new anti-tank guided weapon system is intended to be procured later. A total of 36 for the 49th
and 56th Combat Helicopter Regiments will be designated Mi-24PL, with the remaining four to be
converted for use by a dedicated Combat Search-And-Rescue (CSAR) flight under the designation
Mi-24CSAR. Flight trials of two prototypes, one of each type, could fly as early as 2002, with deliveries
of the Mi-24CSAR to be completed by 2004 and the Mi-24PL by 2006. The upgrade package will be
intergrated by the Wojskowe Zklady Lotnicze Nr 1 (WZL-1) military aviation depot in Lodz. Hungary,
Slovakia and the Czech Republic could also be targeted for this upgrade. Companies likely to bid for the
supply of equipment and systems include Advanced Technologies and Engineering (ATE) of South
Africa, BAE Systems of the UK, IAI's Tamam division of Israel, SAGEM and Thales of France,
Germany's IBCOL and Marconi of Italy.
NEW ENTRY
Poland plans to upgrade 40 of its Mi-24 `Hind' attack helicopters (G

Holdanovicsz)
(2001)
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Sikorsky CH-53X
Type
Service Life Extension Programme (SLEP).
Programme
SLEP initiated by the US Marine Corps (USMC) for 111 of its 165 CH-53 Super Stallion fleet, at an
estimated cost of US$21 million per aircraft. The CH-53X will equip six 16-aircraft active force
squadrons and one 15-aircraft fleet requirement squadron. Current planning calls for research and
development and risk-reduction work to be completed in FY03/04, to be followed by the Engineering
and Manufacturing Development (EMD) through FY05/06, with flight testing in FY07/08. Full-rate
production of 15 CH-53Xs per year will begin in FY11.
Design features
The SLEP includes six major elements: a new Rolls-Royce AE 1107C turboshaft engine used on the
Bell-Boeing MV-22 Osprey tiltrotor and Lockheed Martin KC-130J Hercules; an improved S-92 based
all-composite rotor blade with a swept anhedral tip, which will provide up to 2,700 kg (5,952 lb) lift
enhancement; a simpler and improved cargo hook system to enable the external carriage of outsize
cargo; an elastomeric rotor head, also based on the S-92 design; common cockpit based on either the
MV-22 or UH-1Y designs; and remanufactured tail pylons, a refurbished cabin area and other
components to reduce airframe fatigue. The end result will be a `zero-life' aircraft with 6,500 flight
hours remaining.
NEW ENTRY
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, ISRAEL
IAI (Mil) Mi-8/17 `Peak-17'

Type
Assault helicopter tactical upgrade.
Programme
Developed by Israel Aircraft Industries and demonstrated at Aero-India 2001 in February. Tactical
upgrade features a number of subsystems developed for the Kamov Ka-50-2 Èr-dogan' offered to
Turkey and the export-standard Mi-35 attack helicopters. It includes a modular avionics system based
on a `glass cockpit', an Electronic Warfare (EW) suite, improved self-defence equipment, and an
enhanced armaments package, offering Rafael's NT-D Dandy and NT-S Spike short-range air-to-surface
anti-armour missiles. Lead authority is IAI's Lahav division, with the Mata division responsible for the
avionics systems and night-vision goggle-compatible cockpit displays. The Tamam business unit
provides the multimission optronics payload and the crew's helmet-mounted sighting systems.
Subsidiary Elta Electronics has integrated the extensive EW suite. The upgrade package is said to
expand the helicopter's mission envelope through providing full night and all-weather capabilities,
together with a substantial increase in its battlefield survivability.
NEW ENTRY
Weapon systems offered with the Peak-17 upgrade include Rafael's NT-D Dandy and
NT-S Spike anti-armour missiles (C Hoyle/Jane's)
(2001)
Flight demonstration by IAI's Peak-17 prototype at Aero-India 2001 (C Hoyle/Jane's)

(2001)
Gunter Endres MRAeS
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STATES OF AMERICA
Sikorsky UH-60Q DUSTOFF

Type
Medevac upgrade.
Programme
Proof-of-concept conversion developed by Air Methods and Raytheon E-Systems' Servair; first flown
31 January 1993. Operational Testing (OT) by the Army National Guard completed in October 1998.
Phase II two-year operational testing being undertaken by the Tennessee National Guard with three
more UH-60A Black Hawk helicopters converted to UH-60Q DUSTOFF (Dedicated, Unhesitating
Service To Our Fighting Forces). If successful, Phase III calls for funding for 87 conversion kits for
completion by 2002. Total 357 conversion kits could eventually be acquired by US Army, but funding
has not yet been requested. Service Life Extension Programme (SLEP) to be undertaken prior to
conversion to UH-60Q, as well as upgrade package under the UH-60M (formerly UH-60L+)
programme.
Design features
Installation of new medical interior by Air Methods; Breeze-Eastern external electric rescue hoist;
mission management system by Canadian Marconi; FLIR System's SAFIRE thermal-imaging system
mounted in a chin turret with a 360 field of view; Litton LITOX onboard oxygen-generating system
and aircraft multifunction displays; crashworthy Simula medical attendant seats; Telephonics Starcom
communications system and improved MILSPEC data modem, interoperable with marine, civil and law
enforcement frequencies.
Definitive UH-60Q configuration will include a medical interior able to accommodate six stretcher
patients, with integrated suction and oxygen systems plus defibrillation, ventilation and incubation
equipment, as well as apparatus for monitoring of vital signs. It will also have a `glass cockpit'
incorporating Litton Smart MultiFunction Displays (SMFDs); Doppler 128C with embedded GPS;
NVG-compatible lighting; BFGoodrich AMS-2 Stormscope; AN/ARS-6(V)2 personnel locator system;
HIRSS; chaff/flare dispensers; ESSS; plus an improved data modem and SINCGARS radios, which will
allow it to transmit and receive digital data.
UPDATED
Air Methods UH-60Q Black Hawk medical interior
Sikorsky UH-60Q DUSTOFF modifications
The UH-60Q is a fully capable air ambulance and trauma unit

(1999)
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, UNITED STATES OF
AMERICA
Erickson S-64 Aircrane

Type
Twin-turbine heavylift helicopter.
Programme
Erickson Air-Crane acquired the S-64 type certificate from Sikorsky (see In Service section) in 1992 and is now
marketing the helicopter worldwide for logging, construction work and firefighting duties. Civil conversions and
upgrades are undertaken from CH-54 military variants. First `new'-built S-64E joined its own operational fleet in July
1997.
Versions
S-64E: Civil upgrade of military CH-54A airframe, including new engine mountings, strengthened tailboom and
substantial increase in main rotor blade life.
S-64F: Similar civil upgrade of military CH-54B.
Helitanker: Specialist firefighting aircraft featuring the company's own 10,030 litre (2,650 US gallon; 2,208 Imp
gallon) water tank, with a capacity to deliver 113,700 litres (30,000 US gallons; 25,044 Imp gallons) of water, foam
or retardant per hour, and 292 litre (77 US gallon; 64 Imp gallon) foam injection system. Full length
microprocessor-controlled tank doors; suction hose capable of filling tank in 45 seconds from minimum water depth
of 450 mm (18 in); optional water cannon mounted on left-hand side of the cockpit below pilot's side door capable of
delivering water or water injected with foam at rate of 1,137 litres (300 US gallons; 250 Imp gallons) per minute.
Design features, power plant and specifications generally similar to Sikorsky-built models, except as noted for
Helitanker.
Specifications
Weight empty, with tank
10,206 kg (22,500 lb)
Performance
Max cruising speed
S-64E
115 kt (213 km/h; 132 mph)
S-64F
104 kt (192 km/h; 120 mph)

UPDATED
Erickson Air-Crane Helitanker with water tank and suction hose

(2001)
Erickson Air-Crane S-64E used on construction work, fitted with patented cargo handling
system, which prevents load from spinning
(1998)
Erickson Air Crane S-64E Helitanker

(1998)
The Erickson Helitanker can loosen a salvo of 9,500 litres of water in 3 seconds (Erickson
Air-Crane)
(2001)
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY,
INTERNATIONAL
Eagle Helicopters (Eurocopter) AS 350 Super D

Type
Performance upgrade.
Programme
STC developed for the Eurocopter AS 350D AStar using the TwinStar rotor blades and the improved
Honeywell LTS 101-600A-3A turboshaft engine. Certification granted in January 2000.
Design features
Installation of Honeywell LTS 101-600A-3A producing increased power of 485 kW (650 shp),
increased speed and altitude, higher gross weight of 2,100 kg (4,630 lb), 162 kg (358 lb) greater external
load and 150 kg (330 lb) internal load increase, matching performance of AS 350BA model.
UPDATED
The upgraded AS 350 Super D mirrors the performance of the AS 350BA
Ecureuil
(1999)
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STATES OF AMERICA
Sikorsky UH-60C
Type
Command and control helicopter.
Programme
Development of Black Hawk helicopter as an Army Airborne Command and Control System (A2C2S),
being tested at Fort Hood, Texas. System architecture includes an enhanced communications interface
terminal (ECIT) with five operator workstations for commander and five staff officers, all stations
interfaced on wideband fibre optic bus; system also includes 760 mm (30 in) colour flat-panel display.
Communications suite to include Have Quick II, SINGGARS/SIP and JTIDS. Other capabilities to be
included are FLIR, NVG compatibility, digital map display, mission planner, improved ECCM and
storage for ground power generators and antennas. Up to 207 older UH-60A could be upgraded to
UH-60C configuration. Operational trials planned for the first quarter of 2002.
NEW ENTRY
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, SOUTH
AFRICA
ATE (Mil) Mi-24 Mk III

Type
Attack helicopter upgrade.
Programme
Comprehensive modernisation package offered by Advanced Technologies and Engineering (ATE) in
conjunction with other African companies, to provide day and night capability and improved weapons
systems. Trials of proposed equipment have been ongoing on the company's former East European
Mi-24 since 1999, and flight trials are continuing. ATE hopes to secure work on some 150, or 10 per
cent of the estimated 1,500 Mi-24s in operation outside Russia.
Design features
Upgrades being proposed include adapting the cockpit with night-vision goggles (NVGs), global
positioning navigation, and helmet-mounted sighting system for the pilot. Armament includes the
Kentron Ingwe anti-tank guided missile and a 20 mm cannon housed within an IST Dynamics-designed
turret. A stabilised sight featuring TV and FLIR sensors, and a laser rangefinder are also to be fitted.
Further options available under the upgrade programme include a head-up display, secure
communications equipment, self-protection suite, identification friend or foe (IFF) systems, and ability
to conduct nap-of-the-earth operations.
NEW ENTRY
ATE Mi-24 Mk III under flight test

(2000)
Gunter Endres MRAeS
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STATES OF AMERICA
Sikorsky UH-60X Super Black Hawk

Type
Multirole helicopter upgrade.
Programme
Study into modernisation of Black Hawk helicopter to improve productivity, cut support costs and
extend service life by another 20 years. Operational Requirement Document drafted by US Army in last
quarter of 1999 stipulates improved base performance with 25 per cent reduction in specific fuel
consumption, a MTOW of 11,793 kg (26,000 lb) and increased fuel capacity of 1,560 litres (412 US
gallons; 342 Imp gallons). Up to 700 of the army's 1,050 UH-60A Black Hawks could be involved.
Design features
Potential upgrades under consideration include digital avionics, including a new flight control computer
and MIL-STD-1553 databus; improved infra-red signature controls, IR missile countermeasures and
laser detector; a new articulated, elastomeric rotor head and dynamic components, based on those
developed for the S-92, with a design life of 30,000 hours; and new engines, which could include the
1,415 kW (1,900 shp) General Electric T700-701C or the 1,862 kW (2,500 shp) CT7-8 turboshafts as
well as engine being developed under Common Engine Program (CEP). The 1,788 kW (2,400 shp)
Rolls-Royce Turbomeca RTM 322 is also a possibility. Also under consideration is a composite
wide-chord rotor blade, to increase reliability and lifting capability to 4,082 kg (9,000 lb). Wide-chord
blades will be tested under Dual Use Application Program (DUAP), in conjunction with the Defense
Advanced Research Projects Agency (DARPA). Changes already earmarked under the UH-60L+
programme will also be incorporated. A US$9 million contract was signed in October 1997.
UPDATED
Sikorsky UH-60X Super Black Hawk

(1999)
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STATES OF AMERICA
Sikorsky S-70A/UH-60L Firehawk

Type
Upgrade of UH-60L for firefighting.
Programme
Conversion of US Army UH-60L (S-70A) Black Hawk to firefighting configuration in co-operation
with the army and Army National Guard. US$3 million approved by Congress for testing, qualification
and certification and additional kits. Demonstrator completed a three-month trials programme towards
the end of 1998 flying firefighting and rescue missions for the Los Angeles County Fire Department,
during which it spent 116 hours in the air and dropped 337,100 gallons of water. The aircraft has been
delivered to the Army National Guard in Oregon.
Design features
A fixed or removable tank, fabricated by Aero Union Corporation, is fitted to the underside of the
fuselage, together with extended landing gear for ground clearance. Refilling is possible in two ways.
The helicopter can either land next to a water source while water is pumped aboard via a connector on
the side of the tank or, alternatively, water can be pumped aboard in less than 1 minute through a
snorkel hose while helicopter hovers above. Foam concentrate and water density for vegetation and fire
intensity is set by a pilot operated control panel. A lower rearview mirror for the pilot is also fitted. The
passenger cabin can accommodate 15 firefighters. An estimated four hours is required for the
installation or removal of the watertank.
UPDATED
Firehawk configuration
(1999)
Firehawk in action for the Los Angeles County Fire Department

(1999)
Firehawk snorkelling water from a lake

(1999)
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, RUSSIA
Mil Mi-24M
Type
Attack helicopter upgrade.
Programme
Part of a 'deep modernisation' programme for the Russian Ministry of Defence to maintain combat
capability until 2015, the modernisation Mi-24V was first shown in model form at the Moscow Air
Show in 1995. First flight announced early 1996 but not made until 3 March 1999. Second prototype
under construction. Only alterations to airframe and rotor system will be tested; night vision fire-control
system will be installed during second stage of test beginning in early 2000. Upgrade to be carried out
by Rostvertol. Russian Army units will receive the first upgraded aircraft in 2000.
Versions
Mi-24VM: Designation of upgraded Mi-24V.
Mi-24VN (Mi-350): Night mission proposals shown in mock-up form at MAKS'99 in Moscow in
August 1999. Main features are the UOMZ GOES-342 or the OMO Tor-24 sensor turret system for
observation and fire control; MFI-10 (6 8 in) colour LCDs; and NPO Geofizika Geo-ONV-1 night
vision goggles.
Mi-24PM: Designation of upgraded Mi-24P.
Design features
Five major elements are being considered, with some or all to be implemented. They comprise the
extension of airframe service life; reduction of structural weight by shortening stub wings and
introducing a fixed landing gear; new main rotor blades developed for the Mi-28N; installation of new
armaments, including 9M120 Ataka anti-tank missiles and 9M313 Igla air-to-air missiles; and
installation of night vision and fire-control systems, also taken from the Mi-28N.
UPDATED
The upgraded Mi-24VM made its much delayed first flight on 3 March 1999
(Dmitry Petrochenko/Aerospace News)
(1999)
Main feature of Mi-24VM upgrade

(2001)
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STATES OF AMERICA
Heli-Dyne (Bell) BH 412EP Sentinel

Type
All-weather multi-mission naval upgrade.
Programme
Developed by Heli-Dyne Systems with a Multi-Mission Equipment Package (MMEP) to allow quick
change between ASV, ASW and SAR configuration. First flight May 1998, followed by first delivery in
October 1998.
Customers
Ecuador two and Venezuela four plus two options.
Design features
High skid gear and quick-change mission suite integrated with a MIL STD 1553B databus. At the heart
of the MMEP is a Honeywell SPZ-7600 dual four-axis, digital AFCS, augmented by a Honeywell
EDZ-756 EFIS with 5 5 in colour displays, and Flight Visions FV-2000 head-up display with a
conformal horizon. AlliedSignal RDR-1500B multi-mode search and tracking radar installed in an
extended nose radome; advanced AN/AQS-18A dipping sonar; Wescam 12D FLIR/daylight video
sensor system. Aft cabin auxiliary fuel tank and emergency flotation equipment.
Equipment
Roof-mounted Lucas Western Gear 272 kg (600 lb) rescue hoist and Spectrolab SX-5 Starburst
searchlight for SAR missions.

Armament
Two Mk 46 torpedoes or two Penguin anti-ship missiles.
UPDATED
Wescam FLIR/Daylight video sensor system fitted to the Sentinel (Gnter
Endres)
(1999)
The Ecuadorean Navy has taken delivery of the first BH 412EP Sentinel naval
helicopter
Gunter Endres MRAeS
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY, JAPAN
Fuji (Bell) UH-1J

Type
Combat helicopter upgrade (UH-1).
Programme
First flight of UH-1J 23 April 1988 in Texas. Demonstrated in USA in 1988 and in Southeast Asia in
1989. Fuji delivered first UH-1J in September 1993.
Customers
Japanese Ground Self-Defence Force to replace UH-1H with UH-1J. Total 70 delivered by March 2000.
Design features
UH-1J is an upgraded UH-1H, with increased payload/agility with UH-1N/ 212-type tapered rotor
blades. Installation of IR jammer, wire strike protection system, MIL-STD-1553B databus and
improved avionics and night operation capability by NVG-compatible cockpit.
Power plant
One 1,500 shp Kawasaki-built T53-K-70 turboshaft. Transmission rated at 962 kW (1,290 shp).
Accommodation
Crew of two and 13 troops.
Length, overall
Width, overall
17.44 m (57 ft 2 in)

2.86 m (9 ft 4 in)
Height, overall
4.39 m (14 ft 4 in)

Internal
4,763 kg (10,500 lb)
External
5,080 kg (11,200 lb)
Performance
Max speed
130 kt (240 km/h; 150 mph)

UPDATED
Fuji (Bell) UH-1J upgraded UH-1H helicopter of the Japanese Ground

Self-Defence Force
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HELICOPTER UPGRADES AND CONVERSIONS - ROTARY-WING - MILITARY,
GERMANY
Eurocopter (Sikorsky) CH-53G

Type
Heavy assault transport helicopter upgrade.
Programme
Extended range and night-time, low-flying capability upgrade authorised by German defence ministry to
expand mission profile and extend life of German Army Aviation's 108 units to 2030. Work is being
undertaken by Eurocopter at Donauwrth, Germany and is expected to be completed by 2004. Not all
modifications will be applied to the whole fleet.
Design features
Modification work will include fitting Sikorsky-developed external auxiliary 2,460 litre (650 US gallon;
542 Imp gallon) tank system to increase range to 649 n miles (1,200 km; 745 miles); independent power
supply; Global Positioning System (GPS) and APN-128 Doppler navigation system; and
image-intensifier-compatible cockpit instrumentation and moving map display. Prototype supplied to
army for field testing.
As a further measure in connection with new mission profile, Eurocopter is integrating an electronic
self-defence system against radar-controlled anti-aircraft guns and missile attacks in a prototype to be
evaluated by the German Army Aviation, which will itself install bulletproof linings to cabin and cargo
bays. This includes a Lockheed Martin AN/AAR-47 missile approach warner, Elisra SPS-65(V) radar
warning receiver and a Rokar ADDS chaff/flare dispenser. A redesigned cockpit and digital avionics to
facilitate commonality with new Tiger and NH 90 helicopters is also under investigation. Development
work has already been completed to strengthen weak points in the airframe structure and 15 helicopters
have been retrofitted annually since 1997; integration of new cabin entrance doors and tailcone overhaul
to be implemented annually on 25 helicopters.
Also under consideration is a more powerful engine, achieved by the upgrade of the General Electric
T64-GE-7 turboshafts to the improved T664-GE-100 configuration.
UPDATED
German Army's Sikorsky CH-53G upgraded prototype with external fuel tanks, retrofitted
by Eurocopter Deutschland for troop trials
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES, FRANCE
MBDA Mistral ATAM

Type
Short-range, IR-guided missile.
Programme
Began development as a surface-to-air missile in late 1970s and firings of the AAM variant were made
in 1990 from a Gazelle helicopter; trials from the Tiger helicopter started in 1995. Deployed in the Gulf
War, but first in-service deliveries not until 1994. Total of 16,000 missiles ordered.
Operational status
In service and production.
Helicopter platforms
Eurocopter (Aerospatiale) SA-342L/M Gazelle/AS 565 Panther; selected for Eurocopter Tiger.
Specifications
Length: 1.86 m (5 ft 10 in)
Body diameter: 90 mm (4 in)
Wing span: 0.18 m (7 in)
Launch weight: 19 kg (42 lb)
Warhead: 3 kg (6.6 lb) HE tungsten ball

Fuze: laser proximity and impact
Guidance: passive infra-red, multi-element detector
Propulsion: SEP two-stage, solid-propellant rocket motor
Control: four small rectangular control fins at front; four wraparound stabilising fins at rear of motor
assembly
Speed: M2.7
Range: 3.25 n miles (6 km; 3.7 miles)
Contractor
Velizy-Villacoublay, France.
UPDATED
MBDA Mistral ATAM air-to-air missile being fired from Eurocopter Tiger
(2001)
Gnter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES, RUSSIAN FEDERATION
Vympel R-73
NATO reporting name: AA-11 Archer
Type
Medium-range, IR-guided missile.
Programme
Development probably started in late 1970s by Molniya OKB and R-73M1 believed to have entered
service around 1987; later R-73M2 in service since 1996.
Operational status
In service.
Platform
Proposed for Kamov Ka-50 Black Shark.
Specifications
R-73M2
Wing span: 0.51 m (1 ft 8 in)

Warhead: 7.4 kg (16.3 lb) HE fragmentation
Fuze: active radar proximity
Guidance: passive infra-red
Propulsion: solid-propellant rocket motor
Control: four small swept rectangular moving fins at nose, followed by four fixed rectangular fins and
four clipped-tip triangular moving fins, all in-line
Speed: supersonic (M2.50)
Range: 16 n miles (30 km; 19 km)
Contractor
Spetztekhnika Vympel
Moscow, Russian Federation.
UPDATED
Vympel R-73 (AA-11 Archer) medium-range air-to-air missile fitted to the outer pylons
of the Kamov Ka-52 Alligator
(1998)
Gnter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES, UNITED STATES OF
AMERICA
Raytheon FIM-92A Air-to-Air Stinger (ATAS)

Type
Programme
Trials of helicopter-mounted air-to-air variant began in 1978 and entered service with the US Army in
1988.
Operational status
Agusta A 109K/A 129 Mangusta; Bell AH-1S Cobra/AH-1W SuperCobra/OH-58C Kiowa/OH-58D
Kiowa Warrior; Boeing (MDHS) AH-64A Apache/AH-64D Apache Longbow; Eurocopter (MBB) BO
105; Sikorsky UH-60A Black Hawk; Westland Lynx; proposed for Boeing/Sikorsky RAH-66
Comanche. Trials carried out on Eurocopter Tiger.
Specifications

Wing span: 140 mm (5 in)
Warhead: 3 kg (6.6 lb) HE blast/fragmentation
Fuze: impact
Guidance: passive dual mode infra-red/ultra-violet
Propulsion: dual thrust, solid-propellant rocket motor
Control: four small rectangular fins forward, four wraparound trapezoidal stabilising fins at rear
Speed: M2.2
Range: 2.4 n miles (4.5 km; 2.8 miles)
Contractor
Raytheon Company
Tucson, Arizona, USA.
UPDATED
Agusta A 129 International fitted with four Raytheon Stinger IR-guided air-to-air missiles
(Agusta)
(1998)
Raytheon Stinger air-to-air missile being fired from an Apache helicopter

(Raytheon)
(2002)
Gnter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES, UNITED STATES OF
AMERICA
Raytheon AIM-9 Sidewinder

Type
Programme
First prototype flown in 1953 and first-generation Sidewinder entered service with US Navy and US Air
Force in 1956. Trials on McDonnell Douglas Apache in 1987 and Bell AH-1 Cobra in 1988. Built by
several consortia.
Operational status
In service.
Platform
Trialled on Bell AH-1 Cobra and Boeing AH-64A Apache.
Specifications
AIM-9M

Warhead: 10.15 kg (25 lb) HE blast/fragmentation
Fuze: active laser proximity
Control: four swept control fins near the nose and four clipped delta-wings at tail, with distinctive
`rollerons' at the trailing-edge tips
Speed: M2.5
Range: 4.32 n miles (8 km; 5 miles)
AIM-9L
Warhead: 9.5 kg (21 lb) HE blast/fragmentation
Fuze: active laser proximity
Speed: M2.5
Contractor
Raytheon Company
UPDATED
Raytheon AIM-9L Sidewinder missiles being readied for helicopter deployment (Harry
Steele)
(1998)
Raytheon AIM-9 Sidewinder missile (Raytheon)
(2002)
Gnter Endres MRAeS
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AND ASSOCIATED STATES (CIS)
KBM (Turopov) 9K32M Strela-2

NATO reporting name: SA-7 Grail
Type
Programme
Development of surface-to-air missiles started in 1959, but used in air-to-air role on Russian helicopters
since the late 1970s.
Operational status
In service.
Mil Mi-2M/Mi-24; SOKO-built Gazelle.
Specifications
SA-7b
Warhead: 1.80 kg (4 lb) HE fragmentation
Fuze: impact

Propulsion: single-stage, solid-propellant rocket motor
Control: two small rectangular moving control fins at the nose and four swept rectangular wings
trailing from the rear
Speed: supersonic
Contractor
Kolomna, Moscow Region.
UPDATED
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES, UNITED KINGDOM
Shorts Air-to-Air Starstreak (ATASK)

Type
Short-range, radio-command-guided missile.
Programme
Development of surface-to-air missile system began in 1980, followed in 1988 by teaming arrangement
with McDonnell Douglas to fit an air-to-air variant, then known as Helstreak, to the Apache helicopter.
Lockheed Martin joined team in 1995 and first separation trials conducted in 1996. Guided missile trials
completed in 1998. Successful series of six live-fire tests carried out on Apache helicopter
October/November 1998.
Operational status
Under development and in testing; service planned for 2001.
Helicopter platform
UK-built WAH-64D Apache.
Specifications
Launch weight: 16 kg (35.2 kg)
Warhead: three steerable HE armour-piercing/explosive darts
Fuze: impact
Guidance: radio-command with laser grid
Propulsion: two-stage, solid-propellant rocket motor
Control: four rectangular control fins at rear
Speed: hypersonic
Contractor
Shorts Missile Systems Ltd
Castlereagh, Belfast, Northern Ireland, UK.
UPDATED
The high-velocity Air-to-Air Starstreak (ATASK) missile fired from an Apache
during US Army evaluation trials at Yuma Proving Ground, Arizona (Shorts)
(1998)
Gunter Endres MRAeS
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AND ASSOCIATED STATES (CIS)
KBM (Nepobidimy) 9M313 Igla

NATO reporting name: SA-16 Gimlet
Type
Programme
Believed to have entered service in Russia in 1986; use on helicopters unconfirmed, although displayed
on Mi-17MD at the Farnborough air show in 1996.
Operational status
In service.
Mil Mi-17MD, Mi-24 and Kamov Ka-50 Black Shark.
Specifications
Launch weight: 10.8 kg (23.8 lb)
Warhead: 2.0 kg (4.4 lb) HE fragmentation
Fuze: impact
Control: four pop-out rectangular control fins near the nose and four rectangular fins at the tail
Speed: supersonic
Contractor
Kolomna, Moscow Region, Russian Federation.
VERIFIED
A four-canister launch assembly for the Igla (SA-16 Gimlet) short-range air-to-air
missiles displayed on Kazan MD-17MD at Farnborough in 1996 (Gnter Endres)
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-AIR MISSILES, SOUTH AFRICA
Denel Kentron V3 Kukri/Darter

Type
Programme
The V3 missile was developed for the South African Air Force and entered production in 1975. The
early V3A and V3B models were replaced by the improved V3C in 1990; export version known as
Darter. Has been fired from Rooivalk helicopter.
Operational status
Proposed for Denel CSH-2 Rooivalk and Denel (Aerospatiale) Oryx.
Specifications
V3C
Warhead: 16 kg (35 lb) HE fragmentation
Fuze: active laser

Control: double canard configuration near nose, comprising four fixed clipped delta fins and four
kinked moving control fins directly behind and in-line; cruciform tail assembly
Speed: supersonic
Contractor
Centurion, South Africa.
VERIFIED
Denel Rooivalk attack helicopter fitted with the Kukri (Darter) and the new
Mokopa missile (Denel)
(1998)
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES,

INTERNATIONAL
MBDA Brimstone
Type
Short-range, radar-guided missile.
Programme
Selected by UK government for low-risk development, but cancelled in 1990. Restarted in 1992. First
ground-based firing at Yuma Proving Grounds Arizona, in August 1999, followed by first airborne trials
in December 2000. Contractual in service date (ISD) October 2001. Basically a Hellfire missile with
UK millimetre-wave seeker.
Operational status
In production.
Helicopter platform
Any helicopter cleared for Hellfire.
Specifications
Launch weight: 48.5 kg (107 lb)
Warhead: tandem HEAT
Guidance: inertial in mid-course and active millimetre-wave radar

Control: four small clipped delta stabilising fins in cruciform configuration at nose and four in-line
wide-chord short-span fixed wings with control fins at their trailing edges towards the rear.
Speed: supersonic
Contractor
Borehamwood, Hertfordshire, UK.
UPDATED
Gnter Endres MRAeS
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INTERNATIONAL
MBDA HOT
Type
Short-range, wire-guided missile.
Programme
Trials from helicopters started early 1970s; evaluated by British Army on Gazelle in 1973. First
complete helicopter system entered service with French Army in 1980 on the Gazelle. Development of
improved HOT 2 began in 1980, which entered service in 1985. HOT 3 entered service in 1995.
Operational status
Aerospatiale Gazelle; Eurocopter (Aerospatiale) SA 365M Panther; Eurocopter (MBB) BO 105;
Westland Lynx; fired from Eurocopter Tiger and Denel Rooivalk. Considered for Sokol.
Specifications
HOT 3

Warhead: 6.5 kg (14.3 lb) HE tandem shaped-charge
Fuze: infra-red
Guidance: SACLOS, or automatic CLOS
Control: four wraparound folding clipped-tip delta-wings aft of mid-body; no tail fins
Speed: high subsonic
Contractor
Fontenay-aux-Roses, France.
UPDATED
MBDA HOT wire-guided missile fired from Denel Rooivalk helicopter (Herman
Potgieter)
(1998)
Gnter Endres MRAeS
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INTERNATIONAL
MBDA ATGW-3LR Trigat

Type
Short-range, IIR-guided missile.
Programme
MoU for joint development signed by France, Germany and the UK in 1988; joined in 1989 by Belgium
and the Netherlands as associated members. First test firing in 1991; first fully guided firing in 1995.
Further flight trials on Panther and Tiger helicopters through to 2001. Orders close to 40,000 missiles.
Operational status
In development; likely service entry 2003.
Helicopter platform
Intended for Eurocopter Tiger and AS 565 Panther.
Specifications

Warhead: HE double hollow charge
Fuze: impact
Guidance: passive imaging infrared in association with OSIRIS mast-mounted sight
Control: four clipped-tip folding delta wings at mid-body, four folding delta-shaped control fins at rear
Speed: supersonic
Contractor
Fontenay-aux-Roses, France.
UPDATED
MBDA ATGW-3LR Trigat anti-armour missile being trialled on a Eurocopter AS
565 Panther
(1998)
Gnter Endres MRAeS
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RUSSIAN FEDERATION
KBM 9M120 Shturm-V/Ataka-V

NATO reporting name: AT-9
Type
Programme
First introduced on Mil Mi-24V in 1976.
Operational status
Kamov Ka-29, Mil Mi-24V/Mi-28N.
Specifications
Warhead: tandem shaped-charge, rod and blast fragmentation
Fuze: impact
Guidance: SACLOS
Propulsion: Solid-propellant rocket motor with gas generator
Control: Four rear-mounted tailfins in cruciform configuration.
Speed: supersonic
Contractor
KBM Engineering Design Bureau, Kolomna
Moscow Region, Russian Federation.
UPDATED
Gnter Endres MRAeS
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INDIA
DRDO Nag (Cobra)

Type
Programme
Under development by the Indian Defence Research & Development Organisation (DRDO). First
guided flight 29 November 1990. Testing is said to be near completion.
Operational status
Under development.
Intended for the Advanced Light Helicopter (ALH).
Specifications
Length: 1.25 m (4ft 1 in)
Launch weight: 42 kg (92.6 lb)
Guidance: passive infra-red; mm-wave radar being developed to supplement IR seeker

Control: long-chord cruciform tailfins
Range: <2.15 n miles (4 km; 2.5 miles)
Contractor
Defence Research & Development Organisation (DRDO)
India.
UPDATED
DRDO Nag (Cobra)

(2001)
Gnter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-ARMOUR MISSILES, IRAN
AIO Toophan
Type
Programme
Believed to be based on the Raytheon TOW, which entered service in Iran 25 years ago. Two versions are in
production, the Toophan and the more penetrative Toophan 2. Both missiles can be deployed from existing TOW
launchers.
Operational status
Bell AH-1J Cobra.
Specifications
Toophan
Toophan 2
Length
1.16 m (3 ft 10 in)
1.16 m (3 ft 10 in)
Body diameter
150 mm (6 in)
150 mm (6 in)
Wingspan
0.45 m (1 ft 5 in)
0.45 m (1 ft 5 in)
Launch weight
Warhead
18.5 kg (40.8 lb)

3.6 kg (7.95 lb) HEAT
19.1 kg (42.1 lb)

4.1 kg (9.05 lb) tandem HEAT
Guidance
Propulsion
SACLOS
Solid-propellant rocket motor
SACLOS
Solid-propellant rocket motor
Speed
high subsonic
high subsonic
Range
2.1 n miles (3.85 km; 2.4 miles)
2.1 n miles (3.85 km; 2.4 miles)

VERIFIED
The AIO Toophan can be fired from Iran's AH-1J gunship

(2001)
The AIO Toophan resembles the US-built TOW missile

(2001)
Gnter Endres MRAeS
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RUSSIAN FEDERATION
KBM (Nudelman) 9M17 Skorpion

NATO reporting name: AT-2 Swatter
Type
Short-range, radio-command-guided
missile.
Programme
Originally entered service in early 1960s, with Swatter C probably in 1968.
Operational status
In service.
Mil Mi-8/Mi-17/Mi-24.
Specifications
Swatter C

Warhead: HEAT
Fuze: impact
Guidance: SACLOS with radio command
Control: two small delta fins at nose and four clipped-tip delta-wings with control surfaces at rear
Speed: n/k
Contractor
Kolomna, Russian Federation.
UPDATED
Gnter Endres MRAeS
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CHINA, PEOPLE'S REPUBLIC
NORINCO Hongjian 8
NATO reporting name: Red Arrow 8
Type
Programme
Upgraded version of Russian AT-3 Sagger, first revealed in early 1980s. Helicopter-launched version of
8A believed to have entered service on Harbin-built Z-9 Haitun in 1991. Improved 8B with tandem
HEAT warhead and increased range announced in 1993. Latest helicopter-borne 8E entered service in
1996.
Operational status
Helicopter platform
HAMC Z-9/9A Haitun.
Specifications
8E
Warhead: 4 kg (8.8 lb) HEAT
Fuze: impact
Guidance: SACLOS via wire
Control: four folding clipped delta-wings aft of mid-body; no tail fins
Speed: subsonic
Contractor
China North Industries Corporation
Beijing, People's Republic of China.
UPDATED
Chinese-built Hongjian 8E wire-guided missile
(2001)
Hongjian 8E anti-armour missile being fired from Z-9 helicopter

(2001)
Gnter Endres MRAeS
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RUSSIAN FEDERATION
KBP (Nepobidimy) 9M14 Malyutka

NATO reporting name: AT-3 Sagger
Type
Programme
Developed in early 1960s and believed in service since 1975. Mil Mi-17MD with improved Malyutka 2
displayed at Farnborough air show in 1996. Early Malyutka versions can be upgraded to latest Malyutka
2 model.
Operational status
In service.
Mil Mi-2URP/Mi-8/Mi-17/Mi-24, SOKO-built Gazelle.
Specifications
Malyutka

Wingspan: 0.39 m (1 ft 3 in)
Launch weight : 10.9-11.4 kg (24-25 kg)
Warhead: 2.6 kg (5.7 lb) HE
Speed: 115 m/s
Malyutka 2
Fuze: impact
Guidance: SACLOS, via wire
Control: four rear-mounted rectangular wings, swept at root and straight at folding outer section; four
small delta-shaped fins at front
Speed: 130 m/s
Contractor
Kolomna, Russian Federation.
UPDATED
Kazan Mi-17MD demonstrated at Farnborough 1996 fitted with Malyutka 2 (AT-3

Sagger) anti-tank missiles (Gnter Endres)
Gnter Endres MRAeS
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SOUTH AFRICA
Denel Kentron ZT-6 Mokopa (Black Mamba)

Type
Long-range, laser, mmW or IIR-guided missile.
Programme
Flight trials believed to have started in 1996 from a Rooivalk helicopter.
Operational status
In development and flight trials.
Helicopter platform
Intended for Denel CSH-2 Rooivalk.
Specifications
Warhead: tandem HEAT, fragmentation and penetration
Guidance: laser or imaging infrared, mmW alternative

Control: four small delta-shaped clipped movable fins forward and four larger fixed clipped
delta-wings at rear
Speed: supersonic (530 m/s)
Range: >4.6 n miles (>8.5 km; 5.3 miles)
Contractor
UPDATED
The ZT-6 Mokopa heavy, long-range, anti-armour missile is intended for the
Denel Rooivalk helicopter
(1998)
First airborne launch of the Kentron ZT-6 Mokopa anit-armour missile from the
Denel Rooivalk in September 1999
(2001)
Gnter Endres MRAeS
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SOUTH AFRICA
Denel Kentron ZT-3 Swift

Type
Short-range, laser command-guided missile.
Programme
First revealed in 1990; successful test carried out on Puma helicopter that same year. Air-to- surface
version believed to have entered service in 1994. Development of improved version of ZT-3, known as
ZT-35, announced in 1993, was expected to enter service in 1998 (see separate entry).
Operational status
Aerospatiale SA 330 Puma; Denel (Aerospatiale) Oryx; trialled on PZL-Swidnik W-3 Sokol; intended
for Denel CSH-2 Rooivalk.
Specifications

Warhead: HEAT
Fuze: impact
Guidance: CLOS via laser command link
Control: four flip-out rectangular wings at mid-body and four flip-out rectangular moving control fins
at the rear
Speed: high subsonic (330 m/s)
Contractor
UPDATED
Gnter Endres MRAeS
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SOUTH AFRICA
Denel Kentron ZT-35 Ingwe

Type
Short/long-range, laser beam-riding missile.
Programme
First revealed in July 1997. Improved version of ZT-3.
Operational status
Believed in service and production.
Platform
Not yet qualified for specific helicopters.
Specifications
Warhead: tandem HEAT
Fuze: laser proximity

Guidance: laser beam-riding
Control: four flip-out rectangular wings aft mid-body and four flip-out rectangular moving control fins
at the rear
Speed: high subsonic (330 m/s)
Contractor
UPDATED
The new Ingwe anti-armour missile

(1998)
Cutaway illustration of the new Ingwe long-range anti-armour missile (Denel)

(1998)
Gnter Endres MRAeS
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ARGENTINA
CITEFA Martin Pescador (Kingfisher)

Type
Short-range, radio-command missile.
Programme
Developed early 1970s for Argentine armed forces. An improved MP-1000 entered service in 1995.
Operational status
In service and low-rate production.
Helicopter platform
Agusta A 109A Hirundo.
Specifications
Warhead: 40 kg (88 lb) HE blast
Fuze: Impact
Guidance: radio command to line of sight

Control: four small delta-shaped movable fins at nose and four larger fixed clipped delta-wings at rear
Speed: supersonic
Contractor
Instituto de Investigaciones Cientificas y Tecnicas de las Fuerzas Armadas (CITEFA)
Buenos Aires, Argentina.
UPDATED
Gnter Endres MRAeS
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ARGENTINA
CITEFA Mathogo
Type
Programme
Entered service in 1978. Improved TV-guided version reported in development from 1989, but nothing
further known.
Operational status
In service.
Helicopter platform
Agusta A 109A Hirundo.
Specifications
Fuze: impact
Guidance: CLOS, via wire or TV
Control: four large rear-mounted rhomboid wings with elevon control surfaces and large in-line clipped
delta tailfins with spoilers
Speed: low subsonic
Contractor
Instituto de Investigaciones Cientificas y Tecnicas de las Fuerzas Armadas (CITEFA)
Buenos Aires, Argentina.
UPDATED
Gnter Endres MRAeS
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FRANCE
Aerospatiale AS 12
Type
Programme
Developed in 1955 by Nord Aviation, which later merged to form Aerospatiale, and entered service in
1960; continued production until 1982.
Operational status
In service and out of production.
Helicopter platform
Aerospatiale Gazelle; Agusta-Bell AB 212; Westland Lynx/Wasp/Wessex.
Specifications
Warhead: 30 kg (66 lb) HE
Fuze: impact
Guidance: CLOS via wire
Control: four clipped and canted triangular wings at mid-body; no tail fins
Speed: n/k
Contractor
Aerospatiale Missiles
Paris, France.
UPDATED
Gnter Endres MRAeS
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Longbow AGM-114L Longbow Hellfire II

Type
Short-range, radar-guided missile.
Programme
Developed for integration in the entire US Army AH-64 Apache fleet, as well as one-third of the future
Boeing Sikorsky RAH-66 Comanche fleet. The first launch of a Hellfire missile from a
Longbow-equipped Apache took place in 1994. Hellfire II missiles for UK WAH-64D Apache
produced by Shorts Missile Systems.
Operational status
Helicopter platform
Boeing AH-64D Apache Longbow and Boeing Sikorsky RAH-66 Comanche.
Specifications

Warhead: Tandem HEAT
Fuze: impact
Guidance: inertial and active millimetre-wave radar homing
wide-chord short-span fixed wings with control fins at their trailing-edges towards the rear
Speed: M1.1
Contractors
Longbow LLC/Longbow International, USA (joint venture between Lockheed Martin Electronics and
Missiles, Orlando, Florida and Northrop Grumman Los Angeles, California).
UPDATED
The Boeing AH-64D Apache Longbow is equipped with a formidable array of 16 Longbow
Hellfire II anti-tank missiles
(1998)
Gunter Endres MRAeS
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Hellfire Systems AGM-114 Hellfire

Type
Short-range, laser-guided missile.
Programme
First guided launch took place from a Bell AH-1G Cobra helicopter in late 1978, followed in 1979 by
ballistic and guided firings from the McDonnell Douglas AH-64A Apache. Service entry was 1985. The
much improved AGM-114K Hellfire II was first delivered in December 1994.
Operational status
Qualified on AH-1W SuperCobra/OH-58D Kiowa Warrior/AH-64A Apache/MD 530F/UH- 60 Black
Hawk; integrated on A129 Mangusta; Westland Lynx; S-70B Seahawk and BO105. Can also be fitted to
Gazelle/Puma/UH-1 and RAH-66 Comanche.
Specifications
AGM-114K Hellfire II
Warhead: 8 kg (17.6 lb) HEAT shaped-charge (anti-armour), blast/fragmentation (anti- ship)
Fuze: impact
Guidance: semi-active laser
wide-chord short-span fixed wings with control fins at their trailing-edges towards the rear
Speed: supersonic
Contractors
Hellfire Systems LLC, USA (joint venture between Lockheed Martin Electronics and Missiles, Orlando,
Florida and Boeing North American, Seal Beach, California).
UPDATED
Agusta A 129 Mangusta fitted with Hellfire II anti- armour missiles on outer wing pylon
(Agusta)
(1998)
Gunter Endres MRAeS
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ISRAEL
Rafael NT-D Dandy

Type
Short-range, TV/IIR-guided missile.
Programme
Family of three missiles, including the helicopter-launched Dandy, ground-launched NT-S Spike and
man-portable NT-G Gill, believed based on an earlier Israeli MAPATS design, but similar to the US
TOW missile. Development thought to have been started in 1992, with first test firing in 1994. Was
offered to Poland in 1996 for the PZL-Swidnik Huzar helicopter, but contract cancelled. There were
also plans by Romania to build the missile under licence as the X-5, for fitment to the upgraded
IAR-330L Puma.
Operational status
Believed in production and service.
Bell AH-1F/S.
Specifications

Fuze: n/k
Guidance: Inertial with TV/IIR
Propulsion: Solid-propellant rocket motor
Control: four flip-out long-chord rectangular wings at mid-body, and four moving rectangular fins at
rear
Range: 3.25 to 5.40 n miles (6 to 10 km; 3.7 to 6.2 miles)
Contractor
Rafael
Haifa, Israel.
NEW ENTRY
Gunter Endres MRAeS
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RUSSIAN FEDERATION AND ASSOCIATED STATES (CIS)
Zvezda-Strela Kh-25
NATO reporting name: AS-12 Kegler
Type
Medium-range, radar-guided missile.
Programme
Developed in the early 1970s and believed to have entered service in 1978. Several versions and
upgrades available, including the Kh-25MA with active radar homing seeker; Kh-25MT with TV
seeker; Kh-25MTP with IR seeker; Kh-25ML with laser; and the KH-25MPU anti-radar missile.
Operational status
Kamov Ka-50 Black Shark/Ka-52 Alligator.
Specifications
Body diameter: 275 mm (10.8 in)
Warhead: 86 kg (190 lb) HE blast/fragmentation

Fuze: n/k
Guidance: inertial and passive radar
Control: four moving small clipped-delta wings at the front, four larger clipped-delta wings at the rear
Speed: supersonic
Contractor
Zvezda-Strela State Research and Production Centre
Kaliningrad, Russian Federation.
UPDATED
Two Zvezda-Strela Kh-25 (AS-12 Kegler) air-to- surface missiles fitted to the inner
pylons of the Kamov Ka-52 Alligator
(1998)
Gunter Endres MRAeS
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KBP (Shipunov) 9M120M Vikhr M

NATO reporting name: AT-X-16
Type
Medium-range, laser-guided missile.
Programme
First seen at Farnborough air show in 1992, and later fitted to the Kamov Ka-50 helicopter.
Operational status
Kamov Ka-50 Black Shark/Ka-52 Alligator; could also be fitted to Mil Mi-24 and Mi-28.
Specifications
Wing span: n/k
Warhead: 8 kg (17.6 lb) HE shaped-charge
Fuze: impact and proximity
Guidance: semi-active laser

Speed: M1.8
Contractor
Tula, Russian Federation.
UPDATED
Designed by Shipunov, the KBP Vikhr M laser-guided missile is shown fitted to
the Kamov Ka-52 Alligator
(1998)
Gunter Endres MRAeS
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KBP (Shipunov) 9M120 Vikhr/Ataka

NATO reporting name: AT-12
Type
Short-range, laser-guided missile.
Programme
First seen at the Dubai air show in 1991 and offered for export, although believed to have entered
service in 1985. Live firing trials from an Mi-28 undertaken in Sweden in 1995.
Operational status
Kamov Ka-29/Ka-50 Black Shark/Ka-52 Alligator; Mil Mi-24/Mi-28/Mi-35M.
Specifications
Warhead: 7.5 kg (16.5 lb) tandem HEAT rod and blast fragmentation
Fuze: impact
Guidance: radio command

Control: lip-out control fins towards the nose and four wraparound wings at rear
Speed: M1.2
Contractor
UPDATED
Gunter Endres MRAeS
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Raytheon BGM-71D/E/F TOW 2

Type
Programme
Improved TOW 2 entered service in 1983, with TOW 2A following in 1988. Laser beam-riding version
developed by the Israeli Army under name of MAPATS. Fifth-generation TOW 2B entered service in
1992. UK-sponsored FITOW (Further Improved TOW) followed in 1994.
Proposed fifth-generation upgrade under US Arm Fire and Forget programme, featuring an advanced
IR FPA seeker, `fire and forget' technology, alternate guidance mode and longer range airframe.
Operational status
Agusta A 109; Bell AH-1F Cobra; Westland Super Lynx.
Specifications
BGM-71F TOW 2B
Warhead: 6 kg (13.2 lb) EFP dual explosively formed penetrator

Fuze: impact
Guidance: wire-guided fly-over shoot down (FOSD)
Control: four flip-out rectangular raked-tip wings at mid-body and four flip-out rectangular moving
control fins at rear
Speed: n/k
Contractor
Raytheon Company
UPDATED
Gunter Endres MRAeS
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Raytheon BGM-71A/C TOW

Type
Programme
Production of the TOW (tube-launched, optically tracked, wire-guided) started in late 1968 after
successful firings from a Bell UH-1B helicopter. Air-to- surface versions fitted to many helicopters
since entering service in 1975.
Operational status
In service.
Aerospatiale Gazelle; Agusta A 109/A 129 Mangusta; Bell AH-1 Cobra/AH-1W SuperCobra/206/406
Kiowa Warrior; MDHS MD 500; Eurocopter AS 550/555 Fennec/AS 565 Panther/BO 105; Westland
Lynx.
Specifications
BGM-71C

Warhead: 4 kg (8.8 lb) HE
Fuze: impact
Guidance: wire-guided
Control: four flip-out rectangular raked-tip wings at mid-body and four flip-out rectangular moving
control fins at rear
Speed: n/k
Contractor
Raytheon Company
UPDATED
Cluster of TOW short-range missiles fitted to outer wing pylon of US Marine Corps
Bell AH-1W SuperCobra (Bell Helicopter Textron)
(1998)
Gunter Endres MRAeS
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KBP (Nepobidimy) 9M114 Kokon/Shturm

NATO reporting name: AT-6 Spiral
Type
Programme
Entered service in 1978 and first seen in air-to-surface role in 1980s. Later AT-9 entered service in
1988.
Operational status
Kamov Ka-25; Mil Mi-8AMTSh/Mi-24/28/35M; PZL-Swidnik W-3 Sokol.
Specifications
Warhead: 7.4 kg (16.3 lb) HEAT
Fuze: impact
Guidance: radio command
Control: two small flip-out rectangular control fins towards the nose and four wraparound folding
rectangular stabilising fins at rear
Speed: 400 m/s (1,312 ft/s)
Contractor
UPDATED
Laser beam-riding development of the KBP 9M114 Kokon anti-tank missile
fitted to the Mil Mi-35M
(1998)
Gunter Endres MRAeS
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ISRAEL
IAI Nimrod
Type
Medium-range, laser-guided missile.
Programme
First shown at Paris air show in 1989; first successful flight tests reported in 1990.
Operational status
Uncertain, but believed in service.
Believed carried by Sikorsky CH-53 and possibly Eurocopter AS 532 Cougar.
Specifications
Warhead: 15 kg (33 lb) HEAT
Fuze: n/k
Guidance: inertial and semi-active laser
Control: four clipped delta-wings aft of mid-body, followed closely by four in-line smaller clipped
triangular control fins

Speed: n/k
Contractor
Israel Aircraft Industries (IAI)
Tel Aviv, Israel.
UPDATED
Gunter Endres MRAeS
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FRANCE
Aerospatiale AS 11
Type
Programme
Entered service with French Army in 1956; continued in production until 1984.
Operational status
Aerospatiale Alouette/Gazelle; Westland Scout/Wasp/Wessex.
Specifications
Warhead: 4.5 kg (9.9 lb) HEAT
Fuze: impact
Guidance: CLOS, via wire
Control: four swept rectangular wings at rear half of body; no tail fins
Speed: n/k

Contractor
Aerospatiale Missiles, Paris
France.
UPDATED
Gunter Endres MRAeS
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ISRAEL
Rafael Spike
Programme
Lightweight, short-range anti-tank missile developed by Rafael, first reported in 1996. Believed a
development of the US BGM-71 TOW missile system. Demonstrated at FIDAE '98 aboard a Chilean
Army Boeing (McDonnell Douglas) MD 530 helicopter and promoted under the Spanish name of
Mangosta.
Rafael
Haifa, Israel.
NEW ENTRY
The Rafael Spike helicopter-launched anti-tank missile is believed to be a
variant of the US-developed TOW system (1998)
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HELICOPTER-LAUNCHED WEAPONS - AIR-TO-SURFACE - ANTI-SHIP MISSILES,

NORWAY
Kongsberg NSM
Type
Long-range, IR-guided missile.
Programme
Proposed new anti-ship missile capable of being helicopter- and ship-launched, for service entry
initially with the Royal Norwegian Navy in 2005. Designed with low-observable characteristics,
development of the new missile started in December 1996, with Aerospatiale Missiles (now MBDA)
selected in July 1997 as main industrial partner.
Operational status
In development.
Helicopter platform
Any shipborne helicopter.
Specifications
(preliminary)
Length: 3.95 m (12 ft 11 in)
Warhead: 120 kg (265 lb) fragmentation
Guidance: infra-red seeker

Propulsion: Turbomeca turbojet
Speed: M0.9
Range: >81 n miles (150 km; 93 miles)
Contractor
Kongsberg Aerospace
Kongsberg, Norway
UPDATED
Gnter Endres MRAeS
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GERMANY
MBDA Polyphem-H
Type
Long-range, IR-guided missile.
Programme
Technical programme began in 1994 by France, Germany and Italy, with first test firing in summer
1995 and development contract awarded in July 1997. Polyphem is being developed primarily for
ground- and ship-launch, but a helicopter version is now also being considered. Full-scale development
is planned to start in 2002, with production deliveries to follow in 2007.
Operational status
In development.
Ship-based helicopters.
Specifications

Warhead: 20 kg (44 lb)
Propulsion: turbojet
Control:
Speed: 120-180 m/s
Range: >32.5 n miles (60 km; 37.3 miles)
Contractor
MBDA Missile Systems.
UPDATED
Artists impression of Polyphem-H launched from a AgustaWestland Lynx
helicopter
(2001)
Gnter Endres MRAeS
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UNITED KINGDOM
MBDA Sea Skua

Type
Programme
Development started in 1975, leading to first flight trials in 1979. Used by Royal Navy in April 1982
during Falklands conflict, before formal service entry in 1983.
Operational status
Agusta-Bell AB 212 ASW; Westland Lynx and Sea King; can be fitted to Kaman SH-2F
Seasprite/SH-2G Super Seasprite and Sikorsky SH-60B Seahawk.
Specifications

Fuze: delay and impact
Guidance: semi-active radar
Control: four moving delta fins just forward of mid-body; four fixed out of line clipped-tip delta-wings
at rear
Speed: high subsonic (M0.80)
Contractor
Stevenage, Hertfordshire, UK.
UPDATED
MBDA lightweight Sea Skua anti-ship missile fitted to a Royal Navy Lynx
(2001)
Sea Skua cutaway
1 Fixed Stabilising Fins; 2 Boost Motor; 3 Motor Ignition Delay Unit; 4
Sustainer Motor; 5 Altimeter; 6 Gyros anr Gas Bottle; 7 Electronic Pack; 8
Control Wing Motor Activators; 9 Thermal Batteries; 10 Moving Control Wing;
11 Warhead and Safety Arming Unit; 12 Homing Head Electronic; 13 Homing
Head; 14 Rail Launch Shoe
(2001)
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ITALY
MBDA Marte Mk 2
Type
Programme
Marte Mk 2 development by Otobreda started around 1980, and the type entered service with the Italian
Navy in 1987. Upgrades began in 1993. Flight trials are in progress on latest helicopter-launched
version, the Mk 2/S.
Operational status
Agusta-Bell AB 212 ASW and Agusta-Sikorsky ASH-3D; possible future applications on Agusta A
109, EH Industries EH 101 and NH Industries NH90.
Specifications
Mk 2/S
Body diameter: 320 mm (1 ft 0 in)

Launch weight: 324 kg (714 lb), (270 kg/595 lb in Mk 2/A)
Warhead: 70 kg (154 lb) HE fragmentation
Fuze: impact and proximity
Guidance: preprogrammed inertial, active radar seeker, GPS navigation
Control: four clipped-tip triangular moving control wings at mid-body and four clipped- tip triangular
fixed fins at rear
Speed: high subsonic
Range: >13.5 n miles (25 km; 15.5 miles)
Contractor
Rome, Italy.
UPDATED
Alenia OSM Marte 2 medium-range anti-ship missile carried on an Agusta-Bell
AB 212ASW helicopter of the Italian Navy
(1998)
Marte Mk 2 firing fom Sea King helicopter

(2002)
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FRANCE
MBDA AM 39 Exocet
Type
Programme
Drop trials and test firings undertaken from Aerospatiale Super Frelon helicopter in 1973; entered
service with French Navy in 1979. The MM 40 Block II, revealed in 1991, offers reduced radar
signature and has a new fire control system, which can engage multiple targets simultaneously. It can
fly a self-adapting sea-skimming profile in sea states up to 7.
Operational status
Helicopter platform
Aerospatiale SA 321 Super Frelon; Eurocopter (Aerospatiale) AS 532 Cougar; Westland Sea King.
Specifications

Launch weight: 670 kg (1,477 lb)
Warhead: 165 kg (364 lb) HE shaped-charge fragmentation
Fuze: active radar and impact
Guidance: preprogrammed inertial, active radar seeker
Control: four swept delta-wings immediately aft of mid-body, plus four raked, pointed- tip moving
delta control fins at tail
Speed: M0.93
Range: 27-38 n miles (50-70 km; 31-44 miles)
Contractor
Paris, France.
UPDATED
Eurocopter AS 532 Cougar carrying two AM 39 Exocet radar-guided anti-ship
missiles
(1998)
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FRANCE
Aerospatiale AS 15TT
Type
Medium-range, command-guided missile.
Programme
Announced in 1976. Helicopter integration initiated during 1982 and successful trials on Dauphin II
completed by end of 1983. Entered service with Saudi Navy in 1985.
Operational status
Eurocopter (Aerospatiale) AS 532 Cougar/AS 565 Panther/AS 365 Dauphin II.
Specifications
Warhead: 30 kg (66 lb) HE

Fuze: impact
Guidance: CLOS
Control: four clipped delta-wings at mid-body, plus four clipped delta fins at tail
Speed: 280 m/s (919 ft/s)
Contractor
Aerospatiale Missiles
Paris, France.
VERIFIED
Armed navalised version of Eurocopter AS 565SA Panther fitted with four
Aerospatiale AS 15TT anti-ship missiles
(2001)
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UNITED KINGDOM
British Aerospace Sea Eagle

Type
Long-range, radar-guided missile.
Programme
Full-scale development started in 1979; entered service in 1985. Helicopter-launched version ordered by
Indian Navy. Production completed in 1992.
Operational status
Helicopter platform
Westland Sea King.
Specifications
Warhead: 230 kg (507 lb) HE semi-armour-piercing

Guidance: preprogrammed inertial, active radar seeker
Propulsion: twin, solid-propellant rocket boosters, plus Microturbo TRI-60-1 turbojet
Control: four clipped delta-wings aft of mid-body, closely followed by four clipped delta moving
control fins
Speed: high subsonic (M0.85)
Range: 59 n miles (110 km; 68 miles)
Contractor
British Aerospace Defence Systems
UK.
UPDATED
Sea Eagle sea-skimming anti-ship missile launched from a Sea King helicopter
(1998)
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Zvezda-Strela Kh-35 Kayak

NATO reporting name: AS-20 Kayak
Type
Long-range, radar-guided missile.
Programme
Development of air-launched version started in 1987, but not seen until displayed at the Moscow air
show in 1992. It is reported to have been flight tested that same year and entered service in 1995. A new
model with a near doubling of engagement range is under development.
Operational status
Kamov Ka-27 and Ka-50 Black Shark.
Specifications

Fuze: impact
Guidance: inertial with active radar
Propulsion: turbofan
Control: four clipped-tip folding triangular wings at mid-body and four smaller in-line clipped folding
triangular moving control fins at rear
Speed: M0.9
Range: 70 n miles (130 km; 81 miles)
Contractor
Zvezda-Strela State Research and Production Centre
Korolev, Russian Federation.
UPDATED
Illustration of Zvezda-Strela Kh-35 Kayak radar-guided anti-ship missile
(2001)
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Raytheon AGM-65 Maverick

Type
Short- and medium-range, TV-/IIR- and laser-guided missile.
Programme
The Maverick family has been improved regularly since the mid-1960s, but trial firings from a
helicopter ( AH-1W SuperCobra) were not undertaken until 1990.
Operational status
Bell AH-1W SuperCobra, Boeing AH-64A Apache/AH-64D Apache Longbow, Kaman SH-2G Super
Seasprite.
Specifications
AGM-65H
Weight: 307 kg (677 lb)
Warhead: 136.1 kg (300 lb) KE penetrator blast/fragmentation
Fuze: contact
Guidance: imaging infrared
Control: four long-chord delta-wings and four moving rectangular control fins at rear
Speed: supersonic
Range: 13 n miles (24.2 km; 15 miles)
Contractor
Raytheon Company
UPDATED
The Raytheon AGM-65 Maverick missiles being fired from the Kaman SH-2G Super
Seasprite
(1998)
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Motorola AGM-122A Sidearm

Type
Short-range, anti-radar missile.
Programme
Joint US Navy and US Marine Corps development to produce low-cost, lightweight anti-radar missile
using Sidewinder seekers. Entered service in 1989.
Operational status
In service.
Helicopter platform
Bell AH-1T SeaCobra.
Specifications
Warhead: 10.2 kg (22.5 lb) HE blast/fragmentation
Fuze: active laser and impact
Guidance: passive radar

Contractor
Motorola Government Space and Technology Group
Scottsdale, Arizona, USA.
VERIFIED
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NORWAY
Kongsberg Penguin Mk 2 Mod 7

Type
Programme
Development of the Penguin anti-ship missile began in 1961, although studies about
helicopter-launched versions were not initiated until 1983, when discussions with the US Navy led to
the purchase of the missile as the AGM-119B. Penguin 3 ( AGM-119A) entered service with Royal
Norwegian Air Force in 1989, but only small number built.
Operational status
Kaman SH-2G Super Seasprite; Sikorsky SH-60B/S-70B Seahawk; Westland Super Lynx.
Specifications
Warhead: 120 kg (265 lb) HE semi-armour-piercing

Guidance: prepogrammed inertial, passive infra-red
Control: X-shaped cruciform canard configuration comprising small swept movable fins at the nose,
with larger folding swept wings at mid-body
Speed: M0.8
Contractor
Kongsberg Aerospace
Kongsberg, Norway.
UPDATED
Kongsberg Penguin Mk 2 Mod 7 anti-ship missile being launched from a US
Navy LAMPS 3 SH-60B helicopter (Nft)
(1998)
Cutaway illustration of the Penguin Mk 2 Mod 7(N) missile

(1998)
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, UNITED STATES OF
AMERICA
General Dynamics M134 Mini-Gun

US Air Force designation: GAU-2B/A.
Type
7.62 mm six-barrel Gatling-type gun.
Programme
Derivative of M61 Vulcan cannon, developed in early 1950s and used extensively during the Vietnam
War. Re-entered production in 1999 after a gap of 20 years, when Dillon Aero started manufacturing an
improved version.
Operational Status
In production and service.
Helicopter Platforms
Bell AH-1G HueyCobra, UH-1H/N Iroquois, OH-58 Kiowa, Boeing CH-47D Chinook, Hughes OH-6
Cayouse/Little Bird, Sikorsky HH-53, SH-3A Sea King and UH-60 Black Hawk.
Specifications
Cartridge: 7.62 x 51 NATO

Calibre: 7.62 mm
No of barrels: 6
Length: 801.6 mm (31.6 in)
Weight: 18.8 kg (41.5 lb)
Rate of fire: up to 6,000 rds/min
Muzzle velocity: 869 m/s
Mounting
M93/M-93E1 pintle or subsystem, A/A49E-3 pintle, M27E1, M28 turret and FTS (flexible turret
system), M21/MAMEE armament system, M18E1 and SUU-11B minigun pods.
Contractor
General Dynamics Armament Systems (formerly Lockheed Martin Armament Systems) (production
completed); Dillon Aero Inc, Scottsdale, Arizona, USA and Aircraft Equipment International Ltd (AEI),
Ascot, Berkshire, UK.
VERIFIED
M134 Mini-Gun mounted in a CH-47D Chinook helicopter

(2002)
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AMERICA
MK 19 Mod 3 Machine Gun

Type
40 mm automatic grenade launcher.
Programme
Developed by the US Naval Ordnance Station in Louisville (NOSL), Kentucky, between 1966 and
1967. Last Mod 3 version was designed in 1976 and entered production in 1984.
Operational Status
Seen on MD 530 Defender.
Specifications
Cartridge: 40 x 53 mm grenades
Calibre: 40 mm
No of barrels: 1
Length: 1,090 mm (42.9 in)
Rate of fire: 375 rds/min

Mounting
Mk 64 gun cradle, M 3 tripod, M31C pedestal, M4 pedestal, Mk 16 stand, Plank.
Contractor
Saco Defense Inc
Saco, Maine, USA and Lockheed Martin Ordnance Systems
Orlando, Florida, USA.
NEW ENTRY
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, RUSSIA

YakB Machine Gun

Type
12.7 mm four-barrel Gatling-type machine gun.
Programme
Designed by Yakoushev and Borzov.
Operational Status
In service.
Mil Mi-24.
Specifications
Cartridge: A-12.7
Calibre: 12.7 mm
No of barrels: 4
Length: n/k
Weight: 45 kg (99.2 lb)
Rate of fire: 4,000-4,500 rds/min
Mounting
USPU-24 chin turret, GUV pod.
NEW ENTRY
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, SOUTH AFRICA

Vektor GA1 Cannon

Type
20 mm single-barrel automatic cannon.
Programme
Developed as a lightweight, mulitpurpose cannon for air, land and marine applications.
Operational Status
Denel Oryx, suitable for Bell 204/212/214.
Specifications
Cartridge: 20 x 82 mm
Calibre: 20 mm
No of barrels: 1
Length: 1,770 mm (69.7 in)
Rate of fire: 650-750 rds/min
Mounting
HM 20 doorway/floor, port or starboard side.
Contractor
Vektor
Lyttleton, Pretoria, South Africa.
NEW ENTRY
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AMERICA
Saco Defense M60D/E Machine Gun

Type
7.62 mm single-barrel machine gun.
Programme
Developed in the late 1940s initially for use by ground forces, but M60D helicopter version added and
extensively used in Vietnam. Latest M60E4 version offered to US Army in competition with FN
M240B, but latter won.
Operational Status
In service.
Boeing CH-47 Chinook, Bell UH-1 Iroquois, Kaman SH-2 Seasprite, Sikorsky H076 and UH-60 Black
Hawk.
Specifications
Cartridge: NATO 7.62 mm
Calibre: 7.62 mm
No of barrels:1
Length: 1,140 mm (44.9 in) M60D; 1,100 mm (43.3 in) M60E4

Weight: 10.5 kg (23.1 lb) M60D; 10.7 kg (23.6 lb) M60E4
Mounting
Pintle, M16/M23/M41/M59 armament subsystems.
Contractor
Saco Defense Inc
Saco, Maine, USA. (now General Dynamics Armament Systems Saco Operation).
NEW ENTRY
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, GERMANY

Mauser RMK Cannon

Type
Programme
Developed for the German Army Tiger UHT helicopter. First prototype completed in 1996 and
underwent unmanned firing trials on a MaK Wiesel armoured vehicle in November that year.
Operational Status
In production.
Eurocopter Tiger UHT.
Specifications
Calibre: 30 mm
No of barrels: 1
Length: 1,700 mm (66.9 in) (barrel)
Muzzle velocity: 1,200 m/s
Contractor
Mauser-Werke Oberndorf Waffensysteme
Oberndorf, Germany.
NEW ENTRY
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, RUSSIAN FEDERATION
KBP 2A42 Cannon

Type
Programme
Developed in early 1970s to increase effectiveness of BMP combat vehicle, but adapted for helicopter
use in the 1980s.
Operational Status
Kamov Ka-50, Mil Mi-28N, Mi-40 (under development).
Specifications
Cartridge: AO-18
Calibre: 30 mm
No of barrels: 1
Length: 3,030 mm (119.3 in)

Muzzle velocity: 940-990 m/s
Mounting
NPPU-280 turret.
Contractor
NEW ENTRY
A 2A42 30 mm cannon fitted on a Kamov Ka-50 helicopter (Peter Humphris)
(2002)
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KBP AGS -17A (9-A-800) Grenade Launcher

Type
30 mm single-barrel automatic grenade launcher.
Programme
Developed from the Nudelman OKB-16 prototype, which was completed in 1969. Production of the
AGS-17 commenced in 1971.
Operational Status
In service.
Mil Mi-24 and Mi-35.
Specifications
Grenade: VOG-17/VOG-17M
Calibre: 30 mm
No of barrels: 1
Length: 840 mm (33.1 in)
Rate of fire: 470-520 rds/min cyclic

Mounting
Chin gimbal.
Contractors
and
Molot Engineering Plant
Vyatskiye Polyany, Russian Federation.
NEW ENTRY
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KBP GSh-30K Cannon

Type
30 mm twin-barrel automatic cannon.
Programme
Developed in late 1970s and first observed in 1982 fitted externally on starboard side of a Mil Mi-24P
helicopter.
Operational Status
Specifications
Cartridge: AO-18
Calibre: 30 mm
No of barrels: 2
Length: n/k

Mounting
External on starboard side.
Contractor
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KBP GSh-23/23L Cannon

Type
23 mm twin-barrel automatic cannon.
Programme
Designed by Gryazev and Shipunov in the 1960s, early versions of the GSh-23 entered service in 1969
and has since become one of the most widely used aircraft guns in Russia. It is said to be based on the
Gast principle, whereby the breeches of the two cannons are mechanically linked, so that each drives its
partner.
Operational Status
Specifications
Cartridge: AM-23
Calibre: 23 mm
No of barrels: 2
Length: n/k

Mounting
GP-9, SPUU-22 and UPK-23 gun pods.
Contractor
NEW ENTRY
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, FRANCE
GIAT 30-781 Cannon

Type
30 mm single-barrel cannon.
Programme
Development believed to have started in mid-1980s for use by the French armed forces and for export.
Ground trials started in 1995, with the first flight trial aboard the Tiger helicopter initiated the following
year.
Operational Status
In development.
Eurocopter Tiger.
Specifications
Calibre: 30 mm
No of barrels: 1
Length: 1.87 m (6ft 2 in)

Mounting
THL 30 chin turret.
Contractor
GIAT Industries
Versailles, France.
NEW ENTRY
GIAT Industries THL 30 chin turret with 30-781 cannon mounted on Eurocopter HAP Tiger
(GIAT Industries)
(2002)
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, FRANCE
GIAT M621 Cannon

Type
20 mm single-barrel revolver cannon.
Programme
Originally developed by Manufacture d'Armes de Tulle (MAT), a division of GIAT (Groupement
Industriel des Armements Terrestres), at the request of the French Army for a lightweight, multipurpose
weapon. First prototypes, designated AME582, delivered to the army for firing trials in 1960. Full
production of improved version, re-designated AME621, started in 1973.
Operational Status
Aerospatiale Alouette III, Gazelle, Puma and Super Frelon; Bell 406 CS; Eurocopter Ecureuil, Fennec,
Super Puma/Cougar, Dauphin/Panther, IAR-330L Puma.
Specifications
Calibre: 20 mm
No of barrels: 1
Length: 2.2 m
Weight: 47 kg
Rate of fire: 300 and 740 rds/min selectable
Muzzle velocity: 1,000 or 1,030 m/s
Mounting
19A/22A/23A and MS621 doorway/floor, THL 20 turret, NC 621 pod.
Contractor
GIAT Industries
Versailles, France.
NEW ENTRY
GIAT Industries THL 20 chin turret with M621 cannon on Romanian Air Force
Puma Socat helicopter (Giat Industries)
(2002)
GIAT Industries NC 621 gun pods mounted on Eurocopter AS 532 Cougar

helicopter (J Vainstain/GIAT Industries)
(2002)
GIAT Industries 23A external helicopter mount with M621 cannon on Eurocopter
Fennec (Giat Industries)
(2002)
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AMERICA
General Dynamics XM-301 Cannon

Type
20 mm three-barrel Gatling-type automatic cannon.
Programme
Lightest 20 mm gun in the world, weighing some 40% less than the M-197 installed on the Bell Cobra
helicopter. Development of this three-barrelled version of the M61A2 Gatling gun optimised for the
Boeing Sikorsky RAH-66 Comanche started in late 1980s.
Operational Status
Under development.
Boeing Sikorsky RAH-66 Comanche.
Specifications
Calibre: 20 mm
No of barrels: 3
Length: 1,830 mm (72.0 in)
Weight: 34.5 kg (76 lb)
Rate of fire: 1,500 rds/min variable

Mounting
GIAT lightweight chin turret.
Contractor
Burlington, Vermont, USA.
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AMERICA
General Dynamics M-197 Cannon

Type
20 mm three-barrel Gatling-type cannon.
Programme
Derivative of the M61A1 Vulcan six-barrelled cannon and developed in the mid-1960s by General
Electric. The M-197 entered production in 1969.
Operational Status
Bell AH-1 Cobra series, AgustaWestland A129 Mangusta and A129 International.
Specifications
Calibre: 20mm
No of barrels: 3
Length: 1.83 m (72 in)
Rate of fire: 750-3,000 rds/min selectable

Mounting
M97 turret, Flexible Turret System (FTS), Universal Turret System (UTS), TM 197B turret, GPU-2/A
pod.
Contractor
NEW ENTRY
Alenia Difesa TM 197B turreted gun system with General Dynamics M-197 cannon
mounted on AgustaWestland A129 helicopter (Alenia Difesa)
(2002)
General Dynamics three-barrel M-197 cannon in chin turret on Bell AH-1W

SuperCobra helicopter
(2002)
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AMERICA
General Dynamics GAU-19/A (GECAL 50) Gun

Type
12.7 mm three-barrel Gatling-type gun.
Programme
Design work on the GECAL 50, now GAU-19/A .50 calibre gun, began in 1982. In 1993, it was
announced that the three-barrelled gun was in production for use on the US Army's Sikorsky UH-60
Black Hawk helicopter.
Operational Status
Bell UH-1 Iroquois, Sikorsky SH-60 Seahawk and UH-60 Black Hawk, Hughes OH-6. Planned for
V-22 Osprey.
Specifications
Calibre: 12.7 mm (0.50)
No of barrels: 3
Length: 1,180 mm (46.5 in)

Rate of fire: 1,000 and 2,000 rds/min selectable
Mounting
Pintle window; composite turret (V-22).
Contractor
NEW ENTRY
Window-mounted GAU-19/A gun installation on Sikorsky UH-60 Black Hawk
helicopter (Sikorsky Aircraft)
(2002)
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HELICOPTER-LAUNCHED WEAPONS - GUNS/CANNONS, BELGIUM
FN MAG 58M/58P Machine Gun

Type
Programme
Airborne versions of the lightweight MAG 58 rifle-calibre machine gun widely used by ground forces.
The M58M was developed for use in helicopters and light aircraft with pintle weapon systems, while the
MAG 58P was designed for use in podded installations.
Operational Status
In service.
Certified for use on Aerospatiale Gazelle, AgustaWestland Lynx, Eurocopter Ecureuil and BO 105,
Eurocopter/Kawasaki BK 117, Bell 206, 406 and 412, Sikorsky H-76.
Specifications
Calibre: 7.62 mm
No of barrels: 1
Length: 1,250 mm (49.2 in)
Weight: 12 kg (26.5 lb) MAG 58M; 11 kg (24.3 lb) MAG-58P

Rate of fire: 750-1,000 rds/min
Mounting
MAG 58M: LEP (Light External Pintle), LFP (Light Floor Pintle), LWP (Light Window Pintle), EMA
(External Mounting Assembly). MAG 58P: TMP (Twin MAG Pod).
Contractor
FN Herstal
Herstal, Belgium.
NEW ENTRY
Twin doorway-mounted MAG 58M machine guns on an Agusta A 109 helicopter
(FN Herstal)
(2002)
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AMERICA
FN M240 Machine Gun

Type
Programme
US designation of MAG 58 lightweight machine gun qualified on a large number of helicopters and in
service since the early 1980s. Improved M240B selected by US in 1995 to replace the M60 machine
gun.
Operational Status
Bell 206, 406 and 412; Sikorsky UH-60 Black Hawk.
Specification
Calibre: 7.62 mm
No of barrels: 1
Length: 1,230 mm (48.4 in)

Mounting
Pintle, door/window/external.
Contractor
FN Manufacturing
Columbia, South Carolina, USA.
UPDATED
Window-mounted FN 7.62 mm M240 machine gun installation on Sikorsky UH-60 Black
Hawk helicopter (Sikorsky Aircraft)
(2002)
Gnter Endres MRAeS
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FN M3P Machine Gun

Type
12.7 mm single-barrel coaxial machine gun.
Programme
Developed specifically for the Boeing Avenger surface-to-air missile system, but can also be used in the
HMP-400 gun pod installed on helicopters.
Operational Status
Suitable for most multirole helicopters.
Specifications
Calibre: 12.7 mm (.50)
No of barrels: 1
Length: 1,675 mm (66.0 in)
Rate of fire: 1,025 rds/min
Mounting
HMP-400 pod.
Contractor
FN Herstal
Herstal, Belgium.
NEW ENTRY
Gnter Endres MRAeS
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FN M3M Machine Gun

Type
12.7 mm single-barrel coaxial machine gun.
Programme
First delivered to UK Army in February 1997.
Operational Status
AgustaWestland Lynx; suitable for most multirole helicopters.
Specifications
Calibre:12.7 mm
No of barrels: 1
Length: 1,520 mm (59.8 in)
Rate of fire: 1,025 75 rds/min
Mounting
Pintle door/floor or external.

Contractor
FN Herstal
Herstal, Belgium.
NEW ENTRY
Gnter Endres MRAeS
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AMERICA
CFD LR-30 Cannon

Type
Programme
First test-fired from MD 530F demonstration helicopter in 1996.
Operational Status
Development completed.
Suitable for light helicopters.
Specifications
Cartridge: NATO 30 mm
Calibre: 30 mm
No of barrels: 1
Length: 1,850 mm (72.8 in)

Muzzle velocity: n/k
Mounting
CFD/5000 pod.
Contractor
Contract Fabrication & Design
Princeton, Texas, USA.
UPDATED
CFD LR-30 low-recoil 30 mm cannon fitted to a 'Plank' mounted on a MD 530F
Defender demonstrator (CFD)
(2002)
Gnter Endres MRAeS
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AMERICA
Boeing M230 Chain Cannon

Type
Programme
Originally developed by Hughes Helicopters (later McDonnell Douglas Helicopters) in early 1970s for
arming the AH-64 Apache helicopter. More than 1,000 sold by 2002 for both home and export markets.
Operational Status
Boeing AH-64 Apache, Sikorsky UH-60 Black Hawk.
Specifications
Cartridge: 30 x 113 mm
Calibre: 30 mm
No of barrels: 1
Length: 1,676 mm (66.0 in)

Rate of fire: 625 25 rds/min
Muzzle velocity: n/k
Mounting
Underfuselage; sideloader system; electric turret under development.
Contractor
NEW ENTRY
Boeing AH-64D Apache Longbow with belly-mounted M230 Chain Gun (Boeing)
(2002)
Gnter Endres MRAeS
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AMERICA
Boeing EX-34 Chain Gun

Type
7.62 mm single-barrel automatic cannon.
Programme
Scaled-down version of the M230 Chain Cannon, developed by Hughes Helicopters to meet a
requirement for up-to-date 7.62 mm weapon for use in light vehicles. Later used in HGS-55 lightweight
armament system on MD 500 helicopter.
Operational Status
MD 500D, 530MG Defender.
Specifications
Cartridge: NATO 7.62 mm
Calibre: 7.62 mm
No of barrels: 1
Length: 890 mm (35.0 in)

Mounting
Door/floor.
Contractor
Boeing Military Aircraft and Missile Systems
St Louis, Missouri, USA.
NEW ENTRY
A 530MG Defender helicopter with 7.62 mm EX-34 Chain Gun

(2002)
Gnter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, INTERNATIONAL
TDA (SNEB) 68/Multidart 68

Type
68 mm unguided rockets.
Programme
Full-scale production of the SNEB 68 mm rockets began in 1955, and of the second- generation
Multidart 68 in 1977.
Operational status
Aerospatiale Alouette/Gazelle/Super Frelon; HAL (Aerospatiale) Chetak; Westland Lynx. Also targeted
for Eurocopter Tiger.
Specifications
Multidart 68
Length: 0.85 m (2 ft 9 in) (less warhead)
Tailspan: 240 mm (9 in)
Launch weight: 8.2 or 8.3 kg (18.1 or 18.3 lb) (depending on warhead)

Warheads: 26 HEGP HE general-purpose; 28 SM HE submunition cargo with self-destruct capability;
29 AMV multidart KE penetrator; 22-4 smoke impact marker; 22-8 practice impact marker; 22-9
multidart KE penetrator
Fuze: instantaneous impact or electronic timer with external supply
Propulsion: 25H (F1H) or 27 (F3) all-weather propellant rocket motor with eight flip-out fins
Speed: supersonic
Launchers: LR 68-8 (8-tube); LR 68-12 (12-tube); LR 68-22 (22-tube)
Contractor
TDA, Meudon La Foret, France (joint-venture between Thomson-CSF, France and DaimlerChrysler
Aerospace, Germany).
UPDATED
Eurocopter Tiger equipped with TDA LR 68-22 22-tube rocket launchers for Multi-Dart 68
rocket system (Eurocopter)
(1998)
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, RUSSIAN FEDERATION AND

ASSOCIATED STATES (CIS)
Vympel S-13
Type
122 mm unguided rocket.
Programme
Family of three rockets to cover various ground attack applications, probably developed in late 1970s.
These include the S-13 (demolition), S-13T (demolition/fragmentation) and S-13-OF (preformed
fragmentation).
Operational status
Kamov Ka-25; Mil Mi-8/Mi-24/Mi-28.
Specifications
S-13T
Tailspan: n/k
Warhead: HE fragmentation
Propulsion: solid-propellant rocket motor with folding fins
Speed: supersonic
Launchers: B-13L 5-tube
Contractor
VERIFIED
Gunter Endres MRAeS
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Vympel S-8
Type
Programme
Family of four rockets to cover a wide range of ground attack applications, probably developed in late
1970s. These include the S-8 HEAT, S-8VM (demolition), S-8DM (fuel air explosive) and S-8III
(illuminating).
Operational status
Kamov Ka-27/Ka-50 Black Shark; Mil Mi-8/Mi-24/Mi-28/Mi-35M.
Specifications
S-8 HEAT
Tailspan: n/k
Warhead: 3.6 kg (8 lb) HEAT
Propulsion: solid-propellant rocket motor with folding fins

Speed: supersonic
Launchers: B8V20A 20-tube
Contractor
VERIFIED
Mil Mi-35M fitted with 20 Vympel S-8 rockets carried in B8V20A launchers
(1998)
Gunter Endres MRAeS
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Vympel S-5
Type
Programme
Family of air-to-surface rockets to cover a wide range of ground attack applications.
Operational status
IAR-330L Puma; Mil Mi-8/Mi-17/Mi-24.
Specifications
Tailspan: n/k
Launch weight: 4 kg (8.8 lb)
Warheads: 4.5 kg (10 lb) HEAT; fragmentation; hollow-charge anti-tank; chaff; illumination; practice
Propulsion: solid-propellant rocket motor with flip-out fins
Speed: supersonic
Launchers: UB-8; UB-16-57UM 16-tube; UB-19-57 19-tube; UB-32 32-tube
Contractor
VERIFIED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, BULGARIA

VMZ S-8
Type
Programme
Bulgarian licence-built Vympel S-8. Available as the S-8KOM anti-tank/anti-armour/anti- personnel
rocket with shaped-charge. Launchers are the 20-tube B-8M1 and B8V20. Speed is 654 m/s.
Contractor
Vazovski Machinostroitelni Zavodi (VMZ)
Sopot, Bulgaria.
VERIFIED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, BULGARIA
VMZ S-5
Type
Programme
Bulgarian licence-built Vympel S-5. Available in several variants, including the S-5KO (antitank/anti-armour/anti-personnel with hollow-charge fragmentation, or practice); S-5KR (antitank/anti-armour with added hollow-charge fragmentation providing greater armour penetration); and
the S-5MO (HEAT, and practice). Launchers are the 16-tube UB-16-57UM and the 32-tube UB- 32.
Speed varies between 580 m/s and 600 m/s.
Contractor
Vazovski Machinostroitelni Zavodi (VMZ)
Sopot, Bulgaria.
UPDATED
Licence-built VMZ S-5 unguided rockets (Gnter Endres)

(2001)
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, BELGIUM

TDA/FZ 70/Multidart 70
Type
Programme
Developed by Forges de Zeebrugge from licence-built US-designed Folding Fin Aircraft Rocket
(FFAR). In mid-1990s announced development of Wraparound Fin Air Rocket (WAFAR) FZ 90,
designed primarily for helicopters.
Operational status
Helicopter platform
Aerospatiale Gazelle; Denel CSH-2 Rooivalk; Eurocopter (Aerospatiale) Ecureuil/Fennec;
Eurocopter/Kawasaki BK 117M.
Specifications
Warheads: FZ 71 HEGP HE general-purpose; FZ 100 HE multipurpose submunition cargo; FZ 149
AMV multidart KE penetrator; FZ 122 F subprojectile; M 257 ILL illuminating; FZ 181 FL flash,
illuminating, impact marker and heat signature; FZ 120 PRAC practice; FZ 100 MPSM/PRAC practice
impact marker submunition; FZ 32 SMK impact marker
Fuze: instantaneous impact or FZ 165 analogue programmable electronic

Propulsion: MK 40 or FZ 68 solid-propellant folding fin (FFAR) rocket motor; FZ 90 solid-propellant
rocket motor with wraparound folding fins
Speed: supersonic
Launchers: M-157 (7-tube); M-159 (19-tube); LAU-183 (12- tube)
Contractor
FZ
Herstal Belgium.
UPDATED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, ITALY

SNIA BPD 122 Falco

Type
122 mm unguided rocket system.
Programme
Developed for use against ground targets. Model 122/A was designed for supersonic aircraft and the
122/B, with a longer motor, for helicopter applications.
Operational status
Agusta A 109/A 129 Mangusta; Agusta-Bell AB 212/AB 412 Griffon.
Specifications
Length: 3.34 m (10 ft 11 in) with submunitions warhead; 2.72 m (8 ft 11 in) conventional
Tailspan: n/k
Launch weight: 71.4 kg (157 lb) with submunitions warhead; 58.4 kg (129 lb) conventional
Warheads: HE; HEAT; APAM bomblets; practice; smoke
Propulsion: smokeless double-base solid-propellant rocket motor with wraparound aluminium
stabilising fins
Speed: supersonic
Launchers: HL-3-122 3-tube; HL-6-122 6-tube
Range: n/k
Contractor
SNIA BPD
Rome, Italy.
VERIFIED
Gunter Endres MRAeS
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SNIA BPD 81 Medusa

Type
81 mm unguided rocket system.
Programme
Developed for use against ground targets.
Operational status
Specifications
Length: 1.85 m (6 ft 1 in) with submunition warhead; 1.57 m (5 ft 1 in) conventional
Tailspan: n/k
Launch weight: 18 kg (39.7 lb) with submunition warhead; 15 kg (33 lb) others
Warheads: 7 kg (15.4 lb) unitary preformed fragmentation; HE; shaped-charge; practice; 10 kg (22 lb)
multipurpose submunition
Propulsion: smokeless double-base solid-propellant rocket motor with wraparound aluminium
stabilising fins
Speed: supersonic
Launchers: 81-HLA-12 12-tube
Contractor
SNIA BPD
Rome, Italy.
VERIFIED
Gunter Endres MRAeS
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SNIA BPD 51
Type
Programme
Developed for use against ground targets.
Operational status
Specifications
Warheads: 2.2 kg (4.85 lb) unitary preformed fragmentation; HEI, hollow-charge
anti-personnel/anti-tank; spotting; practice smoke; and target practice
Propulsion: double-base solid-propellant rocket motor with stabilising fins
Speed: supersonic
Launchers: HL-14-50 14-tube; HL-18-50 18-tube; HL-28-50 28-tube
Contractor
SNIA BPD
Rome, Italy.
UPDATED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, SWITZERLAND

Oerlikon Contraves SURA-D

Type
Programme
Developed and designed for air-to-surface use from a wide range of aircraft and helicopters. Special
sliding fin suspension system eliminates the need for normal launchers.
Operational status
Eurocopter (MBB) BO 105.
Specifications
Length: 1.08-1.21 m (3 ft 5 in-3 ft 11 in) (depending on warhead)
Launch weight: 12.7-14.2 kg (28-31.3 lb) (depending on warhead)
Warheads: 3.0 or 4.5 kg (6.6 or 10 lb) hollow-charge anti-tank, target practice and marker, HE
fragmentation, HEI
Propulsion: TWK 007 solid-propellant rocket motor
Speed: supersonic
Contractor
Oerlikon Contraves Defence

Zrich, Switzerland.
UPDATED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, UNITED STATES OF AMERICA

Hydra 70
Type
Programme
Descended from the Mickey Mouse air-to-air rockets of 1948 and most common 70 mm rockets used by
US armed forces, Japan, Thailand and the UK. Built by Alliant Techsystems, BEI Defense Systems and
Lockheed Martin; most recent production contracts awarded to General Dynamics Ordnance Systems.
German company LFK, a subsidiary of Dasa, has adapted the Hydra for use on non-US helicopters.
Operational status
Platform
Bell AH-1F HueyCobra/AH-1T Cobra/AH-1W SuperCobra/OH-58D Kiowa Warrior/UH-1H Iroquois;
Boeing (MDHS) AH-64A Apache/MD 500MG Defender; planned for Boeing Sikorsky RAH-66
Comanche.
Specifications
Length: 1.06 m (3 ft 5 in) (less warhead)
Launch weight: 6.2 kg (13.7 lb) (less warhead)
Warheads: HE; flechette; multipurpose shaped-charge, fragmentation submunition with ram-air
decelerators; smoke; practice; and illuminating heads

Propulsion: Mk 66 wraparound fin composite-propellant rocket motor
Speed: n/k
Launchers: M260 7-tube lightweight; M261 19-tube lightweight; LAU-61 D/A 19-tube; LAU 68 E/A
7-tube; LAU-130/A 19-tube; LAU-131/A 7-tube
Contractor
General Dynamics Ordance Systems
UPDATED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, CANADA

Bristol Aerospace CRV-7

Type
Programme
Designed and developed by the Canadian Department of National Defence in association with Bristol
Aerospace.
Operational status
C15 motor: Aerospatiale Alouette, Bell AH-1W SuperCobra/OH-58A Kiowa/OH-58D Kiowa
Warrior/UH-1H/CH-135 TwinHuey, Eurocopter AS 350/550 BO 105/AUH-76.
C17 motor: AH-64D Apache Longbow/Denel Rooivalk/OH-58D Kiowa Warrior
Specifications
Length:
C15: 1.04 m (3 ft 5 in)
C17: 1.06 m (3 ft 5 in)
Tailspan:
C15: 172 mm (6 in)
C17: 170 mm (6 in)
Launch weight:
C15: 6.3 kg (13.9 lb)
C17: 5.8 kg (12.8 lb)
Warheads: WDU-5001/B PHEI high-explosive incendiary penetrator; WDU-5002/B FAT flechette
anti-tank; RA-79 HEISAP HEI semi-piercing armour; WTU-5001 A/B hardened rod training/light
armour piercing; WTU-5001/B practice; WDU-500X/B GPF general purpose flechette; IR and visual
flares; M261 HE MPSM HE multipurpose submunition
Propulsion:
C15 HEPI RLU-5002 A/B: reduced smoke, composite (HTPB) propellant rocket motor
C17 RLU-5004/B: similar to C15, but additional ferric oxide-burn rate Catalyst
Speed: supersonic
Launchers:
C15: LAU-5002B/A (6-tube); SUU-5003B/A (4-tube); LAU-5003D/A (19-tube); LAU-5005
(BAL-6/A) (6-tube/helicopter)
C17: M260 (7-tube; M261 (19-tube)
Range: Dependent on warhead weight
Contractor
Bristol Aerospace Defence and Space Group
Winnipeg, Manitoba, Canada.
UPDATED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - ROCKETS, BRAZIL

Avibras SBAT
Type
Programme
Family of 37, 70 and 127 mm rockets developed for the Brazilian armed forces and for export. Only 37
and 70 mm rockets normally fitted to helicopters.
Operational status
In service and out of production. Replaced by Skyfire-70 system.
Aerospatiale SA 330L Puma; Bell 206 JetRanger/UH-1 Iroquois; Eurocopter AS 332 Super Puma;
Helibras (Eurocopter) AS 350/355 Esquilo; Westland Lynx/Wasp.
Specifications
SBAT-70
Length: 1.32 mm (4 ft 4 in)
Tailspan: n/k
Warheads: AVC-70/AC HEAT anti-tank; AVC-70/AP HE fragmentation; AVC-70/AC/AP
anti-armour/anti-personnel, AVC-70/F flechette anti- personnel/anti-materiel; AVC-70/FB white
phosphorus smoke; AVC-70/EF practice smoke; AVC-70/E inert practice
Propulsion: solid- or composite-propellant rocket motor with folding fins

Speed: n/k
Launchers: LM-70/7 7-tube; LM-70/19 19-tube
Range: n/k
Contractor
Avibras Industria Aeroespacial
Jacarei, So Paulo, Brazil.
UPDATED
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - TORPEDOES, UNITED KINGDOM
Marconi Sting Ray

Type
Lightweight, anti-submarine weapon.
Programme
Development and initial production contract awarded in late 1979; limited production began in 1981,
with acceptance trials successfully completed in 1985. Life extension and modernisation programme in
progress. Stingray Mod 1 expected to be in service by 2004.
Operational status
Westland Lynx; proposed for EH Industries EH 101.
Specifications
Warhead: 40 kg (88 lb) HE shaped-charge
Guidance: active (FM) and passive onboard sonar

Propulsion: electrically driven pump-jet propulsor using seawater activated battery
Speed: 45 kt (83 km/h; 52 mph)
Range: classified
Depth: classified
Contractor
Marconi Electronic Systems
Waterlooville, Hampshire, UK.
VERIFIED
Two Marconi Stingray torpedoes carried on a Royal Navy Lynx helicopter

(1998)
Gnter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - TORPEDOES, INTERNATIONAL
Eurotorp (Whitehead) A244/S Mod 1

Type
Programme
Prototype of A244 built in 1973 and entered production two years later. Improved and more
sophisticated A 244/S exported from early 1980s.
Operational status
Aerospatiale Alouette III; Agusta-Bell AB 212 ASW; Agusta-Sikorsky AS-61; Bell 206 SeaRanger;
Eurocopter (Aerospatiale) SA 365 Dauphin; Westland Lynx/Sea King/Wasp.
Specifications
Warhead: 34 kg (75 lb) shaped-charge HBX-3 HE
Guidance: CAICIO-S active, passive and mixed-mode sonar with adaptive search pattern
Propulsion: electrically driven propeller
Speed: 30 kt (55.5 km/h; 34.5 mph)
Min launching depth: 30 m (98 ft)
Depth: >600 m (1,970 ft)
Contractors
Eurotorp, Sophia Antipolis, France (consortium of DCN International (France), Thomson-CSF (France)
and Whitehead Alenia Sistemi Subacquei (Italy)).
UPDATED
Eurotorp A244/S Mod 1 (Eurotorp)
(2001)
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - TORPEDOES, INTERNATIONAL
Eurotorp MU90/IMPACT
Type
Programme
Merged development of A290 and Murne weapons; definition completed in 1992. First launched in
1994. Full production go-ahead following orders from France, Germany and Italy in December 1997.
Operational status
In production.
Intended for EH Industries EH 101; NH Industries NH90; Westland Super Lynx.
Specifications
Warhead: 59 kg (130 lb) HE shaped-charge
Guidance: multiple transducer active/passive sonar
Propulsion: electrically driven pump-jet propulsor using seawater activated battery

Speed: 29-50 kt (53.6-92.5 km/h; 33.3-57.5 mph)
Min launching depth: 25 m (82 ft)
Depth: >1,000 m (3,280 ft)
Contractors
Eurotorp, Sophia Antipolis, France (consortium of DCN International (France), Thomson-CSF (France)
and Whitehead Alenia Sistemi Subacquei (Italy)).
UPDATED
Eurotorp MU-90/IMPACT (Eurotorp)
(2001)
Gunter Endres MRAeS
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HELICOPTER-LAUNCHED WEAPONS - TORPEDOES, UNITED STATES OF AMERICA
Raytheon Mk 54 Mod 0
Type
Lightweight anti-submarine weapon.
Programme
Contract awarded by US Naval Sea Systems command June 1996 to Alliant Techsystems MSG, teamed
with Hughes, for development of Lightweight Hybrid Torpedo (LHT), now designated Mk 46. The new
torpedo will mix components from existing Mk 46, Mk 48 ADCAP and Mk 50 torpedoes with selected
COTS electronics. It will also have a new shell and power converter. Principal subsystems include the
nose array and transmitter from the Mk 50, the warhead and propulsion system from the Mk 46 and the
variable speed control valve from the heavyweight Mk 48 ADCAP. Major COTS components comprise
a digital receiver, depth sensor, and signal and tactical processors.
A total of 31 engineering development models will be produced under the EMD contract, testing of
which will culminate in operational evaluation in 2001. Low-rate initial production was due to start in
FY00, with full production following from FY01 at a rate of 100 per year. Fleet introduction is expected
in FY03.
Contractor
Raytheon Company
UPDATED
The Mk 54 lightweight hybrid torpedo will mix components from existing

weapons with selected COTS electronics (US Navy)
(1998)
Gunter Endres MRAeS
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Raytheon (Alliant Techsystems) Mk 50 Barracuda

Type
Programme
Successor to the Mk 46, with full-scale engineering development contract awarded in 1983. Low- rate
initial production began in 1987, but did not enter service with the US Navy until 1992. Production
concluded in 1996.
Operational status
Kaman SH-2F Seasprite/SH-2G Super Seasprite; Sikorsky SH-60B Seahawk.
Specifications
Warhead: 45.36 kg (100 lb) HE shaped-charge
Guidance: active/passive sonar
Propulsion: AlliedSignal closed-cycle steam turbine in a Stored Chemical Energy Propulsion System
(SCEPS)
Speed: 50+ kt (92.5 km/h; 57.5 mph)
Depth: >600 m (1,970 ft)

Contractors
Raytheon Defense Systems
Mukilteo, Washington.
Northrop Grumman
Baltimore, Maryland.
UPDATED
Gunter Endres MRAeS
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Raytheon (Alliant Techsystems) Mk 46

Type
Programme
Improved development of Alliant Techsystems Mk 44, with production of Mk 46 Mod 0 beginning in
1963. Further improvements resulted in Mod 1, Mod 2 and Mod 5.
Operational status
In service.
Aerospatiale Alouette III; Agusta-Bell AB 212 ASW; Bell 206 SeaRanger; Eurocopter (Aerospatiale)
AS 565 Panther, Eurocopter (MBB) BO 105; Kaman SH-2F Seasprite/SH-2G Super Seasprite, Sikorsky
SH-60B/S-70B Seahawk/Sea King; Westland Lynx/Sea King/Wasp.
Specifications
Mk 46 Mod 5
Warhead: 44.45 kg (98 lb) HE shaped-charge
Guidance: active/passive sonar, digital autopilot with preprogrammed search, reattack pattern
Propulsion: liquid-propellant motor

Speed: 45 kt max (83 km/h; 52 mph)
Range: 5 n miles (9.25 km; 5.75 miles)
Depth: 460 m (1,510 ft) (estimated)
Contractor
Raytheon Defense Systems
Mukilteo, Washington.
UPDATED
More than 21,000 Alliant Techsystems Mk 46 Mod 5 torpedoes have been built and
surplus US Navy stocks are now being transferred to international customers
(1998)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - CIVIL, RUSSIAN FEDERATION
Mil Mi-34
NATO reporting name: Hermit
Type
Lightweight two/four-seat multipurpose helicopter.
Programme
First flight 17 November 1986; two prototypes and structure test airframe completed by mid-1987, when exhibited for first time at
Paris Air Show; first helicopter built in former USSR to perform normal loop and roll; series production began at Progress Plant,
Arsenyev, 1993; marketed by Mil Light Helicopters.
Current Versions
Mi-34: Basic version, as described.
Mi-34A: With 335 kW (450 shp) Allison 250-C20R turboshaft.
Mi-34P: Police variant in service with the Moscow City Police.
Mi-34S: As basic Mi-34 certificated by Interstate Aviation Committee Aviation Register, with helicopter engine and noise type
certificates; meets FAR Pt 27 requirements. Also marketed as Mi-34C.
Mi-34VAZ: See Under Development section.
Costs
Fully equipped US$350,000 (1997).
Design Features
Intended primarily for training and international competition flying; Mil claims Mi-34 is aerobatic; conventional pod and boom
configuration; piston engine of same basic type as that in widely used Yakovlev fixed-wing training aircraft and Kamov Ka-26
helicopters; suitable also for light utility, mail delivery, observation and liaison duties, and border patrol.
Flying Controls
Mechanical, with no hydraulic boost.
Structure
Semi-articulated four-blade main rotor with flapping and cyclic pitch hinges, but natural flexing in lead/lag plane; blades of GFRP
with CFRP reinforcement, attached by flexible steel straps to head like that of McDonnell Douglas MD 500; two-blade tail rotor
of similar composites construction, on starboard side; riveted light-alloy fuselage; sweptback tailfin with small unswept T
tailplane.
Landing Gear
Conventional non-retractable skids on arched support tubes; small tailskid to protect tail rotor.
Power Plant
One 243 kW (325 hp) VOKBM M-14V-26 nine-cylinder radial air-cooled engine mounted sideways in centre-fuselage. Fuel
system for inverted flight. Fuel capacity 176 litres (46.5 US gallons; 38.7 Imp gallons). One 261 kW (350 hp) Textron Lycoming
TIO-540-J considered as alternative engine.
Accommodation
Normally one or two pilots, side by side, in enclosed cabin, with optional dual controls. Rear of cabin contains low bench seat,
available for two passengers and offering flat floor for cargo carrying. Forward-hinged door on each side of flight deck and on
each side of rear cabin.
Avionics
Comms: VHF radio.
Flight: ADF and radio altimeter.
Instrumentation: Magnetically slaved compass system incorporating radio magnetic indicator.
Equipment
Gyro horizon. Version used by Moscow Police has dual controls, two rear seats and loudspeaker under rear of pod.
Main rotor diameter
Tail rotor diameter
Tail rotor blade chord
Length of fuselage
Width of fuselage
10.00 m (32 ft 9 in)

0.22 m (8{2/3}in)
1.48 m (4 ft 10 in)
0.16 m (6{1/3}in)
11.42 m (37 ft 5 in)
8.75 m (28 ft 8 in)
1.40 m (4 ft 7 in)
Height overall
to fin tip
2.75 m (9ft 0 in)

2.45 m (8ft 0 in}
Skid track
2.24 m (7 ft 4 in)
Areas
Main rotor disc
78.70 m2 (847.1 sq ft)
Tail rotor disc
1.72 m2 (18.52 sq ft)
Weights and Loadings

Empty weight
Fuel weight
950 kg (2,094 lb)

128 kg (282 lb)
T-O weight, training and aerobatic missions:

Aerobatic
1,100 kg (2,425 lb)
Normal
Max
1,280 kg (2,822 lb)

1,350 kg (2,976 lb)
Max weight (Mi-34S)

Max disc loading
Performance
(at normal T-O weight, except where indicated)
1,450 kg (3,197 lb)

18.4 kg/m2 (3.77 lb/sq ft)
Max level speed

Max cruising speed
122 kt (225 km/h; 140 mph)

97 kt (180 km/h; 112 mph)
Normal cruising speed

Service ceiling
86 kt (160 km/h; 99 mph)

4,500 m (14,765 ft)
Mi-34S
5,000 m (16,405 ft)
Hovering ceiling
1,500 m (4,920 ft)
Range at T-O weight of 1,350 kg (2,976 lb):

with 165 kg (363 lb) payload

Range with max fuel

Endurance at cruising speed

2 h 26 min
g limit
+3
VERIFIED
Mil Mi-34 light multipurpose helicopter (M-14V-26 engine) (Paul Jackson)

(1998)
Mil Mi-34 two/four-seat training and competition helicopter (Jane's/Dennis Punnett)
Gunter Endres MRAeS
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Mil Mi-10K
First displayed publicly in Moscow on 26 March 1966, the Mi-10K is a development of the Mi-10 with
a number of important design changes, most apparent of which is a reduction in the height of the
landing gear and a more slender tail rotor support structure.
It can be operated by a crew of only two pilots. This is made possible by the provision of an
additional cockpit gondola under the front fuselage, with full flying controls and a rearward-facing seat.
By occupying this seat, one of the pilots can control the aircraft in hovering flight and, at the same time,
have an unrestricted view of cargo loading, unloading and hoisting, which are also under his control.
VERIFIED
The Mi-10K has a reduced landing gear height

(1998)
Gunter Endres MRAeS
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Mil Mi-10 (V-10)

NATO reporting name: Harke
Type
Heavy flying crane helicopter.
Programme
This development of the Mi-6 was demonstrated at the 1961 Soviet Aviation Day display at Tushino, having
flown for the first time in the previous year. Above the line of the cabin windows the two helicopters are
almost identical, but the depth of the fuselage is reduced considerably on the Mi-10, and the tailboom is
deepened so that the flattened undersurface runs unbroken to the tail. The Mi-10 also lacks the fixed wings of
the Mi-6.
Items which are interchangeable between the Mi-6 and Mi-10 include the power plant, transmission system
and reduction gearboxes, swashplate assembly, main and tail rotors, control system and most items of
equipment. The power of the Soloviev turboshaft engines remains constant up to 3,000 m (9,850 ft) and to an
ambient temperature of 40C at sea level. The aircraft will maintain level flight on one engine. Full navigation
equipment and an autopilot permit all-weather operation, by day and night.
The tall long-stroke quadricycle landing gear, with wheel track exceeding 6.0 m (19 ft 8 in) and clearance
under the fuselage of 3.75 m (12 ft 3 in) with the aircraft fully loaded, enables the Mi-10 to taxi over a load it
is to carry and to accommodate loads as bulky as a prefabricated building.
Use can be made of interchangeable wheeled cargo platforms which are held in place by hydraulic grips
controllable from either the cockpit or a remote panel. Using these grips without a platform, cargoes up to
20 m (65 ft 7 in) long, 10 m (32 ft 9 in) wide and 3.1 m (10 ft 2 in) high can be lifted and secured in 1 to 2
minutes. The cabin can accommodate additional freight or passengers.
A closed-circuit TV system, with cameras scanning forward from under the rear fuselage and downward
through the sling hatch, is used to observe the payload and main landing gear, touchdown being by this
reference. The TV system replaces the retractable undernose `dustbin' fitted originally.
The following details refer to the standard Mi-10, which has been operated by both Aeroflot and the former
Soviet armed forces and is available for export. About 80 believed to have been built. Some have been
exported to Iraq and Pakistan.
Rotor System
Same as for Mi-6, except that main rotor shaft is inclined forward at an angle of only 0 45'.
Fuselage
Conventional all-metal riveted semi-monocoque structure.
Tail Unit
Same as for Mi-6.
Landing Gear
Non-retractable quadricycle type, with twin wheels on each unit. All units fitted with oleo-pneumatic
shock-absorbers. Telescopic main legs. Main wheels size 1,230 260 mm each with brake.
Levered-suspension castoring nose units. Nosewheels size 950 250 mm. All landing gear struts are faired.
The port nose gear fairing incorporates steps to the crew door. Despite the height of the gear, the Mi-10 can
make stable landing and take-off runs at speeds up to 54 kt (100 km/h; 62 mph).
Power Plant
Two 4,101 kW (5,500 shp) Soloviev D-25V turboshaft engines, mounted side by side above cabin, forward of
main rotor drive-shaft. Single fuel tank in fuselage and two external tanks on sides of cabin, with total capacity
of 6,340 kg (13,975 lb). Provision for carrying two auxiliary tanks in cabin, to give total fuel capacity of
8,260 kg (18,210 lb). Engine cowling side panels (opened and closed hydraulically) can be used as
maintenance platforms when open.
Accommodation
Two pilots and flight engineer accommodated on flight deck, which has bulged side windows to provide an
improved downward view. Flight deck is heated and ventilated and has provision for oxygen equipment. Crew
door is immediately aft of flight deck on port side. Main cabin can be used for freight and/or passengers, 28
tip-up seats being installed along the side walls. Freight is loaded into this cabin through a door on the
starboard side, aft of the rear landing gear struts, with the aid of a boom and 200 kg (440 lb) capacity electric
winch. In addition to the cargo platform described earlier, the Mi-10 has external sling gear as standard
equipment. This can be used in conjunction with a winch controlled from a portable control panel inside the
cabin. The winch can also be used to raise loads of up to 500 kg (1,100 lb) while the aircraft is hovering on
rescue and other duties, via a hatch in the cabin floor.
Systems, Avionics and Equipment
Generally as for Mi-6, including APU.
Diameter of main rotor
Diameter of tail rotor
Distance between rotor centres
Length of fuselage
Ground clearance under fuselage
Height overall
35.00 m (114 ft 10 in)

6.30 m (20 ft 8 in)
21.24 m (69 ft 8 in)
41.89 m (137 ft 5 in)
32.86 m (107 ft 9 in)
3.75 m (12 ft 3 in)
9.80 m (32 ft 2 in)
Wheel track (c/l of shock-struts):

nosewheels
mainwheels
Wheelbase
6.01 m (19 ft 8 in)

6.92 m (22 ft 8 in)
8.29 m (27 ft 2 in)
Cargo platform:
Length
Width
8.53 m (28 ft 0 in)

3.54 m (11 ft 7 in)
Crew door:
Height
Width
Height to sill
1.35 m (4 ft 5 in)
0.78 m (2 ft 6 in)
3.91 m (12 ft 10 in)
Freight loading door:

Height
Width
Height to sill
1.56 m (5 ft 1 in)
1.26 m (4 ft 1 in)
3.92 m (12 ft 10 in)
Cabin floor hatch:

Diameter
1.00 m (3 ft 3 in)
Cabin:
Length
Width
14.04 m (46 ft 0 in)

2.50 m (8 ft 2 in)
Height
1.68 m (5 ft 6 in)
Volume
approx 60 m3 (2,120 cu ft)
Weights
Weight empty
Max payload on platform, incl platform
Max slung payload
T-O weight with slung cargo
Max T-O weight
27,300 kg (60,185 lb)

15,000 kg (33,070 lb)
8,000 kg (17,635 lb)
38,000 kg (83,775 lb)
43,700 kg (96,340 lb)
Performance
Max level speed at max T-O weight
Cruising speed at max T-O weight
Service ceiling (limited)
Range with platform payload of 12,000 kg (26,455 lb)
108 kt (200 km/h; 124 mph)

97 kt (180 km/h; 112 mph)
3,000 m (9,850 ft)
VERIFIED
Mil Mi-10 flying crane
Gunter Endres MRAeS
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Kamov Ka-126
NATO reporting name: Hoodlum-B
Type
General purpose light turboshaft helicopter.
Programme
Development began 1984; early mockup had two small turboshafts above cabin; single turboshaft adopted subsequently; ground
test vehicle completed early 1986; first flight of prototype (SSSR-01963) later 1986; first flight of first of four Soviet-built
preproduction Ka-126s 19 October 1988.
Proposed Ka-128, differing only in power plant and addition of an intermediate gearbox, has been abandoned.
Design Features
Compared with Ka-26 has turboshaft engine, significant increase in payload/endurance/range, and greater year-round utilisation;
updated equipment includes new low-volume spraygear.
Contrarotating coaxial three-blade rotors; hinge rotor head with `rake'-type blade attachment, to be succeeded eventually by
hingeless head made of titanium and composites. Ka-26 blades of initial series to be succeeded by GFRP and CFRP blades with
twin-contour spar, load-carrying rear section and electrothermal anti-icing; rotor brake standard; non-folding blades. Three-stage
gearbox with planetary gear trains, of alloy steel and aluminium casting, flange mounted with four load-carrying bolts.
Accessories include cooling fan, hydraulic pump and AC generator; engine input 6,000 rpm.
Flying Controls
Mechanical with irreversible hydraulic actuators. Automatic rotor constant-speed control; conventional four-channel control
(longitudinal, lateral, cyclic and differential pitch). Two endplate fins and rudders, toed inward 15; non-controllable horizontal
stabiliser.
Structure
Airframe materials primarily aluminium alloys, steel alloys and composite sandwich panels of GFRP with honeycomb filler.
Landing Gear
Non-retractable four-wheel type. Main units, at rear, carried by stub-wings. All four units embody oleo-pneumatic
shock-absorber. Forward wheels of castoring type, self-centring, no brakes. Rear wheels have pneumatic brakes. Mainwheel tyres
size 595 185 mm, pressure 2.45 bars (35.5 lb/sq in); forward wheel tyres size 300 125 mm, pressure 3.43 bars (50 lb/sq in).
Skis optional. Provision for large inflatable pontoons, across front of aircraft forward of front wheels and under each mainwheel.
Power Plant
One 522 kW (700 shp) Mars (Omsk) TV-O-100 turboshaft, installed centrally in streamline fairing above cabin.
Electronic-hydraulic automatic two-channel control system, with manual control in case of electronic governor failure. Front
driveshaft with plate coupling to gearbox. Fuel in two forward and one aft tank, total capacity 800 litres (211.3 US gallons; 176
Imp gallons). Provision for two external tanks, on sides of fuselage, total capacity 320 litres (84.5 US gallons; 70.4 Imp gallons).
Single-point main tank refuelling, on port side of aft tank.
Accommodation
Fully enclosed cabin, with rearward-sliding door each side; normal operation by single pilot; second seat and dual controls
optional. Cabin ventilated, and warmed and demisted by air from combustion heater, which also heats passenger cabin when
fitted. Air filter on nose of agricultural version. Space aft of cabin, between main landing gear legs and under transmission, can
accommodate variety of interchangeable payloads. Cargo/passenger pod accommodates four or six persons on folding sidewall
seats, with provision for seventh passenger beside pilot; two clamshell doors at rear of pod, emergency exit each side and hatch in
floor. Ambulance pod accommodates two stretcher patients, two seated casualties and medical attendant. For agricultural work,
chemical hopper (capacity 1,000 litres; 264 US gallons; 220 Imp gallons) and dust spreader or spraybars are fitted in this position,
on aircraft's CG. Aircraft can also be operated with either an open platform for hauling freight or hook for slinging loads at end of
a cable or in a cargo net.
Systems
Single hydraulic system, with manual override, for control actuators. Main electrical system 27 V 3 kW DC, with back-up 40 Ah
battery; secondary system 36/115 V AC with two static inverters; 115/200 V AC system with 16 kVA generator (6 kVA to power
agricultural equipment and rotor anti-icing). Electrothermal rotor blade de-icing; hot air engine air intake anti-icing; alcohol
windscreen anti-icing; electrically heated pitot. Pneumatic system for mainwheel brakes, tyre inflation, agricultural equipment
control, pressure 39 to 49 bars (570 to 710 lb/sq in). Oxygen system optional.
Avionics
Comms: VHF and HF radio; intercom; ADF; emergency locator beacon.
Instrumentation: Radar altimeter; main and back-up artificial horizons.
Rotor diameter (each)
13.00 m (42 ft 7 in)
Rotor blade chord

0.25 m (9.84 in)

13.00 m (42 ft 7 in)
Length of fuselage
Width, excl rotors
Height to top of rotor head
7.78 m (25 ft 6 in)

3.22 m (10 ft 7 in)
4.16 m (13 ft 7 in)
Wheel track:
mainwheels
2.56 m (8 ft 4 in)
front wheels
Wheelbase
0.90 m (2 ft 11 in)
3.48 m (11 ft 5 in)
Crew cabin doors (each):

Height
Width
Height to sill
1.06 m (3 ft 5 in)
0.83 m (2 ft 8 in)
0.60 m (1 ft 11 in)
Passenger pod doorway:

Height
1.40 m (4 ft 7 in)
Width
1.40 m (4 ft 7 in)
Emergency exits (each):
Height
Width
0.86 m (2 ft 9 in)
0.66 m (2 ft 2 in)
Floor hatch:
Length
0.74 m (2 ft 5{1/8}in)
Width
0.54 m (1 ft 9 in)
Passenger pod:
Length
2.04 m (6 ft 8 in)
Max width, at floor

Height
1.21 m (3 ft 11 in)
1.38 m (4 ft 6 in)
Volume
2.47 m3 (87.2 cu ft)

Weight empty
Max slung payload
1,915 kg (4,222 lb)

1,000 kg (2,205 lb)
Max internal fuel

Auxiliary fuel
640 kg (1,411 lb)

256 kg (564 lb)
Max T-O weight
3,250 kg (7,165 lb)
Performance
Econ cruising speed at S/L
97 kt (180 km/h; 112 mph)

86 kt (160 km/h; 99 mph)

Vertical rate of climb at S/L
396 m (1,300 ft)/min

15 m (49 ft)/min
Service ceiling
Hovering ceiling IGE: ISA
3,850 m (12,630 ft)

970 m (3,180 ft)
ISA + 20C
100 m (320 ft)
Hovering ceiling OGE: ISA
80 m (260 ft)
Range:
with max payload
with max internal fuel
with auxiliary fuel, no reserves
Max endurance, internal fuel, no reserves

547 n miles (1,015 km; 630 miles)
5 h 36 min
UPDATED
Ka-126 fitted with spraybars for agricultural work (Paul Jackson)

(1998)
Kamov Ka-126 turbine-powered development of Ka-26, with additional side elevation (bottom) of now
discontinued Ka-128 (Jane's/Mike Keep)
Gunter Endres MRAeS
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Kamov Ka-32
NATO reporting name: Helix-C
Type
Twin-turbine civil utility helicopter.
Programme
Development of Ka-27/32 began 1969; first flight of common prototype 1973; first Ka-32 (SSSR-04173) flew 11 January 1980
and exhibited at Minsk Airport late 1981. Prototype of utility version shown at Paris Air Show June 1985; certificated to FAR Pt
29, June 1996. New military versions exhibited a Moscow Air Show '95. In production at Kumertau Aircraft Production
Enterprise.
Current Versions
Ka-32A: Assemblies and systems of basic Ka-32 modified in 1990-93 to meet all requirements of Russian NLGB-2 and US FAR
29/FAR 33 airworthiness standards in categories A and B. Russian type certificates obtained for Ka-32A and its TV3-117VMA
engines in June 1993. Larger tyres. Optional pressure fuelling with reduced fuel capacity. Maximum accommodation for 13
passengers. Advanced avionics available, including Canadian Marconi dual CMA-900 flight management system, with EFIS,
AFCS, CMA-2012 Doppler velocity sensor and CMA-3012 GPS sensor. Modification of helicopters to Ka-32A standard started
by Kamov 1994.
Ka-32A1: Firefighting version of Ka-32A, available from 1994. Equipped with Canadian or Russian variants of `Bambi bucket';
capacity 5,000 litres (1,320 US gallons; 1,100 Imp gallons). Delivered to Moscow fire service, with steerable water cannon and
two types of rescue cage, able to lift up to 20 people from roofs of tall buildings. Other equipment includes searchlight and
loadspeakers. Several leased to South Korean forestry department have Simplex system, including 3,000 litres (793 US gallons;
600 Imp gallons) belly tank which can be refilled in 1 minutes.
Ka-32A2: Police version equipped with two powerful L-2AG searchlights and loudspeakers. Fuel tanks filled with polyurethane
foam to prevent explosion in case of fire or damage. Debarkation equipment permits leaving of helicopter from hovering position
through both side doors. Seats for 11 passengers, two of whom can operate pintle-mounted guns in part-side rear doorway and
starboard rear windows. Maximum T-O weight 12,700 kg (28,000 lb).
Ka-32A3: Ordered by Russian Ministry of Emergency Situations to carry rescue and salvage equipment to disaster areas and
evacuate casualties.
Ka-32A7 (Ka-327): Armed version developed from military Ka-27PS for frontier and maritime economic zone patrol, with
Osminog radar and pairs of Kh-35 (AS-20 `Kayak') active radar-homing anti-ship missiles or Kh-25 ASMs, UPK-23-250 pods
each containing a GSh-23L twin-barrel 23 mm gun with 250 rounds, or B8V20 pods each with 20 80 mm S-8 rockets, on four
underwing pylons. Provision for 30 mm Type 2A42 gun above port outrigger. Optional twin searchlights on weapon pylons.
Large oblique camera in starboard rear window. Search and rescue equipment standard, with ability to lift up to 10 survivors at a
distance of 108 n miles (200 km; 124 miles) from base. Provision for 13 people in cabin. Maximum T-O weight 11,000 kg
(24,250 lb). Maximum level speed 140 kt (260 km/h; 161 mph).
Ka-32A11BC: Built in accordance with Transport Canada requirements. Certified February 1999.
Ka-32A12: Version approved by Aviation Register of Switzerland.
Ka-32K: Flying crane with retractable gondola for second pilot under cabin. Model shown 1990. Operational testing completed
1992, but no further information provided since.
Ka-32S (`Helix-C'): Maritime version; more comprehensive avionics, including undernose radar, for IFR operation from
icebreakers in adverse weather and over terrain devoid of landmarks; 300 kg (661 lb) electric load hoist standard; additional
external fuel tanks available 1994, strapped on each side at top of cabin (see illustration); duties include ice patrol, guidance of
ships through icefields, unloading and loading ships (up to 30 tonnes an hour, 360 tonnes a day), maritime search and rescue.
Simplex carbon fibre/epoxy tank, capacity 1,500 litres (396 US gallons; 330 Imp gallons), or 3,000 litres (792 US gallons; 660
Imp gallons) and 12.0 m (39 ft 4 in) spraybars can be fitted for maritime anti-pollution work. Maximum fuel capacity 2,650
litres (700 US gallons; 583 Imp gallons).
Ka-32T (`Helix-C'): Utility transport, ambulance and flying crane; limited avionics; for carriage of internal or external freight,
and passengers, along airways and over local routes, including support of offshore drilling rigs. Firefighting variant demonstrated
in 1996. Detailed description applies to this version and Ka-32S. Ka-32A generally similar, except as noted.
Design Features
Conceived as completely autonomous `compact truck', to stow in much the same space as Ka-25 with rotors folded, despite
greater power and capability, and to operate independently of ground support equipment; special attention paid to ease of handling
with single pilot; overall dimensions minimised by use of coaxial rotors, requiring no tail rotor, and twin fins on short tailboom;
upper rotor turns clockwise, lower rotor anti-clockwise; rotor mast tilted forward 3; twin turbines and APU above cabin, leaving
interior uncluttered; lower fuselage sealed for flotation.
Flying Controls
Dual hydraulically powered flight control systems, without manual reversion; spring stick trim; yaw control by differential
collective pitch applied through rudder pedals; mix in collective system maintains constant total rotor thrust during turns, to
reduce pilot workload when landing on pitching deck, and to simplify transition to hover and landing; twin rudders intended
mainly to improve control in autorotation, but also effective in co-ordinating turns; flight can be maintained on one engine at
maximum T-O weight.
Structure
Titanium and composites used extensively, with particular emphasis on corrosion resistance; fully articulated three-blade coaxial
contrarotating rotors have all-composite blades with carbon fibre and glass fibre main spars, pockets (13 per blade) of Kevlar-type
material, and filler similar to Nomex; blades have non-symmetrical aerofoil section; each has ground adjustable tab; each lower
blade carries adjustable vibration damper, comprising two dependent weights, on root section, with further vibration dampers in
fuselage; tip light on each upper blade; blades fold manually outboard of all control mechanisms, to folded width within track of
main landing gear; rotor hub is 50 per cent titanium/50 per cent steel; rotor brake standard; all-metal fuselage; composites
tailcone; fixed incidence tailplane, elevators, fins and rudders have aluminium alloy structure, composite skins; fins toe inward
approximately 25; fixed leading-edge slat on each fin prevents air flow over fin stalling in crosswinds or at high-yaw angles.
Landing Gear
Four-wheel type. Oleo-pneumatic shock-absorbers. Castoring nosewheels. Mainwheel tyres size 600 180 mm (Ka-32); 620
180 mm, pressure 10.8 bars (156 lb/sq in) (Ka-32A). Nosewheel tyres size 400 150 mm (Ka-32); 480 200 mm, pressure 5.9
bars (85 lb/sq in) (Ka-32A). Skis optional.
Power Plant
Two 1,633 kW (2,190 shp) Klimov TV3- 117V (Ka-32) or TV3-117VMA (Ka-32A) turboshafts, with automatic synchronisation
system, side by side above cabin, forward of rotor driveshaft. Main gearbox brake standard. Oil cooler fan aft of gearbox.
Cowlings hinge downward as maintenance platforms. Fuel in tanks under cabin floor and inside container each side of
centre-fuselage; capacity of main tanks 2,180 litres (576 US gallons; 480 Imp gallons); maximum capacity with two underfloor
auxiliary tanks 3,450 litres (911 US gallons; 759 Imp gallons). Single-point pressure refuelling behind small forward-hinged door
on port side, where bottom of tailboom meets rear of cabin.
Accommodation
Pilot and navigator side by side on air conditioned flight deck, in adjustable seats. Rearward-sliding jettisonable door with blister
window each side. Seat behind navigator, on starboard side, for observer, loadmaster or rescue hoist operator. Alcohol windscreen
anti-icing. Direct access to cabin from flight deck. Heated and ventilated main cabin of Ka-32 can accommodate freight or 16
passengers, on three folding seats at rear, six along port sidewall and seven along starboard sidewall (13 passengers in Ka-32A).
Lifejackets under seats. Fittings to carry stretchers. No provisions for toilet or galley. Pyramid structure can be fitted on floor
beneath rotor driveshaft to prevent swinging of external cargo sling loads. Rearward-sliding door aft of main landing gear on port
side, with steps below. Emergency exit door opposite. Hatch to avionics compartment on port side of tailboom.
Systems
Three hydraulic systems: main system supplies servos, mainwheel brakes and hydraulic winch when fitted; standby system
supplies only servos after main system failure; auxiliary system supplies brakes after main system failure and adjusts height of
helicopter fuselage above ground; it can also be connected to main system for checking all functions on ground. Electrical system
includes two independently operating AC generators and two batteries, cut in automatically or manually via inverters after AC
generating system failure. After failure of either generator, the other is switched automatically to supply both circuits. Two
rectifiers supply DC power. Electrothermal de-icing of entire profiled portion of each blade switches on automatically when
helicopter enters icing conditions. Hot air engine intake anti-icing. APU in rear of engine bay fairing on starboard side, for engine
starting and to power all essential hydraulic and electrical services on ground, eliminating need for GPU.
Avionics
Flight: Include electromechanical flight director controlled from autopilot panel, Doppler hover indicator, two HSI and air data
computer. Fully coupled three-axis autopilot can provide automatic approach and hover at height of 25 m (82 ft) over landing
area, on predetermined course, using Doppler. Radar altimeter. Doppler box under tailboom.
Equipment
Doors at rear of fuel tank bay provide access to small compartment for auxiliary fuel, or liferafts which eject during descent in
emergency, by command from flight deck. Container each side of fuselage, under external fuel containers, for emergency flotation
bags, deployed by water contact. Optional rescue hoist, capacity 300 kg (661 lb), between top of door opening and landing gear.
Optional external load sling, with automatic release and integral load weighing and stabilisation systems.
15.90 m (52 ft 2 in)
Length overall:
excl rotors
rotors folded
Width, rotors folded
11.30 m (37 ft 1 in)

12.25 m (40 ft 2 in)
4.00 m (13 ft 1 in)
5.40 m (17 ft 8 in)
Wheel track:
mainwheels
3.50 m (11 ft 6 in)
nosewheels
Wheelbase
1.40 m (4 ft 7 in)
3.02 m (9 ft 11 in)
Cabin door:
Height
approx 1.20 m (3 ft 11 in)
Width
Cabin:
Length
Max width
Max height
Areas
4.52 m (14 ft 10 in)

1.30 m (4 ft 3 in)
1.32 m (4 ft 4 in)
198.5 m2 (2,138 sq ft)
Rotor disc (each)

Weight empty
6,610 kg (14,573 lb)
Max payload:
internal
external
4,000 kg (8,818 lb)

5,000 kg (11,023 lb)
Normal T-O weight

Max flight weight with slung load
11,000 kg (24,250 lb)

12,600 kg (27,775 lb)
Performance
(Ka-32T at AUW of 11,000 kg; 24,250 lb, Ka-32A similar)
Max level speed
135 kt (250 km/h; 155 mph)
Max cruising speed
124 kt (230 km/h; 143 mph)
Service ceiling
Hovering ceiling OGE, OEI
Range with max standard fuel
5,000 m (16,400 ft)

3,500 m (11,480 ft)
1,705 m (5,600 ft)
Max range with auxiliary fuel

Endurance with max standard fuel
612 n miles (1,135 km; 705 miles)

4 h 30 min
Max endurance with auxiliary fuel
6 h 25 m
UPDATED
Camouflaged Ka-32A2 of Moscow militia (Paul Jackson)

(1998)
Kamov Ka-32S in service in Papua New Guinea on heavylift operations
Kamov Ka-32T (`Helix-C') utility helicopter (two Klimov TV3-117V turboshafts) (Jane's/Dennis Punnett)
Kamov Ka-32T equipped for firefighting (Gnter Endres)
VIH Logging flies two Ka-32A11BC versions certificated in Canada in February 1999 (VIH Logging)
(2000)
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HELICOPTERS IN SERVICE - CIVIL, UNITED STATES OF AMERICA
Hiller (Bell) 47T

Type
Three-seat turbine-powered utility helicopter.
Programme
First turbine conversion by Soloy Corporation of Bell 47 flew in 1976. Hiller Aircraft Corporation
acquired Supplemental Type Certificate (STC) for turboshaft-engined Model 47 from Soloy in February
1996. One Allison 250-C20B turboshaft.
For general description see under Bell entry.
VERIFIED
Hiller (Bell) 47T

(1999)
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HELICOPTERS IN SERVICE - CIVIL, JAPAN
Mitsubishi MH2000
Type
Twin-turbine medium multipurpose helicopter.
Programme
Started 1992 as commercially secret in-house research programme under designation RP-1; existence
revealed April 1994; hover tests began 9 May 1994 and first flight made 14 September that year.
Experimental engineering test flights successfully completed March 1995. Mitsubishi's first own-design
helicopter. Production prototype, redesignated MH2000, made first flight 29 July 1996; second aircraft
flew end of 1996; Japanese JCAB certification obtained 26 June 1997; design to be further refined; first
customer delivery July 1999.
Costs
Approximately US$4.00 million.
Customers
First order placed by Excel Air Service, Japan 26 February 1998.
Design Features
Four-blade main rotor with tapered tips; 10-blade (asymmetrically spaced) Fenestron-type tail rotor.
Main gearbox and other drive mechanisms in overhead fairing located aft of passenger cabin to
minimise internal noise and vibration; external noise reduced by 5 dB in low-noise engine mode.
Mid-mounted tailplane with angular endplate fins.

Structure
All-composite main and tail rotor blades.
Landing Gear
Conventional twin-skids on arched support tubes.
Power Plant
Twin Mitsubishi MG5-110 turboshafts, each developing 653 kW (876 shp) on T-O; 90 per cent
low-noise power output; digital electronic control permitting one-touch changeover between high-speed
and low-noise modes. Crash-resistant fuel tanks aft of passenger cabin; maximum usable capacity 1,140
Accommodation
Flight crew of two. Forward-facing, impact absorbing seats in main cabin; standard passenger
complement 10; or 12 in high-density layout; or seven seats in club, with console; five in VIP
configuration; or two-person search and rescue team plus double bunk stretchers in SAR version. Crew
door each side at front; large sliding door to main cabin on each side. Baggage compartment aft of fuel
tanks, with external access.
Avionics
Avionics bay in rear fuselage aft of baggage compartment. Equipment to customers' choice; options
include GPS-based collision-avoidance systems and AFCS.
Dimensions, External
Main rotor diameter
Length overall:
rotors turning
fuselage
Height overall
Tail unit span
Skid track
12.20 m (40 ft 0 in)

14.00 m (45 ft 11 in)
12.20 m (40 ft 0 in)
3.80 m (12 ft 5 in)
3.00 m (9 ft 10 in)
2.70 m (8 ft 10 in)
Dimensions, Internal
Baggage compartment volume
2.24 m3 (79.1 cu ft)
Areas
Main rotor disc
116.90 m2 (1,258.4 sq ft)

Weight empty
Max T-O weight
Payload
2,500 kg (5,512 lb)

4,500 kg (9,920 lb)
2,000 kg (4,410 lb)
Max disc loading
38.5 kg/m2 (7.88 lb/sq ft)
Performance
(estimated at max T-O weight)
Max level speed
150 kt (278 km/h; 172 mph)
135 kt (250 km/h; 151 mph)
2,700 m (8,860 ft)
Range at economic cruising speed, standard fuel,

no reserves
Endurance

4h
UPDATED
Three-view drawing of Mitsubishi MH2000 (Jane's/James Goulding) (1999)
Cockpit of MH2000 shows optional moving map display (1999)
The MH2000 is Mitsubishi's first helicopter design (1999)
The MH2000's main cabin is fitted with two rows of forward facing crashworthy
seats (1999)
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HELICOPTERS IN SERVICE - CIVIL, ITALY
Agusta-Sikorsky AS-61N1 Silver

Production rights to the S-61N were acquired by Agusta, which developed a modified version,
designated AS-61N1 Silver. Greater range and slightly less seating capacity than the standard S-61N
account for the two principal differences in the AS-61N1. The fuselage is shortened by 1.27 m (4 ft
2 in), reducing maximum seating capacity from 30 passengers to 28, and internal fuel capacity is
increased to 3,482 litres (920 US gal; 766 Imp gal). The Silver was tailored primarily to carry 24
passengers over distances of up to 550 n miles (1,019 km; 633 miles). The standard S-61N power plant
of two 1,119 kW (1,500 shp) General Electric CT58-140-1/2 turboshafts retained. The prototype flew
for the first time on 25 July 1984. Italian RAI certification was received in 1987 and FAA certification
in 1988. Only two believed built. No longer produced for lack of demand.
UPDATED
Agusta-Sikorsky AS-61N has a greater range than the US-built version, but elicited
little interest (1996)
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HELICOPTERS IN SERVICE - CIVIL, CANADA
Canadian Home Rotors Baby Belle

Type
Two-seat home-built helicopter.
Programme
Based on the single-seat Helicom, designed and built by Harold `Pop' Emigh and Son in 1962; later
developed into a two-seater with new 150 hp Lycoming engine and further evolved into Commuter II A
and B after rights acquired by International Helicopters in 1978. Canadian Home Rotors incorporated in
1986 and Baby Belle, further developed from the Commuter II B, introduced at EAA National
Convention in Oshkosh in 1992.
Customers
252 registered builders in November 1997.
Costs
Standard kit without engine: US$43,000; with new Lycoming O-320 engine: US$62,700.
Design Features
Two-blade semi-rigid teetering main rotor, turning at 500 rpm, constructed of chrome alloy and
aluminium sheet metal. Teetering two-blade tail rotor turning at 2,750 rpm. Aluminium cast housings;
oil bath lubrication; integral sight glass for easy pre-flight; chip detector; dual controls as standard.
Structure
Welded steel tube structure with sheet metal cabin enclosure; certified Bell 47 bubble. Twin skid
removable landing gear; floats and bear paws optional.
Power Plant
One 119 kW (160 hp) Lycoming O-320-B2C four-cylinder, four-cycle air-cooled engine; dual magneto
ignition; electronic ignition and fuel injection optional. Fuel 100 LL Avgas or auto premium fuel; fuel
capacity 106 litres (29 US gallons; 23.5 Imp gallons).
Accommodation
Pilot and passenger side by side.
Main rotor diameter
7.62 m (25 ft 0 in)
0.20 m (8 in)
Tail rotor diameter
1.22 m (4 ft 0 in)
Length overall
Height overall
9.04 m (29 ft 8 in)

2.43 m (8ft 0 in)

Weight empty
372 kg (920 lb)
Max T-O weight

Max payload
644 kg (1,450 lb)

240 kg (530 lb)
Performance
Max level speed
Cruising speed
Normal rate of climb
Service ceiling
Max range
87 kt (161 km/h; 100 mph)

74 kt (137 km/h; 85 mph)
5.1 m/s (1,000 ft/min)
3,050 m (10,000 ft)
2,130 m (7,000 ft)
NEW ENTRY
Canadian Home Rotors Baby Belle (1998)
The Baby Belle uses a Bell 47 bubble (1998)
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HELICOPTERS IN SERVICE - CIVIL/MILITARY, CHINA, PEOPLE'S REPUBLIC
HAMC (Eurocopter) Z-9 Haitun (Dolphin)

Chinese name: Zhishengji-9A (Vertical take-off aircraft 9A) or Zhi-9A
Type
Multirole intermediate helicopter.
Programme
Licence agreement (Aerospatiale/CATIC) signed 2 July 1980; first (French-built) example made initial acceptance flight in China
6 February 1982; Chinese parts manufacture began 1986; initial agreed batch of 50, last of which delivered January 1992.
Production continuing as Z-9B under May 1988 domestic contract, with much increased local manufacture (72.2 per cent of
airframe and 91 per cent of engine).
Versions
Z-9: Initial Chinese licence version, equivalent to French AS 365N.
Z-9A: Later aircraft in initial 50, to AS 365N_1 standard and with increased proportion of locally manufactured components.
Current Version
Z-9B: With much increased local manufacture (see Programme). 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. Total 32 ordered.
Z-9G: Armed version, with eight Norinco HJ-8 (Hongjian: Red Arrow) wire-guided anti-tank missiles, twin 23 mm gun pods and
gyrostabilised gunsight. First flight thought to have been in late 1988 or early 1989, but designation not revealed publicly until
1997.
Customers
Serves with CAAC airlines and all three Chinese armed services.
Structure
Transmission manufactured by Dongan Engine Manufacturing Co at Harbin, hubs and tail rotor blades by Baoding Propeller
Factory.
Power Plant
Arriel 1C and 1C1 turboshafts produced by SMPMC at Zhuzhou as WZ8 and WZ8A; fuel capacity 1,140 litres (301 US gallons;
251 Imp gallons). Option for 180 litre (47.5 US gallon; 39.6 Imp gallon) auxilliary tank.
Accommodation
10 to 14 passengers.
Weight empty, equipped
2,050 kg (4,519 lb)
Max payload
Max load on cargo sling
2,038 kg (4,493 lb)

1,600 kg (3,527 lb)
Max T-O weight, internal or external load
4,100 kg (9,039 lb)
Performance
(at max T-O weight):
Max cruising speed at S/L
154 kt (285 km/h; 177 mph)
Normal cruise speed:

Max vertical rate of climb at S/L
135 kt (250 km/h; 155 mph)

4.1 m/s (805 ft)/min
Max forward rate of climb at S/L

Service ceiling
7.6 m/s (1,496 ft)/min

6,000 m (19,685 ft)

OGE
2,600 m (8,520 ft)

1,600 m (5,240 ft)
Max range at 140 kt (260 km/h; 161 mph) normal cruising speed, no reserves:
standard tanks
with 180 litre (47.5 US gallons; 39.6 Imp gallons) auxiliary
tank

539 n miles (1,000 km; 621 miles)
UPDATED
HAMC Z-9B Haitun twin-engined light helicopter (Gnter Endres)
Chinese-built main transmission unit for the Z-9A Haitun (Gnter Endres)
HAMC Z-9G in military camouflage at 1998 Zhuhai Air Show (Photo Link/Mike Vines)
(1999)
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HELICOPTERS IN SERVICE - CIVIL/MILITARY, RUSSIAN FEDERATION
Mil Mi-26 and Mi-27

NATO reporting name: Halo
Type
Twin-turbine multipurpose heavylift helicopter.
Programme
Development started early 1970s; aim was payload capability 1 to 2 times greater than that of any previous production
helicopter; first prototype flew 14 December 1977; one of several prototype or preproduction Mi-26s (SSSR-06141) displayed at
1981 Paris Air Show; in-field evaluation, probably with military development squadron, began early 1982; fully operational 1983;
export deliveries started (to India) June 1986; more than 300 built; production continues, with manufacture and marketing by
Rostov Helicopter Manufacturing Association (Rostvertol).
Versions
Mi-26: Basic military transport.
Mi-26A: With PNK-90 integrated flight/nav systems for automatic approach and descent to critical decision point, and other
tasks.
Mi-26M: Upgrade under development; all-GFRP main rotor blades of new aerodynamic configuration, new ZMKB Progress
D-127 turboshafts (each approximately 10,700 kW; 14,360 shp), and modified integrated flight/nav system with EFIS.
Transmission rating unchanged, but full payload capability maintained under `hot and high' conditions, OEI safety improved,
hovering and service ceilings increased, and greater maximum payload (22,000 kg; 48,500 lb) for crane operations.
Mi-26MS: Medical evacuation version, with life support section for four casualties and two medics, surgical section for one
casualty and three medics, pre-operating section for two casualties and two medics, ambulance section for five stretcher patients,
three seated casualties and two attendants; laboratory; and amenities section with toilet, washing facilities, food storage and
recreation unit. Alternative medical versions available, with modular box laboratories or fully equipped medical centres which can
be inserted into the hold for anything from ambulance to field hospital use.
Mi-26NEF-M: ASW version with search radar in undernose fairing radome, extra cabin heat exchangers and towed MAD
housing mounted on ramp.
Mi-26P: Transport for 63 passengers, basically four-abreast in airline-type seating, with centre aisle; toilet, galley and
cloakroom aft of flight deck.
Mi-26PK: Flying crane derivative of Mi-26P with operator's gondola on fuselage side, next to cabin door on port side.
Mi-26T: Basic civil transport, generally as military Mi-26. Variants include Firefighting Mi-26, able to dispense 7,500 litres
(1,980 US gallons; 1,650 Imp gallons) fire retardant from one or two vents; Geological Survey Mi-26 towing seismic gear, with
tractive force of 10,000 kg (22,045 lb) or more, at 97 to 108 kt (180 to 200 km/h; 112 to 124 mph) at 55 to 100 m (180 to 330 ft)
for up to 3 hours. Mockup of a two-crew flight deck Mi-26 shown at Moscow Air Show in 1997.
Mi-26TC: Cargo version equipped with a 6-tonne hoist and two electric winches; clearance control system for handling large
size cargo. Certified in Russia; meets FAR Pt 29 regulations.
Mi-26TM: Flying crane, with gondola for pilot/sling supervisor under fuselage aft of nosewheels or under rear-loading ramp;
either gondola can accommodate pilot and trainee.
Mi-26TP: Firefighting version discharging water or retardant from single belly-mounted `dump'. Prototype RA-06183 operated
by Rostvertol.
Mi-26TS (sertifitsyrovannyi: certified): As Mi-26T but prepared for certification and marketed from 1996. Preproduction
version, with gondola. Two prototypes are believed to have been built, but no further details available.
Mi-26TZ: Tanker with 14,040 litres (3,710 US gallons; 3,088 Imp gallons) additional aviation fuel or diesel and 1,040 litres
(275 US gallons; 228 Imp gallons) lubricants, dispensed through four hoses for aircraft, 10 hoses for ground vehicles. Conversion
time from basic flying crane to tanker is 1 hour 25 minutes.
Mi-27: The 1990 edition of US Department of Defense's Soviet Military Power stated "New variants of `Halo' are likely in the
early 1990s to begin to replace `Hooks' specialised for command support". Two prototypes are believed to have been built, but no
further details available.
Detailed description refers to basic Mi-26, except where indicated.
Design Features
Largest production helicopter; empty weight comparable to that of Mi-6 and, as specified, is approximately 50 per cent of
maximum T-O weight; weight saved by in-house design of main gearbox providing multiple torque paths, GFRP tail rotor blades,
titanium main and tail rotor heads, main rotor blades of mixed metal and GFRP, use of aluminium-lithium alloys in airframe;
conventional pod and boom configuration, but first successful use of eight-blade main rotor, of smaller diameter than Mi-6 rotor;
payload and cargo hold size similar to those of Lockheed C-130 Hercules; auxiliary wings not required; rear-loading ramp/doors;
main rotor 132 rpm; main rotor spindle inclined forward 4.
Flying Controls
Hydraulically powered cyclic and collective pitch controls actuated by small parallel jacks, with redundant autopilot and stability
augmentation system inputs. Fly-by-wire system flight tested 1994.
Structure
Eight-blade constant-chord main rotor; flapping and drag hinges, droop stops and hydraulic drag dampers; no elastomeric
bearings or hinges; each blade has one-piece tubular steel spar and 26 GFRP aerofoil shape full-chord pockets, honeycomb filled,
with ribs and stiffeners and non-removable titanium leading-edge abrasion strip; blades have moderate twist, taper in thickness
toward tip, and are attached to small forged titanium head of unconventional design; each has ground adjustable trailing-edge tab;
five-blade constant-chord tail rotor, starboard side, has GFRP blades, forged titanium head; conventional transmission, with tail
rotor shaft inside cabin roof; all-metal riveted semi-monocoque fuselage with clamshell rear doors; flattened tailboom
undersurface; engine bay of titanium for fire protection; all-metal tail surfaces; swept vertical stabiliser/tail rotor support profiled
to produce sideways lift; ground adjustable variable incidence horizontal stabiliser.
Landing Gear
Non-retractable tricycle type; twin wheels on each unit; steerable nosewheels; mainwheel tyres size 1,120 450 mm. Retractable
tailskid at end of tailboom to permit unrestricted approach to rear cargo doors. Length of main legs adjusted hydraulically to
facilitate loading through rear doors and to permit landing on varying surfaces. Device on main gear indicates take-off weight to
flight engineer at lift-off, on panel on shelf to rear of his seat.
Power Plant
Two 7,460 kW (10,000 shp) ZMKB Progress D-136 free-turbine turboshafts, side by side above cabin, forward of main rotor
driveshaft. Air intakes fitted with particle separators to prevent foreign object ingestion, and have both electrical and bleed air
anti-icing systems. Above and behind is central oil cooler intake. VR-26 fan-cooled main transmission, rated at 14,710 kW
(19,725 shp), with air intake above rear of engine cowlings. System for synchronising output of engines and maintaining constant
rotor rpm; if one engine fails, output of other is increased to maximum power automatically. Independent fuel system for each
engine; fuel in eight underfloor rubber tanks, feeding into two header tanks above engines, which permit gravity feed for a period
in emergencies; maximum standard internal fuel capacity 12,000 litres (3,170 US gallons; 2,640 Imp gallons); provision for four
auxiliary tanks. Two large panels on each side of main rotor mast fairing, aft of engine exhaust outlet, hinge downward as work
platforms.
Accommodation
Crew of four on flight deck: pilot (on port side) and co-pilot side by side, tip-up seat between pilots, and seats for flight engineer
(port) and navigator (starboard) to rear. Four-seat passenger compartment aft of flight deck. Loads in hold include two airborne
infantry combat vehicles and a standard 20,000 kg (44,090 lb) ISO container; about 20 tip-up seats along each sidewall of hold;
maximum military seating for 80 combat-equipped troops; alternative provisions for 60 litter patients and four/five attendants.
Heated windscreen, with wipers; four large blistered side windows on flight deck; forward pair swing open slightly outward and
rearward. Downward-hinged doors, with integral airstairs, at front of hold on port side, and each side of hold aft of main landing
gear units. Hold loaded via downward-hinged lower door, with integral folding ramp, and two clamshell upper doors forming rear
wall of hold when closed; doors opened and closed hydraulically, with back-up hand pump for emergency use. Two electric hoists
on overhead rails, each with capacity of 2,500 kg (5,511 lb), enable loads to be transported along cabin; winch for hauling loads,
capacity 500 kg (1,100 lb); roller conveyor in floor and load lashing points throughout hold. Flight deck and hold fully air
conditioned.
Systems
Two hydraulic systems, operating pressure 207 bars (3,000 lb/sq in). Electrical system 28 V DC. APU under flight deck, with
intake louvres (forming fuselage skin when closed) and exhaust on starboard side, for engine starting and to supply hydraulic,
electrical and air conditioning systems on ground. Electrically heated leading-edge of main and tail rotor blades for anti-icing.
Only flight deck pressurised.
Avionics
All items necessary for day and night operations in all weathers are standard.
Radar: Groza 7A813 weather radar in hinged (to starboard) nosecone.
Flight: Integrated flight/nav system and automatic flight control system, Doppler, map display, HSI, and automatic hover
system. Optional GPS.
Self-defence: Military versions can have IR jammers and suppressors, IR decoy dispensers and colour-coded identification flare
system.
Equipment
Hatch for load sling in bottom of fuselage, in line with main rotor shaft; sling cable attached to internal winching gear.
Closed-circuit TV cameras to observe slung payloads.
Armament
None.
Main rotor diameter
32.00 m (105 ft 0 in)
Tail rotor diameter
7.61 m (24 ft 11 in)
Length:
40.03 m (131 ft 3 in)
fuselage, excl tail rotor

33.73 m (110 ft 8 in)

8.15 m (26 ft 9 in)
Width over mainwheels

Wheel track
8.15 m (26 ft 9 in)

7.17 m (23 ft 6 in)
Wheelbase
8.95 m (29 ft 4 in)
Freight hold:
Length:
ramp trailed
excl ramp
Width
Height
15.00 m (49 ft 2 in)

12.00 m (39 ft 4 in)
3.20 m (10 ft 6 in)
2.95-3.17 m (9 ft 8 in-10 ft 4 in)
121.0 m3 (4,273 cu ft)
Volume
Areas
Main rotor disc
804.25 m2 (8,657 sq ft)
Tail rotor disc
45.48 m2 (489.6 sq ft)

Weight empty
28,200 kg (62,170 lb)
Max payload, internal or external

Normal T-O weight
20,000 kg (44,090 lb)

49,600 kg (109,350 lb)
Max T-O weight
56,000 kg (123,450 lb)
Max disc loading
69.6 kg/m2 (14.26 lb/sq ft)

3.76 kg/kW (6.17 lb/shp)
Max transmission power loading

Performance
Max level speed: Mi-26
159 kt (295 km/h; 183 mph)
Normal cruising speed: Mi-26
137 kt (255 km/h; 158 mph)
Service ceiling:
Mi-26
4,600 m (15,100 ft)
Mi-26M
5,900 m (19,350 ft)

Mi-26, ISA, with 5,100 kg (11,240 lb) payload
1,000 m (3,280 ft)
Mi-26M, ISA + 15C, with 12,300 kg (27,115 lb) payload
1,000 m (3,280 ft)
Hovering ceiling OGE, ISA:

Mi-26
1,800 m (5,900 ft)
Mi-26M
2,800 m (9,185 ft)
Range: Mi-26 at 2,500 m (8,200 ft) ISA + 15C, with 7,700 kg

(16,975 lb) payload
Mi-26M at 2,500 m (8,200 ft) ISA + 15C, with 13,700 kg

(30,200 lb) payload
Mi-26, S/L ISA, with max internal fuel at max T-O weight,
5% reserves
Mi-26, S/L ISA, with four aux tanks
1,036 n miles (1,920 km; 1,190 miles)

UPDATED
Mi-26TM flying crane (Gnter Endres)
Mi-26T in service with the United Nations on emergency medical flights
Mil Mi-26, first helicopter to operate successfully with an eight-blade main rotor (Jane's/Dennis Punnett)
Additional tanks with more than 14,000 litres of fuel can be fitted to the basic helicopter to create the
Mi-26T2 model for refuelling missions
Mil Mi-26
(1999)
The freight hold of the Mi-26 is said to be 2.9 times the volume of the Sikorsky CH-53E
(1999)
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Mil Mi-8 (V-8) and Mi-9

NATO reporting name: Hip
Type
Twin-turbine multipurpose helicopter.
Programme
Development began May 1960, to replace piston-engined Mi-4; first prototype, with single AI-24V turboshaft and four-blade
main rotor, flew June 1961, given NATO reporting name `Hip-A'; second prototype (`Hip-B'), with two production standard
TV2-117 engines and five-blade main rotor, flew August 1962; more than 10,000 Mi-8s, Mi-17s and Mi-171s (which see)
marketed and delivered from Kazan (Mi-8, Mi-17, Mi-172) and Ulan-Ude (Mi-8T, Mi-171) plants (see separate entries) for civil
and military use, including 2,800 exported; many Mi-8s converted to Mi-17 standard.
Versions
Mi-8APS: Military VIP transport with enhanced communications fit and more luxurious interior; used as Russian Presidential
aircraft.
Mi-8AT: Civil transport version produced by Ulan-Ude; TV2-117AG turboshafts; optional 8A-813 weather radar, DISS-32-90
Doppler radar and A-723 long-range radio navigation.
Mi-8ATS: Agricultural helicopter with spray hoppers on each side, and with `wing'-type spraybars.
Mi-8AV: Dedicated minelayer, despatching mines down steep, ladder-like slide projecting from gap between lower corners of
clamshell doors.
Mi-8BT: Equipped for minesweeping, towing sled from winch in cabin. Clamshell doors removed for missions.
Mi-8K: Reconnaissance and artillery fire correction version; large window for camera in rear clamshell doors.
Mi-8MT: Flying crane version with operator's glazed gondola in place of rear clamshell doors. SSSR-254444 may have been
the prototype. Designation re-used for Mi-17 (which see).
Mi-8P (`Hip-C'): Civil passenger helicopter; standard seating for 28 to 32 persons in main cabin with large square windows.
Detailed description refers to this version, except where indicated.
Mi-8PD (punkt dowodzenia): Polish airborne command post version.
Mi-8PPA (`Hip-K'): Active communications jammer; rectangular container and array of six cruciform dipole antennae each
side of cabin; no Doppler box under tailboom; heat exchangers under front fuselage; some uprated to Mi-17 standard, with
port-side tail rotor. See also Mi-17 `Hip-K derivative'.
Mi-8PS (`Hip-C'): Military VIP transport; basically as civil Mi-8 Salon.

Mi-8R: Reconnaissance version.
Mi-8S (Salon) (`Hip-C'): Original de luxe version of standard Mi-8; normally 11 passengers, on eight-place inward-facing
couch on port side, two chairs and swivelling seat on starboard side, with table; square windows; air-to-ground radiotelephone and
removable ventilation fans; compartment for attendant, with buffet and crew wardrobe forward of cabin; toilet (port) and
passenger wardrobe (starboard) to each side of cabin rear entrance; alternative nine-passenger configuration; maximum T-O
weight 10,400 kg (22,928 lb); range 205 n miles (380 km; 236 miles) with 30 minutes fuel reserve.
Mi-8SKA: Believed similar to Mi-8T(K).
Mi-8SMV (`Hip-J'): ECM version with R-949 jamming system; additional small boxes each side of fuselage, fore and aft of
main landing gear legs. Also four containers with 32 droppable short-range jammers. Range 54 n miles (100 km; 62 miles).
Mi-8T (`Hip-C'): Civil utility transport version, with TV2-117A turboshafts and circular cabin windows, built by Ulan-Ude
plant. Alternative payloads include internal or external freight; 24 passengers on removable folding seats; 26 passengers on
conventional seats; 12 stretcher patients or executive layout similar to Mi-8S.
Mi-8T (`Hip-C'): Also available as standard assault transport of Russian Federation and Associated States (RFAS) army support
forces; carrying 24 fully armed troops. Able to dispense 200 anti-personnel or anti-tank mines in flight, by conveyor belt through
rear doors.
Mi-8TB (`Hip-E'): Development of `Hip-C'; KV-4 flexibly mounted 12.7 mm machine gun, with 700 rounds, in nose; triple
stores rack each side, to carry total 192 S-5 rockets in six UV-32-57 packs, plus four 9M17P Scorpion (AT-2 `Swatter') anti-tank
missiles (semi-automatic command to line of sight) on rails above racks; about 250 in RFAS ground forces; some uprated to
Mi-17 standard as Mi-8MTV, with port-side tail rotor.
Mi-8TBK (`Hip-F'): Export `Hip-E'; missiles changed to six 9M14 Malyutka (NATO AT-3 `Saggers'; manual command to line
of sight).
Mi-8TG: Modified TV2-117TG engines permit operation on Liquefied Petroleum Gas (LPG) and Kerosene. LPG contained in
large tanks, on each side of cabin, under low pressure. Engines switch to Kerosene for take-off and landing. Reduced harmful
exhaust emissions in flight offer anti-pollution benefits. Modification to operate on LPG requires no special equipment and can be
effected on in-service Mi-8s at normal maintenance centre. Weights unchanged. Large external tanks, each side of cabin, reduce
payload by 100 to 150 kg (220 to 330 lb) over comparable ranges, with little effect on performance. First flight on LPG made
1987.
Mi-8T(K): Dedicated photo-reconnaissance platform with AFA-42/100 or AFA-A87P starboard oblique camera in forward part
of the cabin, possibly with some onboard processing capability. May be used as fire correction platform.
Mi-8TM : Upgraded civil transport version of Mi-8T; weather radar and rotor head integrity system.
Mi-8TP : Military executive version; upgraded communications include R-832 radio with two-blade antennae under front
fuselage and tailboom and R-111 with rod antenna lowered under cabin.
Mi-8TS (tropichesky sukhoi: tropical): Export version for hot and dusty climates.
Mi-8TV (vooruzhonnyi armed) (`Hip-C'): As Mi-8T, but with added twin-rack each side, to carry total of 64 57 mm S-5 rockets
in four UV-16-57 packs, or bombs, for army assault forces.
Mi-8TZ: Adapted to deliver fuel to front-line areas.
Mi-8 VIP: Current de luxe version by Kazan; three crew and seven to nine passengers; main rotor has vibration damper; hinged
airstair door; interior divided into vestibule, passenger cabin crew department, cloakroom and toilet; optional water heater, TV
and GPS. Maximum take-off weight 12,000 kg (26,455 lb).
Mi-8VZPU (vozduzhnyi zapastnoi punkt upravlenya: airborne reserve command post) (`Hip-D'): As `Hip-C' but
rectangular-section canisters on outer stores racks; two large dorsal antennae above forward part of tailboom; no armament.
Mi8AMT, Mi-8MT and Mi-8MTV are versions of the Mi-17 (which see), with more powerful turboshafts and port-side tail rotor.
All helicopters of Mi-8/Mi-17 series in Russian military service are known as Mi-8s of various subtypes, regardless of engines
fitted.
Mi-9 (`Hip-G'): Airborne command post variant of Mi-8; `hockey stick' antennae projecting from rear of cabin and from
undersurface of tailboom, aft of Doppler radar box; rearward inclined short whip antenna above forward end of tailboom; strakes
on fuselage undersurface. Crew of three to six.
Long-range modification: AEFT (Auxilliary External Fuel Tanks) by Aeroton adds another 1,900 litres (502 US gallons; 418
Imp gallons) in two internal tanks, plus same quantity in four external tanks on the stores pylons of the Mi-8T and Mi-8AT.
Operational range with all six tanks is 593 n miles (1,100 km; 683 miles); ferry range 863 n miles (1,600 km; 994 miles).
Customers
RFAS ground forces (estimated 2,400 Mi-8/17s); RFAS air forces; at least 40 other air forces; civil operators worldwide.
Design Features
Conventional pod and boom configuration; five-blade main rotor, inclined forward 4 30' from vertical; interchangeable blades of
basic NACA 230 section, solidity 0.0777; spar failure warning system; drag and flapping hinges a few inches apart; blades carried
on machined spider; pendulum vibration damper; three-blade starboard tail rotor; transmission comprises VR-8 two-stage
planetary main reduction gearbox giving main rotor shaft/engine rpm ratio of 0.016:1, intermediate and tail rotor gearboxes, main
rotor brake, and drives off main gearbox for tail rotor, fan, AC generator, hydraulic pumps and tachometer generators; tail rotor
pylon forms small vertical stabiliser; horizontal stabiliser near end of tailboom; clamshell rear-loading freight doors.
Flying Controls
Mechanical system, with irreversible hydraulic boosters; main rotor collective pitch control linked to throttles.
Structure
All-metal; main rotor blades each have extruded light-alloy spar carrying root fitting, 21 honeycomb-filled trailing-edge pockets
and blade tip; balance tab on each blade; each tail rotor blade made of spar and honeycomb-filled trailing-edge; semi-monocoque
fuselage.
Landing Gear
Non-retractable tricycle type; steerable twin-wheel nose unit, locked in flight; single wheel on each main unit; oleo-pneumatic
(gas) shock-absorbers. Mainwheel tyres 865 280 mm; nosewheel tyres 595 185 mm. Pneumatic brakes on mainwheels;
pneumatic system can also recharge tyres in the field, using air stored in main landing gear struts. Optional mainwheel fairings.
Power Plant
Two 1,250 kW (1,677 shp) Klimov TV2-117A turboshafts (1,434 kW; 1,923 shp TV3-117MTs in Mi-8MT). Main rotor speed
governed automatically, with manual override. Single flexible internal fuel tank, capacity 445 litres (117.5 US gallons; 98 Imp
gallons); two external tanks, each side of cabin, capacity 745 litres (197 US gallons; 164 Imp gallons) in port tank, 680 litres
(179.5 US gallons; 149.5 Imp gallons) in starboard tank; total standard fuel capacity 1,870 litres (494 US gallons; 411.5 Imp
gallons). Provision for one or two ferry tanks in cabin, raising maximum total capacity to 3,700 litres (977 US gallons; 814 Imp
gallons). Fairing over starboard external tank houses optional cabin air conditioning equipment at front. Engine cowling side
panels form maintenance platforms when open, with access via hatch on flight deck. Total oil capacity 60 kg (132 lb).
Accommodation
Two pilots side by side on flight deck, with provision for flight engineer's station. Military versions can be fitted with external
flight deck armour. Windscreen de-icing standard. Basic passenger version furnished with 24 to 26 four-abreast track-mounted
tip-up seats at pitch of 72 to 75 cm (28 to 29.5 in), with centre aisle 32 cm (12.5 in) wide; removable bar, wardrobe and baggage
compartment. Seats and bulkheads of basic version quickly removable for cargo carrying. Mi-8T and standard military versions
have cargo tiedown rings in floor, winch of 150 kg (330 lb) capacity and pulley block system to facilitate loading of heavy freight,
an external cargo sling system (capacity 3,000 kg; 6,614 lb), and 24 tip-up seats along sidewalls of cabin. All versions can be
converted for air ambulance duties, with accommodation for 12 stretchers and tip-up seat for medical attendant. Large windows
on each side of flight deck slide rearward. Sliding, jettisonable main passenger door at front of cabin on port side; electrically
operated rescue hoist (capacity 150 kg; 330 lb) can be installed at this doorway. Rear of cabin made up of clamshell
freight-loading doors, which are smaller on commercial versions, with downward-hinged passenger airstair door centrally at rear.
Hook-on ramps used for vehicle loading.
Systems
Standard heating system can be replaced by full air conditioning system; heating of main cabin cut out when carrying refrigerated
cargoes. Two independent hydraulic systems, each with own pump; operating pressure 44 to 64 bars (640 to 925 lb/sq in). DC
electrical supply from two 27 V 18 kW starter/generators and six 28 Ah storage batteries; AC supply for automatically controlled
electrothermal de-icing system and some radio equipment supplied by 208/115/36/7.5 V 400 Hz generator, with 36 V three-phase
standby system. Engine air intake de-icing standard. Provision for oxygen system for crew and, in ambulance version, for patients.
Freon fire extinguishing system in power plant bays and service fuel tank compartments, actuated automatically or manually. Two
portable fire extinguishers in cabin.
Avionics
Comms: R-842 HF transceiver, frequency range 2 to 8 MHz and range up to 540 n miles (1,000 km; 620 miles); R-860 VHF
transceiver on 118 to 135.9 MHz effective up to 54 n miles (100 km; 62 miles), intercom, radiotelephone.
Flight: Four-axis autopilot to give yaw, roll and pitch stabilisation under any flight conditions, stabilisation of altitude in level
flight or hover, and stabilisation of preset flying speed; Doppler radar box under tailboom.
Instrumentation: For all-weather flying by day and night: two gyro horizons, two airspeed indicators, two main rotor speed
indicators, turn indicator, two altimeters, two rate of climb indicators, magnetic compass, astrocompass for Polar flying; ARK-9
automatic radio compass, RV-3 radio altimeter with `dangerous height' warning.
Self-defence (optional): Infra-red jammer (`Hot Brick') above forward end of tailboom; three ASO-2V flare dispensers above
rear cabin window on each side.

Armament
See individual model descriptions of military versions.
Main rotor diameter
21.29 m (69 ft 10 in)
Tail rotor diameter

3.91 m (12 ft 9{7/8}in)

12.65 m (41 ft 6 in)
Length: overall, rotors turning
25.24 m (82 ft 9 in)

Width of fuselage
Height overall
Wheel track
Wheelbase
18.17 m (59 ft 7{3/8}in)

2.50 m (8 ft 2 in)
5.65 m (18 ft 6 in)
4.38 m (14 ft 4 in)
4.80 m (15 ft 9 in)
4.26 m (13 ft 11 in)
Fwd passenger door:

Height
1.41 m (4 ft 7 in)
Width
0.82 m (2 ft 8 in)
Rear passenger door:

Height
1.70 m (5 ft 7 in)
Width
0.84 m (2 ft 9 in)
Rear cargo door:

Height
Width
1.82 m (5 ft 11 in)
2.34 m (7 ft 8 in)
Passenger cabin:
Length
6.36 m (20 ft 10 in)
Width
Height
2.34 m (7 ft 8 in)
1.80 m (5 ft 10 in)
Cargo hold (freighter):

Length at floor
Width
5.34 m (17 ft 6 in)

2.34 m (7 ft 8 in)
Height
1.80 m (5 ft 10 in)
Volume
23.0 m3 (812 cu ft)
Areas
Main rotor disc
356.0 m2 (3,832 sq ft)
Tail rotor disc
12.01 m2 (129.2 sq ft)

Weight empty:
civil passenger version
civil cargo version
6,799 kg (14,990 lb)

6,624 kg (14,603 lb)
civil Mi-8T
7,149 kg (15,760 lb)
military versions (typical)
7,260 kg (16,007 lb)
Max payload:
internal
4,000 kg (8,820 lb)
external
3,000 kg (6,614 lb)
Fuel:
standard tanks
civil Mi-8T
1,450 kg (3,197 lb)
with two auxiliary tanks

civil Mi-8T
2,870 kg (6,327 lb)
Normal T-O weight

T-O weight: with 28 passengers, each with 15 kg (33 lb) of
baggage
with 2,500 kg (5,510 lb) of slung cargo
Max T-O weight for VTO
Max disc loading
2,027 kg (4,469 lb)

3,447 kg (7,599 lb)
11,100 kg (24,470 lb)
11,570 kg (25,508 lb)
11,428 kg (25,195 lb)
12,000 kg (26,455 lb)
33.7 kg/m2 (6.90 lb/sq ft)
Performance
(civil Mi-8T)
Max level speed at 1,000 m (3,280 ft):
normal AUW
140 kt (260 km/h; 161 mph)

normal AUW
135 kt (250 km/h; 155 mph)
max AUW
with 2,500 kg (5,510 lb) of slung cargo
124 kt (230 km/h; 142 mph)

97 kt (180 km/h; 112 mph)
Max cruising speed:

normal AUW
121 kt (225 km/h; 140 mph)
max AUW
113 kt (210 km/h; 130 mph)
Service ceiling:
normal AUW
max AUW
4,500 m (14,765 ft)

4,000 m (13,125 ft)
Hovering ceiling at normal AUW:

IGE
OGE
Ranges: cargo version at 1,000 m (3,280 ft), with standard fuel,
5% reserves
with 24 passengers at 1,000 m (3,280 ft), with 20 min fuel
reserves
cargo version, with auxiliary fuel, 5% reserves
1,800 m (5,905 ft)

850 m (2,785 ft)
248-259 n miles (460-480 km; 286-298 miles)
UPDATED
Mi-8TG equipped with large LPG fuel tanks on each side of the cabin (Paul Jackson)
(1998)
Hungarian Air Force Mi-9 used as airborne command post (Pter Zsille)
(1998)
FPT Industries' emergency inflation system installed on an Mi-8 helicopter operating in Southeast Asia
`Hip-C' military version of Mil Mi-8 twin-turbine helicopter, with additional side view (bottom) of
commercial version (Jane's/Dennis Punnett)
A 26-passenger Mi-8P operated on inter-island services in Malta (Gnter Endres)
Gunter Endres MRAeS
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Mil Mi-6 and Mi-22

NATO reporting name: Hook
Type
Twin-turbine heavy transport helicopter.
Programme
Joint military/civil requirement issued 1954; prototype flew 5 June 1957 as by far the world's largest helicopter of that time; five
built for development testing; initial preseries of 30 built in 1958 at Moscow-Fili; more than 860 built for civil/military use at
Rostov-on-Don, ending 1981; developments included Mi-10 and Mi-10K flying cranes; Mi-6 dynamic components used in
duplicated form on V-12 (Mi-12) of 1967, which remains the largest helicopter yet flown.
Versions
Mi-6 (`Hook-A'): Basic transport with TV-2V. First 30 preproduction aircraft.
Mi-6A (`Hook-A'): Main production model as described.
Mi-6P (passazhirskyi): Airline-style seating for 80 passengers; rectangular windows.
Mi-6PS (poiskovo-spasetelnyi): Military SAR/medevac version, first noted in 1977.
Mi-6PZh and Mi-6PZh2: Firefighters with 21,000 litres (5,540 US gallons; 4,625 Imp gallons) capacity in single 12,000 litre
metal tank and six 1,500 litre bag tanks suspended from the fuselage.
Mi-6S (sanitarnyi): Medevac version for 41 litters and two attendants.
Mi-6T: Basic military transport with machine gun in nose glazing.
Mi-6TP (transportno-passazhirskyi): Convertible model with 65 folding seats.
Mi-6TZ (toplivo-zapravshchik): Tanker version for ground refuelling.
Mi-6VKP (vozduzhnyi komandnyi punkt) (`Hook-B'): Command support version with dorsal `clothesline' antenna; flat-bottom
U-shape antenna under tailboom; large heat exchanger on starboard side of cabin; small cylindrical container aft of starboard rear
cabin; small cylindrical container aft of starboard rear cabin door.
Mi-6VR (vodolei: Aquarius): Rotor systems testbed used in Mi-26 development; subsequently equipped as icing spray rig.
Mi-22 (`Hook-C'): Developed command support version with single large dorsal blade antenna on forward part of tailboom;
small antennae under fuselage; pole antenna on starboard main landing gear of some aircraft. Also known as Mi-6AYa or
Mi-6VUS in service.
Mi-6AYaSh (`Hook-D'): Airborne command post; flat-panel (reportedly SLAR), forward of external fuel tank as starboard side,
many small antennas.

Design Features
Five-blade main rotor and four-blade tail rotor. Main rotor blades each have tapered steel tube spar, to which are bonded built-up
metal aerofoil sections. Conventional transmission. Main reduction gearbox drives tail rotor, fan AC generators and hydraulic
pumps. Intermediate reduction gearbox fitted with special fan. Two small cantilever removable shoulder wings mounted above
main landing gear struts, offload rotor by providing some 20 per cent of total lift in cruising flight. Tail rotor support acts as
vertical stabiliser.
Flying Controls
Blades have coincident flapping and drag hinges and fixed tabs. Main rotor shaft inclined forward at 5 to vertical. Control via
large welded swashplate. Hydraulically actuated powered controls. Main rotor collective-pitch control interlocked with throttle
controls. Variable incidence horizontal stabiliser near end of tailboom for trim purposes.
Structure
The fuselage is a conventional all-metal riveted semi-monocoque structure of pod and boom type.
Power Plant
Two 4,101 kW (5,500 shp) Soloviev D-25 V (TV-2BM) turboshafts, mounted side by side above cabin, forward of main rotor
shaft. There are 11 internal fuel tanks, with total capacity of 6,315 kg (13,922 lb), and two external tanks, on each side of cabin,
with total capacity of 3,490 kg (7,695 lb). Provision for two additional ferry tanks inside cabin, with total capacity of 3,490 kg
(7,695 lb).
Accommodation
Crew of five, consisting of two pilots, navigator, flight engineer and radio operator. Four jettisonable doors and overhead hatch on
flight deck. Electrothermal anti-icing system for glazing of flight deck and navigator's compartment. Equipped normally for cargo
operation, with easily removable tip-up seats along sidewalls. When these seats are supplemented by additional seats installed in
centre of cabin, 65 to 90 passengers can be carried, with cargo or baggage in the aisles. Normal military seating is for 70 combat
equipped troops. As an air ambulance, 41 stretcher cases and two medical attendants on tip-up seats can be carried. One of the
attendant's stations is provided with intercom to flight deck and provision is made for portable oxygen installations for the
patients. Cabin floor is stressed for loadings of 2,000 kg/m2 (410 lb/sq ft), with provision for cargo tiedown rings. Rear clamshell
doors and ramps are operated hydraulically. Standard equipment includes an electric winch of 800 kg (1,765 lb) capacity and
pulley block system. Central hatch in cabin floor for cargo sling system for bulky loads. Three jettisonable doors, fore and aft of
main landing gear on port side and aft of landing gear on starboard side.
Avionics
Comms: VHF and HF communications radio, intercom. Flight: radio altimeter, radio compass, three-channel autopilot, marker
beacon receiver, directional gyro and full all-weather instrumentation.
Armament
Some military Mi-6s have a 12.7 mm machine gun in the nose.
Main rotor diameter
Tail rotor diameter
35.00 m (114 ft 10 in)

6.30 m (20 ft 8 in)
Length:
fuselage, excl nose gun and tail rotor
Height (overall)
Wing span
Wheel track
Wheelbase
41.74 m (136 ft 11 in)

33.18 m (108 ft 10 in)
9.86 m (32 ft 4 in)
15.30 m (50 ft 2 in)
7.50 m (24 ft 7 in)
9.09 m (29 ft 9 in)
Rear-loading doors:
Height
Width
2.70 m (8 ft 10 in)
2.65 m (8 ft 8 in)
Passenger doors:
Height: front door
rear doors
Width
1.70 m (5 ft 7 in)
1.61 m (5 ft 3 in)
0.80 m (2 ft 7 in)
Sill height:
front door
rear doors
Central hatch in floor
1.40 m (4 ft 7 in)
1.30 m (4 ft 3 in)
1.44 m (4 ft 9 in) 1.93 m (6 ft 4 in)
Cabin:
Length
Max width
12.00 m (39 ft 4 in)

2.65 m (8 ft 8 in)
Max height:
at front
at rear
Cabin volume
2.01 m (6 ft 7 in)
2.50 m (8 ft 2 in)
80.0 m3 (2,825 cu ft)
Areas
Main rotor disc
Tail rotor disc
961.10 m2 (10,356 sq ft)

31.17 m2 (335.5 sq ft)

Weight empty
27,240 kg (60,055 lb)
Max internal payload
12,000 kg (26,450 lb)
Max slung cargo
8,000 kg (17,637 lb)
Full load:
internal
with external tanks
Max T-O weight with slung cargo at altitudes under 1,000 m
(3,280 ft)
Normal T-O weight
Max T-O weight for VTO
Max disc loading
6,315 kg (13,922 lb)

9,805 kg (21,617 lb)
38,400 kg (84,657 lb)
40,500 kg (89,285 lb)
42,500 kg (93,700 lb)
44.17 kg/m2 (9.05 lb/sq ft)
Performance
(at max T-O weight for VTO)
Max level speed
164 kt (304 km/h; 189 mph)
Max cruising speed

Service ceiling
135 kt (250 km/h; 155 mph)

4,500 m (14,750 ft)

Range with 8,000 kg (17,637 lb) payload
Range with external tanks and 4,500 kg (9,920 lb) payload
2,250 m (7,380 ft)

540 n miles (1,000 km; 621 miles)
Max ferry range (tanks in cabin)
781 n miles (1,450 km; 900 miles)

UPDATED
Mi-6AYaSH Command Post version (Jeroen Brinkman)

(1998)
Mil Mi-6 `Hook' heavy transport helicopter (Jane's/Mike Keep)
Gunter Endres MRAeS
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Mil Mi-4
NATO reporting name: Hound
Type
General purpose helicopter.
Programme
The Mi-4 was standard equipment in the Soviet armed forces, Aeroflot and with many other civil and military
operators throughout the world. Several thousand were produced but only about 20 remain in service with the
armed forces of the RFAS, fulfilling liaison duties.
Versions
Mi-4: Basic military version with underfuselage gondola for navigator. Production said to have started in 1952.
Civil freight version is generally similar, with double clamshell rear-loading doors. Soviet films of military
exercises, released in 1968, showed a close support version of the Mi-4, armed with a gun in the front of the
underfuselage nacelle and air-to-surface rockets.
Mi-4L: Small batch of six-seat de luxe version; some equipped for medevac with eight stretchers and
attendant.
Mi-4P: Passenger-carrying version, with seats for 8 to 11 passengers; entered service on Aeroflot's
Simferopol' to Yalta route in the Crimea in November 1958. As an ambulance it can carry eight stretchers and
a medical attendant. This version has square windows instead of the circular windows of the military version
and has no underfuselage gondola. The wheels are often fitted with spats.
Mi-4S: Agricultural version. Large chemical container in main cabin, capacity 1,000 kg (2,200 lb) of dust or
1,600 litres (422 Imp gallons; 352 US gallons) of spray. Container is fitted with mechanical distributor for dry
chemicals, which are spread through bifurcated ducts by hydraulically actuated fan in duct which replaces the
military ventral gondola. Liquids are sprayed from bars mounted aft of mainwheels. Rate of spread is up to 18
litres (5 US gallons; 4 Imp gallons) or 20 kg (44 lb)/s, with swath width of 40 to 80 m (130 to 260 ft), at
forward speed of 32 kt (60 km/h; 37 mph).
All versions to be fitted with two large inflatable pontoons, mounted so that the wheels of the landing gear
protrude slightly beneath them, for amphibious operation.
In Spring 1965, details were given of a series of high-altitude tests made with an Mi-4 fitted with two-speed
supercharger and all-metal main rotor. After engaging the second speed at 4,650 m (15,240 ft), the aircraft
climbed to 8,000 m (26,240 ft). It was also operated at an airfield height of 5,000 m (16,400 ft).
Design Features
Four-blade main rotor with hydraulic servo-control and three-blade anti-torque rotor at starboard side of
tailboom.
Structure
Main rotor blades were originally tapered, with steel spars and plywood covering; since 1961 they have been
of constant-chord all-metal construction. All-metal semi-monocoque structure of pod and boom type, with
provision for clamshell doors under the tailboom attachment point in freight-carrying version.
Landing Gear
Non-retractable four-wheel type. All units fitted with shock-absorbers. Nosewheels are fully castoring. Spats
optional. Provision for fitting pontoons.
Power Plant
One 1,700 hp ASh-82 V 18-cylinder air-cooled radial engine mounted in fuselage nose.
Accommodation
Crew of two on flight deck, with underfuselage gondola for observer in military version. Commercial version
carries 8 to 16 passengers in heated, ventilated and soundproofed cabin, with door at rear on port side. Aft of
cabin are a toilet, wardrobe and compartment for 100 kg (220 lb) of baggage. Ambulance version carries eight
stretchers and attendant. Freight version has clamshell rear doors. Military version carries up to 14 troops,
1,600 kg (3,525 lb) of freight or vehicles such as a GAZ-69 `Jeep', 76 mm anti-tank gun or two
motorcycle/sidecar combinations.
Electronics and Equipment
Radio and instrumentation for night and bad weather flying are standard equipment.
Systems
Liquid leading-edge de-icing system.
Main rotor diameter
Tail rotor diameter
Length of fuselage
Height overall
Wheel track (front)
Wheel track (rear)
Wheelbase
21.0 m (68 ft 11 in)

3.60 m (11 ft 10 in)
16.80 m (55 ft 1 in)
5.18 m (17 ft 0 in)
1.53 m (5 ft 0 in)
3.82 m (12 ft 6 in)
3.79 m (12 ft 5 in)
Rear-loading door (freighter)

Height
Width
1.60 m (5 ft 3 in)
1.86 m (6 ft 1 in)
16 m3 (565 cu ft)
Cabin volume
Area
346 m2 (3,724 sq ft)
Main rotor disc

Max payload
Normal T-O weight
Max T-O weight
1,740 kg (3,835 lb)

7,500 kg (16,535 lb)
7,800 kg (17,200 lb)
Performance
(at max T-O weight)
Max level speed at 1,500 m (4,920 ft)
Econ cruising speed
Service ceiling
Range with 11 passengers and 100 kg (220 lb)
baggage
Range with eight passengers and 100 kg (220 lb)
baggage
113 kt (210 km/h; 130 mph)

86 kt (160 km/h; 99 mph)
5,500 m (18,000 ft)
VERIFIED
The Mi-4 once used in large numbers by Aeroflot

(1998)
Mil Mi-4 `Hound' general purpose helicopter (Jane's/Mike Keep)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - CIVIL/MILITARY, UNITED STATES OF AMERICA
Sikorsky S-64 Skycrane

US military designation: CH-54 Tarhe
Type
Twin-turbine heavy flying crane helicopter.
Programme
The S-64 flying crane was designed initially for military transport duties. Equipped with
interchangeable pods, it is suitable for use as a troop transport, and for minesweeping, cargo and missile
transport, anti-submarine or field hospital operations. Equipment includes a removable 9,072 kg (20,000
lb) hoist, a sling attachment and a load stabiliser to prevent undue sway in cargo winch operations.
Attachment points are provided on the fuselage and landing gear to facilitate securing of bulky loads.
Versions
S-64A: Under this designation the first of three prototypes flew for the first time 9 May 1962 and was
used by the US Army at Fort Benning, Georgia, for testing and demonstration. The second and third
prototypes were evaluated by the German armed forces.
CH-54A: Six ordered by US Army in 1963 to investigate the heavylift concept, with emphasis on
increasing mobility in the battlefield. Delivery of five CH-54As (originally YCH-54As) to the US Army
took place in late 1964 and early 1965. A sixth CH-54A remained at Stratford, with a company-owned
S-64, for a programme leading toward a restricted FAA certification, which was awarded 30 July 1965.
Further US Army orders followed.
On 18 April 1969, two commercial Skycranes were delivered to Rowan Drilling Company Inc of
Houston, Texas, for operation in support of oil exploration and drilling operations in Alaska.
CH-54B: On 4 November 1968 Sikorsky announced that it had received a US Army contract to
increase the payload capacity of the CH-54 from 10 to 12 tons. The contract called for a number of
design improvements to the engine, gearbox, rotor head and structure; altitude performance and hot
weather operating capability were also to be improved. Two of the improved flying cranes, designated
CH-54B, were accepted by the US Army during 1969.
The original JFTD12-4A engines were replaced by two Pratt & Whitney JFTD12-5As, each rated at
3,579 kW (4,800 shp), and a gearbox capable of receiving 5,891 kW (7,900 hp) from the two engines
was introduced. Single-engine performance was increased, since the new gearbox receives 3,579 kW
(4,800 hp) from one engine, compared with 3,020 kW (4,050 hp) on the CH-54A.
A new rotor system was also introduced, utilising a high-lift rotor blade with a chord some 0.064 m
(2.5 in) greater than that of the blades used formerly.
Other changes included the provision of twin wheels on the main landing gear, an improved
automatic flight control system and some general structural strengthening throughout the aircraft. Gross
weight was increased from 19,050 kg (42,000 lb) to 21,318 kg (47,000 lb).
S-64E: FAA certification of the improved S-64E for civil use was announced in 1969, for the
transportation of external cargo weighing up to 9,072 kg (20,000 lb).
In January 1972 Erickson Air-Crane Company of Marysville, California, purchased the first S-64E,
for logging and other heavylift tasks. The company acquired the S-64 type certificate from Sikorsky in
1992 and is marketing improved versions worldwide (see Erickson entry in Upgrades and Conversions
section).
S-64F: Designation of a commercial version of the S-64.
Customers
Versions of the CH-54 Sea Stallion are in service with the armed forces of the USA and civil operators.
Design Features
Six-blade, fully articulated main rotor. Four-blade tail rotor. Steel driveshafts. Main gearbox below
main rotor, intermediate gearbox at base of tail pylon. Tail gearbox at top of pylon. Main gearbox rated
at 4,922 kW (6,600 shp) on CH-54A.
Flying Controls
Rotor brake standard.
Structure
Aluminium main blades with aluminium and steel head. Aluminium tail rotor blades with titanium head.
Pod and beam type of aluminium and steel semi-monocoque construction.
Landing Gear
Non-retractable tricycle type, with single wheel on each unit of CH-54A/S-64E, twin wheels on main
units of S-64F. CH-54A/S-64E mainwheel tyres size 38.45 x 12.50-16, pressure 6.55 bars (95 lb/sq in).
S-64F mainwheel tyres size 25.65 x 8.50-10, pressure 6.90 bars (100 lb/sq in). Nosewheels and tyres of
all versions size 25.65 x 8.50-10, pressure 6.90 bars (100 lb/sq in).
Power Plant
(CH-54A/S-64E): Two Pratt & Whitney JFTD12-4A (military T73-P-1) turboshaft engines, each rated
at 3,356 kW (4,500 shp) for take-off and with maximum continuous rating of 2,983 kW (4,000 shp).
Two fuel tanks in fuselage, forward and aft of transmission, each with capacity of 1,664 litres (440 US
gallons; 367 Imp gallons). Total standard fuel capacity 3,328 litres (880 US gallons; 733 Imp gallons).
Provision for auxiliary fuel tank of 1,664 litres (440 US gallons; 367 Imp gallons) capacity, raising total
fuel capacity to 4,992 litres (1,320 US gallons; 1,100 Imp gallons).
Power Plant
(CH-54B/S-64F): Two Pratt & Whitney JFTD12-5A turboshaft engines, each rated at 3,579 kW (4,800
shp) for take-off and with maximum continuous rating of 3,303.5 kW (4,430 shp). Fuel tanks as for
CH-54A/S-64E.
Accommodation
Pilot and co-pilot side by side at front of cabin. Aft-facing seat for third pilot at rear of cabin, with
flying controls. The occupant of this third seat is able to take over control of the aircraft during loading
and unloading. Two additional jump seats available in cabin. Payload in interchangeable pods.
Main rotor diameter
Tail rotor diameter
21.95 m (72 ft 0 in)

4.88 m (16 ft 0 in)
13.56 m (44 ft 6 in)
Length overall
Length of fuselage
26.97 m (88 ft 6 in)

21.41 m (70 ft 3 in)

Height to top of rotor hub
Height overall
Ground clearance under fuselage boom
Wheel track
Wheelbase
6.65 m (21 ft 10 in)

5.67 m (18 ft 7 in)
7.75 m (25 ft 5 in)
2.84 m (9 ft 4 in)
6.02 m (19 ft 9 in)
7.44 m (24 ft 5 in)
Areas
Main rotor disc
378.1 m2 (4,070 sq ft)
Tail rotor disc
18.67 m2 (201 sq ft)

(CH-54A/S-64E)
Weight empty
Max T-O weight
8,724 kg (19,234 lb)

19,050 kg (42,000 lb)
Performance
(CH-54A/S-64E at normal T-O weight of 17,237 kg; 38,000 lb)
Max level speed at S/L
Max cruising speed
109 kt (203 km/h; 126 mph)

91 kt (169 km/h; 105 mph)
405 m (1,330 ft)/min
Service ceiling
2,475 m (9,000 ft)

3,230 m (10,600 ft)
OGE:
Min ground turning radius:
CH-54A, S-64E, S-64F
2,100 m (6,900 ft)

16.4 m (54 ft 0 in)
Runway LCN:
CH-54A, S-64E at max T-O weight of 19,050
kg (42,000 lb)
7.1
S-64F at max T-O weight of 21,318 kg (47,000

7.7
lb)
Range with max fuel, 10% reserves

UPDATED
Sikorsky CH-54A Skycrane (Tarhe) twin-turbine heavylift helicopter (Peter March)

(1996)
Sikorsky CH-54A Skycrane (Tarhe) flying crane (Jane's/Mike Keep) (1996)
Sikorsky S-64A equipped for firefighting (1997)
Gunter Endres MRAeS
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Sikorsky S-61/H-3
US military designations: RH-3 and SH-3 Sea King, HH-3A, VH-3A, CH-3B
RCN designation: CH-124
Type
Twin-turbine amphibious heavylift helicopter.
Programme
Developed to meet a 1957 US Navy requirement for a high-performance ASW helicopter with boat-type
hull and retractable landing gear, and all-weather capability. Designated S-61 (HSS-2), the prototype
first flew on 11 March 1959; seven preproduction aircraft (YHSS-2) successfully completed service
trials in 1960. US Navy ordered initial 10 S-61B/HSS-2 for delivery starting September 1961. Aircraft
redesignated SH-3A Sea King in 1962. Also produced under licence by Agusta, Mitsubishi and
Westland.
Versions
S-61A: Amphibious transport, generally similar to the US Navy's SH-3A. Accommodation for 26
troops, 15 litters, cargo, or 12 passengers in VIP configuration. General Electric T58 turboshaft engines
standard, but Rolls-Royce Gnome H.1200 offered as alternative.
S-61A-4: Export version for Malaysia; first ordered on 26 October 1970, known locally as Nuri.
S-61B: Initial production version with amphibious capability.
S-61D: Export version of SH-3D.
S-61D-4: For Argentine Navy; ordered in 1971.
S-61F: Experimental high-speed version with stub wings and auxiliary turbojets.
S-61L: Non-amphibious commercial version with modified landing gear, rotor head and stabiliser.
First flight of prototype 6 December 1960; FAA certification 2 November 1961.
S-61L Mk II: Improved version with more powerful 1,118 kW (1,500 shp) CT58-140-2 turboshaft
engines; individual cargo bins; enhanced vibration damping. Accommodation increased to 30
passengers.
S-61N: Similar to S-61L, but with sealed hull and stabilising floats (as on SH-3A) for amphibious
operations. First flight 7 August 1962.
S-61N Mk II: Improved version with more powerful CT58-140-2 engines; individual cargo bins;
enhanced vibration damping. Accommodation increased to 26 passengers.
S-61R: Development of S-61B; introduced many design changes, including rear loading ramp and
new landing gear.
AS-61N1 Silver: Licence-built version of S-61N, with slightly shorter fuselage and greater range, by
Agusta in Italy (see under Agusta).
AS-61R Pelican: Licence-built multipurpose SAR version by Agusta in Italy (see under Agusta).
ASH-3D/TS: Licence-built VIP transport version by Agusta in Italy (see under Agusta).
ASH-3D: Licence-built multirole naval version built by Agusta in Italy (see under Agusta).
CH-3B: Version of S-61A operated by USAF for missile site support and drone recovery duties.
CH-3C/E: Transport version of S-61R for USAF.
CH-124 (formerly CHSS-2): Anti-submarine helicopter similar to SH-3A, delivered to the Canadian
forces in May 1963.
HH-3A: Modified version of SH-3A for Search and Rescue duties, with T58-GE-8F turboshaft
engines, two electrically powered minigun turrets, high-speed refuelling and dumping system, rescue
hoist, upgraded avionics, external auxiliary fuel tanks and armour installation.
HH-3E: Version of S-61R for US Aerospace rescue and recovery service.
HH-3F: Version of S-61R for US Coast Guard.
RH-3A: Conversion of nine SH-3As for mine countermeasures duty with US Navy.
SH-3A (formerly HSS-2) Sea King: Initial amphibious ASW version for US Navy; powered by 932
kW (1,250 shp) General Electric T58-GE-8B turboshaft engines.
SH-3D Sea King: More powerful ASW development of SH-3A for US Navy, with 1,043 kW (1,400
shp) T58-GE-10 engines and an additional 530 litres (140 US gallons; 117 Imp gallons) of fuel. First
delivered in 1966.
SH-3G: US Navy conversion of 105 SH-3As into utility helicopters. Six equipped with minigun pods
for SAR missions.
SH-3H: Multipurpose version of SH-3A and SH-3G with two T58-GE-10 turboshafts; later converted
for ASW and anti-missile operations, including lightweight sonar, active and passive sonar buoys,
magnetic anomaly detection equipment and radar.
UH-3A: Utility version with T58-GE-8B turboshafts.
VH-3A (HSS-2Z): Passenger transport version of SH-3A, used on VIP and emergency evacuation for
US President and other key personnel.
VH-3D: Passenger transport version of SH-3D.
Westland Commando/Sea King: Licence-produced UK versions (see under GKN Westland).
Customers
Sikorsky built 794 S-61s between 1959 and 1980 for US and foreign armed forces, as well as for
commercial, mostly offshore, operators.
Design Features
Five-blade main and tail rotors. All-metal fully articulated oil-lubricated main rotor. Flanged cuffs on
blades bolted to matching flanges on all-steel rotor head. Main rotor blades are interchangeable and are
provided with an automatic powered folding system. Rotor brake standard. All-metal tail rotor.
Non-folding blades on S-61L and S-61N. Fixed stabiliser on starboard side of tail section.
Flying Controls
Structure
Boat hull of all-metal semi-monocoque construction. Single-step. Tail section folds to reduce stowage
requirements. All-metal main and tail rotors.
Landing Gear
Amphibious. Landing gear consists of two twin-wheel main units, which are retracted rearward
hydraulically into stabilising floats, and non-retractable tailwheel. Oleo-pneumatic shock-absorbers.
Goodyear mainwheels and tubeless tyres size 6.50 x 10 type III, pressure 4.92 kg/cm2 (70 lb/sq in).
Goodyear tailwheel and tyre size 6.00 x 6. Goodyear hydraulic disc brakes. Boat hull and pop-out
flotation bags in stabilising floats permit emergency operation from water. Non-retractable landing gear
on S-61L.
Power Plant
(SH-3D): Two 1,043 kW (1,400 shp) General Electric T58-GE-10 shaft-turbine engines. Three
bladder-type fuel tanks in hull; forward tank capacity 1,314 litres (347 US gallons; 289 Imp gallons),
centre tank capacity 530 litres (140 US gallons; 117 Imp gallons), rear tank capacity 1,336 litres (353
US gallons; 294 Imp gallons). Total fuel capacity 3,180 litres (840 US gallons; 700 Imp gallons).
Refuelling point on port side of fuselage. Oil capacity 26.5 litres (7 US gallons; 5.8 Imp gallons).
(S-61L+N): Two 1,118 kW (1,500 shp) General Electric CT58-140-2 turboshaft engines. Two
bladder-type fuel tanks in hull; forward tank capacity 796 litres (210 US gallons; 175 Imp gallons), rear
tank capacity 757 litres (200 US gallons; 167 Imp gallons). Total fuel capacity 1,553 litres (410 US
gallons; 342 Imp gallons). Additional 924 litre (244 US gallon; 203 Imp gallon) tank optionally
available for S-61N.
Accommodation
Pilot and co-pilot on flight deck, two sonar operators in main cabin. Dual controls. Crew entry door at
rear of flight deck on port side. Large loading door at rear of cabin on starboard side.
Crew of three: pilot, co-pilot and flight attendant on S-61L. Main cabin accommodates up to 30
passengers (22 at 86F). Standard arrangement has eight single seats and one double seat on port side of
cabin, seven double seats on starboard side and one double seat at rear. Rear seat may be replaced by a
toilet.
Systems
Primary and auxiliary hydraulic systems, pressure 105 kg/cm2 (1,500 lb/sq in), for flying controls.
Utility hydraulic system, pressure 210 kg/cm2 (3,000 lb/sq in), for landing gear, winches and blade
folding. Pneumatic system, pressure 210 kg/cm2 (3,000 lb/sq in), for blow-down emergency landing
gear extension. Electrical system includes one 300 A DC generator, two 20 kVA 115 A AC generators
and 24 V 22 A battery. APU optional.
AlliedSignal AQS-13 sonar with 180 search beam width. Hamilton Standard autostabilisation
equipment. Automatic transition into hover. Sonar coupler holds altitude automatically in conjunction
with Ryan APN-130 Doppler radar and radar altimeter. Provision for 272 kg (600 lb) capacity rescue
hoist and 3,630 kg (8,000 lb) capacity automatic touchdown-release low-response cargo sling for
external loads.
Armament
Provision for 381 kg (840 lb) of weapons, including homing torpedoes.
18.90 m (62 ft 0 in)

46.35 cm (18.25 in)
3.15 m (10 ft 4 in)
Distance between rotor centres:

S-61A/B/L
S-61N
11.10 m (36 ft 5 in)
Length overall
Length of fuselage:
S-61A/B
S-61L
S-61N
Length, tail pylon folded
Height to top of rotor:
S-61L
S-61N
Overall height:
S-61A/B
S-61L
S-61N
11.17 m (36 ft 8 in)

22.15 m (72 ft 8 in)
16.69 m (54 ft 9 in)
22.12 m (72 ft 7 in)
22.20 m (72 ft 10 in)
14.40 m (47 ft 3 in)
4.98 m (16 ft 4 in)
4.72 m (15 ft 6 in)
5.18 m (17 ft 0 in)
5.32 m (17 ft 5 in)
5.13 m (16 ft 10 in)
5.18 m (17 ft 0 in)
5.63 m (18 ft 5 in)
Wheel track: S-61A/B

S-61N
3.96 m (13 ft 0 in)
Wheelbase: S-61A/B
S-61L
7.18 m (23 ft 6 in)
S-61N
Crew door (fwd, port):
Height
Width
4.27 m (14 ft 0 in)

7.15 m (23 ft 5 in)
7.30 m (23 ft 11 in)
1.68 m (5 ft 6 in)
0.91 m (3 ft 0 in)
Height to sill
Main cabin door (stbd):
1.14 m (3 ft 9 in)
Height
Width
Height to sill
1.52 m (5 ft 0 in)
1.73 m (5 ft 8 in)
1.14 m (3 ft 9 in)
Cabin:
Length:
S-61A
7.60 m (24 ft 11 in)
S-61L, N
9.73 m (31 ft 11 in)
Max width
Max height
Floor area: S-61A
1.98 m (6 ft 6 in)
1.92 m (6 ft 3 in)
S-61L, N
Volume: S-61A
S-61L, N
15.1 m2 (162 sq ft)

20.16 m2 (217 sq ft)
28.9 m3 (1,020 cu ft)
36.95 m3 (1,305 cu ft)
Areas
Main rotor blade (each):
50%S-61A/B
4.14 m2 (44.54 sq ft)
S-61L, N
3.75 m2 (40.4 sq ft)
Tail rotor blade (each):

S-61A/B
0.23 m2 (2.46 sq ft)
S-61L, N
0.22 m2 (2.35 sq ft)
Main rotor disc
280.5 m2 (3,019 sq ft)
Tail rotor disc
7.80 m2 (83.90 sq ft)
Stabiliser: S-61A/B
1.86 m2 (20.00 sq ft)
S-61L, N
2.51 m2 (27.0 sq ft)
Weights
Weight empty:
S-61A
4,428 kg (9,763 lb)
S-61B
5,382 kg (11,865 lb)
S-61L
5,348 kg (11,792 lb)
S-61N
5,595 kg (12,336 lb)
Normal T-O weight:

S-61A
9,300 kg (20,500 lb)
SH-3A (ASW)
8,185 kg (18,044 lb)
SH-3D (ASW)
8,449 kg (18,626 lb)
Max T-O weight:

S-61A
9,750 kg (21,500 lb)
S-61B
9,300 kg (20,500 lb)
S-61L, N
8,620 kg (19,000 lb)
Performance
(at 9,300 kg (20,500 lb) AUW)
Max level speed
Max level speed at S/L, S-61L, N
144 kt (267 km/h; 166 mph)
Cruising speed for max range

Average cruising speed:
S-61L, N
118 kt (219 km/h; 136 mph)
Max rate of climb at S/L:

S-61A, B
S-61L, N
130 kt (241 km/h; 150 mph)
122 kt (225 km/h; 140 mph)

670 m (2,200 ft)/min
6.6m/s (1,300 ft)/min
Service ceiling:
S-61A, B
4,480 m (14,700 ft)
S-61L, N
3,810 m (12,500 ft)
Hovering ceiling: IGE:

S-61A, B
3,200 m (10,500 ft)
S-61L
2,743 m (9,000 ft)
S-61N
2,652 m (8,700 ft)
OGE:
S-61A, B
2,500 m (8,200 ft)
S-61L
1,189 m (3,900 ft)
S-61N
1,158 m (3,800 ft)
Range with max fuel, 10% reserve

Range with max fuel, 30 min reserve:
S-61L
S-61N
542 n miles (1,005 km; 625 miles)

UPDATED
Sikorsky VH-3A VIP passenger transport operated by US Navy based at Norfolk,

Virginia (1998)
Sikorsky S-61 fitted with Aerosud vortex tube dust filter (1996)
The S-61N remains the principal workhorse on the North Sea (1996)
Gunter Endres MRAeS
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Sikorsky S-55/H-19
USAF and US Army designation: H-19
US Army name: Chickasaw
US Navy and Coast Guard designation: HO4S
US Marine Corps designation: HRS
Type
Single-piston-engined utility helicopter.
Programme
The S-55 is a 12-seat utility helicopter suitable for passenger, air mail or cargo transport and for air
rescue and military service. The prototype flew on 9 November 1949 and the 1,000th Sikorsky-built
helicopter of the basic S-55 type was delivered to the US Marine Corps in mid-1956.
Apart from being adopted by the USAF, US Army Field Forces, US Navy, US Marine Corps and US
Coast Guard, the S-55 was also built under licence in the United Kingdom by Westland Aircraft and in
France by Sud-Aviation. The British-built S-55 known as the Westland Whirlwind, went into service
with the Royal Air Force and the Royal Navy.
Versions
S-55: Standard civil version with 447 kW (600 hp) Pratt & Whitney R-1340 engine, friction clutch and
straight tailboom.
S-55A: With 522 kW (700 hp) Wright R-1300-3 engine, hydromechanical clutch and inclined
tailboom.
S-55C: As S-55, but with inclined tailboom.
H-19A: 410 kW (550 hp) Pratt & Whitney R-1340-57 engine. For USAF AUW 3,263 kg (7,200 lb).
Crew of two, plus 10 troops or six stretchers.
H-19B: 522 kW (700 hp) Wright R-1300-3 engine. For USAF. Rotor diameter 16.16 m (53 ft). AUW
3,900 kg (7,500 lb). Crew of two, plus 10 troops or six stretchers.
H-19C: Same as H-19A for US Army Field Forces.
H-19D: Same as H-19B for US Army Field Forces.
HO4S-1 and -2: 410 kW (550 hp) Pratt & Whitney R-1340 engine. Similar to H-19A. For US Navy
for anti-submarine duties.
HO4S-2G: For US Coast Guard. HO4S-2 fitted for rescue duties.
HO4S-3: 522 kW (700 hp) Wright R-1300 engine. Similar to H-19B. For US Navy for
anti-submarine duties.
HRS-1 and -2: 410 kW (550 hp) Pratt & Whitney R-1340 engine. Similar to H-19A. For US Marine
Corps for assault transport duties. Crew of two and eight fully armed troops.
HRS-3: 522 kW (700 hp) Wright R-1300 engine. Similar to H-19B. US Marine Corps assault
transport.
Westland Whirlwind: Licence-built S-55; first flown November 1952. Installation of Wright R-1300
engines produced the Whirlwind Mk 3 in 1953, followed by the Mk 4 with new P&W R-1340 engines
for use in the tropics; then Alvis Leonides Major engine. First turbine-powered aircraft, fitted with
Gnome engine, flew in February 1959. More than 400 built for UK armed forces; early 100 exported.
The description and specification which follow refer in general to all models:
Design Features
Three-blade main rotor and two-blade anti-torque tail rotor. All-metal structures.
Structure
Except for the chrome-molybdenum steel-tube rotor pylon, structure is of aluminium and magnesium
semi-monocoque construction. On commercial versions with R-1300 engine, the tailcone has been
sloped down approximately 3.5 to increase clearance of main rotor in a rough landing.
Landing Gear
Quadricycle type. Wheel track 3.35 m (11 ft). Alternative gear includes all-metal amphibious landing
gear or permanently inflated rubber bag flotation gear. For use with the normal wheels, `doughnut'
pontoons were available which are stowed deflated on each wheel axle and can be inflated in under 5
seconds, when needed for landing on water.
Power Plant
One Pratt & Whitney R-1340 S3H2 Wasp radial air-cooled engine rated at 410 kW (550 hp) at 1,525 m
(5,000 ft) and with 447 kW (600 hp) available for take-off at 915 m (3,000 ft), or one Wright R-1300-3
radial air-cooled engine rated at 522 kW (700 hp) at 2,222 m (7,300 ft) and with 596 kW (800 hp)
available for take-off at 1,675 m (5,500 ft). Engine on angular mounting in nose of fuselage with
sloping shaft drive to rotor gear box below head. With the R-1300 engine, a hydromechanical clutch
with free wheel system is used in the drive to the main transmission, and the drive-shaft from the free
wheel unit to the main transmission has flexible rubber couplings on each end. Large clamshell doors in
nose of fuselage allow complete accessibility to engine from ground level. Internal fuel capacity 700
Accommodation
Pilot's compartment above main cabin seats two side by side with dual controls. Cabin located below
main lifting rotor may seat from 7 (commercial) to 10 (military) passengers, the 10 passengers being
seated three against front and rear walls and two on each side, all facing inwards. Up to six stretchers
may be carried, which can be loaded by optional hydraulic power-operated hoist while aircraft is
hovering. Pilot's compartment may be entered from the outside or from the cabin so that co-pilot may
act as attendant.
Main rotor diameter
Tail rotor diameter
16.16 m (53 ft)

2.67 m (8 ft 9 in)
Fuselage length
Height overall
12.85 m (42 ft 2 in)

4.07 m (13 ft 4 in)
Cabin: Length
Width
Height
3.05 m (10 ft)

1.58 m (5 ft 2 in)
1.82 m (6 ft)
Total capacity
9.6 m3 (340 cu ft)
Weights
(R-1340 engine)
Weight empty
Max disposable load
Normal weight loaded
Overload max weight (military versions)
2,217 kg (4,888 lb)

1,046 kg (2,312 lb)
3,263 kg (7,200 lb)
3,583 kg (7,900 lb) with 1,195 kg (2,632 lb)
payload
Weights
(R-1300 engine)
Weight empty
Max disposable load
Weight loaded
2,356 kg (5,188 lb)

1,046 kg (2,312 lb)
3,402 kg (7,500 lb)
Performance
(R-1340 engine at AUW of 3,263 kg (7,200 lb))
Max speed at S/L
Cruising speed (67% power) at 305 m (1,000 ft)
Service ceiling
88 kt (162 km/h; 101 mph)

74 kt (137 km/h; 85 mph)
11.7 m/s (700 ft)/min
1,950 m (6,400 ft) at 2,995 kg (6,600 lb) AUW
2,990 m (9,800 ft)
Fuel consumption (cruising)

Range (with reserve)
140 litres (37 US gallons; 30.8 Imp gallons)/h

Range at 3,583 kg (7,900 lb AUW)
321 n miles (595 km; 370 miles) at 65 kt (121

km/h; 75 mph)
Performance
(R-1300 engine)
Max speed at S/L
Cruising speed (65% power)
97 kt (180 km/h; 112 mph)

79 kt (148 km/h; 91 mph)
5.2 m/s (1,020 ft)/min

35 m (100 ft/min)
1,770 m (5,800 ft)
700 m (2,300 ft)
Service ceiling
Fuel consumption (cruising)
Range (with reserve)
3,230 m (10,600 ft)

163 litres (43 US gallons; 36 Imp gallons)/h
UPDATED
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HELICOPTERS IN SERVICE - CIVIL/MILITARY, CHINA, PEOPLE'S REPUBLIC
Changhe Z-8
Chinese name: Zhishengji-8 (Vertical take-off aircraft 8) or Zhi-8
Type
Multirole military and civil amphibious helicopter.
Programme
Design work begun 1976, but suspended from 1979 to mid-1984; initial flights of first prototype 11
December 1985, second prototype October 1987; domestic type approval awarded 8 April 1989; first
Z-8 handed over to PLA Naval Air Force for service trials 5 August 1989; initial production approved;
final design approval granted 12 November 1994. Applications expected to include troop transport,
ASW/ASV, search and rescue, minelaying/sweeping, aerial survey and firefighting.
Current Versions
Standard version, as described.
Customers
Twelve delivered to Chinese PLA Navy by 31 December 1995.
Design Features
Chinese equivalent of Aerospatiale Super Frelon. Six-blade main rotor and five-blade tail rotor;
boat-hull fuselage with watertight compartments inside planing bottom; stabilising float at rear each
side, attached to small stub-wing; small, strut-braced fixed horizontal stabiliser on starboard side of tail
rotor pylon.
Flying Controls
Pitch control fitting at root of each main rotor blade; drag and flapping hinges for each blade mounted
on rotor head starplates; each main blade also has a hydraulic drag damper. Fully redundant flight
control system, with Dong Fang KJ-8 autopilot.
Structure
Stressed skin metal fuselage, with riveted watertight compartments; gearboxes manufactured by
Zhongnan Transmission Machinery Factory.
Landing Gear
Non-retractable tricycle type, with twin wheels and low-pressure oleo-pneumatic shock-absorber on
each unit. Small tripod tailskid under rear of tailboom. Boat hull and side floats permit emergency water
landings and take-offs.
Power Plant
Three Changzhou (CLXMW) WZ6 turboshafts, each with maximum emergency rating of 1,156 kW
(1,550 shp) and 20 per cent power reserve at S/L, ISA. Two engines side by side in front of main rotor
shaft and one aft of shaft. Transmission rated at 3,072 kW (4,120 shp).
Standard internal fuel capacity 3,900 litres (1,030 US gal; 858 Imp gal), in flexible tanks under floor
of centre fuselage. Auxiliary fuel tanks can be carried inside cabin for extended range or self-ferry
missions, increasing total capacity to 5,800 litres (1,532 US gal; 1,276 Imp gal).
Accommodation
Crew of two or three on flight deck. Accommodation in main cabin for up to 27 fully armed troops, or
39 without equipment; up to 15 stretchers and a medical attendant in ambulance configuration; a BJ-212
jeep and its crew; or other configurations according to mission. Entire accommodation heated,
ventilated, soundproofed and vibration-proofed. Forward-opening crew door on each side of flight deck.
Rearward-sliding door at front of cabin on starboard side. Hydraulically actuated rear-loading
ramp/door.
Equipment
Equipment for SAR role can include 275 kg (606 lb) capacity hydraulic rescue hoist and two
five-person liferafts. Can also be equipped with sonar, sonobuoys, search radar, or equipment for
oceanography, geological survey and forest firefighting.
Armament
Can be equipped with torpedoes, anti-shipping missiles, or gear for minelaying (eight 250 kg mines) or
minesweeping.
Main rotor diameter - 18.90 m (62 ft 0 in)
Tail rotor diameter - 4.00 m (13 ft 1 in)
- 23.035 m (75 ft 7 in)
Height overall, rotors turning
- 6.66 m (21 ft 10 in)
Width over main gear sponsons
- 5.20 m (17 ft 0 in)
Areas
Main rotor blades (each) - 5.10 m{2} (54.90 sq ft)
Tail rotor blades (each)
- 0.56 m{2} (6.03 sq ft)

Main rotor disc - 280.48 m{2} (3,019.1 sq ft)
Tail rotor disc - 12.57 m{2} (135.3 sq ft)
- 7,550 kg (16,645 lb)
Max cargo payload:
internal - 4,000 kg (8,818 lb)
on external sling - 5,000 kg (11,023 lb)
Max hovering weight OGE at S/L
- 12,480 kg (27,513 lb)
Max T-O weight:
standard fuel - 10,592 kg (23,351 lb)
with auxiliary fuel
- 13,000 kg (28,652 lb)
Max disc loading:
standard fuel - 37.8 kg/m{2} (7.73 lb/sq ft)
auxiliary fuel - 43.1 kg/m{2} (8.82 lb/sq ft)
Max power loading:
standard fuel - 3.45 kg/kW (5.67 lb/shp)
auxiliary fuel - 3.93 kg/kW (6.46 lb/shp)
Performance
(A at T-O weight of 9,000 kg; 19,841 lb, B at 11,000 kg; 24,251 lb, C at 13,000 kg; 28,652 lb):
Never-exceed speed (VNE):
A - 170 kt (315 km/h; 195 mph)
B - 159 kt (296 km/h; 183 mph)
C - 148 kt (275 km/h; 170 mph)
Max cruising speed: A
- 143 ktn (266 km/h; 165 mph)
B - 140 kt (260 km/h; 161 mph)
C - 134 kt (248 km/h; 154 mph)
Econ cruising speed: A
- 137 kt (255 km/h; 158 mph)
B - 132 kt (246 km/h; 153 mph)
C - 125 kt (232 km/h; 144 mph)
Rate of climb at S/L (15 30' collective pitch, OEI):
A - 690 m (2,263 ft)/min
B - 552 m (1,811 ft)/min
C - 396 m (1,299 ft)/min
Service ceiling: A - 6,000 m (19,685 ft)
B - 4,900 m (16,075 ft)
C - 3,050 m (10,000 ft)
A - 5,500 m (18,045 ft)
B - 3,600 m (11,810 ft)
C - 1,900 m (6,235 ft)
A - 4,400 m (14,435 ft)

B - 2,300 m (7,545 ft)
Range with max standard fuel, OEI, no reserves:
A - 232 n miles (430 km; 267 miles)
B - 442 n miles (820 km; 509 miles)
C - 431 n miles (800 km; 497 miles)
Ferry range with auxiliary fuel tanks, OEI, no reserves:
C - 755 n miles (1,400 km; 870 miles)
Endurance with max standard fuel, OEI, no reserves:
A - 2 h 31 min
B - 4 h 43 min
C - 4 h 10 min
Changhe Z-8 helicopter
(1997)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - CIVIL/MILITARY, FRANCE
Aerospatiale SA 319B Alouette III Astazou

Type
Turbine-driven general purpose helicopter.
Programme
The SA 319B Alouette III Astazou is a direct development of the SA 316B, from which it differs
principally in having an Astazou XIV turboshaft engine (649 kW; 870 shp), derated to 447 kW (600
shp) with increased thermal efficiency and a 25 per cent reduction in fuel consumption. A prototype SA
319 was completed in 1967. The production total is included in the figures given under the 316B entry.
In addition to versions comparable with those of the SA 316B, a specially equipped naval version was
produced, as follows:
Operational Equipment
(naval version): The Alouette III can fulfil a variety of shipborne roles; features common to all naval
configurations include a quick-mooring harpoon to ensure instant and automatic mooring on landing
and before take-off, a nosewheel locking device, and folding main rotor blades. For detecting and
destroying small surface craft such as torpedo boats, it was equipped with a SFENA (now Sextant
Avionique) three-axis stabilisation system, OMERA ORB 31 radar, APX-Bzu 260 gyrostabilised sight
and two AS 12 wire-guided missiles. For the Anti-Submarine Warfare (ASW) role, it can carry two Mk
44 homing torpedoes beneath the fuselage, or one torpedo and magnetic anomaly detection (MAD) gear
in a streamlined container which is towed behind the helicopter on a 50 m (150 ft) cable. The aircraft
can be used for search and rescue when the cabin floor is protected by an anti-corrosion covering to
prevent seawater from reaching vital components. Rescue hoist (capacity 225 kg; 500 lb) mounted on
port side of fuselage.

(standard SA 319B):
Weight empty - 1,146 kg (2,527 lb)
Max T-O weight - 2,250 kg (4,960 lb)
Performance
- 118 kt (220 km/h; 136 mph)
- 270 m (885 ft)/min
Hovering ceiling IGE - 3,100 m (10,170 ft)
Hovering ceiling OGE - 1,700 m (5,575 ft)
Range with six passengers (80 kg; 176 lb each) T-O weight at S/L
- 325 n miles (605 km; 375 miles)
Aerospatiale SA 319B Alouette Astazou on mountain rescue duty

(1996)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY, RUSSIAN FEDERATION
Mil Mi-28
NATO reporting name: Havoc
Type
Two-seat twin-turbine combat helicopter.
Programme
Design started 1980; first of four prototypes flew 10 November 1982; fourth prototype demonstrated at Asian Aerospace '94;
small-scale preseries production by Rostvertol, Rostov.
Current Versions
Mi-28: First two prototypes with 1,434 kW (1,923 shp) TV3-117BM engines and VR-28 gearbox.
Mi-28A: Basic version, as described in detail. Two only built for service evaluation.
Mi-28N: Added night/all-weather operating capability. See under Development section.
Design Features
Conventional gunship configuration, with two crew in stepped cockpits; original three-blade tail rotor superseded by `scissors'
type comprising two independent two-blade rotors set as narrow X (35/145) on same shaft, known in USA as (delta 3) type;
resulting flapping freedom relieves flight loads; agility enhanced by doubling hinge offset of main rotor blades compared with
Mi-24; survivability emphasised; crew compartments protected by titanium and ceramic armour and armoured glass
transparencies; vital structural elements shielded by less vital; single hit will not knock out both engines; vital units and parts are
redundant and widely separated; multiple self-sealing fuel tanks in centre-fuselage enclosed in composites second skin, outside
metal fuselage skin; no explosion, fire or fuel leakage results if tanks hit by bullet or shell fragment; energy absorbing seats and
landing gear protect crew in crash landing at descent rate of 12 m (40 ft)/s; crew doors are rearward-hinged, to open quickly and
remain open in emergency; parachutes are mandatory for RFAS military helicopter aircrew; if Mi-28 crew had to parachute,
emergency system would jettison doors, blast away stub-wings, and inflate bladder beneath each door sill; as crew jumped, they
would bounce off bladders and clear main landing gear; no provision for rotor separation; port-side door, aft of wing, provides
access to avionics compartment large enough to permit combat rescue of two or three persons on ground, although it lacks
windows, heating and ventilation; handcrank, inserted into end of each stub-wing, enables stores of up to 500 kg (1,100 lb) to be
winched on to pylons without hoists or ground equipment; current 30 mm gun is identical to that of RFAS Army ground vehicles
and uses same ammunition; jamming averted by attaching twin ammunition boxes to sides of gun mounting, so that they turn,
elevate and depress with gun; main rotor shaft has 5 forward tilt, providing tail rotor clearance; transmission capable of running
without oil for 20 to 30 minutes; main rotor rpm 242; with main rotor blades and wings removed, helicopter is air-transportable in
An-22 or Il-76 freighter.
Flying Controls
Hydraulically powered mechanical type; horizontal stabiliser linked to collective; controls for pilot only.
Structure
Five-blade main rotor; blades have very cambered high-lift section and sweptback tip leading-edge; full-span upswept tab on
trailing-edge of each blade; structure comprises numerically controlled, spirally wound glass fibre D-spar, blade pockets of
Kevlar-like material with Nomex-like honeycomb core, and titanium erosion strip on leading-edge; each blade has single
elastomeric root bearing, mechanical droop stop and hydraulic drag damper; four-blade GFRP tail rotor with elastomeric bearings
for flapping; rotor brake lever on starboard side of cockpit; strong and simple machined titanium main rotor head with elastomeric
bearings, requiring no lubrication; power output shafts from engines drive main gearbox from each side; tail rotor gearbox, at base
of tail pylon, driven by aluminium alloy shaft inside composite duct on top of tailboom; sweptback mid-mounted wings have
light-alloy primary box structure, leading- and trailing-edges of composites; no movable wing surfaces; provision for
countermeasures pod on each wingtip, housing chaff/flare dispensers and sensors, probably RWR; light-alloy semi-monocoque
fuselage, with titanium armour around cockpits and vulnerable areas; composites access door aft of wing on port side; swept fin
has light-alloy primary box structure, composites leading- and trailing-edges; cooling air intake at base of fin leading-edge,
exhaust at top of trailing-edge; two-position composites horizontal stabiliser.
Landing Gear
Non-retractable tailwheel type, with single wheel on each unit; mainwheel tyres size 720 320 mm, pressure 5.4 bars (78 lb/sq
in); castoring tailwheel with tyre size 480 200 mm.
Power Plant
Two Klimov TV3-117VMA turboshafts, each 1,636 kW (2,194 shp), in pod above each wingroot; three jetpipes inside downward
deflected composites nozzle fairing on each side of third prototype shown in Paris 1989; upward deflecting type also tested.
Ivchenko AI-9V APU in rear of main pylon structure supplies compressed air for engine starting and to drive small turbine for
preflight ground checks. Deflectors for dust and foreign objects forward of air intakes, which are de-iced by engine bleed air.
Provision for four external fuel tanks on underwing pylons.
Accommodation
Navigator/gunner in front cockpit; pilot behind, on elevated seat; transverse armoured bulkhead between; flat non-glint tinted
transparencies of armoured glass; navigator/gunner's door on port side, pilot's door on starboard side.
Systems
Cockpits air conditioned and pressurised by engine bleed air. Duplicated hydraulic systems, pressure 152 bars (2,200 lb/sq in).
208 V AC electrical system supplied by two generators on accessory section of main gearbox, ensuring continued supply during
autorotation. Low-airspeed system standard, giving speed and drift via main rotor blade-tip pitot tubes at -27 to +38 kt (-50 to
+70 km/h; -31 to +43 mph) in forward flight, and 38 kt (70 km/h; 43 mph) in sideways flight. Main and tail rotor blades
electrically de-iced.
Avionics
Comms: UHF/VHF nav/com; small IFF fairing each side of nose and tail.
Instrumentation: Conventional IFR instrumentation, with autostabilisation, autohover, and hover/heading hold lock in attack
mode; pilot has HUD and centrally mounted CRT for basic TV; aircraft designed for use with night vision goggles.
Mission: Radio for missile guidance in nose radome; radar warning receivers. Daylight optical weapons sight and laser
ranger/designator in double-glazed nose turret above gun, with which it rotates through 110; wiper on outer glass protects inner
optically flat panel.
Self-defence: Two fixed IR sensors on initial basic production Mi-28; IR suppressors, radar and laser warning receivers
standard; optional countermeasures pod on each wingtip, housing chaff/flare dispensers and sensors, probably RWR.
Equipment
Two slots, one above the other on port side of tailboom, for colour-coded identification flares. Three pairs of rectangular
formation-keeping lights in top of tailboom; further pair in top of main rotor pylon fairing.
Armament
One 2A42 30 mm turret-mounted gun (with 250 rounds) at nose, able to rotate 110, elevate 13 and depress 40; maximum rate
of fire 900 rds/min air-to-air and air-to-ground. (New specially designed gun under development.) Two pylons under each
stub-wing, each with capacity of 480 kg (1,058 lb), typically for total of 16 9M114 Shturm C (AT-6 `Spiral') radio-guided
tube-launched anti-tank missiles and two UB-20 pods of 20 80 mm S-8 or 130 mm S-13 rockets or UPK-23-250 gun pods.
Alternative ATMs include 9M120/9M121F Vikhr and 9A-2200; or up to eight 9M39 Igla-V AAMs; in minelaying role can carry
two KGMU-2 dispensers. Main 2A42 gun fired and guided weapons launched normally only from front cockpit; unguided rockets
fired from both cockpits. (When fixed, gun can be fired also from rear cockpit.)
Main rotor diameter
Tail rotor diameter
17.20 m (56 ft 5 in)

0.67 m (2 ft 2{3/8}in)
3.84 m (12 ft 7 in)
0.24 m (9 in)
Length overall, excl rotors

Fuselage max width
17.01 m (55 ft 9 in)

1.85 m (6 ft 1 in)
Width over stub-wings

4.88 m (16 ft 0 in)

3.82 m (12 ft 6 in)
Height overall
Wheel track
4.70 m (15 ft 5 in)

2.29 m (7 ft 6 in)
Wheelbase
11.00 m (36 ft 1 in)
Areas
Main rotor disc
232.35 m2 (2,501 sq ft)
Tail rotor disc
11.58 m2 (124.7 sq ft)

Internal fuel: standard
8,095 kg (17,846 lb)

1,337 kg (2,947 lb)
with added tanks

Normal T-O weight
1,782 kg (3,928 lb)

10,400 kg (22,928 lb)
Max T-O weight
11,660 kg (25,705 lb)
Max disc loading
49.5 kg/m2 (10.14 lb/sq ft)
Performance
Max level speed
Max cruising speed
Service ceiling
Radius of action, standard fuel, 10 min loiter at target, 5%
reserves
Range, max standard fuel
Ferry range, 5% reserves
Endurance with max fuel
162 kt (300 km/h; 186 mph)

143 kt (265 km/h; 164 mph)
13.6 m/s (2,677 ft)/min
5,800 m (19,025 ft)
3,600 m (11,810 ft)
593 n miles (1,100 km; 683 miles)
2h
g limits
+3/-0.5
UPDATED
Fourth prototype of Mi-28 combat helicopter (Paul Jackson)

(1998)
Gunter Endres MRAeS
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Mil Mi-14
NATO reporting name: Haze
Type
Twin-turbine shore-based amphibious helicopter.
Programme
Development of Mi-8; initially designated V-8G; prototype SSSR-11051 first flew September 1969, under designation V-14 and
with Mi-8 power plant; changed to TV3-117M engines for production.
Versions
Mi-14BT (bukshir-tralschik) (`Haze-B'): Mine countermeasures version; fuselage strake, for hydraulic tubing, and air conditioning
pod on starboard side of cabin; no MAD; container for searchlight, to observe MCM gear during deployment and retrieval, under
tailboom forward of Doppler box.
Mi-14GP (gruso-passazhirskyi): Conversion by Konvers Avia of military variants for civil use as cargo/passenger combi
aircraft; 24 seats or 5,000 kg (11,023 lb) payload. Two 1,434 kW (1,923 shp) TV3-117M turboshafts.
Mi-14P (possazhirskyi) : Conversion of military variants for civil use as passenger aircraft by Konvers Avia; 24 seats or
5,000 kg (11,023 lb) payload. Two 1,434 kW (1,923 shp) TV3-117M turboshafts.
Mi-14PL (protivo-lodoctinyi) (`Haze-A'): Basic ASW version; four crew; large undernose radome; OKA-2 retractable sonar in
starboard rear of planing bottom, forward of two probable sonobuoy or signal flare chutes; APM-60 towed Magnetic Anomaly
Detection (MAD) bird stowed against rear of fuselage pod (moved to lower position on some aircraft); weapons include one AT-1
ASW or APR-2 torpedo, one 1 kT `Skat' nuclear depth bomb or eight PLAB-250, PLAB-50-64 or PLAB-MK depth charges or
OMAB-25-120 or OMAB-MK in enclosed bay in bottom of hull; VAS-5M-3 liferaft (in all versions).
Mi-14PL `Strike': Subvariant with provision for Kh-23 (AS-7 Kerry) air-to-surface missiles. Tested from 1983.
Mi-14PLM (protivo-lodochnyi mod) (`Haze-A'): As Mi-14PL, but with updated equipment including rescue basket.
Mi-14PS (poiskovo-spasatelnyi) (`Haze-C'): Search and rescue version, carrying 10 20-person liferafts; room for 10 survivors in
cabin, including two on stretchers; provision for towing many more survivors in liferafts; fuselage strake and air conditioning pod
as Mi-14BT; double-width sliding door at front of cabin on port side, with retractable rescue hoist able to lift up to three persons
in basket; searchlight each side of nose and under tailboom; three crew.
Mi-14PW: Polish designation of Mi-14PL.
Mi-14PX: Single Polish Mi-14PL converted for SAR training. With all portable ASW equipment removed, extra liferafts and
sponson-mounted searchlights.
Mi-14PZh Eliminator III: Firefighting conversion, see under Upgrades section.
Customers
At least 250 delivered.
Design Features
Developed from Mi-8; power plant and dynamic components as Mi-17; new features include boat hull, sponson carrying
inflatable flotation bag each side at rear and small float under tailboom; fully retractable landing gear with two forward-retracting
single-wheel nose units and two rearward-retracting twin-wheel main units.
Power Plant
Two 1,434 kW (1,923 shp) Klimov TV3-117MT turboshafts, with special anti-corrosion finish.
Avionics
(Mi-14PL): Comms: R-842-M HF transceiver, R-860 VHF transceiver, SBU-7 intercom.
Radar: I-2M or I-2ME Initziativa undernose radar.
Instrumentation: RW3 radio altimeter, ARK-9 and ARK-U2 ADFs, DISS-15 Doppler, Chrom Nikiel IFF, AP34-B
autopilot/autohover system and SAU-14 autocontrol system.
Main rotor diameter
Tail rotor diameter
21.29 m (69 ft 10 in)

0.52 m (1 ft 8 in)
3.91 m (12 ft 9 in)
Length:
25.30 m (83 ft 0 in)
fuselage:
Mi-14PL
18.38 m (60 ft 3 in)
Mi-14PS
18.78 m (61 ft 7 in)
Height overall
6.93 m (22 ft 9 in)
Wheelbase
4.13 m (13 ft 6 in)
Areas
Main rotor disc
356.0 m2 (3,832 sq ft)
Tail rotor disc
12.01 m2 (129.2 sq ft)

Weight empty: Mi-14PL
11,750 kg (25,900 lb)
Max T-O weight
14,000 kg (30,865 lb)
Max disc loading
39.3 kg/m2 (8.05 lb/sq ft)
Performance
Max level speed
124 kt (230 km/h; 143 mph)
Max cruising speed
116 kt (215 km/h; 133 mph)

Service ceiling
110 kt (205 km/h; 127 mph)

3,500 m (11,500 ft)
Range with max fuel

Endurance with max fuel
612 n miles (1,135 km; 705 miles)

5 h 56 min
UPDATED
Mi-14GP cargo/passenger conversion at Moscow Air Show '97 (Paul Jackson)

(1998)
Gunter Endres MRAeS
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Kamov Ka-50 Chernaya Akula (Black Shark)

NATO reporting name: Hokum-A
Type
Twin-turbine close support helicopter.
Programme
Project design completed December 1977, as V-80 (Vertolyet-80; helicopter-80); first Ka-50 prototype (010) flew 17 June 1982
with TV3-117V engines; second prototype (011) flew 16 August 1983 with TV3-111VMA engines; first Western report summer
1984; first photograph published in US Department of Defense's Soviet Military Power document 1989; preseries production at
Progress plant, Arsenyev, after competitive evaluation with Mi-28; first exhibited at 1992 Farnborough Air Show, with Western
name Werewolf; now known as Black Shark. State tests began in mid-1991 and the type was commissioned into Russian army
aviation in August 1993 for trials at the Army Aviation Training Centre, Torzhok. Included in Russian Army inventory in August
1994 by Presidential degree, followed by further tests. Four preproduction plus eight flying prototype and preseries helicopters
delivered. Initial order for 15 apparently cancelled in September due to lack of funding and procurement postponed to 2003.
However, three more built at Arsenyev in 1999.
Current Versions
Ka-50 (`Hokum-A'; V-80Sh1): As described. Basic single-seat close support helicopter.
Ka-50N (Nochnoy: Nocturnal); also reported as Ka-50Sh. Night-capable attack version; essentially a single-seat Ka-52.
Programme began 1993; first reported April 1997 as conversion of prototype 018 with Thomson-CSF Victor FLIR turret above
the nose and Arbalet (crossbow) mast-mounted radar, plus second TV screen in cockpit; FLIR integrated with Urals
Optical-Mechanical Shamshit-50 (Laurel-50) electro-optic sighting system, incorporating French IR set. First flight variously
reported as 4 March or 5 May 1997; various changes implemented and new equipment trialled. Proposed new cockpit shown in
September 1998, having two Russkaya Avionika 203 152 mm (8 6 in) LCDs and central CRT for sensor imagery. Indigenous
avionics intended for any local production orders; French systems as interim solution and standard for export.
Ka-50-2 Er-dogan: Joint programme with Israel Aircraft Industries (IAI) proposed in 1998 for Turkish requirement and also to
India and China. May be offered to Poland as alternative to PZL Huzar. Two-seat Ka-50, similar to Ka-52, but retaining attack
and anti-tank role using Rafael NT-D ATGMs; avionics to be supplied by IAI, Lahav Division; 024 used as demonstrator.
Ka-52 (`Hokum-B'; V-80Sh2): Side by side two-seat training and combat version; first flight 25 June 1997; described in Under
Development section.
Design Features
World's first single-seat close support helicopter. Coaxial, contrarotating and widely separated semi-rigid three-blade rotors, with
swept blade tip, attached to hub by steel plates; small fuselage cross-section, with nose sensors; flat-screen cockpit, heavily
armour protected, with rearview mirror above windscreen; small sweptback tailfin, with inset rudder and large tab; high-set
tailplane on rear fuselage, with endplate auxiliary fins; retractable landing gear; mid-set unswept wings, carrying ECM pods at
tips; four underwing weapon pylons; engines above wingroots, with prominent exhaust heat suppressors; high agility for fast,
low-flying, close-range attack role; partially dismantled can be air-ferried in Il-76 freighter. Much of fuselage skin formed by
large hinged door panels, providing access to interior equipment from ground level.
Flying controls
Kamar coaxial design; generally as Ka-32.
Structure
Fuselage built around torsion box beam, of 1.0 m (3 ft 3 in) square section. Wing centre-section passes through beam. Cockpit
mounted at front of beam, gearbox above and engines to sides. Composite materials constitute 35 per cent by weight of structure,
including rotors. Approximately 350 kg (770 lb) of armour protects pilot and critical airframe parts; canopy and windscreen
panels are heavy bulletproof glass.
Landing Gear
Hydraulically retractable tricycle type; twin-wheel steerable nose unit and single mainwheels all semi-exposed when up; all
wheels retract rearward; low-pressure tyres.
Power Plant
Two 1,633 kW (2,190 shp) Klimov TV3-117VMA turboshafts, with air intake dust filters and exhaust heat suppressors. Later use
of 1,838 kW (2,465 shp) TV3-117MA-SB3 turboshafts planned. Two primary fuel tanks, filled with reticulated foam, inside
fuselage box beam. Each tank protected by layers of natural rubber. Provision for four 500 litre (132 US gallons; 110 Imp gallons)
underwing auxiliary fuel tanks. Transmission remains operable for 30 minutes after oil system failure.
Accommodation
Double-wall steel armoured cockpit, able to protect pilot from hits by 20 and 23 mm gunfire over ranges as close as 100 m
(330 ft). Specially designed Zvezda K-37-800 ejection system for safe ejection at any altitude; following explosive separation of
rotor blades and cockpit roof, pilot is extracted from cockpit by large rocket; alternatively, he can jettison doors and stores before
rolling out of cockpit sideways. Associated equipment includes automatic radio beacon, activated during ejection, inflatable
liferaft and NAZ-7M survival kit.
Systems
All systems configured for operational deployment away from base for at least two weeks without need for maintenance ground
equipment; refuelling, avionics and weapon servicing performed from ground level. APU for engine starting, and ground supply
of hydraulic and electrical power, in top of centre-fuselage.
PrPNK Rubikon (L-041) piloting, navigation and sighting system, four Orbita BLVM-20-751s for combat and navigation
displays and target designation, plus one BCVM-80-30201 for WCS. Incorporates PNK-800 Radian navigation system, with
C-061K pitch and heading data, IK-VSP-VI-2 speed and altitude and PA-4-3 automatic position plotting subsystems. Series 3
Tester U3 flight data recorder. Ekran BITE and warning system. KKO-VK-LP oxygen system with 2 litre (0.07 cu ft) emergency
supply. Electrical supply from two 800 kW generators at 115 V 400 Hz AC; rectifiers for 27 V DC supply.
Avionics
Integrated by NPO Elektro Avtomatika.
Comms: Two R800L1 and one R-868 UHF transceivers, SPU-9 intercom, P-503B headset recorder, Almaz-UP-48 voice
warning system and HF com/nav, IFF (`Slap Shot').
Radar: Terrain-following radar in nose.
Flight: INS; autopilot; Doppler box under tailboom. ARK-22 radio compass; A-036A radio altimeter.
Instrumentation: Conventional instruments; ILS-31 HUD; moving map display; small IT-23MV CRT beneath HUD, with
rubber hood, to display only FLlR and LLLTV imagery. Pilot has Obzor-800 type helmet sight; when pilot has target centred on
HUD, he pushes button to lock sighting and four-channel digital autopilot into one unit. Displays compatible with NVGs.
Mission: To reduce pilot workload and introduce a degree of low observability, target location and designation is assigned to
other aircraft; equipment behind windows in nose includes I-25IV Shkval-V daylight electro-optical search and autotracking
system, laser marked target seeker and rangefinder. FLIR turret to be added.
Self-defence: L150 Pastel RWR in tailcone, at rear of each wingtip EW pod and under nose; total of 512 chaff/flare cartridges
in wingtip pods. L-140 Otklik laser detection system; L-136 Mak IR warning.
Armament
Four BD3-UV pylons on wings. Up to 80 S-8 80 mm air-to-surface rockets in four underwing B8V20A packs; or 20 S-13 122 mm
rockets in four BBL5 pods; or up to 12 Vikhr-M (AT-12) tube-launched laser-guided air-to-surface missiles with range of 8 to
10 km (5 to 6.2 miles) capable of penetrating 900 mm of reactive armour; or mix of both; also suitable for air-to-air roles;
single-barrel 30 mm 2A42 gun on starboard side of fuselage, with 470 armour-piercing or high-explosive fragmentation rounds
(240 AP rounds in front box; 230 HE rounds in rear box), can be depressed up to 30 and traversed 5 to 6 hydraulically and is
kept on target in azimuth by tracker which turns helicopter on its axis; two ammunition boxes in centre-fuselage. Provision for
alternative weapons, including UPK-23-50 23 mm gun pods, Igla-V or R-73 (AA-11 Àrcher') air-to-air missiles, Kh-25MP
(AS-12 `Kegler') ARMs and FAB-500 bombs or dispenser weapons.
Height overall
14.50 m (47 ft 7 in)

16.00 m (52 ft 6 in)
4.93 m (16 ft 2 in)
Areas
165.13 m2 (1,777.4 sq ft)
Rotor disc (each)

Weight empty
Max external stores
7,800 kg (17,196 lb)

3,000 kg (6,610 lb)
Normal T-O weight

Max T-O weight
9,800 kg (21,605 lb)

10,800 kg (23,810 lb)
Performance
Max speed:
in shallow dive
210 kt (390 km/h; 242 mph)
in level flight
in sideways flight
162 kt (300 km/h; 186 mph)

43 kt (80 km/h; 49 mph)
in backward flight
48 kt (90 km/h; 55 mph)
Cruising speed
Service ceiling
146 kt (270 km/h; 168 mph)

5,500 m (18,040 ft)
Vertical rate of climb at 2,500 m (8,200 ft)

Combat range
10.0 m/s (1,970 ft)/min

4,000 m (13,125 ft)
Endurance: standard fuel, 10 min reserve

with auxiliary tanks
1 h 40 min
2 h 50 min
g limit
+3.5
UPDATED
All-weather Ka-50N prototype with FLIR `snout' (at Moscow Air Show '97) (Paul Jackson)
Ka-50 (`Hokum-A') single-seat combat helicopter with scrap view of gun installation on starboard side
(Jane's/Mike Keep)
Kamov Ka-50 combat helicopter
Kamov Ka-50 firing VIKHR laser beam-guided anti-tank missiles
Mockup of proposed Ka-50 cockpit with two 203 152 mm (8 6 in) LCDs and central sensor imagery
CRT (Piotr Butowski)
(1999)
Gunter Endres MRAeS
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Kamov Ka-29 and Ka-31

NATO reporting name: Helix-B
Type
Twin-turbine assault transport and electronic warfare helicopter.
Programme
Entered service with Northern and Pacific Fleets 1985; photographed on board assault ship Ivan Rogov in Mediterranean Sea
1987, thought to be Ka-27B and given NATO reporting name `Helix-B'; identified as Ka-29 combat transport at Frunze
(Khodinka) air show, Moscow, August 1989; Ka-31 radar picket version completed initial shipboard trials on aircraft carrier
Admiral of the Fleet Kuznetsov (then Tbilisi) 1990; both versions expected to equip this ship. Manufactured by KUMAPE
(Kumertau Aviation Production Enterprise).
Current Versions
Ka-29TB (`Helix-B'): Development of Ka-27 for transport and close support of seaborne assault troops. Non-retractable landing
gear and wider flight deck. Detailed description generally as for Ka-32 except as follows.
Ka-31 (formerly Ka-29RLD: radiolokatsyonnogo dozora: radar picket helicopter) first flown 1988; two examples seen on
Admiral of the Fleet Kuznetsov early 1992; basic airframe of Ka-27; package of special avionics includes E-801E Oko EW radar
systems; and large NIIR rotating radar antenna (area 6.0 m2; 64.5 sq ft) that stows flat against underfuselage and deploys
downward, turning through 90 into vertical plane before starting to rotate; landing gear retracts upward to prevent interference;
nosewheel into long fairings. Maximum surveillance radius reported to be 54 to 81 n miles (100 to 150 km; 62 to 93 miles) for
fighter-size targets, 135 n miles (250 km; 155 miles) for surface vessels; up to 20 targets tracked simultaneously. Antenna can be
retracted manually or explosively jettisoned in the event of a forced landing. Two large panniers starboard side of cabin, fore and
aft of main landing gear on helicopter numbered 032 (forward panniers only on 031); starboard airstair-type cabin door, aft of
flight deck, divided horizontally into upward- and downward-opening sections, with box fairing in place of window; hatch
window deleted above starboard rear pannier; APU repositioned above rear of engine bay fairing, with slot-type air intake at front
of housing, displacing usual ESM and IR jamming pods; tailcone extended by fairing for flight recorder; no armour, gun door,
stores pylons or outriggers.
Ka-33: Civilianised utility version of Ka-29TB revealed at Moscow Air Show, August 1997; no further details available.
Landing Gear
Four-wheel type; oleo-pneumatic shock-absorbers; castoring nosewheels. Tyre size 620 180 mm on mainwheels; 480 200 mm
on nosewheels.
Power Plant
Two Klimov TV3-117V turboshafts, each 1,633 kW (2,190 shp). Engines started by APU.
Accommodation
Wider flight deck than Ka-27 for two crew; three flat-plate windscreen glazings instead of two-piece curved transparency; main
cabin port-side door, aft of landing gear, divided horizontally into upward- and downward-opening sections, to facilitate rapid exit
of up to 16 assault troops; four stretcher patients and six seated casualties in ambulance role; flight deck and engine bay heavily
armoured.
Avionics
Comms: Two UHF and HF radios.
Radar: Primary radar in port side of nose.
Flight: INS; Doppler box under tailboom; IFF (`Slap Shot').
Mission: Undernose sensor pods for missile guidance/terrain following radar and electro-optics; ESM `flower pot' above rear of
engine bay fairing.
Self-defence: IR jammer (NATO `Hot Brick'); station-keeping light between ESM and jammer; chaff/flare dispensers.
Armament
Four-barrel Gatling-type 7.62 mm machine gun, with 1,800 rounds, flexibly mounted behind downward-articulated door on
starboard side of nose; four pylons on outriggers, for two four-round clusters of 9M114 Shturm (AT-6 `Spiral') air-to-surface
missiles and two 57 or 80 mm rocket packs. Alternative loads include four rocket packs, two pods each containing a 23 mm gun
and 250 rounds, or two ZAB-500 incendiary tanks. Provision for 30 mm Type 2A42 gun above port outrigger, with 250-round
ammunition feed from cabin.
Blade length, aerofoil section (each)
Blade chord
Vertical separation of rotors
15.90 m (52 ft 2 in)

5.45 m (17 ft 10 in)
0.48 m (1 ft 7 in)
1.40 m (4 ft 7 in)
Length overall, excl noseprobe and rotors

Height overall
11.30 m (37 ft 1 in)

5.40 m (17 ft 8 in)
Width: between centrelines of outboard pylons

over tailfins and centred rudders
5.65 m (18 ft 6 in)

3.65 m (12 ft 0 in)
flight deck
Mainwheel track
2.20 m (7 ft 2 in)
3.50 m (11 ft 6 in)
Nosewheel track
Wheelbase
1.40 m (4 ft 7 in)
3.00 m (9 ft 10 in)
Areas
Rotor disc (each)
198.5 m2 (2,138 sq ft)

Weight empty
5,520 kg (12,170 lb)
Max load: internal

external
2,000 kg (4,409 lb)

4,000 kg (8,818 lb)
Max combat load

Normal T-O weight: Ka-29
1,800 kg (3,968 lb)
Ka-31
Max T-O weight: Ka-29
11,000 kg (24,250 lb)

12,500 kg (27,775 lb)
internal load
external load
11,500 kg (25,353 lb)

12,600 kg (27,775 lb)
Performance
Max level speed at S/L: Ka-29
151 kt (280 km/h; 174 mph)
Ka-31
135 kt (250 km/h; 155 mph)
Nominal cruising speed: Ka-29
130 kt (240 km/h; 149 mph)
Ka-31
119 kt (220 km/h; 137 mph)
Max rate of climb at S/L: Ka-29
14.8 m/s (2,910 ft)/min
Service ceiling: Ka-29
4,300 m (14,100 ft)

Combat radius, with six to eight attack runs over target: Ka-29
3,000 m (9,840 ft)

Range:
max standard fuel: Ka-29
Ka-31
ferry

UPDATED
Ka-31 radar picket helicopter with antenna deployed (Paul Jackson)

(1998)
Kamov Ka-29 combat transport helicopter (Jane's/Mike Keep)
Kamov Ka-29TB combat transport helicopter
Gunter Endres MRAeS
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Kamov Ka-27 and Ka-28

NATO reporting names: Helix-A and D
Type
Twin-turbine multipurpose naval helicopter.
Programme
Design started 1969 to overcome inability of Ka-25 to operate dipping sonar at night and in adverse weather; first flight of
prototype 1973; first open reference in US Department of Defense's 1981 Soviet Military Power document, which stated that
`Hormone variant' helicopters could be carried in telescoping hangar on `Sovremenny' class of guided missile destroyers, for
ASW missions; photographs of two on stern platform of Udaloy, first of new class of ASW guided missile destroyers, taken by
Western pilots during Baltic exercises, September 1981; at least 16 observed on former `Kiev' class carrier/cruiser Novorossiysk
1983, as stage in continuous replacement of Ka-25s with Ka-27s. Manufactured by KUMAPE.
Current Versions
Ka-27PL (`Helix-A'): Basic ASW helicopter with three crew; operational since 1982; normally operated in pairs, one tracking
hostile submarine, other dropping depth charges.
Ka-27PS (`Helix-D'): Search and rescue and plane guard helicopter; as Ka-27PL, but some operational equipment deleted;
external fuel tank each side of cabin, as civil Ka-32; winch beside port cabin door. Air-droppable dinghy packs in ventral stores
bay; racks for marker floats.
Ka-28 (`Helix-A'): Export version of Ka-27PL, with 1,618 kW (2,170 shp) TV3-117BK turboshafts and 3,680 kg (8,113 lb) of
fuel in 12 tanks. Ka-32 type broad cockpit door and bulged windows.
Ka-29 (`Helix-B'): Described separately.
Ka-32 (civil `Helix-C'): Described separately; general description (which see) applies also to Ka-27 and Ka-28.
Design Features
Basic configuration very like Ka-25, but longer and more capacious fuselage pod, no central tailfin and different undernose
radome; similar overall dimensions with rotors folded enable Ka-27 to stow in shipboard hangars and use deck lifts built for
Ka-25.
Accommodation
Crew of three: pilot; tactical co-ordinator; ASW systems operator.

Avionics
Basically as for Ka-32.
Comms: IFF (NATO Òdd Rods').
Radar: Undernose 360 search radar; directional ESM radomes above rear of engine bay fairing and at tailcone tip.
Flight: Doppler box under tailboom.
Mission: Dipping sonar behind clamshell doors at rear of fuselage pod; sonobuoys stowed internally. MAD.
Self-defence: Optional equipment includes RWR on nose and above tailplane; IR jammer (NATO `Hot Brick') at rear of engine
bay fairing; station-keeping light between ESM radome and jammer; chaff/flare dispensers; colour-coded identification flares.
Armament
Ventral weapons bay for two torpedoes, four depth charges, other stores.
As Ka-32.
(Ka-28)
Max payload
Max T-O weight
1,000 kg (2,205 lb)

12,000 kg (26,455 lb)
Performance
(Ka-28)
Max level speed
135 kt (255 km/h; 155 mph)
Max cruising speed
124-129 kt
(230-240 km/h; 143-149 mph)
12.5 m/s (2,460 ft)/min

Hovering ceiling
Radius of action against submarine cruising at up to 40 kt
(75 km/h; 47 mph) at depth of 500 m (1,640 ft)
Range with max fuel
3,500 m (11,480 ft)

647 n miles (1,200 km; 745 miles)
UPDATED
Kamov Ka-28 anti-submarine helicopter (NATO `Helix-A') (Harry Steele)

(2000)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY, SOUTH AFRICA
Denel (Atlas) AH-2A Rooivalk (Red Kestrel)

Type
Combat support helicopter
Programme
Design of Rooivalk XDM (Experimental Development Model) first prototype (originally designated XH-2, later
CSH-2) began late 1984 to meet South African Air Force user requirement specification, leading to public
roll-out 15 January and first flight 11 February 1990 of development of French SA 330 Puma. Ending of war in
Namibia and subsequent defence cuts removed SAAF need for the aircraft and programme temporarily halted
later in 1990, but restarted as mainly company-funded venture with reported export interest and discussions with
possible development partners 1990-91; Advanced Demonstration Model (ADM) second prototype, with fully
integrated avionics and full weapons system, made first flight during second quarter of 1992 and later registered
ZU-AHC; both prototypes reconfigured during 1995 with more powerful Makila 1K2s replacing original Topaz
engines, making first flight in June 1995. Third prototype Engineering Development Model (EDM), with
sponsons for ammunition storage and additional avionics, first flown 18 November 1996; First production
aircraft handed over to South African Air Force (SAAF) on 17 November 1998; to No 16 Squadron on 6 January
1999; IOC scheduled for late 2000. MoU signed with Airod for co-production in Malaysia if contract from Royal
Malaysian Air Force materialises.
Current versions
XDM (Experimental Development Model): First prototype flown 11 February 1990; served as mechanical
systems aircraft.
ADM (Advanced Demonstration Model): Second prototype, with full avionics suite and weapons system, first
flown second quarter 1992; later registered ZU-AHC, serving as weapons development aircraft, including testing
of Denel Kentron Mokopa (Black Mamba) long-range, laser-guided anti-tank missile.
EDM (Engineering Development Model): First preproduction aircraft with 1,376 kW (1,845 shp) Makila 1K2
engines from the outset; first flight 18 November 1996; IR signature and weight of intakes and exhaust reduced;
MTOW reduced; up to 16 Mokopa anti-tank missiles on three-hardpoint stub-wings. Digital avionics include
AFCS, ring laser gyro navigation system, single monochrome Control and Display Unit (CDU), two-colour
MultiFunction Displays (MFDs), Health and Usage Monitoring System (HUMS), Sextant Avionique Topowl
Helmet-Mounted Sight Displays (HMSD) and SFIM nose-mounted sight.
AH-2A: Initial SAAF production version; previously known as CSH-2.
Maritime: Design/feasibility study in progress. 360 chin-mounted radar; nose-mounted electro-optic sensor
suite; shorter stub-wings with two hard points per wing with drop tank on inner and air-to-air missiles on outer;
flotation gear on forward sponsons and tailboom; tail wheel moved forward by two metres for ease of deck
operations. Manually folding rotor blades for ship borne operations.
RedHawk: Unsuccessful Denel/British Aerospace Australia bid for Project Air 87, optimised for the Australian
environment and utilising indigenous avionics and mission systems, sensors and EW systems.
Customers
South African Air Force (12), to equip two squadrons; possible total requirement of 30. Malaysia announced
intention to purchase eight aircraft, but contract not yet signed; requirement up to 30.
Design features
Based on reverse engineering of SA 330 Puma dynamics system to Super Puma equivalent standard; engines
moved aft to clear stepped tandem cockpits; rear drive taken inboard and forward to modified transmission.
Nose-mounted target acquisition turret and chin-mounted gun; non-swept stub-wings for weapon carriage. With
Makila 1K2 engines four-blade fully articulating main rotor rotates at 265 to 290 rpm; five-blade,
starboard-mounted tail rotor rotates at 1,279 rpm. Rotor brake fitted. Fixed leading-edge slat on horizontal
stabiliser.
Low radar/visual/infra-red/acoustic signatures; optimised for NOE operation; NVG-compatible `glass' cockpit;
primary missions anti-armour and close air support; integrated digital nav/attack system.
Flying controls
Duplex digital AFCS with automatic height hold, hover capture and hover hold; HOCAS (Hands On Collective
And Stick) controls.
Structure
Crash-resistant primary structure of aluminium alloy is of I-beam and monocoque construction; rotor blades and
fuselage secondary structures of composites sandwich. Integral access ladders in fuselage; engine cowls form
work platforms.
Landing gear
Forward-mounted Messier-Dowty main gear with two-stage high-absorption main legs; fully castoring tailwheel
at base of lower fin. Gear designed to withstand landing impact of up to 6 m (20 ft)/s.
Power plant
Two Topaz (locally upgraded Turbomeca Makila 1A2) turboshafts, each rated at 1,491 kW (2,000 shp) for T-O
and 1,548 kW (2,075 shp) for 30 seconds emergency operation. Standard engines for EDM and production
aircraft are Makila 1K2 turboshafts with digital control each rated at 1,376 kW (1,845 shp) for T-O and 1,573 kW
(2,109 shp) for 30 seconds emergency operation. Rear drive turned to drive forward into rear of transmission.
Infra-red heat suppressors on exhausts; particle separators on intakes. Main gearbox mounted on vibration
isolation system using tuned beam to isolate fuselage from rotor vibrations (claimed to have one of lowest
vibration levels in its class). Transmission (with Makila 1K2) rated at 2,243 kW (3,008 shp) for T-O and
1,826 kW (2,449 shp) maximum continuous from both engines; single-engine transmission ratings are 1,660 kW
(2,226 shp) maximum contingency and 1,491 kW (2,000 shp) maximum continuous.
Fuel tankage (self-sealing) in fuselage, under stub-wings (three 618 litre; 163.3 US gallons 135.9 Imp gallon)
tanks for total of 1,854 litres; (489.8 US gallon; 407.8 Imp gallon). Pressure refuelling and defuelling. Provision
for 750 litre (198 US gallon; 165 Imp gallon) drop tank on each inboard underwing station.
Accommodation
Pilot (rear) and co-pilot/weapons officer in stepped, tandem cockpits with crashworthy seats and armour
protection. Access to cockpits via gull-wing starboard side window panels. All transparencies flat-plate or
single-curvature. Dual flight controls.
Systems
Environmental control system for cockpit air conditioning. Two independent hydraulic systems, each at 175 bars
(2,538 lb/sq in) pressure; at 170 bars (2,465 lb/sq in), flow rate is 12 litres (3.2 US gallons; 2.6 Imp gallons)/min
in right-hand system and 27 litres (7.1 US gallons; 5.9 Imp gallons)/min in left-hand system.
Electrical power from two 20 kVA alternators providing 200 V three-phase and 115 V single-phase AC at 400
Hz, with two transformer-rectifiers and two 24 V 31 Ah batteries for 28 V DC power. Full or partial electric
de-icing/demisting optional.
Crew oxygen system and fire detection and extinguishing systems, standard.
Avionics
All-digital, interfaced to dual-redundant mission computers and MIL-STD-1553B databusses; stores management
system conforms to MIL-STD-1760A. Avionics prime contractor is ATE (Advanced Technologies and
Engineering), supported by 15 subcontractors.
Comms: Frequency-agile transceivers: dual V/UHF (30 to 400 MHz) for normal use and single HF (2 to 30
MHz) for NOE flights; intercom/audio system; IFF transponder.
Flight: Duplex four-axis digital AFCS, incorporating three-axis strapdown ring laser gyro AHRS,
eight-channel GPS, Doppler radar velocity sensor, J-band radar altimeter, heading sensor unit (magnetometer),
air data unit and omnidirectional airspeed sensor, all interfaced to two redundant navigation computers. Autopilot
has one-touch autohover and altitude hold. Nav/attack system programmed by preloaded cartridge; can hold up to
five flight plans (100 waypoints), which can be edited in flight by either crew member.
Instrumentation: Integrated flight management system, with two 160 160 mm (6.3 6.3 in) MFDs,
helmet-mounted display and position management system in each cockpit. Both cockpits have a back-up basic
instrument panel for `get home' capability in the event of computer or power failure. MFDs show flight control,
navigation (including moving map on pilot's display), threat warning/EW, fire/weapons control and Target
Detection Acquisition and Tracking System (TDATS) imagery and can copy to each other. Cockpit instruments
compatible with NVGs.
Mission: Nose-mounted, gyrostabilised turret contains TDATS incorporating a three fields of view FLIR with
automatic guidance and tracking, an LLTV camera and a laser range-finder; associated equipment includes crew
members' Sextant helmet sights, missile command link and tracking goniometer. Helmet sights display both
flight and weapon data and can cue both the TDATS turret and the gun turret. Pilkington Optronics/Kentron Pilot
Night Vision System (PNVS), used in conjunction with Sextant Topowl Helmet-Mounted Display (HMD) as
export alternative to Sextant helmet sights.
Self-defence: Optimised ECM can include radar and laser warning receivers, chaff/flare dispensers and
jammers.
Armament
Long- or short-barrel version of 20 mm Armscor F2; cleared also for 30 mm weapon. F2 has up to 700 rounds of
ammunition, firing rate of 740 rds/min, and slew rate of 90/s. Gun linked to TDATS and helmet-mounted sight
display (HMSD). Three underwing stores stations each side. Two or four M159 19-tube launchers for Forges de
Zeebrugge FZ90 70 mm unguided rockets and/or four-round launchers for up to 16 ZT6 Mokopa anti-tank
missiles on inner four underwing pylons; two or four Mistral IR air-to-air missiles on outboard pylons.
Main rotor diameter
15.58 m (51 ft 1 in)
Tail rotor diameter
3.04 m (9 ft 11 in)
Length:
fuselage, excl gun, tail rotor turning

16.39 m (53 ft 9 in)

18.73 m (61 ft 5 in)
Wing span over AAMs
6.36 m (20 ft 10 in)
Fuselage: Max width

Max depth (belly to top of rotor head)
1.28 m (4 ft 2 in)
4.00 m (13 ft 1 in)
Height:
over tail rotor
4.45 m (14 ft 7 in)
to top of rotor head
4.59 m (15 ft 0 in)
overall
Wheel track
5.19 m (17 ft 0 in)

2.78 m (9 ft 1 in)
Wheelbase
11.77 m (38 ft 7 in)
Areas
190.6 m2 (2,052.1 sq ft)
Main rotor disc
7.27 m2 (78.23 sq ft)
Tail rotor disc

Weight empty
Max internal fuel weight
5,730 kg (12,632 lb)

1,469 kg (3,238 lb)
External weapons load with full internal

fuel
Max external load (with 1,000 kg; 2,205 lb fuel)
1,563 kg (3,446 lb)

2,032 kg (4,480 lb)
Typical mission T-O weight
7,500 kg (16,535 lb)
Max T-O weight
8,750 kg (19,290 lb)
Max disc loading
45.91 kg/m2 (9.40 lb/sq ft)

3.90 kg/kW (6.41 lb/shp)
Max power loading
Performance
(with Makila 1K2 engines at 7,500 kg; 16,535 lb combat weight, except where indicated) A: ISA at S/L, B: ISA
+ 27C at 1,525 m; 5,000 ft:
A, B
167 kt (309 km/h; 192 mph)
Max cruising speed:

A
150 kt (278 km/h; 173 mph)
130 kt (241 km/h; 150 mph)
Max sideways speed

A
50 kt (93 km/h; 58 mph)

A
13.3 m/s (2,620 ft/min)
12.65 m/s (2,493 ft/min)
Rate of climb at S/L, OEI:

A
5.7 m/s (1,128 ft/min)
Service ceiling:
A
B
6,100 m (20,000 ft)

5,150 m (16,900 ft)

A
B
5,850 m (19,200 ft)

3,110 m (10,200 ft)

A
5,455 m (17,900 ft)
2,410 m (7,900 ft)
Range with max internal fuel, no reserves:

A
Range at max T-O weight with external fuel:

A
680 n miles (1,260 km; 783 miles)
720 n miles (1,335 km; 829 miles)
Endurance with max internal fuel, no reserves:

A
3 h 36 min
4 h 55 min
Endurance at max T-O weight with external fuel:

A
6 h 52 min
7 h 22 min
g limits
+2.6/-0.5
UPDATED
First production AH-2A Rooivalk armed with eight Mokopa ATMs, two 68 mm rocket pods
and four Mistral IR AAMs
(2000)
The XDM shows off the Rooivalk's new three-hardpoint stub-wings

(1998)
Production version of Atlas Rooivalk twin-turbine combat support helicopter (Jane's/James

Goulding)
(1996)
Denel Aviation's preproduction Rooivalk made its first flight on 17 February 1997
(1997)
Rooivalk flying over Langkawi Island, Malaysia fitted with new Mokopa anti-armour
missiles (Herman Potgieter)
(1999)
Model of maritime version of Rooivalk exhibited at Farnborough '98

(1999)
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HELICOPTERS IN SERVICE - MILITARY, JAPAN
Mitsubishi (Sikorsky) UH-60J

Type
Search and rescue and multipurpose helicopter.
Programme
Detail design to Japanese requirements started April 1988; one US-built S-70A-12 imported, followed
by two CKD kits for licence assembly (first flight 20 December 1989 at Sikorsky; delivered to JASDF
28 February 1991; second kit aircraft first flew February 1990, delivered to JASDF 29 March 1991).
Remainder being built in Japan.
Mitsubishi was selected June 1995 as prime contractor for UH-60JA for JGSDF. First flight August
1997; first production delivery to JGSDF in January 1998. Evaluation test by Aviation School of
JGSDF at Akeno completed by late 1998.
Current Versions
UH-60J: Standard military version for JASDF and JMSDF; can fly 1 hour search 250 n miles (463 km;
288 miles) from base.
UH-60JA: JGSDF version.
Customers
See table.
Costs
US$29.85 million for UH-60JA, US$31.18 million for naval UH-60J; and US$28.34 million for air
force UH-60J.
Power Plant
T700-401C turboshafts manufactured by IHI. External long-range fuel tanks.
Accommodation
Crew of four (JMSDF) or five (JASDF), plus up to 11 other persons. Bubble windows on each side at
front of main cabin.
Avionics
Radar: Nose-mounted search/weather radar.
Flight: Self-contained navigation system.
Mission: Turret-mounted FLIR beneath nose.
Equipment
Rescue hoist, ETS and cargo sling.
UPDATED
The UH-60J SAR helicopter is being built by Mitsubishi, for the JASDF and
JMSDF (1998)
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Mitsubishi (Sikorsky) S-61

Mitsubishi holds licence agreements for the manufacture of the Sikorsky S-61, S-61B (HSS-2/2A/2B)
and S-61A helicopters. Between 24 March 1964 and 2 March 1990, Mitsubishi delivered 167
HSS-2/2A/2B series to the JMSDF, and 18 S-61A. Production capacity then transferred to the
SH-60J/UH60J.
UPDATED
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Kawasaki (MDH) H 500

JGSDF/JMSDF designation: OH-6D and OH-6DA.
Type
Single-engined light utility helicopter.
Programme
First flight of initial Kawasaki licence-built Hughes (later McDonnell Douglas) Helicopters 369D
(500D) 2 December 1977; JCAB Normal category certification awarded 20 April 1978. Replacement
now being developed under designation OH-1 (which see).
Customers
See table. Nine delivered to commercial operators under designation H-500.
KAWASAKI OH-6D PROCUREMENT
FY
78
79
80
81
JGSDF JMSDF Cum Total

10
12
10
8
10
22
32
40
82
83
6
3
2
1
48
52
84
63
85
86
7
12
70
84
87
12
96
88
11
107
89
90
11
15
91
120
135
14
150
92
93
94
13
13
16
164
177
193
95
96
97
98
Totals
11
207
207
209
209
209
193
2*
16
*OH-6DA
UPDATED
Kawasaki built a large number of the McDonnell Douglas Helicopter Systems' MD

500D for both civil and military customers (1998)
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Kawasaki (Boeing) CH-47 Chinook

JASDF/JGSDF designation: CH-47J and CH-47JA.
Type
Twin-engined tandem-rotor helicopter.
Programme
FY84 defence budget approved purchase of three Boeing CH-47s, two for JGSDF and one for JASDF;
first two built in USA and delivered Spring 1986; Nos 3 to 8 delivered CKD for assembly in Japan;
Kawasaki granted manufacturing licence for Japanese services' Chinooks; first CH-47Js delivered late
1986.
Current Versions
CH-47J: Generally similar to US CH-47D.
CH-47JA: Designation for JGSDF CH-47Js, introduced from 1996.
Customers
See table. JGSDF has a requirement for 52.
Costs
US$48.93 million.
Avionics
Flight: GPS in JGSDF aircraft from 1993.
KAWASAKI CH-47J PROCUREMENT*
FY
JASDF JGSDF Cum Total
84
85
86
87
1
3
2
3
4
4
7
14
20
88
28
89
90
2
2
5
5
35
42
91
92
93
3
3
2
46
49
51
2
2
2**
2**
1**
2**
47
53
56
58
60
61
65)
65
94
95
96
97
98
(99 plan
Totals
1
2
18
*First eight built in USA (two) or assembled from kits

**CH-47JA
UPDATED
Kawasaki-built Boeing CH-47J Chinooks in JASDF camouflage (Kawasaki) (1998)
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Fuji-Bell UH-1H and Advanced 205B

Type
Single-engined utility helicopters.
Programme
Fuji (now only production source) manufactures Bell UH-1H under sub-licence from Mitsui and
Company, Bell's Japanese licensee; earlier production programme involved 34 Bell 204Bs and 22 Bell
204B-2s. First flight of Fuji-built UH-1H, 17 July 1973. Joint Fuji-Bell upgrade of 205 produced
Advanced 205B (formerly 205A-1); first flight of prototype (N19AL) in Texas 23 April 1988;
demonstrated to US Army that year and in Japan, and Asia 1989.
Versions
UH-1H: Standard production model for JGSDF; described in detail below.
Advanced 205B (UH-1J): Upgrade of Bell 205, with UH-1N/212 type tapered rotor blades, Textron
Lycoming T53-L-703 engine, 212 type transmission rated at 962 kW (1,290 shp); none yet ordered.
UH-1J: Upgraded UH-1H. See separate entry under Upgrades and Conversions.
Design Features
Same airframe and dynamic components as Bell UH-1H but has tractor tail rotor and Kawasaki-built
engine; two-blade teetering main rotor; interchangeable metal blades being replaced by new composite
blades; stabilising bar above and at right angles to main rotor blades; underslung feathering axis head;
two-blade tail rotor; main rotor rpm 294 to 324. See Versions for Advanced 205B.
Flying Controls
Duplicated hydraulic fully powered controls with adjustable centring spring on cyclic stick for
trimming; small synchronised elevator on rear fuselage, connected to cyclic control to increase
allowable CG travel.
Structure
All-metal, except for new main rotor blades (see Design Features); honeycomb tail rotor blades.
Landing Gear
Tubular skid type. Lock-on ground handling wheels and inflatable nylon float bags available.
Power Plant
One 1,044 kW (1,400 shp) Kawasaki-built Textron Lycoming T53-K-13B turboshaft, mounted aft of
transmission on top of fuselage and enclosed in cowlings. Transmission rating 820 kW (1,100 shp). Five
interconnected rubber fuel cells, total capacity 844 litres (223 US gallons; 186 Imp gallons), of which
799 litres (211 US gallons; 176 Imp gallons) are usable. Overload fuel capacity of 1,935 litres (511 US
gallons; 425 Imp gallons) usable, obtained by installation of kit comprising two 568 litre (150 US
gallons; 125 Imp gallons) internal auxiliary fuel tanks interconnected with basic fuel system.
Accommodation
Pilot and 11 to 14 troops, or six stretchers and medical attendant, or 1,759 kg (3,880 lb) of freight. Crew
doors open forward and are jettisonable. Two doors each side of cargo compartment, front door hinged
to open forward and is removable, rear door slides aft. Forced air ventilation system.
Avionics
FM, UHF, VHF radios, IFF transponder, Gyromatic compass system, DF set, VOR receiver and
intercom standard.
Equipment
Standard equipment includes bleed air heater and defroster, comprehensive range of engine and flight
instruments, power plant fire detection system, 30 V 300 A DC starter/generator, navigation, landing
and anti-collision lights, controllable searchlight, hydraulically boosted controls. Optional equipment
includes external cargo hook, auxiliary fuel tanks, rescue hoist, 150,000 Btu muff heater.
Main rotor diameter
Tail rotor diameter
Length:
overall (main rotor fore and aft)
fuselage
Height: overall, tail rotor turning (excl fin tip
antenna)
14.63 m (48 ft 0 in)

2.59 m (8 ft 6 in)
0.53 m (1 ft 9 in)
2.56 m (8 ft 4 in)
17.62 m (57 ft 9{5/8} in)
12.77 m (41 ft 10 in)
4.41 m (14 ft 5 in)
to top of main rotor head

Tailplane span
3.60 m (11 ft 9 in)

2.84 m (9 ft 4 in)
Width over skids
2.91 m (9 ft 6 in)
Cabin: Max width
2.34 m (7 ft 8 in)
Max height
1.25 m (4 ft 1 in)
Volume (excl flight deck)
approx 6.23 m3 (220 cu ft)
Areas
Main rotor disc
168.11 m2 (1,809.56 sq ft)
Tail rotor disc
5.27 m2 (56.7 sq ft)

2,390 kg (5,270 lb)

4,309 kg (9,500 lb)
Max disc loading
25.63 kg/m2 (5.25 lb/sq ft)

5.26 kg/kW (8.64 lb/shp)
Max power loading

Performance
Max level and max cruising speed
Service ceiling
OGE
110 kt (204 km/h; 127 mph)

488 m (1,600 ft)/min
3,840 m (12,600 ft)
4,145 m (13,600 ft)
335 m (1,100 ft)
Range at S/L

UPDATED
The Fuji-built model 205B is in service with the armed forces of Japan and with civil
operators (1998)
Fuji-Bell UH-1J upgraded combat helicopter for the JGSDF (1999)
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Fuji-Bell 204B/UH-1B
Fuji manufactured the Bell Model 204B and UH-1B helicopters under sub-licence from Mitsui and
Company, Bell's Japanese legal licensee. Initial orders for the UH-1B, from the Japan Ground
Self-Defence Force, totalled 36, all of which were delivered by December 1967. The Fuji-Bell 204B
and UH-1B are identical with the versions of these aircraft built by Bell. They are powered by 1,100 shp
Kawasaki-built Lycoming KT5311A turboshaft engines. During 1971, Fuji was also flight testing one
aircraft fitted with door-hinged rotor blades for trials as a winged helicopter known as the Fuji XMH.
Customers
Total of 34 Bell 204Bs and 22 204B-2s built.
Length overall, tail rotor turning:
204B
UH-1B
Length of fuselage:
204B
16.63 m (48 ft 0 in)

2.59 m (8 ft 6 in)
13.61 m (44 ft 7 in)
13.00 m (42 ft 7 in)
12.31 m (40 ft 4 in)
UH-1B
11.70 m (38 ft 4 in)
Height overall, tail rotor turning

4.45 m (14 ft 7 in)

3.77 m (12 ft 4 in)
Max width over landing skids

Tailplane span
2.55 m (8 ft 4 in)
2.84 m (9 ft 4 in)
Weights
Weight empty:
204B
UH-1B
Max T-O weight
2,131 kg (4,700 lb)

2,029 kg (4,475 lb)
3,855 kg (8,500 lb)
Performance
Max level speed
Cruising speed
120 kt (222 km/h; 138 mph)

110 kt (204 km/h; 127 mph)
Rate of climb at S/L:

204B
UH-1B
527 m (1,730 ft)/min
Service ceiling
204B
UH-1B
628 m (2,060 ft)/min

6,100 m (20,000 ft)
5,485 m (18,000 ft)
4,420 m (14,500 ft)

204B
UH-1B
Range
3,960 m (13,000 ft)

3,660 m (12,000 ft)
VERIFIED
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HELICOPTERS IN SERVICE - MILITARY, KOREA, SOUTH

Korean Air (McDonnell Douglas)

500D/500MD/520MK
Programme
Korean Air manufactured 308 Hughes/McDonnell Douglas 500D and 500MD helicopters under licence
between 1976 and 1990. In addition, under offset aggreement with McDonnell Douglas Helicopter,
Korean Air manufactured major fuselage assemblies (approximately 80 a year) for 500E, 520N and
530F between 1984 and 1993, these having been made into specific model required by Intertech in
USA. Modified, non-NOTAR military version of 500/530, designated 520MK Black Tiger, was
co-developed by KA and MDHC in 1989.
Current Version
520MK Black Tiger: Non-NOTAR development of 500MD. Description applies to this model.
Design Features
Rotor diameter increased by 0.305 m (1 ft 0 in); integrated weapons system; improved avionics,
including laser range-finder; night vision compatible cockpit; performance improvements in payload
(144 kg; 318 lb internal or 121 kg; 268 lb external) and ordnance, compared with 500MD; auxiliary fuel
tank capacity increased to 106 litres (28 US gallons; 23.3 Imp gallons), extending endurance by 1.1 h.
Armament
Quick-release weapon support beam on each side of cabin. Each beam capable of carrying a pair of
missiles (TOW, Hellfire or air-to-air Stinger), a gun pod (single 0.50 in or twin 7.62 mm), or a
70 mm/2.75 in rocket launcher (seven- or 12-tube).

Main rotor diameter
8.35 m (27 ft 4 in)

Max payload/weapons load:
internal
external
864 kg (1,904 lb)

1,090 kg (2,404 lb)
Max T-O weight:

internal payload
external payload
1,520 kg (3,350 lb)

1,746 kg (3,850 lb)
Performance
Endurance with 28 US gal auxiliary fuel tank
3 h 36 min
McDONNELL DOUGLAS (HUGHES) 500

LICENCE-PRODUCTION
Year 500D 500MD
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
Totals
6
1
4
6
2
1
1
1
22
4
23
63
18
40
9
19
17
20
18
11
44
286
UPDATED
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Kamov Ka-25
NATO reporting name: Hormone
Type
Twin-turbine multipurpose naval helicopter.
Programme
Prototype flew 1961; shown in Soviet Aviation Day flypast, Tushino Airport, Moscow, July 1961,
carrying two dummy air-to-surface missiles (ASMs not fitted to production aircraft); about 460 built
1966-75, of which 88 remain operational with Russian Navy.
Versions
Reportedly more than 25 versions, three major variants in service:
Ka-25BSh (`Hormone A'): Ship-based anti-submarine helicopter, operated from Russian missile
frigates, cruisers, helicopter carriers and carrier/cruisers. Major shortcoming is lack of automatic hover
capability, preventing night and adverse weather use of dipping sonar. Being replaced by Ka-27PL
(`Helix-A').
Ka-25PL (`Hormone-A'): Ship-based anti-submarine helicopter, operated from former Soviet Navy
missile frigates, cruisers, helicopter carriers and carrier/cruisers of `Kiev' class; major shortcoming is
lack of automatic hover capability, preventing night and adverse weather use of dipping sonar. Being
replaced progressively by Ka-27PL (`Helix-A').
Ka-25T (`Hormone-B'): Special electronics version, providing over-the-horizon target acquisition for
ship-launched cruise missiles including SS-N-3B (NATO `Shaddock') from `Kresta I' class cruisers,
SS-N-12 (`Sandbox') from `Kiev' and `Slava' class cruisers, SS-N-19 (`Shipwreck') from battle cruisers
Kirov and Frunze, and SS-N-22 (`Sunburn') from `Sovremenny' class destroyers. `Kiev' and `Kirov'
class ships each carry three `Hormone-Bs', other classes one; larger undernose radome (NATO `Big
Bulge') than Ka-25BSh, with spherical undersurface; cylindrical radome under rear cabin for datalink;
when radar operates, all landing gear wheels can retract upward to minimise interference to emissions;
cylindrical fuel container each side of lower fuselage.
Ka-25BShZ: Equipped to tow minesweeping gear.
Ka-25PS (`Hormone-C'): Search and rescue version with special role equipment, including hoist.
Following description refers to Ka-25BSh:
Design Features
Use of folding three-blade coaxial rotors, requiring no tail rotor, and triple tail fins ensures compact
stowed overall dimensions on board ship; engines above cabin and external mounting of operational
equipment and auxiliary fuel leaves interior uncluttered.
Power Plant
Two 671 kW (900 shp) Glushenkov GTD-3F turboshafts, mounted side by side above cabin, forward of
rotor driveshaft, on early aircraft. Later aircraft have 738 kW (990 shp) GTD-3BM turboshafts.
Independent fuel supply to each engine. Provision for carrying external fuel tank on each side of cabin.
Accommodation
Pilot and co-pilot side by side on flight deck, with rearward-sliding door on each side. Entry to main
cabin is via a rearward-sliding door to rear of main landing gear on port side. Cabin large enough to
contain 12 folding seats for passengers.
Avionics
Equipment available for all versions includes autopilot, navigational system, radio compass, radio
communications, lighting system for all-weather operation by day or night, and hoist mounted above
cabin door. IFF antennae (NATO Òdd Rods') above nose and alongside central tail fin. Dipping sonar
housed in compartment at rear of main cabin, immediately forward of tailboom, and search radar
(NATO `Short Horn') in flat-bottom undernose radome (diameter 1.25 m; 4 ft 1 in) on anti-submarine
version, which can have a canister of sonobuoys mounted externally aft of the starboard main landing
gear. Most aircraft have a cylindrical housing for ESM above the tailboom, with a shallow blister fairing
to the rear of the cylindrical housing. Similar housing under rear of cabin for datalink equipment.
Equipment
Cylindrical container on each side of lower fuselage for markers, smoke generators or beacons. The port
side container has been seen housing reconnaissance cameras.
Armament
Doors under the fuselage of some aircraft enclose a weapons bay for two 450 mm (18 in) ASW
torpedoes, nuclear or conventional depth charges and other stores.
Dimensions- External
Length of fuselage
Width over tail fins
15.74 m (51 ft 7 in)

9.75 m (32 ft 0 in)
5.37 m (17 ft 7 in)
3.76 m (12 ft 4 in)
Wheel track: front

rear
1.41 m (4 ft 7 in)
3.52 m (11 ft 6 in)
Cabin door: Height

Width
1.10 m (3 ft 7 in)
1.20 m (3 ft 11 in)
Dimensions- Internal
Cabin, excl flight deck:
Length
Max width
3.95 m (12 ft 11 in)

1.50 m (4 ft 11 in)
Max height
1.25 m (4 ft 1 in)
Areas
Main rotor disc (each)
194.6 m2 (2,095 sq ft)

Weight empty
Max T-O weight
4,765 kg (10,505 lb)

7,500 kg (16,535 lb)
Performance
Max level speed
113 kt (209 km/h; 130 mph)

Service ceiling
104 kt (193 km/h; 120 mph)

3,350 m (11,000 ft)
Range, with reserves:

with standard fuel
with external tanks

VERIFIED
Kamov Ka-25 `Hormone' multipurpose naval helicopter (Jane's/Mike Keep) (1996)
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HELICOPTERS IN SERVICE - MILITARY, ITALY
Agusta-Bell AB 212
The AB 212 is a twin-engined utility transport generally similar to the Bell-produced 212 model.
Operated by Italian Air Force and police. Production completed, but can be reactivated if further orders
received. Production totalled 224 units.
UPDATED
Agusta AB 212 in use on construction work in otherwise inaccessible areas (1996)
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Agusta-Bell AB 206 JetRanger

The JetRanger has been manufactured under licence from Bell since the end of 1967, starting with the
AB 206A, powered by either the 236 kW (317 shp) Allison 250-C18 or the 298 kW (400 shp) 250-C20
turboshaft derated to the same value. The power reserve of the latter engine considerably improves
performance in hot-and-high environments. The AB 206A-1 corresponded to the Bell OH-58 Kiowa and
was developed expressly for military operations. Main differences from the AB 206A are a larger
diameter main rotor, and appropriate military modifications, such as local strengthening of the airframe,
provision for armament and additional access doors. Like the AB 206A, the AB 206A-1 is powered by
either the Allison 250-C18 or the 250-C20 engine. Deliveries of the AB 206B JetRanger began in 1972,
and of the AB 206B JetRanger III in 1978. Description applies to the AB 206A-1. Production at 31
December 1997 totalled 910, including 556 Jetranger II, 184 Jetranger III and 170 AB 206A-1 military
derivatives.
As 206A, except:
Main rotor diameter
10.77 m (35 ft 4 in)

Length of fuselage
12.49 m (40 ft 11 in)

9.84 m (32 ft 3 in)
Weights
As 206A, except:
Weight empty, standard:
250-C18
690 kg (1,520 lb)
250-C20
700 kg (1,543 lb)
Performance
(at AUW of 1,360 kg; 3,000 lb, ISA):
120 kt (222 km/h; 138 mph)
Cruising speed
110 kt (204 km/h; 127 mph)
475 m (1,560 ft)/min

250-C18
3,325 m (10,900 ft)
250-C20
4,275 m (14,000 ft)

250-C18
1,825 m (6,000 ft)
250-C20
3,050 m (10,000 ft)
Max range, standard fuel, no reserves:

250-C18
250-C20
Max endurance, standard fuel, no reserves
4h
UPDATED
Agusta has built the Bell JetRanger under licence since 1967 (1996)
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Agusta-Bell AB 205 and AB 205A-1

The AB 205 corresponds to the US-built UH-1D/UH-1H version. It is fitted with IFR and night flying
instruments; single-pilot for normal operation. Power plant is a 1,044 kW (1,400 shp) Textron
Lycoming T53-L-13B turboshaft, flat rated at 820 kW (1,100 shp) for take-off. Sold to Italian armed
forces and customers abroad. In 1969 Agusta began production of a developed version known as the AB
205A-1, certificated for commercial transport operations for up to 14 passengers, with 0.8 m3
(28.3 cu ft) luggage compartment in tailboom. Power plant is a 1,043 kW (1,400 shp) Textron
Lycoming T53-L-13A turboshaft engine, derated to 931 kW (1,250 shp) for take-off. Total 485 AB
205As and 17 AB 205A-1 built. No longer in production.
UPDATED
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HELICOPTERS IN SERVICE - MILITARY, UNITED KINGDOM
Westland Wessex
Type
Single-rotor medium-duty helicopter.
Programme
The Westland Wessex is a turbine-powered development of the Sikorsky S-58.
Versions
Wessex HAS. Mk 1: Initial production version, developed for the Royal Navy, with one 1,450 shp
Napier Gazelle 161 turboshaft engine. Re-engined with a 1,100 shp Gazelle NGa.11, flew for the first
time 17 May 1957. Withdrawn from service.
Wessex HC. Mk 2: High-performance development of the Mk 1 with two coupled 1,350 shp Bristol
Siddeley Gnome Mk 110/111 turboshaft engines. Power limitation of 1,550 shp at rotor head. Prototype
converted from Wessex 1, flew for the first time 18 January 1962, and the first production model
(XR588) 5 October 1962. Still in service.
Wessex Mk 3: Similar to Mk 1, but with 1,850 shp Gazelle NGa.18 165 turboshaft engine. Not in
service.
Wessex HCC. Mk 4: Queen's Royal Flight helicopter.
Wessex HC. Mk 5: SAR helicopter of the Royal Air Force based in Cyprus.
Wessex HU. Mk 5: Similar to Mk 2, for Commando assault duties from carriers of the Royal Navy.
Design work began in April 1962 and construction of the prototype was started in May 1962. In service
with A&EE (1) and 84 Squadron Akrotiri Cyprus (5).
Wessex HAS. Mk 31: Generally similar to Mk 1, but with a 1,540 shp Gazelle Mk 162 engine.
Ordered for the Royal Australian Navy for anti-submarine duties from HMAS Melbourne. Withdrawn
from service.
Wessex Mk 52: Similar to Mk 2, for Iraqi Air Force. Withdrawn from service.
Wessex Mk 53: Similar to Mk 2, for Ghana Air Force. Withdrawn from service.
Wessex Mk 60: Civil version in service with Uruguayan Navy.
Design Features
Main and tail rotor each have four blades. Blades attached to hub by taper bolts. Main rotor blades fold
manually. Rotor brake fitted. Shaft drive to main rotor through double epicyclic gear. Shaft drive to tail
rotor through intermediate and tail gearboxes. Tail end folds to port and forward for stowage. Tail rotor
carried at tip of vertical stabilising fin. Small horizontal stabiliser inset in leading-edge of fin.
Structure
All blades of light-alloy extruded spar and light-alloy bonded trailing-edge structure. The fuselage is a
light-alloy semi-monocoque structure, with steel tube support structure for main rotor gearbox.
Landing Gear
Non-retractable tailwheel type. All three units fitted with Westland oleo-pneumatic shock-absorber.
Dunlop wheels, tyres and hydraulic disc brakes. Tubeless treaded mainwheel tyres, size 6.00 x 11.
Tailwheel tyre size 6.00 x 6.
Power Plant
(Mk 2): One Bristol Siddeley Gnome Mk 110 and one Gnome Mk 111 turboshaft engines, with Type 10
coupling gearbox. Rated at 1,350 shp per engine; 1,550 shp at rotor head. Two flexible fuel tanks under
cabin floor, total capacity 1,409 litres (372.8 US gallons; 310 Imp gallons). Provision for carrying two
500 litre (132 US gallon; 110 Imp gallon) auxiliary tanks in cabin for ferry purposes. Refuelling point in
starboard side of fuselage. Oil capacity 9 litres (2.4 US gallons; 2 Imp gallons) per engine, 19 litres (5.1
US gallons; 4.25 Imp gallons) in main gearbox.
Power Plant
(Mk 5): One Bristol Siddeley Gnome Mk 112 and one Gnome Mk 113 turboshaft engines, with Type 11
coupling gearbox. Otherwise as for Mk 2.
Accommodation
(Mk 2): Crew of one to three according to role. Up to 16 passengers in main cabin, on folding troop
seats, or up to eight stretchers in banks of four. Doors on each side of flight deck and on starboard side
of cabin.
Accommodation
(Mk 5): Crew of one to three according to role. Three fixed troop seats, and either 13 removable folding
seats or eight stretchers, or 1,814 kg (4,000 lb) of freight.
Systems
Compressor bleed air for heating. Ambient air circulation by fan. High-pressure hydraulic system for
powered flying controls and 272 kg (600 lb) capacity hoist. 24 V DC electrical system, with two 6 kW
generators.
Main rotor diameter
Tail rotor diameter
17.07 m (56 ft 0 in)

2.90 m (9 ft 6 in)
Length overall
Length of fuselage
20.03 m (65 ft 9 in)

14.74 m (48 ft 4 in)
Length, blades and tail folded

Height of top of rotor hub
11.73 m (38 ft 6 in)

4.06 m (13 ft 4 in)
4.39 m (14 ft 5 in)
Overall height
4.93 m (16 ft 2 in)
Wheel track
3.66 m (12 ft 0 in)
Cabin door: Height

Width
1.22 m (4 ft 0 in)
1.22 m (4 ft 0 in)
Height to sill
Main cabin: Length
Max width
Max height
4.16 m (13 ft 8 in)

1.68 m (5 ft 6 in)
1.83 m (6 ft 0 in)
Areas
Main rotor blade (each)
3.55 m2 (38.25 sq ft)
Tail rotor blade (each)
0.27 m2 (2.90 sq ft)
Main rotor disc
228.8 m2 (2,463 sq ft)
Tail rotor disc
6.60 m2 (71 sq ft)

Basic operating weight:
Mk 2
Mk 5
Payload, with max fuel:
Mk 2
Mk 5
Max T-O weight:
Mk 2, Mk 5
Max landing weight:
Mk 2, Mk 5
Max disc loading:
Mk 2, Mk 5
3,767 kg (8,304 lb)

3,927 kg (8,657 lb)
1,117 kg (2,462 lb)
957 kg (2,109 lb)
6,120 kg (13,500 lb)
6,120 kg (13,500 lb)
26.85 kg/m2 (5.5 lb/sq ft)
Performance
(at max T-O weight)
Mk 2, Mk 5
Max cruising speed:
114 kt (212 km/h; 132 mph)
Mk 2, Mk 5
204 km/h (127 mph)

Mk 2, Mk 5
8.4 m/s (1,650 ft/min)
Vertical rate of climb at S/L:

Mk 2, Mk 5
168 m (550 ft)/min
Range with max fuel, 10% reserves:

Mk 2, Mk 5

UPDATED
Westland Wessex HC. Mk 2 Search and Rescue (SAR) helicopter (Jane's/Mike

Keep) (1996)
The Queen's Flight Westland Wessex HCC Mk 4 has now been replaced by a
Sikorsky S-76 (Gnter Endres) (1998)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY, UNITED STATES OF AMERICA
Sikorsky S-58/H-34
US Navy designation: HSS Seabat
US Army designation: H-34 Choctaw
US Marine Corps designation: HUS-1 Seahorse
Type
Single- and twin-engined, general purpose helicopter.
Programme
Developed to meet US Navy specification for more advanced anti-submarine helicopter. Designated
XHSS-1, it made its first flight 8 March 1954; first production aircraft, nicknamed Seabat, flew 20
September 1954. The army and navy versions were generally similar, differing mainly in equipment and
fuel capacity. Westland acquired licence to build S-58 in the UK in 1956 and developed turbine version
under name of Wessex. Total of 166 also produced under licence by Sud-Aviation in France. First
commercial deliveries of S-58C made in 1956-57. In January 1970, Sikorsky announced the design of
kits for the conversion to turbine power by the installation of the Pratt & Whitney PT6 Twin-Pac. First
flight of the S-58T took place 19 August 1970; FAA certification awarded April 1971. Total of 153
conversion kits manufactured by Sikorsky, but exclusive rights acquired by California Helicopter
International in 1981 (see under Upgrades and Conversions).
Versions
CH-34A/H-34A Choctaw: Transport and general purpose helicopter for US Army.
CH-34C (formerly H-34C) Choctaw: Similar to CH-34A, but with airborne search equipment.
LH-34D (HSS-1L): Winterised version of Navy Seabat.

SH-34G (HSS-1) Seabat: Anti-submarine version ordered by US Navy 30 June 1952; accepted for
service in February 1954.
SH-34J (HSS-1N) Seabat: Improved version of SH-34G.
UH-34D (HUS-1) Seahorse: Utility version for Marines; ordered 15 October 1954 and accepted for
service January 1957.
UH-34E (HUS-1A) Seahorse: Version with pontoons for emergency operation from water.
VH-34D (HUS-1Z): VIP transport version of Seahorse.
S-58B: Commercial passenger/freighter version.
S-58C: Commercial passenger-carrying version with two doors on starboard side of cabin.
Description applies to this version except where indicated.
S-58D: Commercial passenger/freighter version.
S-58T: Turbine conversion with Pratt & Whitney PT6 Twin-Pac, comprising two PT6 engines and
combining gearbox; improved performance includes greater speed and lifting power, and better
hot-and-high operation.
Westland Wessex: Licence-produced UK version (See under GKN Westland).
Customers
Sikorsky built 1,821 models, mostly for military customers, between 1954 and 1968; another 166 built
by Sud-Aviation and 356 by Westland under licence.
Design Features
Four-blade all-metal main and tail rotors. Blades of main rotor interchangeable. Tail rotor has servo
control. Main and tail rotor brakes.
Fuselage
Semi-monocoque structure.
Landing Gear
Conventional three-wheel undercarriage, with tailwheel at extreme rear of fuselage. Air-oil
shock-absorber struts. Mainwheels have rotating struts to reduce drag and weight. Tailwheel is fully
castoring and self-centring, with an anti-swivelling lock. Mainwheel tyres 11.00 x 12. Tailwheel tyre
6.00 x 6. Toe-operated mainwheel brakes. Track 3.66 m (12 ft). Wheelbase 8.75 m (28 ft 3 in).
Power Plant
One Wright R-1820-84 radial air-cooled engine, rated at 1,136 kW (1,525 hp) for take-off (S-58C) or
1,342 kW (1,800 shp) PT6T-3 Twin-Pac comprising two PT6 turboshaft engines side by side with
combining gearbox. Engine is mounted behind large clamshell doors in nose of fuselage to allow
complete accessibility from ground level. Fuel capacity is from 750 litres (198 US gallons; 165 Imp
gallons) to 1,164 litres (307 US gallons; 256 Imp gallons) depending on model.
Accommodation
Pilot's compartment above main cabin seats two side by side with dual controls. Cabin normally seats
12 passengers. Up to eight stretchers can be carried. Sliding windows of pilot's compartment removable
in an emergency. Cabin and cockpit air conditioned and soundproofed.
Main rotor diameter
17.07 m (56 ft 0 in)
Tail rotor diameter

2.90 m (9 ft 6 in)
10.08 m (33 ft 1 in)
Length overall
Height overall
Wheel track
17.27 m (56 ft 8 in)

4.85 m (15 ft 11 in)
4.27 m (14 ft 0 in)
Wheelbase
8.61 m (28 ft 3 in)
Cabin: Length
Max width
4.14 m (13 ft 7 in)

1.52 m (5 ft 0 in)
Max height
1.78 m (5 ft 10 in)
Volume
9.91 m3 (350 cu ft)
Areas
Main rotor disc
228.5 m2 (2,460 sq ft)
Tail rotor disc
6.59 m2 (70.9 sq ft)

Weight empty:
S-58C
S-58T
Max T-O weight:
S-58C
S-58T
Useful load: S-58T
3,429 kg (7,560 lb)

3,437 kg (7,577 lb)
5,761 kg (12,700 lb)
5,896 kg (13,000 lb)
2,460 kg (5,423 lb)
Max disc loading:

S-58C
Max power loading:
S-58C
25.9 kg/m2 (5.3 lb/sq ft)

5.2 kg/kW (8.53 lb/hp)
Performance
Max level speed:
S-58T
120 kt (222 km/h; 138 mph)
Cruising speed:
S-58C
88 kt (162 km/h; 101 mph)

S-58C
5.45 m/s (1,075 ft)/min

S-58C
3.05 m/s (600 ft)/min

S-58C
1,220 m (4,000 ft)
S-58T
3,170 m (10,400 ft)
OGE:
S-58C
640 m (2,100 ft)
S-58T
1,432 m (4,700 ft)
Service ceiling: S-58C
2,925 m (9,600 ft)
Range (with reserves):

S-58C
S-58T

UPDATED
Sikorsky S-58 (Jane's/James Goulding) (1997)
New York Airways' Sikorsky S-58T still flies regularly between JFK and downtown
Manhattan (1996)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY, FRANCE
Aerospatiale SA 321 Super Frelon

Type
Heavy-duty turbine-engined helicopter.
Programme
The Super Frelon is a three-engined multipurpose helicopter derived from the smaller SA 3200 Frelon.
Under a technical co-operation contract, Sikorsky Aircraft, USA, provided assistance in the
development of the Super Frelon, in particular with the detail specifications, design, construction and
testing of the main and tail rotor system. Under a further agreement, the main gearcase and transmission
box were produced in Italy by Fiat.
The first prototype of the Super Frelon (originally designated SA 3210-01 flew on 7 December 1962,
powered by three 985 kW (1,320 shp) Turmo IIIG_2 engines, and represented the troop transport
version. The second prototype, flown on 28 May 1963, was representative of the naval version, with
stabilising floats on the main landing gear supports. Four preproduction aircraft followed, and the
French Government ordered an initial production series of 17, designated SA (AS) 321G, in October
1965. Approximately 100 Super Frelons have been delivered for civil and military duties in eight
countries.
Versions
SA 321F: Commercial airliner, designed to carry 34-37 passengers in a standard of comfort comparable
to that of fixed-wing airliners. The prototype was designed in accordance with US FAR Pt 29
regulations and flew for the first time on 7 April 1967. Type certification was granted by the SGAC on
27 June 1968 and by the FAA on 29 August 1968.
SA 321G: Anti-submarine helicopter. First version to enter production. The first SA 321G flew on 30
November 1965 and deliveries began in early 1966. Twenty-four built. In service with the French Navy
(12). The SA 321G can also be operated from the French helicopter carriers.
SA 321H: Version for air force and army service, without stabilising floats or external fairings on
each side of lower fuselage. Turmo IIIE_6 engines instead of Turmo IIIC_6 in other versions. No
de-icing equipment fitted.
SA 321Ja: Utility and public transport version, intended to fulfil the main roles of personnel and
cargo transport. Designed to carry a maximum of 27 passengers. External loads of up to 5,000 kg
(11,023 lb) can be suspended from the cargo sling. The SA 321Ja prototype flew for the first time on 6
July 1967. A French certificate of airworthiness was granted in December 1971.
Design Features
Six-blade main rotor and five-blade anti-torque tail rotor. Rearward folding of all six main rotor blades
of SA 321G is accomplished automatically by hydraulic jacks, simultaneously with automatic folding of
the tail rotor pylon. The rotor can be stopped within 40 seconds by a boosted disc-type rotor brake fitted
to this shaft.
Structure
Main rotor blades of all-metal construction, with D-section main spar forming leading-edge. Tail rotor
of similar construction to main rotor. Boat-hull fuselage of conventional metal semi-monocoque
construction, with watertight compartments inside planing bottom. On the SA 321G, there is a small
stabilising float attached to the rear landing gear support structure on each side. The tail section of the
SA 321G folds for stowage. Small fixed stabilisers on starboard side of tail rotor pylon on all versions.
The SA 321F has large external fairings on each side of the centre-fuselage which serve a similar
purpose to stabilising floats and also act as baggage containers.
Landing Gear
Non-retractable tricycle type, by Messier-Hispano-Bugatti. Twin magnesium alloy wheels on each unit.
Hydraulic disc brakes on mainwheels. Nosewheel unit is steerable and self-centring.
Power Plant
Three 1,170 kW (1,570 shp) Turbomeca Turmo IIIC_6 turboshaft engines (IIIE_6 engines in SA 321H);
two mounted side by side forward of main rotor shaft and one aft of rotor shaft. Fuel in flexible tanks
under floor of centre-fuselage, with total standard capacity of 3,975 litres (1,050 US gal; 874 Imp gal) in
SA 321G/H and 3,900 litres (1,030 US gal; 858 Imp gal) in SA 321Ja. Optional auxiliary fuel tankage
comprises two 500 litre (132 US gal; 110 Imp gal) external tanks on all models, two 500 litre (132 US
gal; 110 Imp gal) internal tanks in the SA 321G, and three 666 litre (175.9 US gal; 146.5 Imp gal) tanks
in the 321H/Ja.
Accommodation
(military version): Crew of two on flight deck, with dual controls and advanced all-weather equipment.
SA 321G carries three other flight crew, and has provision for 27 passengers. SA 321H transport
accommodates 27-30 troops, 5,000 kg (11,023 lb) of internal or external cargo, or 15 stretchers and two
medical attendants.
(SA 321F): Airliner seats for up to 37 passengers (34 if toilets are installed) in three-abreast rows
with centre aisle.
(SA 321Ja): Seating for up to 27 passengers in the personnel transport role. As a cargo transport,
external loads of up to 5,000 kg (11,023 lb) can be suspended from the cargo sling. Loading of internal
cargo (up to 5,000 kg; 11,023 lb) is effected via the rear ramp doors, with the assistance of a Tirefor
hand winch.
Armament and Operational Equipment
The ASW SA 321G operates normally in tactical formations of three or four aircraft, each helicopter
carrying the full range of detection, tracking and attack equipment, including a self-contained navigation
system associated with a Doppler radar, a 360 radar with transponder and display console, and dipping
sonar. Four homing torpedoes can be carried in pairs on each side of the main cabin. Both the SA 321G
and H can be fitted with an anti-surface vessel weapon system, consisting of two Exocet missiles and
launch installation associated with an Omera-Segid Hracls ORB 31D or ORB 32 radar for target
designation. Other equipment is provided for secondary duties such as towing and minesweeping.
Rescue hoist of 275 kg (606 lb) capacity standard.
Main rotor diameter - 18.90 m (62 ft 0 in)
Tail rotor diameter - 4.00 m (13 ft 1 in)
Main rotor blade chord (each)
- 0.54 m (1 ft 9 in)
Tail rotor blade chord (each)
- 0.30 m (11{4/5} in)
- 23.03 m (75 ft 6{5/8} in)
Length of fuselage, tail rotor turning
- 20.08 m (65 ft 10 in)
Length of fuselage - 19.40 m (63 ft 7 in)
Length overall: SA 321G, blades and tail folded - 17.07 m (56 ft 0 in)
Width overall: SA 321F, incl baggage containers - 5.04 m (16 ft 6{3/8} in)
SA 321G, blades and tail folded
- 5.20 m (17 ft 0 in)
Width of fuselage - 2.24 m (7 ft 4 in)
Height over tail rotor (normal)
- 6.76 m (22 ft 2 in)
Height overall: SA 321G, blades and tail folded - 4.94 m (16 ft 2 in)
Wheel track - 4.30 m (14 ft 1 in)
Wheelbase - 6.56 m (21 ft 6 in)
Cabin door: Height - 1.55 m (5 ft 1 in)
Width - 1.20 m (3 ft 11 in)
Rear-loading ramp:
Length - 1.90 m (6 ft 2 in)
Width - 1.90 m (6 ft 2 in)
Cabin length: SA 321F - 9.67 m (31 ft 9 in)
SA 321G and Ja - 7.00 m (22 ft 11 in)
Width: SA 321F - 1.96 m (6 ft 5 in)
SA 321G and Ja, at floor
- 1.90 m (6 ft 2 in)
Height: SA 321F - 1.80 m (5 ft 10 in)
SA 321G and Ja - 1.83 m (6 ft 0 in)

Usable volume:
SA 321G and Ja - 25.3 m{3} (893 cu ft)
Weight empty, standard aircraft:
SA 321G - 6,863 kg (15,130 lb)
SA 321H - 6,702 kg (14,775 lb)
SA 321Ja - 6,868 kg (15,141 lb)
Max T-O weight - 13,000 kg (28,660 lb)
Performance
Never-exceed speed at S/L
- 148 kt (275 km/h; 171 mph)
Cruising speed at S/L
- 134 kt (248 km/h; 154 mph)
Cruising speed at S/L, one engine out
- 113 kt (210 km/h; 130 mph)
- 300 m (985 ft)/min
Rate of climb at S/L, one engine out
- 146 m (479 ft)/min
Service ceiling - 3,100 m (10,170 ft)
Service ceiling, one engine out
- 1,200 m (3,940 ft)
Hovering ceiling IGE - 1,950 m (6,400 ft)
Normal range at S/L
- 440 n miles (815 km; 506 miles)
Normal range at S/L, one engine out
- 496 n miles (920 km; 572 miles)
Range at S/L with 3,500 kg (7,716 lb) payload
- 549 n miles (1,020 km; 633 miles)
Endurance in ASW role - 4 h
Aerospatiale SA 321 Super Frelon (Jane's/Mike Keep)

(1996)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, POLAND
PZL Swidnik Kania (Kitty Hawk)

Type
Twin-turboshaft multipurpose light helicopter.
Programme
Developed in collaboration with Allison in USA; two prototypes produced by converting Mi-2
airframes; first flight of first prototype (SP-PSA) 3 June 1979. Polish certification of the Kania was
carried out in two stages.
The first took place in 1979-81 and resulted, on 1 October 1981, in a supplementary type certificate to
that of the Mi-2. The second stage, concerning a considerably improved Kania Model 1 version, was
carried out during 1982-86 under the leadership of Stanislaw I Markisz. Improvements included among
others, redesigned cockpit and cabin layout, engine and flight controls as well as engine and
transmission cowlings. On 21 February 1986 this version of the Kania was granted a separate type
certificate as an FAR Pt 29 (Transport Cat. B) day and night SVFR multipurpose utility helicopter with
Cat. A engine isolation.
Intended for passenger transport (with standard, executive or customised interiors), cargo transport
(internal or slung load), agricultural (LV and ULV spraying/spreading/dusting), medevac, training,
rescue, and aerial surveillance configurations.
Current Versions
Kania Model 1: Basic production model.

Customers
Total 10 delivered by January 1999. Production may be discontinued in 2000.
Design Features
Three-blade fully articulated main rotor and two-blade seesaw tail rotor. Main gearbox equipped with
freewheel units, oil cooling system, oil temperature and pressure gauges and switches, tacho-generator
with low- and high-rpm warning, air compressor and a spare power pad of 19.1 kW (25.6 shp) at 8,000
rpm. Steel engine driveshafts, each with two crowned tooth couplings. Tail rotor driveshaft of
duralumin tube, with similar crowned tooth couplings and anti-friction bearings. Hoist and cargo sling
attachment points standard. Transmission includes main rotor, intermediate and tail rotor gearboxes,
each with individual lubrication system.
Flying Controls
Three hydraulic boosters for longitudinal lateral and collective pitch control augmentation.
Structure
Glass fibre/epoxy blades on both rotors. Conventional semi-monocoque fuselage and circular-section
tailboom. Glass fibre/epoxy horizontal stabiliser at end of tailboom.
Landing Gear
Non-retractable tricycle type, plus tailskid. Twin-wheel castoring and self-centring nose unit; single
wheel on each main unit. Stomil Poznn tyres, sizes 600 180 mm (main) and 300 125 mm (nose);
tyre pressure 4.0 and 3.5 bars (58 and 51 lb/sq in) respectively. Pneumatic brakes on mainwheels. Metal
skis and emergency flotation bags optional.
Power Plant
Two Allison 250-C20B turboshafts, mounted side by side above cabin; each rated at 317 kW (425 shp)
for T-O, 30 minutes twin-engine emergency power and one engine out maximum continuous power,
and 276 kW (370 shp) for normal cruise. Automatic and manual torque sharing control systems
standard. Two separate fuel boost systems, each with fuel filter bypass switch, fuel pressure gauge and
switch, connected by crossfeed. Standard usable fuel capacity of 600 litres (158.5 US gallons; 131 Imp
gallons), with provision for additional 423 litres usable (111.75 US gallons; 93 Imp gallons) in optional
auxiliary tanks. Fuel quantity gauge and fuel reserve warning. Two separate oil systems, each with oil
cooling, temperature and pressure gauges, oil filter bypass pop-up and chip warning. Each engine
equipped with starter/generator, engine fuel pump effective for cruise after both boost pumps out, N1
and N2 tacho-generators, TOT gauge and switch, start counter, and èngine out' warning. Dual engine
inlet anti-icing standard, each engine compartment equipped with fire detection system and with
automatic and manual fire extinguishing systems.
Accommodation
Pilot (port side), and co-pilot or passenger, on adjustable and removable front seats, each fitted with
safety belt. Dual controls optional. Accommodation for up to eight more persons, on two three-person
bench seats and a single or double seat at rear of cabin, all with safety belts. Seats removable for
carriage of cargo (up to 1,200 kg; 2,645 lb), two or four stretchers plus medical attendants, agricultural
or other specialised equipment. Access to cabin via jettisonable door on each side at front (port side of
sliding type) and larger passenger/cargo door at rear on port side. Pilot's windscreen wiper standard,
co-pilot's optional. Cargo and stretcher tiedown points in cabin floor. Cabin soundproofing and
ventilation standard; heating, carpets, double pane windows, pilot's heated windscreen, all optional.
Baggage compartment at rear of cabin. Cockpit and cabin lighting standard.

Systems
Hydraulic system, with pressure gauge and switch, standard. Compressed air system, with accumulator
and system gauges, standard. Ventilation standard, with individually controllable fresh air outlets; Casey
cabin heaters optional, with individual control of hot air flow and central control of overall cabin
temperature. DC electrical system based on two 28 V 150 A starter/generators and a 25 Ah Ni/Cd
battery, with ground power receptacle. Ground/battery power, battery overtemperature and `generator
out' warnings standard. A 16 kVA AC generator and/or 115 V 250 A static inverter are optional; this
AC system is equipped with AC generator and AC 115 V warnings. Dual fire detection and
extinguishing systems for engines standard. Electric de-icing of main and tail rotor blades (including
icing and `system out' warnings) optional.
Avionics
Wide range of AlliedSignal Silver Crown Series III com/nav available at customer's option.
Comms: Single VHF transceiver standard. HF, second VHF, transponder (with or without altitude
encoder) and audio panel optional.
Flight: Magnetic compass, gyrocompass and HSI standard. Options include digital ADF,
RNav/VORI receiver, VOR/LOC converter, marker beacon receiver, DME, VOR2 receiver and radar
altimeter.
Instrumentation: Attitude indicator, ASI, turn and slip indicator, altitude indicator, rate of climb
indicator and mechanical clock standard.
Mission: Polish Border Guard aircraft equipped with day/night (TV/FLIR) observation system, NVG
cockpit and datalink.
Equipment
Standard equipment includes dual anti-collision lights, navigation lights, portable fire extinguisher, tool
kit and first aid kit. Fluorescent tube cabin lighting and/or individual lights optional. According to
mission, the Kania can be equipped with an 800 kg (1,763 lb) capacity stabilised cargo sling; 120 kg
(265 lb) capacity hoist (275 kg); stretchers and casualty care equipment; or equipment for a variety of
agricultural duties. Polish Border Guard aircraft have Spectrolab SX-5 searchlight and HLU-100
loudspeaker system.
Main rotor diameter
Tail rotor diameter
Length of fuselage
over tail rotor
Stabiliser span
Wheel track
Wheelbase
14.56 m (47 ft 9 in)

2.70 m (8 ft 10 in)
17.48 m (57 ft 4 in)
12.03 m (39 ft 5 in)
3.64 m (11 ft 11 in)
4.05 m (13 ft 3 in)
1.84 m (6 ft 0 in)
3.05 m (10 ft 0 in)
2.71 m (8 ft 10 in)
Cabin: Length, incl flight deck
4.07 m (13 ft 4 in)
Max width
Max height
1.50 m (4 ft 11 in)
1.62 m (5 ft 3 in)
Floor area
5.68 m2 (61.1 sq ft)
Volume
7.76 m3 (274.0 cu ft)
0.50 m3 (17.70 cu ft)
Areas
Main rotor disc
166.40 m2 (1,791.1 sq ft)
Tail rotor disc
5.73 m2 (61.6 sq ft)
Weights
Basic weight empty
Max load in cabin
Max cargo sling load
Max agricultural chemical load
2,000 kg (4,409 lb)

1,200 kg (2,645 lb)
800 kg (1,763 lb)
1,000 kg (2,205 lb)
Max load in baggage compartment

Normal T-O weight
Max T-O weight
100 kg (220 lb)

3,350 kg (7,385 lb)
3,550 kg (7,826 lb)
Max disc loading
21.3 kg/m2 (4.37 lb/sq ft)

5.45 kg/kw (8.95 lb/shp)
Max transmission loading

Performance
S/L, ISA, at normal T-O weight):
Max cruising speed
Econ cruising speed
116 kt (215 km/h; 135 mph)

102 kt (190 km/h; 118 mph)
Max rate of climb (T-O power)

Rate of climb, one engine out
Service ceiling
OGE
Range at econ cruising speed:
standard fuel, 30 min reserves
standard fuel, no reserves
8.75 m/s (1,725 ft)/min

1.0 m/s (200 ft)/min
4,000 m (13,125 ft)
2,500 m (8,200 ft)
1,375 m (4,510 ft)
max fuel, 30 min reserves

max fuel, no reserves
Endurance:
max internal and auxiliary fuel


4h
UPDATED
PZL Swidnik Kania (two Allison 250-C20 turboshafts) (1996)
PZL Swidnik Kania with FLIR, in service with the Polish Police (1998)
Polish Border Guard Allison-powered PZL Swidnik Kania (1998)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, POLAND
PZL Swidnik (Mil) Mi-2

NATO reporting name: Hoplite
Type
Twin-turbine general purpose light helicopter.
Programme
Designed in USSR by Mikhail L Mil and first flown 22 September 1961; January 1964 agreement
assigned further development, production and marketing exclusively to Polish industry; first flight of
Polish example 4 November 1965; series production began 1965. Has undergone continuous
development and upgrading, with versions for new applications developed to meet specific customers'
requirements. Production at standstill early 1992, but reported continuing on limited basis.
Versions
Mi-2: Basic civil version.
Mi-2B: Different electrical system and more modern navigational aids; manufactured in same
versions (except agricultural) as basic Mi-2, and has same flight performance; empty equipped weights
2,300 kg (5,070 lb) for passenger version, 2,293 kg (5,055 lb) for cargo version; T-O weight unchanged;
no rotor blade de-icing. Production total not large.
Mi-2Ch Chekla: Radiation reconnaissance and smoke-laying conversion.
Mi-2D Przetacznik: Airborne Command Post with radio communication, cipher and telephone
equipment.
Mi-2FM Kajman: Photogrammetry version. Only two built.
Mi-2P: Standard eight-seat passenger, convertible all-cargo version with external sling and electric
hoist.
Mi-2 Platan: Minelaying conversion.
Mi-2R: Agricultural version for conventional or Ultra Low Volume (ULV) dusting and spraying.
Chemical hoppers mounted on each side of the fuselage; capacity 500 litres (132 US gallons; 110 Imp
gallons) liquid or 375 kg (827 lb) dry chemicals. Empty weight 2,372 kg (5,230 lb).
Mi-2RL: SAR version for land use.
Mi-2RM Anakonda: SAR version for naval use with two-person electric winch over port side door
and air-droppable dinghies. Nine built for Polish Naval Air Arm.
Mi-2Ro: Military reconnaissance version.
Mi-2RS Padalec: Special contamination reconnaissance version.
Mi-2S: Medevac version equipped for four litters plus attendant or two litters and two sitting patients.
Mi-2Sz: Dual-control training version.
Mi-2T: Military transport version.
Mi-2URN: Combat support/armed reconnaissance version; as Mi-2US but with two Mars 2 launchers
(each 16 S-5 57 mm unguided rockets) instead of pylon-mounted gun pods; PKV gunsight in cockpit for
aiming all weapons; in service from 1973.
Mi-2URP Salamandra: Anti-tank version; cabin side outriggers for four 9M14M Malyutka (AT-3
`Sagger') wire-guided missiles; four additional missiles in cargo compartment; in service from 1976.
Mi-2URPG Gniewosz: Similar to Mi-2URP but with four Gad (9M32 Strela 2/SA-7 `Grail')
anti-aircraft missiles.
Mi-2US Adder: Gunship version; 23 mm NS-23KM cannon on port side of fuselage, two 7.62 mm
gun pods on each side pylon, two other 7.62 mm PK-type pintle-mounted machine guns in rear of cabin.
UMi-2Ro: Reconnaissance training version.
Customers
Total 5,450 built for civil and military operators by January 1999, majority exported.
Design Features
Three-blade main rotor with hydraulic blade vibration dampers; flapping, drag and pitch hinges on each
blade; anti-flutter weights on leading-edges, balancing plates on trailing-edges. Coil spring
counterbalance in main and tail rotor systems; pitch change centrifugal loads on tail rotor carried by
ribbon-type steel torsion elements. Blades do not fold; rotor brake fitted. Main rotor blade section
NACA 230-12M. Main rotor shaft driven via gearbox on each engine; three-stage WR-2 main gearbox,
intermediate gearbox and tail rotor gearbox; main rotor/engine rpm ratio 1:24.6, tail rotor/engine rpm
ratio 1:4.16; main gearbox provides drive for auxiliary systems and take-off for rotor brake; freewheel
units permit disengagement of failed engine and autorotation.
Flying Controls
Hydraulic system for cyclic and collective pitch control boosters; variable incidence horizontal
stabiliser, controlled by collective pitch lever.
Structure
Main and tail rotor blades have extruded duralumin spar with bonded honeycomb trailing-edge pockets;
pod and boom fuselage of sheet duralumin, bonded and spot welded or riveted or longerons and frames,
in three main assemblies (nose including cockpit, central section and tailboom); steel alloy main
load-bearing joints.
Landing Gear
Non-retractable tricycle type, plus tailskid. Twin-wheel nose unit. Single wheel on each main unit.
Oleo-pneumatic shock-absorbers in all units, including tailskid. Main shock-absorbers designed to cope
with both normal operating loads and possible ground resonance. Mainwheel tyres size 600 180,
pressure 4.41 bars (64 lb/sq in). Nosewheel tyres size 400 125, pressure 3.45 bars (50 lb/sq in).
Pneumatic brakes on mainwheels. Metal ski landing gear optional.
Power Plant
Two 313 kW (420 shp) Polish-built Isotov GTD-350 turboshafts, mounted side by side above cabin.
Fuel in single rubber tank, capacity 600 litres (158.5 US gallons; 131 Imp gallons), under cabin floor.
Provision for carrying 238 litre (63 US gallon; 52.4 Imp gallon) external tank on each side of cabin.
Refuelling point in starboard side of fuselage. Oil capacity 25 litres (6.6 US gallons; 5.4 Imp gallons).
Accommodation
Normal accommodation for one pilot on flight deck (port side). Seats for up to eight passengers in air
conditioned cabin, comprising back to back bench seats for three persons each, with two optional extra
starboard side seats at rear, one behind the other. All passenger seats removable for carrying up to
700 kg (1,543 lb) of internal freight. Access to cabin via forward-hinged doors on each side at front of
cabin and aft on port side. Pilot's sliding window jettisonable in emergency. Ambulance version has
accommodation for four stretchers and medical attendant, or two stretchers and two sitting casualties.
Side by side seats and dual controls in pilot training version. Cabin heating, ventilation and air
conditioning standard.
Systems
Cabin heating, by engine bleed air, and ventilation; heat exchangers warm atmospheric air for
ventilation system during cold weather. Hydraulic system, pressure 65 bars (940 lb/sq in), for cyclic and
collective pitch control boosters. Hydraulic fluid flow rate 7.5 litres (1.98 US gallons; 1.65 Imp
gallons)/min. Vented reservoir, with gravity feed. Pneumatic system, pressure 49 bars (710 lb/sq in), for
mainwheel brakes. AC electrical system, with two STG-3 3 kW engine-driven starter/generators and
208 V 16 kVA three-phase alternator. 24 V DC system, with two 28 Ah lead-acid batteries. Main and
tail rotor blades de-iced electrically; engine air intake de-icing by engine bleed air. Electric de-icing of
windscreen.
Avionics
Standard items include two transceivers (MF/HF), gyrocompass, radio compass, radio altimeter,
intercom system and blind-flying panel. Nose and tail warning radar fitted to some military versions.
Equipment
Agricultural version carries hopper on each side of fuselage (total capacity 1,000 litres; 264 US gallons;
220 Imp gallons of liquid or 750 kg; 1,650 lb of dry chemical) and either a spraybar to rear of cabin on
each side or distributor for dry chemicals under each hopper. Swath width covered by spraying version
is 40 to 45 m (130 to 150 ft). For search and rescue, electric hoist, capacity 120 kg (264 lb), is fitted. In
freight role an underfuselage hook can be fitted for suspended loads of up to 800 kg (1,763 lb). Polish
press has illustrated version equipped for laying smokescreens. Electrically operated wiper for pilot's
windscreen. Freon fire extinguishing system, for engine bays and main gearbox compartment, can be
actuated automatically or manually.
Armament
See Versions.
Main rotor diameter
14.50 m (47 ft 6{7/8} in)
Main rotor blade chord (constant, each)

Tail rotor diameter
0.40 m (1 ft 3 in)
2.70 m (8 ft 10 in)

Length of fuselage
17.42 m (57 ft 2 in)

11.94 m (39 ft 2 in)
3.75 m (12 ft 3 in)
Stabiliser span
1.85 m (6 ft 0 in)
Wheel track
Wheelbase
3.05 m (10 ft 0 in)

2.71 m (8 ft 10 in)
Tail rotor ground clearance

Cabin door (port, rear):
Height
Width
Cabin door (stbd, front):
Height
Width
1.59 m (5 ft 2 in)
Cabin door (port, front):

Height
Width
1.065 m (3 ft 5 in)
1.115 m (3 ft 8 in)
1.11 m (3 ft 7 in)
0.75 m (2 ft 5 in)
1.11 m (3 ft 7 in)
0.78 m (2 ft 6 in)
Cabin:
Length:
incl flight deck
excl flight deck
Mean width
Mean height
4.07 m (13 ft 4 in)

2.27 m (7 ft 5 in)
1.20 m (3 ft 11 in)
1.40 m (4 ft 7 in)
Areas
Main rotor blades (each)
2.40 m2 (25.83 sq ft)
0.22 m2 (2.37 sq ft)
Main rotor disc
166.4 m2 (1,791.11 sq ft)
Tail rotor disc
5.73 m2 (61.68 sq ft)
Horizontal stabiliser
0.70 m2 (7.53 sq ft)
Weight empty, equipped:

passenger version
2,402 kg (5,295 lb)
cargo version
ambulance version
agricultural version
2,372 kg (5,229 lb)

2,410 kg (5,313 lb)
2,372 kg (5,229 lb)
Basic operating weight empty:

single-pilot versions
dual-control version
Max payload, excl pilot, oil and fuel
Normal T-O weight (and max T-O weight of
agricultural version)
Max T-O weight (special versions)
Max disc loading
2,365 kg (5,213 lb)

2,424 kg (5,344 lb)
800 kg (1,763 lb)
3,550 kg (7,826 lb)
3,700 kg (8,157 lb)
22.4 kg/m2 (4.6 lb/sq ft)
Performance
(at 3,550 kg; 7,826 lb T-O weight):
Never-exceed speed (VNE) at 500 m (1,640 ft):
agricultural version
other versions
Max cruising speed at 500 m (1,640 ft):
agricultural version (without agricultural
equipment)
other versions
Max level speed with agricultural equipment
Econ cruising speed at 500 m (1,640 ft):
for max range
for max endurance
Time to 1,000 m (3,280 ft)
Time to 4,000 m (13,125 ft)
Service ceiling
Hovering ceiling:
IGE
OGE
Range at 500 m (1,640 ft):
max payload, 5% fuel reserves
max internal fuel, no reserves
max internal and auxiliary fuel, 30 min reserves
84 kt (155 km/h; 96 mph)

113 kt (210 km/h; 130 mph)
102 kt (190 km/h; 118 mph)

108 kt (200 km/h; 124 mph)
84 kt (155 km/h; 96 mph)
102 kt (190 km/h; 118 mph)
54 kt (100 km/h; 62 mph)
270 m (885 ft)/min
5 min 30 s
26 min
4,000 m (13,125 ft)
approx 2,000 m (6,560 ft)
approx 1,000 m (3,280 ft)
max internal and auxiliary fuel, no reserves

Endurance at 500 m (1,640 ft), no reserves:
max internal fuel

max internal and auxiliary fuel
Endurance (agricultural version), 5% reserves:
2 h 45 min
5h
spraying
40 min
dusting
50 min
UPDATED
PZL Swidnik (Mil) Mi-2 (Jane's/Mike Keep) (1996)
Ex-military Mi-2 operated by Aerocor in Estonia (Gnter Endres) (1997)
PZL Swidnik Mi-2 in the markings of the German Police (Gnter Endres) (1998)
PZL Swidnik Mi-2R in agricultural service (1998)
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, JAPAN
Kawasaki (Boeing) KV107IIA

Type
Twin-engined tandem-rotor helicopter.
Programme
Kawasaki has exclusive rights to manufacture and sell the Boeing 107 Model II helicopter. The first
KV107 to be produced by Kawasaki under this licence agreement flew for the first time in May 1962. In
1965, Kawasaki obtained worldwide sales rights in the helicopter from The Boeing Company's Vertol
Division. In November 1965, it was awarded a type certificate for the KV107 by the FAA. The
improved KV107IIA, introduced in 1968, is powered by General Electric CT58-140-1 or
Ishikawajima-Harima CT-58-IHI-140-1 turboshaft engines which give improved performance during
VTOL and in `hot and high' conditions. A prototype (JA9509) was converted from a standard
KV107II-2 and first flown on 3 April 1968. Type approval was granted by the JCAB on 26 September
1968 and by the FAA on 15 January 1969. A total of 156 KV107II and IIA (of all versions) delivered.
Last delivery 16 February 1990.
KV107II-1: Basic utility helicopter; none built.
KV107II-2: Basic airline model; 11 built.
KV107IIA-2: Basic airline helicopter. Two delivered (May 1969 and January 1980) to Airlift Inc.
KV107IIA-3: Mine CounterMeasures (MCM) helicopter with minesweeping and retrieval equipment,
extended-range fuel tanks, towing hook and cargo sling. Seven delivered to 111th Air Wing of the
JMSDF.
KV107IIA-4: Tactical cargo/troop transport for JGSDF, with foldable seats for 26 troops or 15
casualty litters. Strengthened floor for carrying heavy vehicles. Total of 18 delivered, including four
fitted with extended-range fuel tanks.
KV107IIA-5: Long-range search and rescue helicopter for JASDF. Total of 35 delivered.
Extended-range fuel tank each side of fuselage, making total capacity 3,785 litres (1,000 US gallons;
833 Imp gallons). Extensive nav/com equipment, four searchlights, domed observation window and
rescue hoist. Eighteen aircraft have a Kawasaki/Boeing automatic flight control system.
KV107IIA-17: Long-range passenger and cargo transport version for Metropolitan Police
Department; one delivered in February 1973.
KV107IIA-SM-1: Firefighting version for Saudi Arabian Ministry of the Interior; seven delivered.
KV107IIA-SM-2: Rescue and aeromedical version for Saudi Arabian Ministry of the Interior; four
delivered.
KV107IIA-SM-3: De luxe VIP transport version for Saudi Arabian Ministry of the Interior. Two
delivered.
KV107IIA-SM-4: Air ambulance version for Saudi Arabian Ministry of the Interior; three delivered.
The description which follows refers to the commercial KV107IIA-2, except where indicated:
Rotor System
Two three-blade rotors in tandem, rotating in opposite directions. Each blade is made up of a steel D
spar to which is bonded a trailing-edge box constructed of aluminium ribs and glass fibre or aluminium
skin.
Rotor Drive
Power is transmitted from each engine through individually overrunning clutches into the rear
transmission, which combines the engine outputs, thereby providing a single power output to the
interconnecting shaft which enables both rotors to be driven by either engine.
Fuselage
Basically square-section semi-monocoque structure built primarily of high-strength bare and Alclad
aluminium alloy. Transverse bulkheads and built-up frames support transmission, power plant and
landing gear. Loading ramp forms undersurface of upswept rear fuselage on utility and military models.
Baggage container replaces ramp on airliner version. Fuselage is sealed to permit operation from water.
Landing Gear
Non-retractable tricycle type, with twin wheels on all three units. Oleo-pneumatic shock-absorbers.
Tubeless tyres, size 18 5.5, pressure 10.34 bars (150 lb/sq in), on all wheels. Disc brakes. Wheel/ski
gear optional.
Power Plant
Two 1,044 kW (1,400 shp) General Electric CT58-140-1 or Ishikawajima-Harima CT58-IHI-140-1
turboshafts (max continuous rating 932 kW; 1,250 shp), mounted side by side at base of rear rotor
pylon. Fuel tanks in sponsons, capacity 1,324 litres (350 US gallons; 291 Imp gallons) standard.
Extended-range fuel tank on each side of fuselage of KV107IIA-4/5, increasing total capacity to 3,785
litres (1,000 US gallons; 833 Imp gallons). Other versions have provision for 632 litre (167 US gallons;
139 Imp gallons) auxiliary tank or 3,929 litre (1,038 US gallons; 864 Imp gallons) extended-range tank
in cabin.
Accommodation
Standard accommodation for two pilots, stewardess and 25 passengers in airliner version. Seats in eight
rows, in pairs on port side and single seats on starboard side (two pairs at rear of cabin) with central
aisle. Airliner fitted with parcel rack and a roll-out baggage container, with capacity of approximately
680 kg (1,500 lb), located in underside of rear fuselage. Ramp of utility model is power operated on the
ground or in flight and can be removed or left open to permit carriage of extra-long cargo.
Avionics and Equipment
Standard avionics include Stability Augmentation System (SAS) and Automatic Speed Trim system
(AST). Optional avionics include Automatic Stabilisation Equipment (ASE); Automatic Flight Control
System (AFCS); Doppler radar; radio altimeter; HF, VHF and UHF radio; ADF; VOR/ILS; Tacan;
compass system and attitude director indicator system; and intercom system.
Length overall, both rotors turning
Length of fuselage
15.24 m (50 ft 0 in)

25.40 m (83 ft 4 in)
13.59 m (44 ft 7 in)
Height to top of rear rotor head

Wheel track (c/l of shock struts)
Wheelbase
Passenger door (fwd):
Height
Width
5.13 m (16 ft 10 in)

3.94 m (12 ft 11 in)
4.42 m (14 ft 6 in)
7.59 m (24 ft 11 in)
1.60 m (5 ft 3 in)
0.91 m (3 ft 0 in)
Length
Normal width
Max width
Max height
7.37 m (24 ft 2 in)

1.83 m (6 ft 0 in)
2.01 m (6 ft 7 in)
1.83 m (6 ft 0 in)
Floor area
13.47 m2 (145 sq ft)
Volume (usable)
24.5 m3 (865 cu ft)
Areas
Rotor blades (each)
3.48 m2 (37.50 sq ft)
Rotor discs (total)
364.6 m2 (3,925 sq ft)

Max payload (at 8,618 kg; 19,000 lb T-O and
landing weight)
Fuel weight:
standard sponson tanks
5,250 kg (11,576 lb)

3,172 kg (6,993 lb)
1,032 kg (2,275 lb)
auxiliary tank
extended range tank
493 kg (1,087 lb)

3,061 kg (6,748 lb)
8,618 kg (19,000 lb)
or 9,706 kg (21,400 lb)
Cabin floor loading (cargo):

standard
976 kg/m2 (200 lb/sq ft)
optional
1,464 kg/m2 (300 lb/sq ft)
Max disc loading
23.6 kg/m2 (4.84 lb/sq ft)
Max power loading
4.62 kg/kW (7.6 lb/shp)
Performance
(A: KV107IIA-2 at 8,618 kg; 19,000 lb AUW):
Never-exceed speed
Max speed at S/L, normal rated power
Cruising speed at 1,525 m (5,000 ft)
Service ceiling
OGE
Min landing area: Length
Width
T-O to 15 m (50 ft)
Landing from 15 m (50 ft), one engine out
Range: standard fuel
max fuel
146 kt (270 km/h; 168 mph)

137 kt (254 km/h; 158 mph)
130 kt (241 km/h; 150 mph)
625 m (2,050 ft)/min
381 m (1,250 ft)/min
5,180 m (17,000 ft)
1,740 m (5,700 ft)
3,565 m (11,700 ft)
2,680 m (8,800 ft)
38 m (126 ft)
23 m (75 ft)
131 m (430 ft)
84 m (275 ft)
592 n miles (1,097 km; 682 miles)
UPDATED
Kawasaki built the KV107IIA under licence for Boeing, both for the home
market and for export (Kawasaki) (1998)
Kawasaki-built KV107IIA-5 used by JASDF for long-range SAR (Shojiro

Ootake) (1999)
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, JAPAN

Kawasaki KH-4
Type
Four-seat general purpose helicopter.
Programme
Developed from the three-seat Bell 47G-3B, the KH-4 is a four-seat general purpose helicopter powered
by a 201 kW (270 hp) Lycoming TVO-435-B1A air-cooled engine. First flight Summer 1960. Apart
from changes to cabin to accommodate extra passenger, and new supercharged engine, the KH-4 had a
new instrument layout, modified control system and larger fuel capacity. A total of 338 built for civil
and military customers between 1960 and 1975.
Kawasaki KH-4 PRODUCTION
Year Quantity
1960 19
1961
1962
1963
1964
1965
1966
42
41
34
34
30
24
1967
1968
25
22
1969
1970
1971
19
17
12
1972
1973
1974
1975
5
3
Total 338
VERIFIED
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, INDIA
Hindustan Aeronautics (HAL) Chetak

Type
Turbine-powered general purpose helicopter (licence-built Aerospatiale SA 316B Alouette III).
Programme
First flight (original French Alouette III) 28 February 1959; remains in production only in India.
Current Versions
Basic military: VUC-201A V/UHF com, ARC-610A ADF, TFAP 6F intercom and cargo sling standard.
Role equipment for observation, troop or cargo transport and logistic support can include missile
launchers, sand filters, Doppler nav system, rescue hoist, flotation gear and gun mounting in cabin
doorway. For anti-tank missions, can be equipped with gyrostabilised roof-mounted monocular sight,
guns and air-to-surface wire-guided missiles.
Naval version: Avionics for ASW or other maritime roles can include VGR-101R VHF receiver,
UHS-190A UHF homing, CG-512-3 gyromagnetic compass, 4286-V8 artificial horizon, RAM-700A
radar altimeter, Doppler nav system and autopilot. Other system and equipment options include
windscreen wiper, nosewheel castor lock, mainwheel axle cover, hydraulic harpoon decklock,
emergency flotation gear, MAD, search and rescue cabin layout, rescue hoist, cargo sling and floor
hatch blanking plate. Armament can include torpedoes, guns and air-to-surface missiles.
Coastguard: Standard avionics as listed for basic military version; optional avionics include RDR
1400C weather radar, CG-512-3 gyromagnetic compass, Litton LTN 211 (or similar) Omega nav
system, RAM-700A or equivalent radar altimeter, VGR-101R VHF receiver, 4286-V8 artificial horizon
and autopilot. Other options include rescue hoist, searchlight, camera installation, fuel jettison system,
hydraulic harpoon decklock, nosewheel castor lock, windscreen wiper, battery temperature warning
system, mainwheel axle covers, NVGs and sea rescue modifications.
Passenger transport: Civil version for pilot and up to six passengers (five in VIP configuration).
Equipped as standard with COM-105A, V/UHF com radio, VHF/FM, ARC-610A ADF, TFAP 6F
intercom, battery temperature warning system, first aid kit, fire extinguisher, fire axe and carpet. VIP
version has cabin soundproofing (including upholstery), passenger foot step assembly and two
ventilation fans.
Design Features
Three-blade main and tail rotors; articulated main rotor hub has hydraulic drag dampers plus inter-blade
restraint cables; constant chord blades can be folded; rotor brake standard.
Flying Controls
Hydraulic fully powered controls; cyclic trimming by means of adjustable friction damper on stick;
fixed-shaft engine runs at constant speed with transmission; power adjustment by means of fuel flow
variation; fixed tailplane with endplate fins.
Structure
Steel tube centre-fuselage covered with fairings; semi-monocoque tailboom; all-metal blades.
Landing Gear
Non-retractable tricycle type, manufactured under Messier-Bugatti licence. Hydraulic shock-absorption.
Nosewheel is fully castoring. Provision for skis or emergency pontoon landing gear.
Power Plant
One 649 kW (870 shp) HAL-built Turbomeca Artouste IIIB turboshaft, derated to 410 kW (550 shp) for
maximum continuous operation. Fuel in single tank in fuselage centre-section, with capacity of 575
litres (152 US gallons; 126.5 Imp gallons), of which 573 litres (151 US gallons; 126 Imp gallons) are
usable.
Accommodation
Normal accommodation for pilot and six persons, with three seats in front and four-person folding seat
at rear of cabin. Two baggage holds in centre-section, on each side of welded structure and enclosed by
centre-section fairings. Provision for carrying two stretchers athwartships at rear of cabin, and two other
persons, in addition to pilot. All passenger seats removable to enable aircraft to be used for freight
carrying. Can also be adapted for cropspraying or aerial survey roles. Provision for external sling for
loads of up to 750 kg (1,650 lb). One forward-opening door on each side, immediately in front of two
rearward-sliding doors. Dual controls and cabin heating optional.
Avionics
See under Current Versions.
Armament
In assault role, can be equipped with wide range of weapons. A 7.62 mm machine gun (with 1,000 rds)
can be mounted athwartships on tripod behind pilot's seat, firing to starboard, either through small
window in sliding door or through open doorway with door locked open. Rear seat is removed to allow
gun mounting to be installed. In this configuration, maximum accommodation is for pilot, co-pilot,
gunner and one passenger, although normally only pilot and gunner carried. Alternatively, a 20 mm gun
(with 480 rounds) can be carried on open turret-type mounting on port side of cabin. For this installation
all seats except that of pilot are removed, as is port side cabin door, and crew consists of pilot and
gunner. Instead of these guns, aircraft can be equipped with two or four wire-guided missiles on
external jettisonable launching rails, gyrostabilised sight, or 68 mm rocket pods.
Main rotor diameter
Main rotor blade chord (each)
Tail rotor diameter
Spraybar span (agricultural version)
11.02 m (36 ft 1 in)

0.35 m (1 ft 1 in)
1.91 m (6 ft 3 in)
10.00 m (32 ft 9 in)
12.84 m (42 ft 1 in)
fuselage, tail rotor turning

Width overall, blades folded
Wheel track
10.17 m (33 ft 4 in)

2.60 m (8 ft 6 in)
2.97 m (9 ft 9 in)
2.60 m (8 ft 6 in)
Areas
Main rotor disc
95.38 m2 (1,026.6 sq ft)
Tail rotor disc
2.87 m2 (30.9 sq ft)

Weight empty, standard
Max T-O weight
1,230 kg (2,711 lb)

2,200 kg (4,850 lb)
Max disc loading
23.1 kg/m2 (4.73 lb/sq ft)
Performance
(standard version at max T-O weight)
Never-exceed speed (VNE)) at S/L
Service ceiling
OGE
Range with max fuel at S/L
Endurance
CHEETAH AND CHETAK PRODUCTION
Year Chetak Cheetah
1965
1966
4
7
113 kt (210 km/h; 130 mph)

100 kt (185 km/h; 115 mph)
260 m (850 ft)/min
3,250 m (10,675 ft)
2,850 m (9,350 ft)
1,500 m (4,920 ft)
3h
1967
1968
1969
1970
13
25
1971
1972
36
24
1973
1974
8
23
12
16
1975
33
10
1976
20
16
1977
1978
21
17
20
20
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
12
9
6
12
6
5
2
4
5
7
8
11
3
20
16
8
20
21
11
1
4
4
1992
1
1993
3
1994
3
1995
2
1996
3
1997
1998
6
Totals 343
21
16
4
1
2
245
UPDATED
Hindustan Aeronautics (HAL) Chetak (licence-built Alouette III) (1996)
Indian Navy Chetak (licence-built Alouette III) (Paul Beaver) (1999)
Indian Army Chetak (licence-built Alouette III) (Paul Beaver) (1999)
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, INDIA
Hindustan Aeronautics (HAL) Cheetah

Type
Turbine-powered general purpose helicopter (licence-built Aerospatiale SA 315B Lama).
Programme
Design begun in France for Indian armed forces late 1968; first flight 17 March 1969; French
certification 30 September 1970; FAA certification 25 February 1972; production by Hindustan
Aeronautics Limited (now only production source) for Indian armed forces started 1972 and continuing.
Design Features
Three-blade main and tail rotors; articulated main rotor hub; hydraulic drag dampers and inter-blade
restraint cables; rotor brake standard; blades can be folded; main rotor rpm 353; tail rotor rpm 2,001;
main blade section NACA 63A (constant chord).
Flying Controls
Fully powered hydraulic with adjustable friction damper on stick in place of cyclic trim; fixed-shaft
engine runs at constant speed with transmission; power adjustment by means of fuel flow variation;
fixed tailplane; freewheel for autorotation.
Structure
Light metal cabin structure; steel tube truss centre-section and tailboom; main rotor blades have
aluminium alloy spar and skin wrapped round Moltoprene block filling; stainless steel leading-edge
strip; tail rotor blades hollow aluminium alloy sheet aerofoil with leading-edge protective strip.
Landing Gear
Skid type, with removable wheels for ground manoeuvring. Pneumatic floats for normal operation from
water, and emergency flotation gear inflatable in the air, are available.
Power Plant
One 640 kW (858 shp) HAL-built Turbomeca Artouste IIIB turboshaft, derated to 404 kW (542 shp).
Fuel tank in fuselage centre-section, with capacity of 575 litres (152 US gallons; 126.5 Imp gallons), of
which 573 litres (151.5 US gallons; 126 Imp gallons) are usable. Oil capacity 7 litres (1.85 US gallons;
1.55 Imp gallons).
Accommodation
Glazed cabin seats pilot and co-pilot or passenger side by side in front and three passengers behind.
Jettisonable door on each side. Provision for external sling for loads of up to 1,000 kg (2,204 lb). Can be
equipped for rescue (hoist capacity 160 kg; 352 lb), liaison, observation, training, agricultural,
photographic and other duties. As an ambulance, can accommodate two stretchers and a medical
attendant. Cabin heating optional.
Systems
Single hydraulic system. Electrical system includes engine starter/generator, 36 Ah battery and external
power socket. Oxygen system optional.
Equipment
Agricultural version (Àg-Cheetah') can be equipped with two laterally mounted chemical tanks
(combined capacity 600 litres; 158.5 US gallons; 132 Imp gallons), electrically activated belt-driven
pump and two light-alloy spraybooms.
Main rotor diameter
Tail rotor diameter
11.02 m (36 ft 1 in)

1.91 m (6 ft 3 in)

Main rotor blade chord (constant)
6.435 m (21 ft 1 in)

0.35 m (1 ft 1 in)
Length:
overall, both rotors turning
fuselage
Height overall
12.91 m (42 ft 4 in)

10.23 m (33 ft 6 in)
3.09 m (10 ft 1 in)
Skid track
2.38 m (7 ft 9 in)
Cabin: Length
Max width
Max height
2.10 m (6 ft 10 in)
1.40 m (4 ft 7 in)
1.28 m (4 ft 2 in)
Volume
3.10 m3 (109.5 cu ft)
Areas
Main rotor disc
95.38 m2 (1,026.7 sq ft)
Tail rotor disc
2.87 m2 (30.84 sq ft)

Weight empty
995 kg (2,193 lb)
Max T-O weight:

normal
with externally slung cargo
1,750 kg (3,858 lb)

1,850 kg (4,078 lb)
with agricultural spray kit
1,950 kg (4,299 lb)
Max disc loading:

normal
18.4 kg/m2 (3.76 lb/sq ft)
with externally slung cargo
19.4 kg/m2 (3.97 lb/sq ft)
with agricultural spray kit
20.4 kg/m2 (4.19 lb/sq ft)
Performance
(at max normal T-O weight at S/L)
Never-exceed speed (VNE))
Max cruising speed
Max rate of climb
Service ceiling
Range with max fuel
Endurance
113 kt (210 km/h; 130 mph)

103 kt (192 km/h; 119 mph)
330 m (1,080 ft)/min
6,400 m (21,000 ft)
3 h 30 min
Performance
(Ag-Cheetah at 1,950 kg; 4,299 lb MTOW)
Never-exceed speed (VNE))
OGE
Range with max fuel, 10% reserves: at 78 kt
(145 km/h; 90 mph) IAS at S/L
at 67 kt (125 km/hl 78 mph) IAS at 3,000 m
(9840 ft)
81 kt (150 km/h; 93 mph)

81 kt (150 km/h; 93 mph)
4,350 m (14,275 ft)
3,900 m (12,800 ft)
Endurance with max fuel, 10% reserves:

at 49-54 kt (90-100 km/h; 56-62 mph) IAS at
S/L
3h
at 49-54 kt (90-100 km/h; 56-62 mph) IAS at

3,000 m (9,840 ft)
3 h 45 min
UPDATED
Indian Army HAL Cheetah (licence-built SA 315B Lama) (Paul Beaver) (1999)
Hindustan Aeronautics-built Cheetah and Chetak helicopters of the Indian Army

(Paul Beaver) (1999)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, RUSSIAN FEDERATION
Kamov Ka-26
NATO reporting name: Hoodlum-A
Type
Light twin-engined multipurpose helicopter.
Programme
Prototype first flew 1965; production aircraft entered agricultural service in Soviet Union 1970; 850
built. It is widely used on air ambulance services and is suitable for many other applications, including
cargo and passenger transport, forest firefighting, mineral prospecting, pipeline construction, laying
transmission lines and a number of military duties, including search and rescue.
The space aft of the cabin, between the main landing gear units and under the rotor transmission, is
able to accommodate a variety of interchangeable payloads. For agricultural work the chemical hopper
(capacity 900 kg; 1,985 lb) and dust spreader or spraybars are fitted in this position, on the aircraft's
centre of gravity. This equipment is quickly removable and can be replaced by a cargo/passenger pod
accommodating four or six persons, with provision for a seventh passenger beside the pilot.
Alternatively, the Ka-26 can be operated with either an open platform for hauling freight or a hook for
slinging bulky loads at the end of a cable or in a cargo net.
A version for geophysical survey has an electromagnetic pulse generator in the cabin and is encircled
by a huge `hoop' antenna. It carries a mounting on the port side of the fuselage for the receiver `bird'
which is towed at the end of a cable, beneath the helicopter, when in use. The receiver is lowered by an
electric winch and the cable is cut by automatic shears if its traction should exceed the authorised limit.
As an air ambulance, the Ka-26 can carry two stretcher patients, two seated casualties and a medical
attendant. A winch, with a capacity of up to 150 kg (330 lb), enables it to be used for search and rescue
duties. Ka-26s used in this role in Russian coastal areas are each fitted with three large inflatable
pontoons, to permit operation from water. Items of equipment carried inside the cabin can include
lifejackets and MLAS-1 inflatable dinghies for individual rescues, LAC-5 dinghies each able to carry
five persons, PSN-1 rafts and emergency radio beacons. During tests, the hoist has been used to tow
boats in Sea State 5 conditions.
When operating as an agricultural sprayer, the Ka-26 originally discharged its chemical payload at
1.5-12 litres/s (0.33-2.65 Imp gal/s). The rate of discharge in a dusting role was 1.5-12 kg/s
(3.3-26.5 lb/s). Up to 120 ha (296 acres) could be sprayed during each flying hour at the rate of 50 kg/ha
(44.5 lb/acre). As a duster, 140 ha (346 acres) could be treated at the same discharge rate. 50 ha
(123 acres) could be top-dressed with chemical fertilisers each hour, at a rate of 100 kg/ha (89 lb/acre).
These work rates were improved substantially by the introduction of an atomiser for liquid chemicals in
1978, followed by a centrifugal spreader for granular chemicals and dust in 1979.
To protect the pilot against toxic chemicals in the agricultural role, the cabin is lightly pressurised by
a blower and air filter system which ensures that the cabin air is always clean. The flying and navigation
equipment is adequate for all-weather operation, by day and night. VHF and HF radio are fitted,
together with a radio compass and radio altimeter.
Because of its small size and manoeuvrability, the Ka-26 can be operated from platforms on small
ships such as whalers and icebreakers, and a Soviet fishing boat operating in the North Atlantic in early
1970 carried a Ka-26 for fish spotting duties. This aircraft was equipped with inflated pontoons to
permit alighting on the water.
In mid-1969, a Ka-26 was tested in Siberia and northwest USSR as a forest protection version able to
deliver six firemen and their equipment speedily to the site of a forest fire. In the spring of 1972, Ka-26s
joined Mi-1, Mi-2 and Mi-4 helicopters in operations to clear ice from Soviet rivers, by landing
demolition teams on thick ice floes and destroying thinner ice fields from the air.
Customers
Delivered for civilian use in 15 countries; military operators include the Hungarian Air Force.
Design Features
Airframe comprises backbone structure carrying flight deck, coaxial contrarotating rotors, landing gear,
engine pods and twin tailbooms; space aft of flight deck, between main landing gear units and under
rotor transmission, can accommodate interchangeable modules for passenger/freight transport, air
ambulance, aerial survey, forest firefighting, mineral prospecting, pipeline and power transmission line
construction, search and rescue, and (of primary importance) agricultural equipment.
Power Plant
Two 242.5 kW (325 hp) Vedeneyev M-14V-26 air-cooled radial piston engines, mounted in pods on
short stub wings at top of fuselage.
Accommodation
Fully enclosed cabin, with door on each side, fitted out normally for operation by single pilot; second
seat and dual controls optional. Cabin warmed and demisted by air from combustion heater, which also
heats passenger compartment when fitted. Air filter on nose of agricultural version. For agricultural
work, a chemical hopper (capacity 900 kg; 1,985 lb) and dust spreader or spraybars are fitted in module
space, on the aircraft's centre of gravity. This equipment is quickly removable and can be replaced by a
cargo/passenger pod accommodating four or six persons, with provision for a seventh passenger beside
the pilot; or two stretcher patients, two seated casualties and a medical attendant in ambulance role.
Alternatively, the Ka-26 can be operated with either an open platform for hauling freight or a hook for
slinging bulky loads at the end of a cable or in a cargo net.

Vertical separation between rotors
13.00 m (42 ft 7 in)

1.17 m (3 ft 10 in)
Length of fuselage
7.75 m (25 ft 5 in)
Height overall
4.05 m (13 ft 3 in)
Width: over engine pods

over agricultural spraybars
3.64 m (11 ft 11 in)

11.20 m (36 ft 9 in)
Tailplane span
4.60 m (15 ft 1 in)
Wheel track:
mainwheels
nosewheels
Wheelbase
2.42 m (7 ft 11 in)
0.90 m (2 ft 11 in)
3.48 m (11 ft 5 in)
Passenger pod door:

Height
Width
1.40 m (4 ft 7 in)
1.25 m (4 ft 1 in)
Passenger pod:
Length, floor level
Width, floor level
Headroom
1.83 m (6 ft 0 in)
1.25 m (4 ft 1 in)
1.40 m (4 ft 7 in)
Areas
Main rotor disc (each)
132.7 m2 (1,430 sq ft)

Operating weight, empty:
stripped
cargo/platform
cargo/hook
passenger
agricultural
1,950 kg (4,300 lb)

2,085 kg (4,597 lb)
2,050 kg (4,519 lb)
2,100 kg (4,630 lb)
2,216 kg (4,885 lb)
Fuel weight:
transport
other versions
360 kg (794 lb)

100 kg (220 lb)
Payload:
transport
900 kg (1,985 lb)
agricultural duster
agricultural sprayer
with cargo platform
1,065 kg (2,348 lb)

900 kg (1,985 lb)
1,065 kg (2,348 lb)
flying crane
1,100 kg (2,425 lb)
Normal T-O weight:

transport
3,076 kg (6,780 lb)
agricultural
Max T-O weight: all versions
2,980 kg (6,570 lb)

3,250 kg (7,165 lb)
Performance
(at max T-O weight)
Max level speed
91 kt (170 km/h; 105 mph)
Max cruising speed

Econ cruising speed
Agricultural operating speed range
Service ceiling
81 kt (150 km/h; 93 mph)

49-59 kt (90-110 km/h; 56-68 mph)
16-62 kt (30-115 km/h; 19-71 mph)
3,000 m (9,840 ft)
500 m (1,640 ft)
Hovering ceiling at AUW of 3,000 kg (6,615 lb):

IGE
OGE
Range with seven passengers, 30 min fuel reserves
Max range with auxiliary tanks
Endurance at econ cruising speed
1,300 m (4,265 ft)

800 m (2,625 ft)
647 n miles (1,200 km; 745 miles)
3 h 42 min
VERIFIED
Kamov Ka-26 in agricultural service in Hungary (1996)
Kamov Ka-26 fitted with spraybars (1996)
Kamov Ka-26 (Jane's/James Goulding) (1997)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, UNITED STATES OF AMERICA
Boeing (Vertol) 107

USN and USMC designations: CH-46/UH-46 Sea Knight
Swedish military designation: Hkp 4B/C
Other military designations: KV-107
Type
Twin turboshaft transport helicopter.
Programme
In 1956, Vertol began preliminary design and engineering of a twin-turbine transport helicopter for
commercial and military applications. The main objective was to take full advantage of the high power,
small size and light weight of the shaft-turbine engines then becoming available. To achieve the best
possible hovering performance, the traditional Vertol tandem-rotor layout was retained, and the turbines
were mounted above the rear of the cabin, on each side of the aft rotor pylon. This results in maximum
unobstructed cabin area and permits the use of a large rear ramp for straight-in loading of vehicles and
bulky freight.
Construction of a prototype, designated Model 107, was started in May 1957, and this aircraft flew
for the first time on 22 April 1958, powered by two 641 kW (860 shp) Lycoming T53 turboshaft
engines. It was designed for water landing capability, without the addition of special flotation gear or
boat hull design, and was intended to carry 23 to 25 passengers in normal airline standard
accommodation.
Standard commercial 107 Model II, modified from one of the three YHC-1A (CH-46A) helicopters
built for evaluation by the US Army, flew for the first time 25 October 1960, followed by the first
production model on 19 May 1961. FAA certification received 26 January 1962; entered scheduled
service with New York Airways 1 July that year.
The first order for the CH-46A assault transport version for the US Marine Corps was placed in
February 1991, with first flight on 16 October 1962. Four squadrons were operating CH-46As by June
1965 and the type entered service in Vietnam in March 1966. Kawasaki Heavy Industries obtained a
licence in December 1965 to build the Model 107 in Japan. First KV107II obtained Japanese and US
type approval in Spring 1968.
Versions
107 Model II: Standard commercial version, with two 932 kW (1,250 shp) General Electric CT58
turboshaft. Available as an airliner with roll-out rear baggage container or utility model with
rear-loading ramp.
CH-46A (formerly HRB-1) Sea Knight: US Marine Corps assault transport version of the 107 Model
II powered by two 932 kW (1,250 shp) General Electric T58-GE-8B turboshafts. Withdrawn from
service.
CH-46D Sea Knight: Generally similar to CH-46A, but with 1,044 kW (1,400 shp) General Electric
T58-GE-10 turboshaft and cambered rotor blades. Withdrawn from service.
CH-46E Sea Knight: Upgraded CH-46A with 1,394 kW (1,870 shp) General Electric T58-GE-16
turboshafts and other modifications including provision of crash attenuating seats for pilot and co-pilot,
a crash and combat resistant fuel system and improved rescue system. Initial fleet modifications began
in 1977, and the first CH-46E modified at Cherry Point NV, Naval Rework Facility was rolled out 3
August 1977.
CH-46F Sea Knight: Generally similar to CH-46D, with the same engines and rotor blades. Contains
additional electronics equipment. All CH-46s delivered since July 1968 were of this version. Withdrawn
from service.
UH-46A Sea Knight: Similar to CH-46A. Ordered by US Navy for operation from AFS or AOE
combat supply ships to transport supplies, ammunition and missiles as well as aviation spares to
combatant vessels under way at sea. Secondary tasks include transfer of personnel and SAR. First
deliveries in July 1964. Withdrawn from service.
UH-46D Sea Knight: Generally similar to UH-46A, but with 1,044 kW (1,400 shp) General Electric
T58-GE-10 shaft turbine engines and cambered rotor blades. UH-46s delivered since September 1966
were of this version.
CH-113 Labrador: Six utility models delivered to RCAF in 1963-64 for SAR duties. Generally
similar to CH-46A. Two 932 kW (1,250 shp) General Electric T58-GE-8B turboshafts. Larger capacity
fuel tanks (total 3,408 litres; 900 US gal; 750 Imp gal) giving a range of over 567 n miles (1,050 km;
650 miles). All six upgraded under Search and Rescue Capability Upgrading Programme (SARCUP).
CH-113A Voyageur: Twelve aircraft in a similar configuration to that of CH-46A, delivered to
Canadian Army in 1964-65 as troop and cargo carriers in logistical and tactical missions. Eight
upgraded to SARCUP configuration.
Hkp 4C: Built for Royal Swedish Navy (45) and Air Force (10) in 1962-63, with Bristol Siddeley
Gnome H.1200 turboshaft engines and fuel tanks of 3,786 litres (1,000 US gal; 832 Imp gal) capacity.
Naval version has equipment for anti-submarine and mine countermeasures operations. Since upgraded
with Gnome H.1400 turboshafts and new avionics.
HH-46D: Rescue version in service with the US Navy.
UH-46D: Base utility and rescue helicopter. In service with the US Navy.
KV-107II/IIA: Kawasaki-built versions of the Model 107 manufactured in Japan (see under
Kawasaki).
Design Features
Two three-blade rotors in tandem, rotating in opposite directions. The CH/UH-46 has power-operated
blade folding. Power is transmitted from each engine through individually overrunning clutches into the
aft transmission, which combines the engine outputs, thereby providing a single power output to the
interconnecting shaft which enables both rotors to be driven by either engine.
Structure
Square-section stressed-skin semi-monocoque structure built primarily of high-strength bare and alclad
aluminium alloy. Transverse bulkheads and built-up frames support transmission, power plant and
landing gear. Loading ramp forms undersurface of upswept rear fuselage on utility and military models.
Baggage container replaces ramp on airliner version. Fuselage is sealed to permit operation from water.
Landing Gear
Non-retractable tricycle type, with twin-wheels on all three units. Oleo-pneumatic shock-absorbers
manufactured by Loud (main gear) and Jarry (nose gear). Goodyear tubeless tyres size 8 5.5, pressure
10.55 kg/cm2 (150 lb/sq in), on all wheels. Goodyear disc brakes.
Power Plant
See Versions.
Accommodation
107 Model II: Standard accommodation for two pilots, stewardess and 25 passengers in airliner. Seats in
eight rows, in pairs on port side and single seats on starboard side (two pairs at rear of cabin) with
central aisle. Airliner fitted with parcel rack and a roll-out baggage container, with capacity of
approximately 680 kg (1,500 lb), located in underside of rear fuselage. Ramp of utility model is
power-operated on the ground or in flight and can be removed or left open to permit carriage of extra
long cargo.
CH/UH-46: Crew of three, 25 troops and troop commander. Door at front of troop compartment on
starboard side. Door is split type; upper half rolls on tracks to stowed position in fuselage crown, lower
half is hinged at the bottom and opens outward, with built-in steps. Loading ramp and hatch at rear of
fuselage can be opened in flight or on the water. Floor has centre panel stressed for 1,464 kg/m2 (300
lb/sq ft). A row of rollers on each side for handling standard military pallets or wire baskets. Outer
portion of floor is vehicle treadway stressed for 454 kg (1,000 lb) rubber-tyred wheel loads. Cargo and
personnel hoist system includes a variable-speed winch capable of 907 kg (2,000 lb) cable pull at 9 m
(30 ft)/min for cargo loading or 272 kg (600 lb) cable pull at 30 m (100 ft)/min for personnel hoisting; it
can be operated by one man. A 4,535 kg (10,000 lb) capacity hook for external loads is installed in a
cargo hatch in the floor.
Systems
CH/UH-46: Cabin heated by Janitrol combustion heater. Hydraulic system provides 105 kg/cm2 (1,500
lb/sq in) pressure for flying control boost, 210 kg/cm2 (3,000 lb/sq in) for other services. Electrical
system includes two 40 kVA AC generators and a Leland 200 A DC generator. Solar APU provides
power for starting and systems check-out.
Blind-flying instrumentation standard. CH-46 has dual stability augmentation systems and automatic
trim system.
Main rotor diameters (each):
107-II, CH-113, CH/UH-46A
15.24 m (50 ft 0 in)
CH/UH-46D, CH-46F
15.54 m (51 ft 0 in)
10.16 m (33 ft 4 in)
Length overall, blades turning:

107-II, CH-113, CH/UH-46A
25.40 m (83 ft 4 in)
CH/UH-46D, CH-46F
25.70 m (84 ft 4 in)
Length of fuselage:
107-II, CH-113
13.59 m (44 ft 7 in)
CH/UH-46A, CH-46F
13.66 m (44 ft 10 in)

Height to top of rear rotor hub
Wheel track
Wheelbase
4.42 m (14 ft 6 in)

5.09 m (16 ft 8 in)
3.92 m (12 ft 10 in)
7.57 m (24 ft 10 in)
Passenger door (fwd):

Height
Width
1.60 m (5 ft 3 in)
0.91 m (3 ft 0 in)
Length
Normal width
Max height
Floor area: 107-II
7.37 m (24 ft 2 in)

1.83 m (6 ft 0 in)
1.83 m (6 ft 0 in)
13.47 m2 (145 sq ft)
CH/UH-46A and D, CH-46F and CH-113 (incl

16.72 m2 (180 sq ft)
ramp)
Volume (usable): 107-II, CH-113, CH/UH-46A
and D and CH-46F
24.5 m3 (865 cu ft)
Areas
107-II, CH-113, CH/UH-46A
3.48 m2 (37.50 sq ft)
CH/UH-46D, CH-46F
3.70 m2 (39.85 sq ft)
Main rotor disc (total):

107-II, CH-113, CH/UH-46A
364.6 m2 (3,925 sq ft)
CH/UH-46D, CH-46F
379.6 m2 (4,086 sq ft)

107-II
4,868 kg (10,732 lb)
CH-113
5,104 kg (11,251 lb)
CH/UH-46A
5,627 kg (12,406 lb)
CH/UH-46D
5,927 kg (13,067 lb)
CH-46F
6,051 kg (13,342 lb)
Mission T-O weight:

CH-113
8,797 kg (19,394 lb)
Max T-O and landing weight:

107-II
CH-113, CH/UH-46A
8,618 kg (19,000 lb)
CH/UH-46D, CH-46F
10,433 kg (23,000 lb)
9,706 kg (21,400 lb)
Max disc loading:

107-II
23.60 kg/m2 (4.84 lb/sq ft)
CH-113, CH/UH-46A
26.61 kg/m2 (5.45 lb/sq ft)
CH/UH-46D, CH-46F
27.48 kg/m2 (5.63 lb/sq ft)
Max power loading:

107-II
CH-113, CH/UH-46A
3.54 kg/shp (7.8 lb/shp)
CH/UH-46D, CH-46F
Performance
107-II and CH/UH-46A at AUW of 8,618 kg; 19,000 lb, CH-113 at AUW of 8,482 kg; 18,700 lb,
CH/UH-46D and CH-46F at AUW of 9,435 kg; 20,800 lb):
Max permissible speed: 107-II, CH-113
145 kt (270 km/h; 168 mph)
CH/UH-46A
138 kt (256 km/h; 159 mph)
CH/UH-46D, CH-46F
144 kt (267 km/h; 166 mph)
Max cruising speed: 107-II, CH-113
136 kt (253 km/h; 158 mph)
CH/UH-46A
135 kt (249 km/h; 155 mph)
CH/UH-46D, CH-46F
143 kt (266 km/h; 165 mph)
Econ cruising speed: 107-II, CH-113

CH/UH-46A
125 kt (232 km/h; 144 mph)

131 kt (243 km/h; 151 mph)
CH/UH-46D, CH-46F
134 kt (248 km/h; 154 mph)
Max rate of climb at S/L (normal rated power):

107-II
CH-113
439 m (1,440 ft)/min
CH/UH-46A
438.7 m (1,439 ft)/min
CH/UH-46D, CH-46F
523 m (1,715 ft)/min
465 m (1,525 ft)/min
Service ceiling (normal rated power):

107-II
3,960 m (13,000 ft)
CH-113A
4,265 m (14,000 ft)
CH/UH-46D
4,265 m (14,000 ft)
Service ceiling (military power), one engine out, yaw, 248 rpm:
107-II
CH-113A
107 m (350 ft)
CH/UH-46D
320 m (1,050 ft)
366 m (1,200 ft)

107-II
CH-113A
2,560 m (8,400 ft)
CH/UH-46D
2,895 m (9,500 ft)
2,985 m (9,800 ft)

107-II, CH-113A
2,012 m (6,600 ft)
CH/UH-46D
1,753 m (5,750 ft)
Ranges: 107-II utility with 3,000 kg (6,600 lb)

payload, 10% fuel reserve
CH-113A with 2,270 kg (5,000 lb) payload to
hover IGE at 4,070 m (13,350 ft), 10% fuel
reserve
CH/UH-46D at AUW of 9,435 kg (20,800 lb) with
2,064 kg (4,550 lb) payload, 10% fuel reserve
CH/UH-46D at AUW of 10,433 kg (23,000 lb)
with 3,062 kg (6,750 lb) payload, 10% fuel reserve
UPDATED
Boeing CH-46 Sea Knight twin-engine transport helicopter (Jane's/Mike Keep)

(1996)
Commercial Boeing Vertol 107 in service with Columbia Helicopters (1999)
US Marine Corps CH-46 Sea Knight (1999)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, INTERNATIONAL
IAR IAR-330L Puma

Type
Twin-turboshaft medium transport helicopter.
Programme
Agreement for licence production of AS 330 Puma in Romania concluded 1977; 100 initially covered,
since expanded.
Current Versions
Civil: For oil platform, police security and patrol, casevac, aerial photography, drug interdiction,
power/pipeline patrol, surveillance and other duties.
Coastguard: Customs and Excise patrol, search and rescue, sea survey and emergency missions.
Military: Artillery observation, troop transport, medevac, cargo/sling transport, border security,
anti-armour attack and air-to-air defence.
Naval: Anti-submarine, air-to-surface attack, reconnaissance, personnel transport and air ambulance.
VIP/Executive: 8/15-seat VIP transport or airborne command post.
Puma Socat: Upgraded version; described in Upgrades and Conversions section.
Customers
150 built; most for Romanian Air Force, but 46 exported.
Design Features
Four-blade main rotor, with fully articulated hub and integral hydraulically actuated rotor brake (on
main gearbox, stopping rotor 15 seconds after engine shutdown); blade cuffs, with horns, connected by
link-rods to swashplate articulated by three hydraulic twin-cylinder servo-control units; each blade
attached to sleeve by two quick-disconnect pins for rapid folding. Starboard five-blade tail rotor with
flapping hinges.
Mechanical shaft and gear drive; five-stage main gearbox, atop cabin behind engines, has two
separate inputs from engines; first stage drives (from each engine) intermediate shaft directly driving
alternator and ventilation fan, and indirectly two hydraulic pumps; at second stage, action of both units
synchronises on single main driveshaft by freewheeling spur gears - if one or both engines stops, gears
rotated by remaining turbine or autorotating rotor, maintaining drive to ancillary systems.
Drive to tail rotor via shafting and intermediate angle gearbox, terminating at right-angle tail rotor
gearbox. Turbine output 23,000 rpm, main rotor shaft 265 rpm; tail rotor shaft 1,278 rpm. Engine
installation outside main fuselage shell; port horizontal stabiliser at tail.
Flying Controls
Fully powered dual hydraulic with full-time yaw damper operating series hydraulic servo in control
runs; autopilot, with provision for coupling to self-contained navigation and microwave landing systems
(see Avionics).
Structure
Moulded main blades have GFRP roving spar, GFRP/CFRP fabric skins and Moltoprene/honeycomb
filler, with stainless steel covered leading-edges; titanium leading-edge shielding of heating mat if
optional blade de-icing fitted on either rotor. Tail rotor blades metal. All-metal airframe structure; local
use of titanium alloy under engines.
Landing Gear
Messier-Bugatti semi-retractable tricycle type, with twin wheels on each unit. Main units retract upward
hydraulically into fairings on sides of fuselage; self-centring nose unit retracts rearward. When landing
gear is down, nosewheel jack is extended and mainwheel jacks are telescoped. Dual-chamber
oleo-pneumatic shock-absorbers. All tyres same size (7.00-6), of tubeless type, pressure 6.0 bars
(85 lb/sq in) on all units. Hydraulic differential disc brakes, controlled by foot pedals. Lever-operated
parking brake. Emergency pop-out flotation units can be mounted on rear landing gear fairings and
forward fuselage.
Power Plant
Two Turbomecanica Romanian-built Turbomeca Turmo IVCA turboshafts, each rated at 1,184 kW
(1,588 shp) (S/L, ISA) for maximum emergency power, 1,114 kW (1,494 shp) for T-O, 1,029 kW
(1,380 shp) intermediate emergency power and 941 kW (1,262 shp) maximum continuous. Intake
anti-icing. Engines mounted side by side above cabin forward of main rotor and separated by firewall.
They are coupled to main rotor transmission box, with shaft drive to tail rotor, and form a completely
independent system from fuel tanks up to main gearbox inputs.
Fuel in four flexible tanks and one auxiliary tank beneath cargo compartment floor, total capacity
1,544 litres (408 US gal; 339.5 Imp gal). External auxiliary tanks (two, each 350 litres; 92.5 US gal; 77
Imp gal capacity) available. For long-range missions (mainly offshore) one or two special internal tanks
(each 215 litres; 56.8 US gal; 47.25 Imp gal) can be fitted in cabin. Each engine supplied normally by
two interconnected primary tanks, lower halves of which have self-sealing walls for protection against
small calibre projectiles. Refuelling point on starboard side of main cabin. Oil capacity 22 litres (5.8 US
gal; 4.8 Imp gal) for engines, 25.5 litres (6.7 US gal; 5.6 Imp gal) for transmission.
Accommodation
Crew of one (VFR) or two (IFR) side by side on anti-crash seats on flight deck, with jump-seat for third
crew member if required. Door on each side of flight deck. Internal doorway connects flight deck to
cabin, with folding seat in doorway for extra crew member or cargo supervisor. Dual controls standard.
Accommodation in main cabin for 16 individually equipped troops, six stretchers and seven seated
patients, or equivalent freight; number of troops can be increased to 20 in high-density version.
Alternative 17/20-seat civil passenger or 8/15-seat executive interiors (including toilet) available.
Strengthened floor for cargo carrying, with lashing points. Jettisonable sliding door on each side of main
cabin. Removable panel on underside of fuselage, at rear of main cabin, permits longer loads to be
accommodated and also serves as emergency exit. Hatch in floor below centreline of main rotor for
carrying up to 3,200 kg (7,055 lb) on internally mounted cargo sling. Fixed or retractable rescue hoist
(capacity 275 kg; 606 lb) can be mounted externally on starboard side of fuselage. Cabin and flight deck
heated, ventilated and soundproofed. Demisting, de-icing, washers and wipers for pilots' windscreens.
Air conditioning system optional.
Systems
Two independent hydraulic systems, each 172 bars (2,500 lb/sq in), supplied by self-regulating pumps
driven by main gearbox. Each system supplies one set of servo-unit chambers, left-hand system also
supplying autopilot, landing gear, rotor brake and wheel brakes. Freewheels in main gearbox ensure that
both systems remain in operation, for supplying servo-controls, if engines are stopped in flight. Other
hydraulically actuated systems can be operated on ground from main gearbox, or through ground power
receptacle. Independent auxiliary system, fed through hand pump, can be used in emergency to lower
landing gear and pressurise accumulator for parking brake on ground.
Three-phase 200 V AC electrical power supplied by 20 kVA 400 Hz alternator, driven by port side
intermediate shaft from main gearbox and available on ground under same conditions as hydraulic
ancillary systems. Second 20 kVA alternator optional. 28.5 V 10 kW DC power provided from AC
system by two transformer-rectifiers. Main aircraft battery used for self-starting and emergency power
in flight. For latter purpose, emergency 400 VA inverter can supply essential navigation equipment
from battery, permitting at least 20 minutes continued flight in event of main power failure.
Optional electric de-icing of main and tail rotor blades, with heating mat protected by titanium
shielding on leading-edge of each blade. De-icing of engines and engine air intakes by warm air bled
from compressor. Anti-snow shield for winter operations.
Avionics
Comms: Optional VHF, UHF, tactical HF and HF/SSB com radio and intercom.
Radar: Nose-mounted Bendix/King RDR 1400 or Honeywell Primus 40 or 50 search radar in SAR
versions.
Flight: Radio compass, radio altimeter, GPS, VLF Omega, Decca navigator and flight log, Doppler,
and VOR/ILS with glide path optional. Autopilot, with provision for coupling to self-contained
navigation and microwave landing systems. SAR version has full IFR instrumentation optional. 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.
Instrumentation: Full IFR panel optional. Roof-mounted sight for missiles.
Self-defence: Laser/radar warning system, chaff/flare dispensers and smoke launchers optional in
armed version.
Armament
Armed version can be equipped with two forward-firing 20 mm guns in streamline pods attached to
lower sides of fuselage at front; steel tube carriers attached to sides of main cabin can each carry two or
four unguided air-to-ground 57 mm or 70 mm rocket launchers, plus two wire-guided or four
laser-guided anti-tank missiles, or two or four infrared air-to-air missiles. 7.62mm machine gun
pintle-mounted in each cabin doorway. The modular weapons systems complies with NATO standards
for ammunition calibre and attachment points.
Main rotor diameter
Tail rotor diameter
15.08 m (49 ft 5 in)

3.04 m (9 ft 11 in)
9.20 m (30 ft 2 in)
0.60 m (1 ft 11 in)
2.10 m (6 ft 10 in)
Length:
fuselage
18.22 m (59 ft 9 in)

14.06 m (46 ft 1 in)
main blades folded, tail rotor turning
14.82 m (48 ft 7 in)
Height:
overall, tail rotor turning
5.14 m (16 ft 10 in)
4.54 m (14 ft 10 in)
Width:
blades folded
over wheel fairings
Wheel track
Wheelbase
3.62 m (11 ft 10 in)

3.00 m (9 ft 10 in)
2.38 m (7 ft 10 in)
4.045 m (13 ft 3 in)
2.10 m (6 ft 10 in)
Passenger cabin doors, each:

Height
Width
Height to sill
1.35 m (4 ft 5 in)
1.35 m (4 ft 5 in)
1.00 m (3 ft 3 in)
Floor hatch, rear of cabin:

Length
Width
0.98 m (3 ft 2 in)
0.70 m (2 ft 3 in)
Cabin: Length
Max width
Max height
6.05 m (19 ft 10 in)

1.80 m (5 ft 10 in)
1.55 m (5 ft 1 in)
Floor area
7.80 m2 (84 sq ft)
Usable volume
11.40 m3 (403 cu ft)
Areas
4.00 m2 (43.06 sq ft)
0.28 m2 (3.01 sq ft)
Main rotor disc
176.7 m2 (1,902.1 sq ft)
Tail rotor disc
7.26 m2 (78.13 sq ft)
1.34 m2 (14.42 sq ft)

Weight empty, standard aircraft
3,615 kg (7,970 lb)
Max fuel load: standard internal
1,220 kg (2,690 lb)
external auxiliary tanks

Max cargo sling load
552 kg (1,217 lb)

3,200 kg (7,055 lb)
7,400 kg (16,315 lb)
Max disc loading
41.88 kg/m2 (8.58 lb/sq ft)
Performance
(A: at 6,000 kg; 13,230 lb AUW, B: at max T-O weight):
A
B
158 kt (294 km/h; 182 mph)

142 kt (263 km/h; 163 mph)
Max cruising speed:

A
146 kt (271 km/h; 168 mph)
139 kt (258 km/h; 160 mph)
Normal cruising speed:

B
134 kt (248 km/h; 154 mph)

A
B
552 m (1,810 ft)/min

366 m (1,200 ft)/min
Service ceiling (30 m; 100 ft/min rate of climb):

A
B
6,000 m (19,680 ft)

4,800 m (15,750 ft)

A, ISA
4,400 m (14,435 ft)
A, ISA +20C
B, ISA
B, ISA +20C
3,700 m (12,135 ft)

2,300 m (7,545 ft)
1,600 m (5,250 ft)

A, ISA
4,250 m (13,940 ft)
A, ISA +20C
3,600 m (11,810 ft)
B, ISA
B, ISA +20C
1,700 m (5,575 ft)

1,050 m (3,445 ft)
Max range at normal cruising speed, no reserves:

A
B
Max endurance at 70 kt (130 km/h; 81 mph), no
reserves

3 h 9 min
UPDATED
IAR-330L Puma in Romanian Air Force camouflage (1996)
Puma Socat being rolled out for its first flight in May 1998 (1998)
IAR-330L Puma operated by the United Arab Emirates Air Force on transport
duties (1998)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, INTERNATIONAL

IAR IAR-316AB Alouette III

Type
Single-engined utility helicopter.
Programme
Agreement concluded in 1971 between Interprinderea de Constructii Aeronautice (ICA) and
Aerospatiale for licence-production in Romania of SA 316B Alouette III helicopters. A total of 200
built between 1971 and 1987 when production ceased. ICA, later IAR, also supplied components for
French-built Alouettes.
IAR 316B ALOUETTE III
LICENCE PRODUCTION
1971
1972
1973
1974
1975
1976
1977
1978
Civil
2
5
7
12
12
5
6
3
Military
1
3
8
10
2
13
7
13
Total
3
8
15
22
14
18
13
16
1979
1980
3
8
15
11
18
19
1981
1982
1983
7
6
4
12
2
-
19
8
4
1984
1985
1986
1987
11
3
11
3
118
200
Totals 82
NEW ENTRY
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, ITALY
Agusta-Sikorsky AS-61A
Type
Twin-engine amphibious all-weather anti-submarine helicopter.
Programme
Agusta licence manufacture of the Sikorsky S-61S and S-61R in various civil and military forms started
in 1967, and deliveries of anti-submarine ASH-3Ds to the Italian Navy began in 1969. Additional orders
were placed, both for the Italian armed forces and for other navies, in various configurations including
ASW, VIP transport and rescue. None produced for some time.
Versions
ASH-3D/TS: (Transporto Speciale) VIP transport helicopter serving with the Italian and other air forces.
ASH-3H: Multirole naval version.
Apart from some local strengthening, uprated engines and an improved tail surface, the Agusta-built
airframe remains essentially similar to that of the Sikorsky-built SH-3D/H, of which production has
ended. The Agusta ASH-3H is capable of operation in the roles of anti-submarine search, classification
and strike; Anti-Surface Vessel (ASV); Anti-Surface Missile Defence (ASMD); Electronic Warfare
(EW); tactical troop lift; Search And Rescue (SAR); vertical replenishment, and casualty evacuation.
The following description applies to the ASH-3H:
Design Features
Five-blade main and tail rotors. Both engines drive through freewheel units and rotor brake to main
gearbox. Steel driveshafts. Tail rotor shaft driven through intermediate and tail gearboxes. Main
rotor/engine rpm ratio 1:93.43. Tail rotor engine rpm ratio 1:16.7.
Flying Controls
Structure
All-metal fully articulated oil lubricated main rotor. Flanged cuffs on blades bolted to matching flanges
on all-steel rotor head. Main rotor blades are interchangeable and are provided with an automatic
folding system. All-metal tail rotor. Single-step boat hull of all-metal semi-monocoque construction.
Tail section folds to reduce stowage requirements. Fixed strut-braced stabiliser on starboard side of tail
section.
Tail Surface
Fixed strut-braced stabiliser on starboard side of tail section.
Landing Gear
Amphibious. Landing gear consists of two twin-wheel main units, which are retracted rearward
hydraulically into stabilising floats, and non-retractable tailwheel. Oleo-pneumatic shock-absorbers.
Mainwheels and tubeless tyres size 6.50-10 Type III, pressure 4.83 bars (70 lb/sq in). Tailwheel and tyre
size 6.00-6. Hydraulic disc brakes. Boat hull and pop-out flotation bags in stabilising floats permit
emergency operation from water.
Power Plant
Two 1,118 kW (1,500 shp) General Electric T58-GE-100 turboshaft engines, mounted side by side
above cabin. An optional anti-ice/sand shield can be provided. Fuel in underfloor bag tanks with a total
capacity of 3,180 litres (840 US gal; 700 Imp gal). Internal auxiliary fuel tanks may be fitted for
long-range ferry purposes. Pressure and gravity refuelling points.
Accommodation
Crew of four in ASW role (pilot, co-pilot and two sonar operators); accommodation for up to 31
paratroops in troop lift role, 15 stretchers and a medical attendant in casualty evacuation configuration,
and up to 25 survivors in SAR role. Dual controls. Crew door at rear of flight deck on port side. Large
loading door at rear of cabin on starboard side.
Systems
Three main hydraulic systems. Primary and auxiliary systems operate main rotor control. Utility system
for landing gear, winches and blade folding, pressure 207 bars (3,000 lb/sq in). Electrical system
includes two 20 kVA 200 V three-phase 400 Hz engine-driven generators, a 260 V single-phase AC
supply fed from the aircraft's 22 Ah Ni/Cd battery through an inverter, and DC power provided as a
secondary system from two 200 A transformer-rectifier units. Accessories driven by power take-off on
tail rotor shaft.
(ASW/ASV roles): As equipped for these roles the ASH-3H is a fully integrated all-weather weapons
system, capable of operating independently of surface vessels, and has the following equipment and
weapons to achieve this task: low-frequency 360 depth AQS-18/AQS-13F sonar; Doppler radar and
ASW automatic navigation system; SMA/APS-707 radar with one or two transceivers, with `chin'
radome for 360 coverage; radio altimeter; AFCS; marine markers and smoke floats; two or four
homing torpedoes (A 244 AS, Mk 44 or Mk 46); or four depth charges. The AFCS provides three-axis
stabilisation in pilot-controlled manoeuvres, attitude hold heading, heading hold and height hold on
cruising flight; controlled transition manoeuvres to and from hover; automatic height control and plan
position control in the hover; and trim facility. According to the threat, the Agusta SH-3H can be
equipped with medium-range (four AS 12 air-to-surface wire-guided) missiles or long-range (two Marte
Mk 2 or Exocet AM39/Harpoon type) missiles. The OTO Melara Marte Mk 2 is an all-weather day and
night `fire-and-forget' anti-ship missile with a range of 13.5 n miles (25 km; 15.5 miles); guidance:
sea-skimming in elevation, terminal radar active homing in azimuth. The SMA/APS-707 radar has been
specially designed to operate in a dense electronic emission environment and has a special interface to
draw out target data to feed the computer for the long-range missiles. Provisions are also incorporated
for the installation of MAD and advanced EW systems.
Operational Equipment
(Search and rescue and transport roles): Search radar, and variable speed hydraulic rescue hoist of
272 kg (600 lb) capacity mounted above starboard side cargo door.
Main rotor diameter
Tail rotor diameter
18.90 m (62 ft 0 in)

0.46 m (1 ft 6 in)
3.23 m (10 ft 7 in)
11.10 m (36 ft 5 in)

Length of fuselage
21.91 m (71 ft 10 in)

16.69 m (54 ft 9 in)
Length, main rotor and tail pylon folded
14.40 m (47 ft 3 in)
Width (over sponsons), rotors folded
4.98 m (16 ft 4 in)

Height overall, main rotor and tail pylon folded
4.74 m (15 ft 6 in)

4.93 m (16 ft 2 in)

Wheel track
Wheelbase
5.23 m (17 ft 2 in)

3.96 m (13 ft 0 in)
7.18 m (23 ft 6 in)
Crew door (fwd, port):

Height
Width
Height to sill
1.68 m (5 ft 6 in)
0.91 m (3 ft 0 in)
1.14 m (3 ft 9 in)
Main cabin door (stbd):

Height
Width
Height to sill
Areas
1.52 m (5 ft 0 in)
1.73 m (5 ft 8 in)
1.14 m (3 ft 9 in)
4.14 m2 (44.54 sq ft)
0.22 m2 (2.38 sq ft)
Main rotor disc
280.5 m2 (3,019 sq ft)
Tail rotor disc
8.20 m2 (88.30 sq ft)
Stabiliser
1.86 m2 (20.00 sq ft)

Internal load capacity (cargo)
Max external load capacity (with low response
sling)
Max T-O weight
2,720 kg (6,000 lb)

3,630 kg (8,000 lb)
9,525 kg (21,000 lb)
Performance
144 kt (267 km/h; 165 mph)
Typical cruising speed
120 kt (222 km/h; 138 mph)
670 m (2,200 ft)/min
Service ceiling
OGE
3,720 m (12,200 ft)

2,500 m (8,200 ft)
1,130 m (3,700 ft)
Range with 31 troops
Range with max standard fuel
630 n miles (1,166 km; 725 miles)

UPDATED
Agusta-Sikorsky ASH-3D built primarily as a multirole transport machine for the

Italian forces (1996)
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HELICOPTERS IN SERVICE - MILITARY/CIVIL, ITALY
Agusta (Meridionali)-Boeing CH-47C Chinook

Italian manufacture of CH-47C by Meridionali began in Spring 1970 for Italian Army Aviation; 173
built by 31 December 1997 including 34 assembled by Boeing (30 of these also Boeing kits). None
produced in last few years, but remains available for sale.
Ten CH-47C Plus produced for operation by Italian Army on behalf of Civil Protection Agency;
upgrading programme begun to fit earlier aircraft with new AlliedSignal T55-L-712E engines,
composite rotor blades and more advanced transmission system; maximum T-O weight increased to
22,680 kg (50,000 lb).
Agusta developed, jointly with Hosp Ital SpA (a division of Cogefar) of Milan, an ESFC (Emergency
Surgery Flying Centre) version of Chinook for use as mobile hospital; one delivered to Italian Army in
1987; six more CH-47Cs ordered for Italian Army Aviation unit at Castelnuovo di Porto specialising in
disaster relief and firefighting.
First of 23 then operational aircraft redelivered March 1986; roles include firefighting using 5,000
litre (1,321 US gal; 1,100 Imp gal) metal tank.
UPDATED
Agusta (Meridionali)-assembled Boeing CH-47C Plus Chinook serves with Italian

Army (1996)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL, CANADA
Canadian Home Rotors Safari

Type
Programme
Based on the single-seat Helicom, designed and built by Harold `Pop' Emigh and son in 1962; later
developed into a two-seater with new 150 hp Lycoming engine and further evolved into Commuter II A
and B after rights acquired by International Helicopters in 1978. Canadian Home Rotors incorporated in
1986 and Baby Belle, further developed from the Commuter II B, introduced at EAA National
Convention in Oshkosh in 1992. Baby Belle renamed Safari in 1999.
Customers
390 registered builders by September 2000.
Costs
Standard kit without engine: US$48,500; with new Lycoming O-320-B2B engine: US$69,900.
Design features
Two-blade semi-rigid teetering main rotor, turning at 500 rpm; composite rotor blades. Teetering
two-blade tail rotor with stainless steel blades turning at 2,750 rpm. Aluminium cast housings; oil bath
lubrication; integral sight glass for easy pre-flight; chip detector; dual controls as standard. Typical
build-time: 600 to 700 hours.
Structure
Welded chrome alloy tube structure with sheet metal cabin enclosure; certified Bell 47 bubble.
Landing gear
Twin skid removable landing gear; floats and bear paws optional.
Power plant
One 119 kW (160 hp) Lycoming 0-320-B2C four-cylinder, four-cycle air-cooled engine; dual magneto
ignition and fuel injection optional. Fuel 100 LL Avgas or auto premium fuel; fuel capacity 106 litres
(29 US gallons; 23.5 Imp gallons).
Accommodation
Pilot and passenger side by side in bucket or bench seat.
Equipment
Cargo hook optional.
Main rotor diameter
Tail rotor diameter
Length overall
Height overall
7.62 m (25 ft 0 in)

0.20 m (8 in)
1.22 m (4 ft 0 in)
9.04 m (29 ft 8 in)
2.43 m (8 ft 0 in)

Weight empty
Max T-O weight
Max payload
418 kg (920 lb)

658 kg (1,450 lb)
240 kg (530 lb)
Performance
Max level speed
Cruising speed
Max rate of climb
Service ceiling
Max range
87 kt (161 km/h; 100 mph)

74 kt (137 km/h; 85 mph)
5.1 m/s (1,000 ft/min)
3,050 m (10,000 ft)
2,130 m (7,000 ft)
UPDATED
Canadian Home Rotors Safari

(2001)
The Safari uses a Bell 47 bubble

(2001)
Customised Safari control panel

(2001)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL, UNITED STATES OF AMERICA
Boeing 234 Commercial Chinook

Type
Commercial tandem-rotor twin-turboshaft helicopter.
Programme
Launched by British Airways Helicopters order for three in 1978 (later increased to six) for North Sea
offshore operations; first flight 19 August 1980; FAA and CAA certification 19 and 26 June 1981
respectively; first service with BAH (now British International Helicopters) 1 July 1981; FAA and CAA
certificated 234 LR Combi Summer 1982.
Versions
234 LR Long Range: About twice CH-47 fuel load in composites tanks attached to fuselage flanks with
anti-vibration mounts; flight deck floor on shockmounts; 44-passenger interior (on shockmounts), with
toilet and galley, based on Boeing airliners; walk-on baggage bins on rear ramp; alternative mixed
passenger/cargo or all-cargo layouts.
234 ER Extended Range: Typical configurations are 17 passengers and two tanks for additional 875
n miles (1,621 km; 1,008 miles) or 32 passengers and single cabin fuel tank; FAA certificated May
1983.
234 UT Utility: External fuel cells replaced by two cylindrical tanks in forward fuselage: FAA
supplemental-type certificate October 1981 at maximum gross weight 23,133 kg (51,000 lb) with
external loads up to 12,700 kg (28,000 lb) on single hook; approved for 24 passengers and operation at
up to 3,660 m (12,000 ft) at full gross weight. No known orders, but several converted to this
configuration.
234 MLR Multipurpose Long Range: Similar to 234 LR but with utility interior; can be reconfigured
in 8 hours; four men can handle cabin cylindrical fuel tanks and ramp baggage bins.
234-100: Commercial equivalent of CH-47D Chinook, proposed to be built in China under
co-production agreement between Boeing and Harbin Aircraft Manufacturing Company (HAMC).
Minimum launch commitment set at 10 units, with at least 50 required over a five-year period to make it
economically viable.
234 Combi: Firefighting modification by Columbia Helicopters equipped to carry 19 firefighters and
equipment, capable of dropping 11,370 litres (3,000 US gallons; 2,505 Imp gallons) of water. Also
carries 9,854 litre (2,600 US gallon; 2,170 Imp gallon) Bambi bucket.
Landing Gear
As described for CH-47D, but with tyre pressures of 8.55 bars (124 lb/sq in) on forward gear, 7.20 bars
(104.4 lb/sq in) on rear gear. Wheel-ski gear optional.
Power Plant
Two Textron Lycoming AL 5512 turboshafts, pod-mounted on sides of rear rotor pylon. Each engine
has maximum T-O rating of 3,039 kW (4,075 shp), maximum continuous rating of 2,218.5 kW (2,975
shp), and 30 minutes contingency rating of 3,247 kW (4,355 shp). Long-range model has two fuel tanks,
one in each fuselage side fairing, with total capacity of 7,949 litres (2,100 US gal; 1,749 Imp gal).
Utility model has two drum-shape internal tanks, with total capacity of 3,702 litres (978 US gal; 814
Imp gal). Extended-range model has both fuselage side and internal drum tanks. Single-point pressure
refuelling.
Accommodation
Two pilots side by side on flight deck, with dual controls. Passenger cabin of long-range model seats up
to 44 persons four-abreast, with centre aisle. Each seat has overhead bin and underseat stowage for
carry-on baggage; larger items are stowed over the rear ramp in the main baggage compartment. Galley,
with cabin attendant's seat, and toilet, are standard, between flight deck and cabin. Basic FAA/CAA
approved combi versions offer 8 to 32 passenger seats, with cargo at rear of cabin, loaded via rear ramp;
or 22 to 32 passenger seats, with cargo stowed on only one side of cabin's centre aisle. All passenger
facilities can be removed, and heavy-duty floor installed, for freight-only service. Passenger door at
front of cabin on starboard side. Crew door on each side of flight deck. Cabin floor supported by
dynamically tuned fittings to reduce vibration. Hydraulically powered cargo ramp can be stopped at any
intermediate position to match the level of the loading vehicle being used.
Systems
Heating and ventilation systems maintain comfortable flight deck/cabin temperature in ambient
temperatures down to -32C. Duplicated flying control, hydraulic and electrical systems, as described
for CH-47D/Model 414. Solar T62T-2B APU, rated at 71 kW (95 shp), drive auxiliary gearbox on rear
transmission to start engines and provide power for two flying control system hydraulic pumps and two
alternators. All critical systems heated to inhibit ice build-up.
Avionics
Duplicated full blind-flying instru-mentation, weather radar, and dual four-axis automatic flight control
system with built-in test equipment, provide all-weather capability.
Equipment
Optional equipment includes passenger interior furnishings for the utility model, combi interior,
downward-shining cargo load light, rescue hoist of 272 kg (600 lb) capacity, glass fibre wheel-skis, an
ice detector probe, and ditching equipment that includes two liferafts, each with an overload capacity of
36 persons. Standard items include integral work platforms, and a maintenance panel that allows 26
separate checks to be made from a single ground level position.
Single central cargo hook is standard on utility model for carrying external loads of up to 12,700 kg
(28,000 lb). Optional dual tandem hooks for precision operations and for load stability in high-speed
flight; or three tandem hooks for delivering multiple loads.
As CH-47D except:
Length of fuselage
Width over fuselage side fairings
Wheel track (fwd)
Wheel track (rear)
Wheelbase
15.87 m (52 ft 1 in)

4.78 m (15 ft 8 in)
3.20 m (10 ft 6 in)
3.40 m (11 ft 2 in)
7.87 m (25 ft 9{9/10} in)
Passenger cabin
Utility model, cargo hold volume
as for CH-47D
4.42 m3 (156.0 cu ft)
41.03 m3 (1,449 cu ft)

Manufacturer's weight empty:
LR
ER
MLR
UT
11,748 kg (25,900 lb)

12,020 kg (26,500 lb)
11,113 kg (24,500 lb)
9,797 kg (21,600 lb)
Operating weight empty:

LR
ER
MLR
UT
Fuel load: LR, MLR
ER
UT
Max payload:
12,292 kg (27,100 lb)

12,406 kg (27,350 lb)
11,400 kg (25,134 lb)
10,002 kg (22,050 lb)
6,391 kg (14,091 lb)
9,368 kg (20,653 lb)
2,976 kg (6,562 lb)
LR, MLR, internal
9,072 kg (20,000 lb)
ER, UT, internal
8,731 kg (19,250 lb)
ER, MLR, UT, external
12,700 kg (28,000 lb)
Max T-O weight:

ER, LR, MLR, internal load
22,000 kg (48,500 lb)
UT, internal load

ER, LR, MLR, UT, external load
19,051 kg (42,000 lb)

23,133 kg (51,000 lb)
Performance
ER, LR, MLR
150 kt (278 km/h; 173 mph)
UT
140 kt (259 km/h; 161 mph)
Max cruising speed at 610 m (2,000 ft):

ER, LR, MLR, internal load, at 20,411 kg
(45,000 lb) AUW
UT, internal load, at 19,051 kg (42,000 lb)
AUW
145 kt (269 km/h; 167 mph)

140 kt (259 km/h; 161 mph)
Cruising speed for optimum range, at 610 m (2,000 ft):

ER, LR, MLR, UT, internal load, at all gross
weights
135 kt (250 km/h; 155 mph)
Max rate of climb at S/L at max T-O weight:

UT, internal load
360 m (1,180 ft)/min

457 m (1,500 ft)/min
Operational ceiling:
ER, LR, MLR, UT
4,575 m (15,000 ft)

UT, internal load
2,590 m (8,500 ft)

4,085 m (13,400 ft)

UT, internal load
Range with 45 min IFR reserves:
820 m (2,700 ft)

3,505 m (11,500 ft)
LR, 44 passengers
ER, 17 passengers

830 n miles (1,538 km; 956 miles)
LR, MLR, with max fuel

ER with max fuel
UT with max internal load
620 n miles (1,149 km; 714 miles)

1,035 n miles (1,918 km; 1,192 miles)
UT with max external load
Max endurance:
LR, MLR, internal load
5 h 18 min
ER, internal load
8 h 25 min
UT, external load
2 h 18 min
BOEING COMMERCIAL CHINOOK

PRODUCTION DELIVERIES
Year
1981
1982
1983
1984
1985
Total
5
1
4
4
14
UPDATED
Boeing 234 UT Commercial Chinook in heavylift operation
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MD Helicopters MD Explorer
Type
Twin-turbine light helicopter.
Programme
Formerly MDX and given engineering designations MD 900/901; now known simply as MD Explorer.
Announced February 1988; launched January 1989; Hawker de Havilland Limited of Australia designed
and manufactures airframe; Canadian Marconi tested initial version of Integrated Instrumentation
Display System (IIDS) early 1992; Kawasaki Heavy Industries completed 50-hour test of transmission
early 1992. Other partners include Aim Aviation (interior), IAI (cowling and seats) and Lucas
Aerospace (actuators). There were 10 prototypes and trials aircraft, of which seven (Nos 1, 3-7 and 9)
for static tests; first flight (No 2/N900MD) 18 December 1992, followed by No 8/N900MH 17
September 1993 and No 10/N9208V 16 December 1993; first production/demonstrator Explorer (No
11/N92011) flown 3 August 1994. FAA certification 2 December 1994; first delivery 16 December
1994. Single pilot IFR certification granted January 1997. European JAA and Japanese JCAB category
A certification granted July 1998.
Current Versions
MD 900 Explorer: Initial civil utility version, powered by two 469 kW (629 shp) Pratt & Whitney
Canada PW206A engines.
MD 901 Explorer: Civil utility version with alternative 478 kW (641 shp) Turbomeca TM319-2
Arrius 2C.
MD 902 Explorer: Higher performance advanced version replaced other models November 1997.
Improvements provide a 7 per cent greater range; 4 per cent more endurance; maximum take-off weight
of 2,835 kg (6,250 lb) and additional 109 kg (240 lb) payload. Physical changes include new Pratt &
Whitney Canada PW206E turboshaft engines; improved air inlets; higher OEI ratings; revised NOTAR
inlet design; and a more powerful stabiliser control system.
Combat Explorer: Displayed at Paris Air Show, June 1995; demonstrator N9015P (No 15). Can be
configured for utility, medevac or combat missions; armament may include 7- or 19-tube 70 mm rocket
pods, 0.50 calibre machine gun pods, chin-mounted FLIR night pilotage system and roof-mounted
NightHawk surveillance and targeting systems. Combat weight 3,130 kg (6,900 lb); two P&WC
PW206B engines.
MH-90 Enforcer: Two Explorers used by US Coast Guard for anti-smuggling operations in 1999,
armed with pintle-mounted M240 7.62 mm minigun at the door station.
Details refer to civilian version with P&WC PW206B engines, except where indicated.
MD EXPLORER PRODUCTION DELIVERIES
Year
No
1994
Model
MD 900
1995
MD 900
12
1996
MD 900
15
1997
MD 900
1998
1999
2000
2001
Total
MD902
MD902
MD902
MD902
4
11
16
20
82
Customers
Total 82 delivered by 1 January 2002. Market estimated at 800-1,000 over first 10 years.
Costs
Basic price equipped US$3.5 million VFR; US$4.0 million IFR. Direct operating cost US$394 per hour.
Design Features
NOTAR anti-torque system; all-composite five-blade rotor with bearingless flexbeam retention and
pitch case; tuned fixed rotor mast and mounting truss for vibration reduction; replaceable rotor tips;
modified A-frame construction from rotor mounting to landing skids protects passenger cabin;
energy-absorbing seats absorb 20 g vertically and 16 g fore and aft; onboard health monitoring,
exceedance recording and blade track/balance.
Flying Controls
NOTAR tailboom (see details under MD 520N); mechanical engine control from collective pitch lever
is back-up for electronic full authority digital engine control. Automatic stabilisation and autopilot
offered for IFR operation.
Structure
Cockpit, cabin and tail largely carbon fibre; top fairings Kevlar composites; no magnesium; lightning
strike protection embedded in composite skin. Transmission overhaul life 5,000 hours; glass fibre blades
have titanium leading-edge abrasion strip and are attached to bearingless hub by carbon fibre encased
glass fibre flexbeams; rotor blades and hub on condition.
Landing Gear
Fixed skids with replaceable abrasion pads; emergency floats optional.
Power Plant
Original Pratt & Whitney Canada PW206s replaced by P&WC PW206Es, each rated at 469 kW (629
shp) for 5 minutes for T-O; thereafter, will also be available with two Turbomeca TM319-2 Arrius 2Cs,
each rated at 478 kW (641 shp) for 5 minutes for T-O. Engines equipped with FADEC. Transmission
rating 746 kW (1,000 shp) for 5 minutes for T-O, 671 kW (900 shp) maximum continuous, and 429 kW
(575 shp) for 2 minutes OEI.
Fuel contained in single tank under passenger cabin, useful capacity 602 litres (159 US gallons; 132.4
Imp gallons); optional 666 litres (176 US gallons; 146 Imp gallons); single-point refuelling; self-sealing
fuel lines.
Accommodation
Two pilots or pilot/passenger in front on energy-absorbing adjustable crew seats with five-point
shoulder harnesses/seat belts; six passengers in club-type energy-absorbing seating with three-point
restraints; rear baggage compartment accessible through rear door; cabin can accept long loads reaching
from flight deck to rear door; hinged, jettisonable door to cockpit on each side; sliding door to cabin on
each side.
Avionics
Full IFR capability for single- or two-pilot operation.
Comms: Two headsets standard. AlliedSignal Silver Crown VHF transceiver, audio control panel,
ELT, cockpit voice recorder and Wulfsberg Flexcomm II optional.
Radar: Weather radar optional.
Flight: Optional equipment includes AlliedSignal Silver Crown VOR/ILS, HSI, ADF, DME, marker
beacon receiver, radar altimeter, Loran C and GPS. Coupled three-axis autopilot optional.
Instrumentation: Single- or two-pilot instrument panels incorporate Canadian Marconi Integrated
Instrumentation Display System (IIDS) with high-resolution sunlight-readable LCD screen displaying
engine and system information including engine condition trend monitoring, exceedance recording,
caution annunciators, onboard track and balance of rotor and fan, weight on cargo hook, outside air
temperature, digital clock, running time meter and RS-232 download modem interface for personal
computer. Other standard instrumentation includes airspeed indicator, encoding altimeter, vertical speed
indicator, turn and slip indicator, wet compass and clock EFIS 40 Electronic Flight Information System
and parallel IIDS monitor for long-line hook operations from left seat optional.
Mission: Law enforcement panel with space for FLIR screen available.
Equipment
Standard equipment includes magnetic chip detectors on engines, tiedown fittings, flush-mounted cargo
tiedowns, rotor blade tiedowns, right-side passenger step, utility beige colour carpet, trim, wall and
ceiling panels, soundproofing, tinted windows, map case, recessed hover and approach light, wander
and white dome lights in cockpit, white dome light in cabin, utility light in baggage compartment, single
28 V DC power outlet each in cockpit and cabin, single colour external paint with two-colour accent
stripes, FOD covers, pitot tube cover and cockpit fire extinguisher.
Optional equipment includes dual controls, heated pitot head, rotor brake, pilot-activated engine fire
extinguisher, engine air particle separator, maintenance hand pump for hydraulics, external cargo hook
with 1,361 kg (3,000 lb) capacity, wire strike kit, emergency floats for skids, retractable landing light,
left side cabin step, landing gear and rotor fairing canopy cover, heater/defogger, vapour-cycle air
conditioner, upgraded soundproofing, passenger service unit with air gaspers and reading lights,
window reveal panels, matching close-out panel for aft baggage area, upgraded passenger seats, smoke
detector in baggage compartment, jack point fittings and ground handling wheels.
Rotor diameter
Length: overall, rotor turning
fuselage
Fuselage width at cabin
Height to top of fins
Min fuselage ground clearance
Tailplane span
Skid track
Cabin door width
10.31 m (33 ft 10 in)

11.83 m (38 ft 10 in)
9.85 m (32 ft 4 in)
1.63 m (5 ft 4 in)
3.66 m (12 ft 0 in)
2.79 m (9 ft 2 in)
0.38 m (1 ft 3 in)
2.84 m (9 ft 4 in)
2.24 m (7 ft 4 in)
1.27 m (4 ft 2 in)
Cabin: Length overall, incl baggage
compartment
Length, passenger compartment only
Max height
Max width
Volume: Cabin
Baggage (if closed off)
3.93 m (12 ft 10 in)

1.90 m (6 ft 3 in)
1.24 m (4 ft 1 in)
1.45 m (4 ft 9 in)
4.88 m3 (172.5 cu ft)
1.46 m3 (51.4 cu ft)
Areas
Rotor disc
83.52 m2 (899.04 sq ft)

Weight empty, standard configuration
Usable fuel load
Max internal payload
1,531 kg (3,375 lb)

489 kg (1,078 lb)
1,292 kg (2,848 lb)
Max slung load
1,361 kg (3,000 lb)
Max T-O weight:

internal load
slung load
2,835 kg (6,250 lb)

3,129 kg (6,900 lb)
Max disc loading:

internal load
33.9 kg/m2 (6.95 lb/sq ft)
slung load
37.5 kg/m2 (7.68 lb/sq ft)
Max power loading:

internal load
slung load
3.80 kg/kW (6.25 lb/shp)

3.82 kg/kW (6.27 lb/shp)
Performance
(at max T-O weight, ISA. A: PW206E, B: Arrius 2C)
Never-exceed speed (VNE) at S/L, ISA
Max cruising speed at S/L, 38C (100F)
Rate of climb at S/L, OEI
Service ceiling: both engines
A
B
OEI:
A
B
Hovering ceiling:
IGE, ISA:
A
B
IGE, ISA + 20C:
A
B
OGE, ISA:
A
B
OGE, ISA + 20C:
A
B
160 kt (296 km/h; 184 mph)

140 kt (259 km/h; 161 mph)
9.65 m/s (1,900 ft)/min
6.85 m/s (1,350 ft)/min
5.1 m/s (1,000 ft)/min
5,335 m (17,500 ft)
5,640 m (18,500 ft)
3,200 m (10,500 ft)
3,350 m (11,000 ft)
3,353 m (11,000 ft)

4,125 m (13,540 ft)
2,042 m (6,700 ft)
2,970 m (9,750 ft)
2,743 m (9,000 ft)
3,625 m (11,900 ft)
1,433 m (4,700 ft)
2,235 m (7,340 ft)
Hovering ceiling OEI:

IGE, ISA at 87% max T-O weight
1,220 m (4,000 ft)
Max range at 1,525 m (5,000 ft), ISA

293 n miles
Max endurance: at SL
(542 km; 337 miles)

2 h 54 min
at 1,525 m (5,000 ft) ISA
3 h 12 min
Operating Noise Levels

T
T-O
Approach
84.1 EPNdB
88.9 EPNdB
Flyover
81.9 EPNdB
UPDATED
MD Helicopters MD Explorer equipped with a winch system lowering bar pilots on to
ships
(1998)
The advanced MD 902 lifts off on its first flight on 5 September 1997
(1998)
The MD Explorer has been certificated for IFR operations with a four-tube
AlliedSignal EFIS and GPS
(1998)
MD Helicopters MD Explorer eight-seat commercial helicopter (Jane's/Mike

Keep)
Prototype Combat Explorer equipped with two sensors above and below cockpit
and armament including rocket launcher
MD Helicopters MD Explorer in service with the National Park Service in the

Grand Canyon
(1999)
The wide cabin of the MD Explorer is suited for luxury corporate interior
outfitting (MD Helicopters)
(2002)
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Robinson R44
Type
Four-seat light helicopter.
Programme
Development began 1986; first flight 31 March 1990; prototype (N44RH) and second aircraft had flown
more than 200 hours by end January 1992; first flight of third R44 March 1992; certification completed
10 December 1992.
Current versions
R44 Astro: Basic model with fixed skids, as described.
R44 Clipper: Float-equipped version certified 12 July 1996; 23 kg (50 lb) increase in empty weight;
slight reduction in cruise speed. Additional mast-mounted lights for night flying. Longer landing gear
struts for better clearance during water operations. Optional Apical pop-out floats approved by FAA in
June 1999.
R44 Police: Specialised law enforcement model with optional equipment including PA/siren;
UHF/VHF police radio; twin Peakbeam Xenon or SX-5 Xenon Starburst searchlights; Inframetrics
IRTV 445G or Wescam 12DS gyrostabilised infra-red sensor and colour television camera system
mounted in nose turret; back-up King comm transceiver. Certified July 1997.
R44 IFR Trainer: Specialised equipment includes artificial horizon; encoding altimeter; slaved
pictorial navigation indicator with remote electric gyro; King combined nav/comm digital radio;
transponder; marker beacon.
R44 Newscopter: Production-line ENG (Electronic News-Gathering) model equipped with
newly-developed FLIR Systems (FSI) UltraMedia RS stabilised camera system. Also has Geneva audio
system, two Elmo lipstick cameras, four monitors and provides complete microwave capability for live
transmissions. First delivery spring 1997.
R44 Raven: Enhanced version available from April 2000. Includes Robinson-developed hydraulic
flight control system, eliminating cyclic stick vibration and control forces; adjustable pilot-side pedals
and maintenance-free elastomeric tail-rotor teeter hinge bearings.
Customers
Total of 1,167 delivered by 1 January 2002.
Costs
R44 Raven - US$299,000; R44 Clipper with utility floats - US$315,000; R44 Clipper with pop-out
floats - US$322,000; R44 Police - US$484,000; R44 Newscopter - US$524,000. Optional hydraulic
package - US$13,000. DOC R44 Raven - US$40.70/h.
Design features
New design incorporating some proven concepts of R22; designed to requirements of FAR Pt 27;
features for comfort and safety include electronic throttle governor to reduce pilot workload by
controlling rotor and engine rpm during normal operations, rotor brake, advanced warning devices,
automatic clutch engagement to simplify and reduce start-up procedure and reduce chance of overspeed,
pistol-grip cyclic control with two-step trigger switch for intercom and transmit. The new grip, which
replaced the original T-bar, also incorporates a button for changing radio frequencies. Crashworthy
features include energy-absorbing landing gear and lap/shoulder strap restraints designed for high
forward g loads. High reliability and low maintenance; patented rotor design with tri-hinge (see R22);
low noise levels further improved by the elimination of broken speed and excessive wind noise.
Pneumatic door support introduced in 1998.
Flying controls
Conventional, with Robinson central cyclic stick; rpm governor; rotor brake standard; left-hand
collective lever and pedals removable.
Robinson-designed optional hydraulic control system received FAA approval in July 1999, following
vigorous testing including a 2000-hour operational endurance test. The system eliminates stick shake, as
well as collective and cyclic control forces.
Landing gear
Fixed skids, or floats.
Power plant
One 194 kW (260 hp) Textron Lycoming O-540 flat-six engine, derated to 165 kW (225 hp) at T-O,
153 kW (205 hp) continuous. Standard fuel tank 116 litres (30.6 US gallons; 26 Imp gallons). Auxiliary
69 litres (18.3 US gallons; 15 Imp gallons).
Accommodation
Four persons seated two in front and two behind. Concealed baggage compartments. Dual controls.
Systems
Heating and ventilation.
Avionics
Wide selection of optional avionics and instruments.
Comms: AlliedSignal KY 197 VHF radio with Inlet-Vox AA80 intercom for all four occupants.
Optional KT76A or K76C transponder with remote altitude encoder.
Flight: Optional K155 nav/com with KI203 indicator (replacing KY197A); Garmin 150XL/250XL or
KLN89 GPS and KR87 ADF.
Equipment
Standard equipment includes auxiliary fuel system, heater and rotorbrake. Options include belly
handpoints, tinted windscreen and engine priming system.
Apollo Helicopter Systems DTM-4 agricultural spray system available since early 2000.
Main rotor diameter
Tail rotor diameter
Length overall (rotors turning)
Fuselage: Length
Max width
Height overall
Skid track
10.06 m (33 ft 0 in)

1.47 m (4 ft 10 in)
11.66 m (38 ft 3 in)
8.97 m (29 ft 5 in)
1.28 m (4 ft 2 in)
3.28 m (10 ft 9 in)
2.18 m (7 ft 2 in)
Cabin: Max width
1.28 m (4 ft 2 in)
Areas
Main rotor disc
79.46 m2 (855.3 sq ft)
Tail rotor disc
1.70 m2 (18.35 sq ft)

Fuel weight: standard
auxiliary
Max disc loading
Max power loading
Performance
635 kg (1,400 lb)

83 kg (184 lb)
50 kg (110 lb)
1,088 kg (2,400 lb)
13.70 kg/m2 (2.81 lb/sq ft)
6.49 kg/kW (10.67 lb/hp)
(at max T-O weight, ISA, except where

indicated)
Cruising speed, 75% power
113 kt (209 km/h; 130 mph)

Service ceiling
>5.1 m/s (1,000 ft)/min

4,270 m (14,000 ft)

OGE
Max range, no reserves
1,950 m (6,400 ft)

1,555 m (5,100 ft)
approx 347 n miles (643 km; 400 miles)
Year
ROBINSON PRODUCTION DELIVERIES

R22
R44
1980
1981
1982
1983
1984
78
156
88
64
79
1985
1986
79
90
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
Totals
127
204
310
384
402
222
135
89
83
86
132
117
128
126
134
3,313
31
106
96
78
114
134
150
264
194
1,167
UPDATED
Robinson R44 light helicopter (one Textron Lycoming O-540 flat-six) (Jane's/Mike
Keep)
Float-equipped Robinson R44 Clipper

(1999)
Robinson R44 Raven (Robinson)

(2001)
Robinson R44 Newscopter equipped with FSI's UltraMedia camera system with
Cannon zoom lens and extender
(2001)
Robinson R44 Police fitted with Starburst searchlight and either Inframetrics or
Wescam infra-red sensor and television camera system
(2001)
Robinson R44 Police close-up of searchlights and Inframetrics IRTV 445G camera system
R44 Clipper fitted with new Apical pop-out floats

(2000)
Hydraulic control system installed in R44

(2000)
Robinson R44 with Apollo DTM-4 agricultural spray system, available since
January 2000
(2000)
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Robinson R22
Type
Two-seat light helicopter.
Programme
Design began 1973; first flight 28 August 1975; first flight of second R22 early 1977; FAA certification
16 March 1979; UK certification June 1981; deliveries began October 1979; R22 Alpha certified
October 1983; R22 Beta 5 August 1985. Improved R22 Beta II certified in December 1995.
Versions
R22: Initial model, powered by 112 kW (150 hp) Lycoming O-320-A2C piston engine.
R22HP: Higher-power version introduced in 1981, with 119 kW (160 hp) O-320-B2C engines giving
a 6 kt (11 km/h) increase in speed and better IGE and OGE performances.
R22 Alpha: Improved model with increased gross weight; modified tail section for greater stability;
optional equipment for use as IFR trainer. In service from 1983.
R22 Beta: Standard version from c/n 501 onwards; increased horsepower.
R22 Mariner: Has floats and ground wheels; corrosion-proofing throughout gauge nozzle to check
float pressure; first delivered for operation from tuna fishing boats off Mexico and Venezuela.
Current Versions
R22 Beta II and R22 Mariner II: New more powerful versions introduced in 1996; built from serial
number 2571. Textron Lycoming O-360 piston engine derated to 98 kW (131 hp). Other new features
include carburettor heat assist; rpm throttle governor; high-capacity oil cooler; new cyclic grip; door
windows. Improved IGE hover ceiling. Main description refers to Beta II except where indicated.
R22 Beta II Police: Special communications and other equipment including removable port-side
controls, 70 A alternator, searchlight, loudspeaker, siren and transponder.
R22 IFR Trainer: Equipped with flight instruments and radio to allow training for helicopter IFR
flying (see under Avionics); four delivered in 1994.
External load R22: Hook kit certified for 181 kg (400 lb) produced by Classic Helicopter
Corporation, Boeing Field, Seattle, Washington; weighs 2.3 kg (5 lb); used for slung load training;
never-exceed speed with load in place limited to 75 kt (139 km/h; 86 mph).
R22 Agricultural: Equipped with Apollo Helicopter Services DTM-3 spray system; FAA approved
December 1991. Low-drag belly tank contains 151 litres (40 US gallons; 33.3 Imp gallons); boom
length 7.31 m (24 ft 0 in); tank frame attached to landing gear mounting points with four bolts and wing
nuts; installation of entire system requires no tools and can be completed by one person in
approximately 5 minutes.
Customers
Total production 3,313 by 1 January 2002.
Costs
R22 Beta II and R22 Beta II Police US$156,000; R22 Mariner II US$166,000; R22 Beta II IFR Trainer
US$173,060 (with recommended avionics). DOC R22 Beta II US$25.30/h.
Design Features
Horizontally mounted piston engine drives transmission through multiple V belts and sprag-type
overrunning clutch; main and tail gearboxes use spiral bevel gears; maintenance-free flexible couplings
of proprietary manufacture used in both main and tail rotor drives. Two-blade semi-articulated main
rotor, with tri-hinged underslung rotor head to reduce blade flexing, rotor vibration and control force
feedback, and an elastic teeter hinge stop to prevent blade-boom contact when starting or stopping rotor
in high winds; blade section NACA 63-015 (modified); two-blade tail rotor on port side; rotor brake
standard.
Flying Controls
All mechanical; cyclic stick mounted between pilots with handgrips on swing arm for comfortable
access from either seat.
Structure
All-metal bonded blades with stainless steel spar and leading-edge, light-alloy skin and light-alloy
honeycomb filling; cabin section of steel tube with metal and plastics skinning; full monocoque
tailboom.
Landing Gear
Welded steel tube and light-alloy skid landing gear, with energy absorbing crosstubes. Twin float/skid
gear on Mariner with additional tailplane surface on lower tip of fin.
Power Plant
One 134 kW (180 hp) Textron Lycoming O-360-J2A flat-four engine (derated to 97.5 kW; 131 hp for
T-O), mounted in the lower rear section of the main fuselage, with cooling fan. Light-alloy main fuel
tank in upper rear section of the fuselage on port side, usable capacity 72.5 litres (19.2 US gallons; 16
Imp gallons). Optional auxiliary fuel tank, capacity 39.75 litres (10.5 US gallons; 8.7 Imp gallons). Oil
capacity 5.7 litres (1.5 US gallons; 1.25 Imp gallons).
Accommodation
Two seats side by side in enclosed cabin, with inertia reel shoulder harness. Curved two-panel
windscreen. Removable door, with window, on each side. Police version has observation doors with
bubble windows, which are also available as options on other models. Baggage space beneath each seat.
Cabin heated and ventilated.
Systems
Electrical system, powered by 12 V DC alternator, includes navigation, panel and map lights, dual
landing lights, anti-collision light and battery. Second battery optional.
Avionics
Comms: AlliedSignal KY197 VHF com radio, AlliedSignal KCS 55A HSI, KR 87 ADF, KX 165
nav/com digital display radio, KT 76A transponder.
Flight: KR 22 marker beacon receiver, KN 53 nav receiver, Apollo II, AlliedSignal or Northstar
Loran C, and KR 87 ADF. IFR trainer avionics include AlliedSignal KN 63 DME.
Instrumentation: AIM 305-1 AL DVF artificial horizon, AlliedSignal KEA 129 encoding altimeter,
Astronautics DC turn indicator, rate of climb indicator, sensitive altimeter, quartz clock, magnetic
compass, hour meter, low rotor rpm warning horn, temperature and chip warning lights for main
gearbox and chip warning light for tail gearbox.
Main rotor diameter
Tail rotor diameter
Length overall (rotors turning)
Fuselage: Length
Max width
Height overall
Skid track
7.67 m (25 ft 2 in)

1.07 m (3 ft 6 in)
0.18 m (7.2 in)
4.39 m (14 ft 5 in)
8.76 m (28 ft 9 in)
6.30 m (20 ft 8 in)
1.12 m (3 ft 8 in)
2.67 m (8 ft 9 in)
1.93 m (6 ft 4 in)
Cabin: Max width
1.12 m (3 ft 8 in)
Areas
0.70 m2 (7.55 sq ft)
0.037 m2 (0.40 sq ft)

46.21 m2 (497.4 sq ft)
Main rotor disc

Tail rotor disc
0.89 m2 (9.63 sq ft)
Fin
0.21 m2 (2.28 sq ft)
Stabiliser
0.14 m2 (1.53 sq ft)

Weight empty (without auxiliary fuel tank)
Fuel weight: standard
388 kg (855 lb)

52 kg (115 lb)
auxiliary
28.6 kg (63 lb)

Max zero-fuel weight
621 kg (1,370 lb)

569 kg (1,255 lb)
13.43 kg/m2 (2.75 lb/sq ft)
Max disc loading

Performance
(at max T-O weight, ISA)
Never-exceed speed (VNE)) without sling load
Max level speed
Cruising speed, 75% power at 2,440 m (8,000 ft)
Econ cruising speed
Rate of climb at 1,525 m (5,000 ft)
Service ceiling
Range with no reserves
Range with auxiliary fuel and max payload, no
reserves
Endurance at 65% power, auxiliary fuel, no
reserves
102 kt (190 km/h; 118 mph)

97 kt (180 km/h; 112 mph)
96 kt (177 km/h; 110 mph)
82 kt (153 km/h; 95 mph)
6.1 m/s (1,200 ft)/min
323 m (1,060 ft)/min
4,265 m (14,000 ft)
2,865 m (9,400 ft)
>174 n miles (322 km; 200 miles)
3 h 20 min
UPDATED
R22 and R44 models undergoing completion

(2000)
Robinson R22 (Jane's/James Goulding)
Robinson R22 Mariner with floats and ground wheels

(2001)
Robinson R22 IFR Trainer with enlarged instrument console and additional avionics
(1998)
Robinson has sold more than 3,000 R22 helicopters

(2001)
Gnter Endres MRAeS
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MD Helicopters MD 600N
Type
Single-turboshaft light helicopter.
Programme
Announced as `concept', 8 November 1994; prototype, then known as MD 630N, (N630N, converted
from MD 530F demonstrator) first flight 22 November 1994, 138 days after project approval; public
debut at Heli-Expo in Las Vegas January 1995; production go-ahead 28 March 1995, at which time
designation changed to MD 600N; first flight with definitive Allison 250-C47 engine and six-blade
main rotor system 6 November 1995. Programme delayed by some weeks following loss of second
prototype during hard landing 28 May 1996. Third prototype flew 9 August 1996. FAA certification 15
May 1997 and first delivery, to launch customer AirStar Helicopters, 6 June 1997. A year-long
enhancement programme was completed in July 1998 and approved by the FAA. Main features include
raising take-off and landing performance to 2,135 m (7,000 ft) altitude at 1,746 kg (3,850 lb) or greater;
permitting flight at up to 115 kt (213 km/h; 132 mph) with doors off; operating temperature up to 52C
(126F) and lift up to 969 kg (2,134 lb) on its external cargo hook. Other enhancements are use of
emergency floats; special executive seats in the rear cabin; bubble windows; movable landing light;
127 litres (33.5 US gallons; 28 Imp gallons) auxiliary fuel tank; air conditioner; wire strike protection;
and operations between -40C (-40F) and +52C (127F). High-Intensity Radio Frequency (HIRF)
testing was carried out at the Patuxent River Naval Test Center, Maryland in October 1997.
Customers
Total 51 delivered by 1 January 2002.
Costs
Basic price equipped US$1.25 million. Direct Operating Cost (DOC) US$230/per hour.
Design Features
Stretched MD 520N airframe (less than 1 per cent new parts) by means of 0.76 m (2 ft 6 in) plug aft of
cockpit/cabin bulkhead and 0.71 m (2 ft 4 in) plug-in tailboom, combined with more powerful engine,
uprated transmission and six-blade main rotor. Cabin has flat floor to assist cargo handling and will
feature quick-change interior configurations to suit multiple-use operators. Intended for civil, utility,
offshore, executive transport, medevac, touring, law-enforcement and other noise-sensitive operations;
also adaptable for armed scout, utility and other military missions.
Description generally as for MD 520N except as follows:
Power Plant
One 603 kW (808 shp) Allison 250-C47M turboshaft, derated to 447 kW (600 shp) for T-O and 395 kW
(530 shp) maximum continuous, with FADEC. Transmission rating 447 kW (600 shp). Fuel capacity
454 litres (120 US gallons; 100 Imp gallons), in underfloor tank.
Accommodation
Seating capacity for eight persons including pilot. Two side-opening àccordion'-type doors to
passenger cabin on each side; single door to cockpit on starboard side. Bubble windows for cabin
optional.
Rotor diameter
fuselage
Fuselage width at cabin
Height to top of rotor head:
standard skids
extended skids
Height to top of fins:
standard skids
extended skids
8.38 m (27 ft 6 in)

11.25 m (36 ft 10 in)
9.30 m (30 ft 6 in)
1.40 m (4 ft 7 in)
2.65 m (8 ft 8 in)
2.96 m (9 ft 8 in)
2.68 m (8 ft 9 in)
2.98 m (9 ft 9 in)
Cabin, excluding cockpit
Length
1.83 m (6 ft 0 in)
Width
1.22 m (4 ft 0 in)
Height
1.22 m (4 ft 0 in)
Areas
55.18 m2 (594.0 sq ft)
Rotor disc
Weight empty
953 kg (2,100 lb)
Useful load:
internal
external
907 kg (2,000 lb)

1,225 kg (2,700 lb)
Max hook capacity

Max T-O weight:
internal load
slung load
Max disc loading:
1,361 kg (3,000 lb)

1,859 kg (4,100 lb)
2,132 kg (4,700 lb)
internal load
33.7 kg/m2 (6.90 lb/sq ft)
slung load
38.6 kg/m2 (7.91 lb/sq ft)
Max transmission power loading:

internal load
slung load
4.16 kg/kW (6.83 lb/shp)

4.77 kg/kW (7.83 lb/shp)
Performance
Max cruising speed, S/L to 1,525 m
(5,000 ft), ISA
Max rate of climb at S/L, ISA
Max operating altitude
Hovering ceiling, ISA:
IGE
OGE
Max range:
at S/L
at 1,830 m (6,000 ft) ISA
Endurance
135 kt (250 km/h; 155 mph)

134 kt (248 km/h; 154 mph)
6.85 m/s (1,350 ft)/min
6,100 m (20,000 ft)
3,383 m (11,100 ft)
1,829 m (6,000 ft)
3 h 36 min
MD 600N PRODUCTION
Year
Model
No
1997
MD 600N
15
1998
MD 600N
21
1999
MD 600N
2000
MD 600N
2001
MD 600N
Total
51
UPDATED
Launch customer AirStar Helicopters took delivery of the first MD 600N in June 1997
(1998)
MD 600N being tested with new pop-out floats

(1998)
MD 600N eight-seat NOTAR helicopter (Jane's/James Goulding)
MD 600N operated by the US Border Patrol

(1999)
The Sierra Star MD 600N is used on corporate missions (MD Helicopters)

(2002)
Gnter Endres MRAeS
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VAT Hummingbird
Type
Four-seat helicopter.
Customers
Fourteen Hummingbird kits sold at US$140,000, including engine.
Design Features
Based on previously type certificated Sikorsky S-52-3. VAT replaced standard Sikorsky S-52-3 power
plant with 194 kW (260 hp) aluminium block V8 engine. Fuel capacity 100 litres (57 US gal); fuel
consumption approximately 20 litres (11 US gal)/hour. Newly manufactured airframes and tailcones
identical to S-52-3, except for nose section which comes from the Bell JetRanger. Assembly takes about
1,800 working hours and kit includes original Sikorsky components. A new sales demonstrator is under
construction. An electric-powered model is under consideration, which could include the use of a 179
kW (240 hp) Gould electric torpedo motor, charged by a Lockheed-designed power cell.
Main rotor diameter
Length:
10.06 m (33 ft 0 in)

12.11 m (39 ft 9 in)
Fuselage
Height: to top of rotor head
9.27 m (30 ft 5 in)

2.62 m (8 ft 7 in)
overall
2.87 m (9 ft 5 in)
Areas
79.46 m2 (855.3 sq ft)
Main rotor disc

Weight empty
817 kg (1,800 lb)
Max payload
408 kg (900 lb)
Max T-O weight
1,225 kg (2,700 lb)
Max disc loading
15.41 kg/m2 (3.16 lb/sq ft)
Performance
(three-blade rotor)
Cruising speed
78 kt (144 km/h; 90 mph)
Max rate of climb at 2,300 lb

Service ceiling
Range
380 m (1,250 ft)/min

3,350 m (11,000 ft)
approx 347 n miles (642 km; 400 miles)
UPDATED
VAT is offering the Hummingbird, based on the Sikorsky S-52, in kit form
VAT Hummingbird (Jane's/James Goulding)
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Brantly 305
Type
Five-seat light helicopter.
Programme
Original first flight January 1964; FAA type approval 29 July 1965; 44 built during mid-1960s. Another
four built by Hynes Aviation in 1985 as the H-5. Improved prototype with redesigned rotor head and
new blade aerofoil completed about 30 hours flying by mid-January 1990. New main rotor bearing
fitted. Cabin streamlined. New production was to begin 1993, but none built.
Design features
Rotor system and airframe as for B-2B, but enlarged.
Flying controls
Conventional direct mechanical.
Structure
As for B-2B.
Landing gear
Choice of skid, wheel or float gear. Skid type has four oleo struts, two on each side, and small
retractable ground handling wheels. Wheel gear has single mainwheels and twin nosewheels, all with
oleo-pneumatic shock-absorbers of Brantly manufacture. Goodyear mainwheels and tyres size 5.00-5,
pressure 1.93 bars (28 lb/sq in). Goodyear single-disc hydraulic brakes on mainwheels.
Power plant
One 227.4 kW (305 hp) Textron Lycoming IVO-540-B1A flat-six engine, mounted vertically, with dual
cooling fans. One rubber fuel cell under engine, capacity 163 litres (43 US gallons; 35.8 Imp gallons).
Refuelling point in port side of fuselage. Oil capacity 9.5 litres (2.5 US gallons; 2.1 Imp gallons).
Accommodation
Two individual seats side by side, with dual controls. Rear bench seat for three persons. Door on each
side. Rear compartment for 113 kg (250 lb) of baggage, with downward hinged door on starboard side.
Avionics
AlliedSignal or Narco radio, to customer's specification.
Equipment
Blind-flying instrumentation available, but helicopter not certified for instrument flight.
Main rotor diameter
Main rotor blade chord, constant
Tail rotor diameter
Length:
fuselage
Height overall
Wheel track
Wheelbase
Passenger doors (each):
Height
Width
Baggage compartment door:
Mean height
Width
8.74 m (28 ft 8 in)

0.254 m (10 in)
1.30 m (4 ft 3 in)
10.03 m (32 ft 11 in)
7.44 m (24 ft 5 in)
2.44 m (8 ft 1 in)
2.10 m (6 ft 10 in)
2.15 m (7 ft 0 in)
0.82 m (2 ft 8 in)
1.02 m (3 ft 3{7/8} in)
0.30 m (1 ft 0 in)
0.69 m (2 ft 3 in)
Cabin: Length
Max width
Max height
2.30 m (7 ft 6 in)
1.39 m (4 ft 6 in)
1.22 m (4 ft 0 in)
0.47 m3 (16.7 cu ft)
Baggage compartment
Areas
0.09 m2 (11.79 sq ft)
0.05 m2 (0.50 sq ft)
Main rotor disc
59.96 m2 (645.4 sq ft)
Tail rotor disc
1.32 m2 (14.19 sq ft)

Weight empty
816 kg (1,800 lb)
1,315 kg (2,900 lb)

21.92 kg/m2 (4.49 lb/sq ft)
Max disc loading

Performance
(at max T-O weight)
104 kt (193 km/h; 120 mph)

Service ceiling
Range with max fuel and max payload, 15 min
reserves
96 kt (177 km/h; 110 mph)

297 m (975 ft)/min
3,660 m (12,000 ft)
1,245 m (4,080 ft)
BRANTLY PRODUCTION DELIVERIES

Year
B-2A
1960
1961
1962
1963
1964
1965
1966
1967
33
77
62
18
1976
1977
1978
1979
B-2B
18
48
25
14
13
2
1
11
2
305
Total
14
23
4
33
77
62
36
48
39
37
17
2
1
11
2
1986
4*
1991
1997
1998
1999
2000
2001
Total
6
190
144
45
379
* Hynes H-5
UPDATED
Brantly Helicopter Industries 305 five-seat light helicopter
Gnter Endres MRAeS
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Brantly B-2B
Type
Programme
Developed from B-1 by N O Brantly, the B-2 was an advanced design featuring a skinned monocoque
fuselage and three-blade main rotor. First flight 21 February 1953; FAA certification 27 April 1959.
Total of 190 produced between 1960 and 1963 as Model B-2A. Replaced by improved B-2B with new
metal rotor-blades and fuel-injected Lycoming IVO-360-A1A four-cylinder air-cooled engine; FAA
certification July 1963. Total of 118 built between 1963 and 1967, and another 16 between 1976 and
1979 by Brantly-Hynes Helicopter as H-2. Brantly-Hynes Helicopter Inc, later Hynes Helicopter, was
formed on 1 January 1975 to replace Brantly Operators Inc, which had acquired design rights to all
Brantly Helicopters in 1970.
A Japanese-American businessman, James T Kimura, acquired type certificates and manufacturing
and marketing rights to Brantly B-2B and 305 from Hynes Aviation Industries March 1989; Brantly
Helicopter Industries formed 8 May 1989; only 3 built.
Certificate taken over by Brantly International in 1994. FAA production certificate issued in July
1996.
Cost
Base price US$150,000.

Design features
Three-blade main rotor with flapping hinges close to hub and pitch-change/flap/lag hinges at 40 per cent
blade length; symmetrical inboard blade section with 29 per cent thickness/chord ratio, outboard section
NACA 0012; outer blade sections quickly removable for compact storage; rotor brake standard;
two-blade anti-torque rotor. Transmission through automatic centrifugal clutch and planetary reduction
gear.
Flying controls
Conventional direct mechanical control; small fixed tailplane.
Structure
Inboard blade section has stainless steel leading-edge spar; outboard portion has extruded aluminium
spar, polyurethane core with bonded aluminium envelope riveted to spar. All-metal tail rotor. Fuselage
steel tube centre-section with all-metal stressed skin tailcone.
Landing gear
Alternative skid or float gear. Skid type has small retractable wheels for ground handling, fixed tailskid
and four shock-absorbers with rubber in compression. Inflatable pontoons, which attach to standard
skids, are available to permit operation from water.
Power plant
One 134 kW (180 hp) Textron Lycoming IVO-360-A1A four-cylinder, horizontally opposed air-cooled
engine, mounted vertically, with induction cooling system. Fuel in rubber bag-type tank under engine,
capacity 117 litres (31 US gallons; 26 Imp gallons). Refuelling point on port side of fuselage. Oil
capacity 5.7 litres (1.5 US gallons; 1.25 Imp gallons).
Accommodation
Totally enclosed circular section cabin for two persons seated side by side. Forward hinged door on
each side. Dual controls, cabin heater and demisting fan standard. Compartment for 22.7 kg (50 lb)
baggage in forward end of tail section.
Avionics
Provision for all standard nav/com radios.
Equipment
Blind-flying instrumentation available as an option, but not certified for instrument flight. Twin landing
lights in nose.
Specifications
Main rotor diameter
Main rotor blade chord:
inboard
7.24 m (23 ft 9 in)

0.225 m (8.85 in)
outboard
Tail rotor diameter
Length:
fuselage
Height overall
Skid track
Height
Width
Mean height
Length
0.203 m (8.0 in)

1.30 m (4 ft 3 in)
8.53 m (28 ft 0 in)
6.62 m (21 ft 9 in)
2.06 m (6 ft 9 in)
1.73 m (5 ft 8 in)
0.79 m (2 ft 7 in)
0.86 m (2 ft 9 in)
0.25 m (9 in)
0.55 m (1 ft 9 in)
Cabin: Length
Max width
Max height
1.83 m (6 ft 0 in)
1.19 m (3 ft 11 in)
0.99 m (3 ft 3 in)
Floor area
2.60 m2 (28.0 sq ft)
Volume
2.78 m3 (98.0 cu ft)
Baggage compartment
0.17 m3 (6.0 cu ft)
Areas
Main rotor disc
Tail rotor disc
0.69 m2 (7.42 sq ft)

41.16 m2 (443.0 sq ft)
0.05m2 (0.5 sq ft)
1.32 m2 (14.19 sq ft)

Weight empty:
with skids
463 kg (1,020 lb)
with floats
Max T-O weight
481 kg (1,060 lb)

757 kg (1,670 lb)
Max disc loading
18.40 kg/m2 (3.77 lb/sq ft)

5.65 kg/kW (9.27 lb/hp)
Max power loading

Performance
(at max T-O weight)

Max cruising speed (75% power)
87 kt (161 km/h; 100 mph)

78 kt (145 km/h; 90 mph)

Service ceiling
9.65 m/s (1,900 ft/min)

3,290 m (10,800 ft)
2,040 m (6,700 ft)
Range with max fuel, with reserves

VERIFIED
Original Brantly B-2B two-seat light helicopter

(1998)
The new-built Brantly B-2B utility helicopter

(2001)
New-built Brantly B-2B light helicopter

(2001)
Gnter Endres MRAeS
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Bell 430
Type
Twin-turboshaft commercial helicopter.
Programme
Four-blade rotor, higher-powered and stretched (nine-seat) variant of Bell 230. Programme launched
February 1992; two prototypes, modified from Bell 230 airframes; first prototype (C-GBLL;
wheel-equipped) flown 25 October 1994; second prototype (skid-equipped, with complete avionics
suite) flown 19 December 1994; first flight of production 430 (C-GRND) in 1995; deliveries begun 25
June 1996 after Canadian Type approval.
Customers
Total of 79 delivered by January 2002.
Costs
Unit cost US$3.675 million, basically equipped.
Design features
Bell 230 fuselage lengthened by 0.46 m (1 ft 6 in) plug; Bell 680 all-composite four-blade bearingless
main rotor; approximately 10 per cent power increase over Bell 230; uprated transmission; and optional
EFIS.
Flying controls
Fully powered hydraulic, with elastomeric pitch change and flapping bearings; fixed tailplane with
leading-edge slats and endplate fins; strakes under sponsons; single-pilot IFR system without
auto-stabilisation.
Structure
Semi-monocoque fuselage of light alloy, with limited use of light alloy honeycomb panels. Fail-safe
structure in critical areas. One-piece nosecone tilts forward and down for access to avionics and
equipment bay. Short span cantilever sponson set low on each side of fuselage, serving as main landing
gear housings, fuel tanks and work platforms. Fixed vertical fin in sweptback upper and lower sections.
Tailplane, with slotted leading-edge and endplate fins, mounted midway along rear fuselage. Small skid
below ventral fin for protection in taildown landing. Four-blade main rotor with stainless steel spars and
leading-edges, Nomex honeycomb trailing-edge with glass fibre skin, and glass fibre safety straps; tail
rotor blades stainless steel. Rotors shaft-driven through gearbox with two spiral bevel reductions and
one planetary reduction. Main blade and hub life, 10,000 hours.
Landing gear
Tubular skid type on utility version. Executive version has hydraulically retractable tricycle gear, single
mainwheels retracting forward into sponsons; forward-retracting nosewheel fully castoring and
self-centring; hydraulic disc brakes on main units. Mainwheel tyre size 18 5.5, nosewheel 5 5.
Emergency floats optional.
Power plant
Two Allison 250-C40B turboshafts, each rated at 584 kW (783 shp) for T-O and 521 kW (699 shp)
maximum continuous. OEI ratings 701 kW (940 shp) for 30 seconds, 656 kW (880 shp) for 2 minutes,
623 kW (835 shp) for 30 minutes and 602 kW (808 shp) continuous. Chandler Evans FADEC.
Transmission rating 779 kW (1,045 shp) for 5 minutes for T-O, 737 kW (989 shp) maximum
continuous. Power train TBO, 5,000 hours. Usable fuel capacity 935 litres (247 US gallons; 206 Imp
gallons) in skid version, 710 litres (187.5 US gallons; 156 Imp gallons) in wheeled version; provision in
both versions for 182 litre (48 US gallon; 40 Imp gallon) auxiliary tank. Fuel system is rupture resistant,
with self-sealing breakaway fittings.
Accommodation
Standard layout has forward-facing seats for nine persons (two-two-two-three) including pilot. Options
include 10-seat layout (two-two-three-three); eight-seat executive (rear six in club layout); six-seat
executive (rear four in club layout with console between each pair); and five- and four-seat executive
with one or two refreshment cabinets; seat pitches vary between 86 cm (34 in) and 91 cm (36 in). Pilots
on crashworthy (energy attenuating) seats, which are optional for passengers. Customised Emergency
Medical Service (EMS) versions also available, configured for pilot-only operation plus one or two
pivotable stretchers and four or three medical attendants/sitting casualties respectively. Two
forward-opening doors each side; EMS version has optional stretcher door between forward and rear
doors on port side. Entire interior ram air ventilated and soundproofed. Dual controls optional.
Systems
Dual hydraulic systems (dual for main rotor collective and cyclic, single for tail rotor). Dual 28 V DC
electrical systems, powered by two 30 V 200 A engine-mounted starter/generators (derated to 180 A)

and a 24 V 28 Ah Ni/Cd battery.
Avionics
Comms: AlliedSignal Gold Crown III.
Flight: AlliedSignal KFC 500 AFCS. GPS optional.
Instrumentation: Rogerson-Kratos LCD Integrated Instrument Display System (IIDS) comprising two
active matrix LCDs displaying engine and system parameters; optional Rogerson-Kratos EFIS.
Equipment
Standard equipment includes rotor and cargo tiedowns, ground handling wheels for skid version,
retractable 450 W search/landing light. Options include dual controls, auxiliary fuel tankage, force/feel
trim system, more comprehensive nav/com avionics, 272 kg (600 lb) capacity rescue hoist, 1,587 kg
(3,500 lb) capacity cargo hook, emergency flotation gear, heated windscreen, particle separator and
snow baffles.
Main rotor diameter
Tail rotor diameter
Length: fuselage (incl tailskid)
Fuselage max width over sponsons
12.80 m (42 ft 0 in)

0.36 m (1 ft 2 in)
2.10 m (6 ft 10 in)
0.25 m (0 ft 10 in)
13.44 m (44 ft 1 in)
15.30 m (50 ft 2 in)
3.45 m (11 ft 4 in)

standard skids
high skids
wheels
Skid track
Wheel track
Wheelbase
4.03 m (13 ft 2 in)

4.24 m (13 ft 10 in)
3.72 m (12 ft 2 in)
2.54 m (8 ft 4 in)
2.78 m (9 ft 1 in)
4.17 m (13 ft 8 in)
Passenger doors: forward:

Height
Width
1.34 m (4 ft 4 in)
0.88 m (2 ft 10 in)
aft:
Height
Width
Baggage door:
1.22 m (4 ft 0 in)
0.91 m (3 ft 0 in)
Height
Width
0.60 m (1 ft 11 in)
0.85 m (2 ft 9 in)
Cabin: Length, excl cockpit
Max width
Max height
Volume
2.87 m (9 ft 5 in)
1.27 m (4 ft 2 in)
1.45 m (4 ft 9 in)
4.5 m3 (158 cu ft)
1.0 m3 (37 cu ft)
Areas
Main rotor disc
Tail rotor disc
128.71 m2 (1,385.4 sq ft)

3.45 m2 (37.12 sq ft)

(A: wheeled version; B: skid version)
Weight empty: A
B
Max external load: A, B
2,406 kg (5,305 lb)

2,388 kg (5,265 lb)
1,587 kg (3,500 lb)
Max T-O weight: internal load:

A
B: standard
optional
external load: A, B
Max disc loading
4,082 kg (9,000 lb)

4,082 kg (9,000 lb)
4,218 kg (9,300 lb)
4,218 kg (9,300 lb)
32.8 kg/m2 (6.71 lb/sq ft)
5.72 kg/kW (9.40 lb/shp)
Performance
(at max T-O weight, ISA, except where
indicated)
A, B
150 kt (277 km/h; 172 mph)
Max level speed:

A
B
Long-range cruising speed:
138 kt (256 km/h; 159 mph)

135 kt (250 km/h; 155 mph)
A
B
131 kt (243 km/h; 151 mph)

128 kt (237 km/h; 147 mph)
Service ceiling: A, B
5,590 m (18,340 ft)
Hovering ceiling:
IGE: A, B
3,460 m (11,350 ft)
OGE: A, B
2,665 m (8,750 ft)

A
B
Max endurance

3 h 35 min
Operational noise levels

(FAR Pt 36, Stage 2)
T-O
Sideline
Approach
92.4 EPNdB
91.6 EPNdB
93.8 EPNdB
BELL 430 PRODUCTION DELIVERIES
Year
1996
1997
1998
1999
2000
2001
Total
Qty
13
10
12
19
11
14
79
UPDATED
Bell 430 twin-shaft intermediate helicopter (Gnter Endres)
Close-up of the Bell 430's new all-composite four-blade bearing-less main rotor
Bell 430 owned by golfer Greg Norman

(1998)
Bell 430 with skid landing gear

(2000)
Cutaway illustration of Bell 430

(2000)
Gnter Endres MRAeS
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Bell 407
Type
Single-turboshaft, seven-seat light helicopter.
Programme
Design definition launched 1993 as Bell Light Helicopter, to replace JetRanger and LongRanger;
concept demonstrator Model 407 (N407LR) first flown 21 April 1994 (standard Bell 206L-4 modified
with tailboom and dynamic system of military OH-58D, plus sidewall fairings to simulate broader
fuselage); public debut and launch at Heli-Expo `95, Las Vegas in January 1995. Two
prototype/preproduction 407s first flown on 1 June and 21 July 1995, respectively; first production
airframe flown 12 October 1995. Concept demonstrator and prototypes had completed 430 hours of
flight testing by December 1995, including high altitude, HIRF and lighting, ditching stability and
ICAO/FAR external noise tests. Transport Canada certification January 1996, with first customer
delivery at Heli-Expo `96, Dallas in February. Built in Canada.
Customers
Total 494 delivered by 1 January 2002. First delivery to launch customer Greenlandair February 1996.
Costs
Direct Operating Cost (DOC) US$307/h.
Design features
Based on Bell 206L-4 LongRanger fuselage with cabin widened by 17.8 cm (7 in); 35 per cent larger
cabin window area; Litton LCD active matrix cockpit displays; SFIM PA-85T AFCS certified as an
option. All-composites four-blade main rotor based on that of OH-58D, with soft-mounted pylon
isolation system; single Allison 250-C47 turboshaft; `ring-fin' shrouded rotor being tested as possible
future option. Rotor speed is 413 rpm.
Structure
Generally as for LongRanger, but with carbon fibre tailboom with vertical fin and fixed stabiliser and
flush-fitting cabin door windows and skylights. Tail-skid.
Landing gear
LongRanger unit modified to match new rotor's ground-resonance characteristics, and with rear
cross-tube pivoted in centre between outboard damping pads.
Power plant
One Allison 250-C47B turboshaft rated at 606 kW (813 shp) for T-O, 522 kW (701 shp) maximum
continuous; transmission rating 503 kW (674 shp) for T-O, 470 kW (630 shp) max continuous.
Single-channel FADEC standard. Standard fuel capacity 477 litres (126 US gallons; 104.9 Imp gallons);
optional auxiliary fuel tank in aft baggage compartment, capacity 75 litres (20 US gallons; 16.5 Imp
gallons).
Accommodation
Two crew seats with adjustable lumbar support in cockpit; standard cabin with two rearward-facing
seats and three forward-facing seats; all seats of equal width; alternative utility arrangement as standard,
but vinyl rather than fabric-covered. Four-seat corporate seating also available. Access via one hinged
double door and co-pilot door on left side; passenger and pilot doors on right.
Systems
28 V DC electrical system powered by 180 A starter/generator; 17 Ah Ni/Cd battery.
Equipment
Optional Nightsun searchlight; wire strike protection system.
Main rotor diameter
Tail rotor diameter
Length: overall rotors turning
fuselage
Stabiliser span over end plate fins
Height:
10.67 m (35 ft 0 in)

0.27 m (10 in)
1.65 m (5 ft 5 in)
0.16 m (6 in)
12.74 m (41 ft 9 in)
10.58 m (34 ft 8 in)
2.22 m (7 ft 3 in)
over tailfin
overall, low skids
high skids
Width, over skids
3.10 m (10 ft 2 in)

3.60 m (11 ft 9 in)
3.81 m (12 ft 6 in)
2.29 m (7 ft 6 in)
Rear cabin door width:

port
1.55 m (5 ft 1 in)
starboard
height to sill (standard skids)
0.91 m (3 ft 0 in)
0.51 m (1 ft 8 in)
Cabin: max width
max height
1.37 m (4 ft 6 in)
1.00 m (3 ft 3 in)
0.45 m3 (16.0 cu ft)
Areas
Main rotor disc
89.38 m2 (962.1 sq ft)
Tail rotor disc
2.08 m2 (22.34 sq ft)

Max payload
Max hook capacity
1,186 kg (2,614 lb)

1,089 kg (2,402 lb)
1,200 kg (2,646 lb)
Max T-O weight:

internal load
Optional
external load
Transmission loading at max T-O and power
2,268 kg (5,000 lb)

2,381 kg (5,250 lb)
2,721 kg (6,000 lb)
internal load standard

Optional
external load
Max disc loading
4.52 kg/kW (7.42 lb/shp)

4.74 kg/kW (7.79 lb/shp)
5.42 kg /kW (8.90 lb/shp)
internal load standard
25.4 kg/m2 (5.20 lb/sq ft)
Optional
26.6 kg/m2 (5.46 lb/sq ft)
external load
30.4 kg/m2 (6.24 lb/sq ft)
Performance
(at internal load MTOW, ISA)

140 kt (259 km/h; 161 mph)
Max cruising speed:

at S/L
at 1,220 m (4,000 ft)
128 kt (237 km/h; 147 mph)

131 kt (243 km/h; 151 mph)
Econ cruising speed:

at S/L
at 1,200 m (3,940 ft)
112 kt (207 km/h; 129 mph)

115 kt (213 km/h; 132 mph)
Service ceiling
OGE
Max range
Endurance
5,695 m (18,690 ft)

3,718 m (12,200 ft)
3,170 m (10,400 ft)
3 h 42 m
Year
Qty
1996
1997
1998
87
140
96
1999
2000
62
62
2001
Total
47
494
UPDATED
The Bell 407 all-composites four-blade rotor is based on the OH-58D

(1999)
Cargo space pod developed for the Bell 407 by Dart Aerospace
(1998)
Bell 407 on police duty equipped with FLIR and searchlight

(1998)
Bell 407 seven-seat light helicopter (Jane's/James Goulding)

(1998)
Cutaway illustration of Bell 407

(2000)
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Bell 222
Type
Twin-turbine light commercial helicopter.
Programme
The first of five prototypes of the Model 222, described as the first commercial light twin-engined
helicopter to be built in the USA, flew for the first time on 13 August 1976. FAA certification for a
Model 222 in preproduction configuration was received on 16 August 1979. The production 222
received approval for VFR operation on 20 December, and the first delivery, to Petroleum Helicopters
Inc, was made on 16 January 1980. FAA certification for single-pilot IFR operations in Category I
weather conditions was granted on 15 May 1980. A Model 222 delivered to Omniflight Helicopters on
18 January 1981 was the 25,000th Bell helicopter built. Another became a flying testbed for Bell's
Model 680 rotor system. Production ceased in 1989.
Versions
222A: Initial production model powered by twin 462 kW (620 shp) Lycoming LTS 101 650C-3
turboshaft engines. Replaced from late 1982 by the Model 222B. Total 82 built.
222B: Standard production model from late 1982. More powerful, 510 kW (684 shp) Lycoming LTS
101 750C-1 engines; fuselage increased by 0.43 m (1 ft 5 in) and main rotor diameter 0.69 m (2 ft 3 in)
larger. Strakes added to sponsons. First flight 1 August 1981; FAA certification 30 June 1982. On 29
July 1982, the 222B became the first transport category helicopter to be certified by the FAA for
single-pilot IFR flight without stability augmentation. Total of 26 produced between 1982 and 1987.
222B Executive: Fully equipped for both single- and dual-pilot IFR flight. Honeywell coupled
automatic flight control system to provide stability augmentation and automatic hold for attitude,
altitude, heading and airspeed, plus VOR/LOC course and glide slope hold during approach. Collins Pro
Line avionics include dual VHF com, dual VOR nav with glide slope. ADF, marker beacon receiver,
transponder, DME and area navigation. Luxury accommodation for five or six passengers, with
automatic temperature control, fluorescent and reading lights, window curtains and ceiling speakers.
Optional stereo system and refreshment cabinet.
222UT (Utility Twin): Utility version, incorporating the improvements and power plant detailed for
the Model 222B. Retractable tricycle landing gear replaced by tubular skid gear with lock-on ground
handling wheels. Fuselage-mounted flotation system optional. Standard seating for a pilot and six or
seven passengers. Optional layout for a pilot and eight passengers. First flight 7 September 1982. VFR
and single-pilot IFR certification received in Spring 1983; customer deliveries began in September
1983. Total of 80 built up to 1989.
The following description refers to the basic Model 222B, except where indicated:
Rotor system
Two-blade main rotor. Blade section Wortmann 090. Thickness chord ratio 8 per cent. Each blade has a
stainless steel spar with bonded glass fibre safety straps to retard crack propagation and offer secondary
load path; replaceable stainless steel leading-edge; and afterbody of Nomex honeycomb covered with
glass fibre skin. Each blade is attached to the rotor head by two chordwise bolts. Small trim tab on each
blade. Completely dry titanium main rotor hub has conical elastomeric bearings. Two-blade tail rotor of
stainless steel construction, with preconing, underslung feathering axis and skewed flapping axis. Rotor
blades do not fold. A rotor brake is standard.
Rotor drive
Rotors shaft driven through gearbox with two spiral bevel reductions and one planetary reduction.
Transmission rating (two engines) 690 kW (925 shp). Single-engine rating 548 kW (735 shp). Main
rotor engine rpm ratio 1:27.4; tail rotor engine rpm ratio 1:5.08.
Sponsons
Short-span cantilever sponson set low on each side of fuselage, serving as main landing gear housings,
fuel tanks and work platforms. Section NACA 0035. Dihedral 3 12'. Incidence 5. Sweepback at
quarter-chord 3 30'. All-metal structure of light-alloy sheet and honeycomb. No movable surfaces.
Fuselage
Semi-monocoque structure of light alloy, with limited use of light-alloy honeycomb panels. Fail-safe
structure in critical areas. One-piece nosecone tilts forward and down for access to avionics and
equipment bay.
Tail unit
Cantilever structure of light alloy. Fixed vertical fin in sweptback upper and lower sections. Tailplane,
with slotted leading-edge and endplate fins, mounted midway along rear fuselage. Small skid below
ventral fin for protection in tail-down landing.
Landing gear
Hydraulically retractable tricycle type. All units retract forward, mainwheels into sponsons. Free-fall
extension in emergency. Oleo-pneumatic shock-absorbers, with scissored yoke. Self-centring
nosewheel, swivelling through 360. Single wheel and tyre on each unit. Mainwheel tyres size 6.00-6,
pressure 5.18 bars (75 lb/sq in). Nosewheel tyre size 5.00-5, pressure 4.14 bars (60 lb/sq in). Hydraulic
disc brakes. New-type water-activated emergency pop-out floats optional. Model 222UT has skid-type
landing gear and lock-on ground handling wheels, with fuselage-mounted flotation system optional.
Power plant
Two Textron Lycoming LTS 101-750C-1 turboshafts, each rated at 510 kW (684 shp) for take-off,
mounted in a streamline housing above the cabin and aft of the rotor pylon. Bell focused pylon with
nodalisation. Fuel contained in five crash-resistant internal bladders, in fuselage and sponsons, with
total capacity of 710 litres (187.5 US gallons; 156.1 Imp gallons) in Model 222B. Model 222UT has
maximum fuel capacity of 931 litres (246 US gallons; 204.8 Imp gallons). Rear seat fuel tank, capacity
246 litres (65 US gallons; 54.1 Imp gallons), and parcel shelf fuel tank, capacity 181 litres (48 US
gallons; 40 Imp gallons), optional on both models. Single-point refuelling on starboard side of fuselage.
Oil capacity 6.5 litres (1.7 US gallons; 1.43 Imp gallons) per engine.
Accommodation
Pilot and seven passengers in standard 2-3-3 layout, alternatively pilot, co-pilot and six passengers. Two
additional passengers can be accommodated in a high-density 2-2-3-3 arrangement. Energy attenuating
seats, all with shoulder harness in Model 222B. Crew door at forward end of cabin on each side; cabin
door on each side immediately forward of wing. Space for 1.05 m3 (37 cu ft) of baggage aft of cabin,
with external door on starboard side. Ventilation standard; air conditioning and heating optional.
Systems
Dual hydraulic systems, pressure 103.5 bars (1,500 lb/sq in). Maximum flow rate 15.1 litres (4 US
gallons; 3.3 Imp gallons)/min. Open reservoir. Electrical system of Model 222B supplied by dual 150 A
DC generators, dual 250 VA AC inverters and 17 Ah Ni/Cd storage battery. Dual inverters deleted in
Model 222UT, and 17 Ah battery replaced by one of 34 Ah capacity.
Avionics and equipment
Standard avionics in 222B comprise VHF transceiver and intercom system. Collins Pro Line and
AlliedSignal Gold Crown Series III avionics optional. Honeywell SPZ-7000 digital automatic flight
control system approved for single-pilot IFR operation in 222UT. Other avionics, blind-flying
instrumentation and equipment, including Honeywell Helipilot system. AlliedSignal RDR-1400 weather
radar and 1,270 kg (2,800 lb) capacity cargo hook kit, to customer's requirements. Bristol
Aerospace/Aeronautical Accessories Inc wire strike protection system optional.
Main rotor diameter
Tail rotor diameter
Sponson chord: at root
at tip
12.80 m (42 ft 0 in)

2.10 m (6 ft 10 in)
0.66 m (2 ft 2 in)
0.254 m (10 in)
1.55 m (5 ft 1 in)
1.49 m (4 ft 10 in)

fuselage
Width overall
Height overall
Wheel track: 222B
Wheelbase: 222B
15.36 m (50 ft 4 in)

12.85 m (42 ft 2 in)
3.46 m (11 ft 4 in)
3.51 m (11 ft 6 in)
2.77 m (9 ft 1 in)
3.70 m (12 ft 1 in)

Height
Width
Height to sill
Baggage door (stbd, rear):
Height
Width
Height to sill
1.30 m (4 ft 3 in)
0.99 m (3 ft 3 in)
0.46 m (1 ft 6 in)
0.62 m (2 ft 0 in)
0.89 m (2 ft 11 in)
1.14 m (3 ft 9 in)
Cabin (passenger area):
Length
Max width
Max height
2.01 m (6 ft 7 in)
1.41 m (4 ft 7 in)
1.30 m (4 ft 3 in)
Volume, incl crew area
5.52 m3 (195 cu ft)
Baggage hold
Hatbox (aft of cabin seats)
1.05 m3 (37 cu ft)

0.14 m3 (5 cu ft)
Areas
4.23 m2 (45.50 sq ft)
0.23 m2 (2.45 sq ft)
Main rotor disc
128.7 m2 (1,385.4 sq ft)
Tail rotor disc
3.46 m2 (37.2 sq ft)
Vertical tail surfaces (total)
1.44 m2 (15.5 sq ft)
Horizontal tail surfaces (total)
1.37 m2 (14.8 sq ft)

(A: 222B; B: 222UT)
Weight empty: A
B
2,223 kg (4,900 lb)

2,210 kg (4,874 lb)
internal payload
Max disc loading:
3,742 kg (8,250 lb)
internal payload
29.1 kg/m2 (5.95 lb/sq ft)
Performance
Never exceed speed (VNE):
at S/L: 222B, 222UT
at 1,220 m (4,000 ft):
150 kt (278 km/h; 172 mph)

222B, 222UT
156 kt (289 km/h; 179 mph)
Econ cruising speed, S/L to 1,220 m (4,000 ft):

222B
222UT
Max rate of climb at S/L: 222B, 222UT
Service ceiling: 222B, 222UT
Service ceiling, one engine out:
222B, 222UT
Hovering ceiling:
IGE: 222B, 222UT
OGE: 222B, 222UT
140 kt (259 km/h; 161 mph)

133 kt (246 km/h; 153 mph)
8.5 m/s (1,680 ft)/min
4,815 m (15,800 ft)
2,285 m (7,500 ft)
2,165 m (7,100 ft)
1,950 m (6,400 ft)
Range, with max fuel at 1,220 m (4,000 ft), 20

min reserves:
222B
222UT
Range, with max fuel at S/L, 20 min reserves:
222B
222UT


Year
1980
1981
1982
1983
1984
1985
1986
222A
222B
41
21
10
6
4
222UT
5
3
3
7
6
Total
8
19
15
14
41
21
15
17
26
22
20
1987
10
12
1988
11
11
1989
Total
3
80
3
188
82
26
VERIFIED
Bell 222 operated as corporate transport
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Bell 214ST Supertransport

Type
Twin-turboshaft commercial transport helicopter.
Programme
Developed originally for major production and service in Iran. It was expected to serve primarily as a
military transport helicopter; but Bell later developed the 214ST also as a commercial transport with
multimission capability. Originally, the suffix ST indicated Stretched Twin.
The prototype 214ST flew for the first time in February 1977, and construction of three preproduction
examples began in 1978. The decision to manufacture an initial series of 100 production 214STs was
announced in November 1979. FAA and CAA certification for two-pilot IFR operation was obtained in
1982, and deliveries started soon afterwards. The Model 214ST was certified under transport category
airworthiness requirements in Canada, Japan, the UK and USA. The CAA approved it for flight into
icing conditions with added icing kit.
Rotor system
Two-blade advanced technology main rotor. Each blade has a unidirectionally laid glass fibre spar, with
a 45 wound torque casing of glass fibre cloth. The trailing-edge is also of unidirectional glass fibre,
and the space between spar and trailing-edge is filled by a Nomex honeycomb core. The entire blade is
then bonded together by glass fibre wrapping, with the leading-edge protected by a titanium abrasion
strip and the tip by a replaceable stainless steel cap. Two-blade tail rotor; interchangeable blades, each
with a stainless steel leading-edge spar and covering, aluminium honeycomb core and glass fibre
trailing-edge strip. Main rotor head incorporates elastomeric bearings. Second-generation Noda-Matic
nodal suspension system. Nodal beam requires no lubrication. Main rotor brake standard.
Rotor drive
Main transmission has a maximum rating of 1,752 kW (2,350 shp), maximum continuous rating of
1,454 kW (1,950 shp), and single-engine rating of 1,286 kW (1,725 shp). Combining, intermediate and
tail rotor gearboxes, each with 1 hour run-dry capability.
Fuselage
Conventional all-metal semi-monocoque structure, incorporating rollover protection ring.
Tail surface
Electronically controlled elevator, which minimises trim changes with alterations of power and CG, and
improves longitudinal stability.
Landing gear
Choice of energy absorbing non-retractable tubular skid-type or tricycle-type wheeled landing gear.
Power plant
Two 1,212 kW (1,625 shp) General Electric CT7-2A turboshafts, connected to a combining gearbox. In
the event of an engine failure, the remaining engine is capable of developing 1,286 kW (1,725 shp) to
provide continued flight capability. Standard fuel capacity 1,647 litres (435 US gallons; 362 Imp
gallons), contained in seven interconnected rupture-resistant cells, arranged to provide two independent
fuel systems as required by FAR Pt 29. Single-point refuelling. Auxiliary fuel system optional,
consisting of two tanks in rear of cabin, each of 329 litres (87 US gallons; 72 Imp gallons) capacity; 95
litre (25 US gallon; 21 Imp gallon) underseat auxiliary fuel tanks also available. Engine anti-icing and
inlet screens standard.
Accommodation
Standard seating for pilot, co-pilot and up to 18 passengers. Dual controls standard. Crew seats
adjustable. Passenger seats in three rows across cabin plus a two-place bench seat on each side of rotor
mast. Standard configuration offers utility or de luxe interiors with contemporary or energy attenuating
seats. Jettisonable crew door each side. Large cabin door on each side for passengers or easy loading of
cargo. Glass windscreens, with standard anti-icing system. Two emergency exits on each side. Baggage
space aft of cabin, capacity 1.84 m3 (65 cu ft). Passenger seating removable to provide 9.23 m3
(326 cu ft) of cargo capacity. Cabin heated and ventilated.
Systems
Dual engine-driven hydraulic pumps for fully redundant hydraulic power for flight control system;
pressure 207 bars (3,000 lb/sq in), maximum flow rate 25.4 litres (6.7 US gallons; 5.6 Imp gallons)/min
for primary control system; 19 litres (5 US gallons; 4.2 Imp gallons)/min for utility system. Closed
bootstrap pressurised reservoirs. Third system operates oil cooler blower for transmission and combiner
gearbox. Redundant electrical system with dual engine-driven generators. Stability and Control
Augmentation System (SCAS). Main rotor blade in-flight tracking system. Attitude Altitude Retention
System (AARS). Computer-controlled fly-by-wire automatic elevator trim system.

Standard avionics include dual com, dual nav, R Nav, ADF, transponder DME, air data computer and
standby attitude indicator to provide IFR capability. Avionics options include radar, nav coupling and
VLF nav system. Optional equipment includes anti-icing kit, emergency flotation gear, external cargo
suspension system, internal rescue hoist, and two pneumatically ejected 10- or 12-person liferafts inside
engine cowl fairing forward of rotor mast.
Main rotor diameter
Tail rotor diameter
15.85 m (52 ft 0 in)

2.95 m (9 ft 8 in)

0.84 m (2 ft 9 in)
0.36 m (1 ft 2 in)
18.95 m (62 ft 2 in)
fuselage
Height overall
Skid track
Wheel track
15.02 m (49 ft 3 in)

4.84 m (15 ft 10 in)
2.64 m (8 ft 8 in)
2.83 m (9 ft 3 in)
Cabin: Length, instrument panel to centre rear
bulkhead
Max length
Max width
Volume
3.42 m (11 ft 2 in)

4.13 m (13 ft 6 in)
2.41 m (7 ft 11 in)
8.95 m3 (316 cu ft)
Areas
Main rotor disc
Tail rotor disc
197.30 m2 (2,123.7 sq ft)

6.82 m2 (73.39 sq ft)
Weight
Max T-O weight:
internal or external load
7,938 kg (17,500 lb)
Performance
(at max T-O weight except where indicated)
Normal cruising speed at S/L, at average cruise
weight
Max cruising speed at 1,220 m (4,000 ft)
Max rate of climb at S/L, ISA
140 kt (259 km/h; 161 mph)

138 kt (256 km/h; 159 mph)
9.05 m/s (1,780 ft)/min
Service ceiling, one engine out, ISA

Range at 1,220 m (4,000 ft) with max standard
fuel, no reserves
Range, ISA, VFR, standard fuel, no reserves
Ferry range with auxiliary fuel, pilot only, no
payload, no reserves
1,460 m (4,800 ft)

1,950 m (6,400 ft)
over 550 n miles (1,019 km; 633 miles)
BELL 214 CIVIL PRODUCTION

Year 214B 214ST
1976 13
1977 9
1978 16
1979 8
1980 7
1981 12
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
Total 65
10
11
10
13
15
13
18
2
1
1
2
96
VERIFIED
Bell 214ST operated on North Sea oil support (Peter J Cooper)
Bell 214ST on offshore flights in Saudi Arabia
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Bell 427
Type
Light twin-turboshaft utility helicopter.
Programme
Collaborative agreement between Bell and Korean company, Samsung Aerospace Industries, to design
and build a New Light Twin (NLT) announced at Heli Expo '96. Under the terms of the agreement,
Samsung is the sole-source manufacturer of cabin and tailboom, with flight dynamics built by Bell at
Fort Worth. Final assembly takes place at Bell's manufacturing centre at Mirabel, Canada. Aircraft for
sale in Korea and China will be assembled and completed at Samsung's Sachon plant. First flight
(C-GBLL) 11 December 1997. Transport Canada certification achieved on 19 November 1999,
followed by FAA VFR certification and first deliveries in January 2000. Dual Pilot IFR (DPIFR)
category A certification on 24 May 2000.
Current Versions
427: Basic Canadian-assembled production model. As described.
SB427: Proposed South Korean assembled version.
Super Kiowa: Proposed armed scout offered by Bell.
Customers
Total 17 delivered by January 2002.

Cost
Basic equipped US$2.66 million.
Design Features
Similar in appearance to Bell 407 with cabin 0.33 m (1 ft 1 in) longer, but all-new design. Four-blade
Bell soft-in-plane main rotor with carbon composites flexbeam yoke, elastomeric bearings and
composites blades with nickel-plated, stainless steel leading-edge derived from the OH-58D. One-man
blade fold capability. Purpose-designed `flat pack' main transmission, with direct input from both
engines, has only four gear meshes for simpler design and operation. First Bell helicopter designed
entirely by computer using Dassault CATIA programme.
Flying Controls
Sextant AFDS95-1 AFCS, with two- to four-axis autopilot computer, flight director computer and
associated equipment, to be certified in 2000.
Structure
Generally as for Bell 206, but extensive use of carbon/expoxy composites reduces airframe parts count
by some 33 per cent. Cabin floor and roof are flat panels for ease of manufacture; minimal use of curved
panels elsewhere. Composites main and tail rotors; main blades have nickel-plated stainless steel
leading-edges. Soft-in-plane hub of main rotor employs a composites flexbeam yoke and elastomeric
joints, eliminating lubrication and maintenance requirements. Brake and main rotor blade folding
optional. Composites cabins and rolled aluminium tailbooms Hexcel honeycomb as stiffener.
Landing Gear
Twin skids with machined I-beams dynamically tuned to reduce ground resonance. Low skids standard;
optional high skids and emergency floats.
Power plant
Two Pratt & Whitney Canada PW207D turboshafts, each rated at 529 kW (710 shp) for T-O (5 min) or
466 kW (625 shp) max continuous; OEI ratings 611 kW (820 shp) for 30 seconds, 582 kW (780 shp) for
2 minutes, 559 kW (750 shp) for 30 minutes, and 529 kW (710 shp) continuous. Twin-engine
transmission rating, T-O and maximum continuous, 597 kW (800 shp). OEI transmission rating,
485 kW (650 shp) for 30 seconds; 451 kW (605 shp) for 2 minutes; 343 kW (460 shp) maximum
continuous. Fuel contained in three crash-resistant tanks; two forward, each of 113.5 litres (30 US
gallons; 25 Imp gallons); one aft, of 492 litres (130 US gallons; 108 Imp gallons); total useable capacity
719 litres (190 US gallons; 158 Imp gallons). One forward fuel tank can be removed in EMS
configurations to provide additional stretcher space in cabin or to permit stretcher to extend into port
side of cockpit.
Accommodation
Standard accommodation is for two crew in cockpit, on 20 g energy-attenuating seats, and six
passengers in cabin on two rows of three seats (forward row facing forwards or rearwards); all seats
equipped with inertia-reel shoulder harnesses. Alternative configurations include corporate club-four
seating with refreshment/entertainment console between each pair of seats. Optional EMS interiors
provide for carriage of one or two stretchers with up to two medical attendants, affording either full
patient or head-only in-flight access, with single- or two-person crew. In cargo configuration, with all
passenger seats removed, an optional removable flat cargo floor (maximum load 366.2 kg/m2; 75 lb/sq
ft) can be installed, equipped with integral tie-downs. Two forward-hinged doors each side; cabin doors,
both sides, are forward-hinged, but port unit can be replaced by optional rearward-sliding door for cargo
handling. External door on starboard side to rear baggage hold, maximum capacity 113 kg (250 lb).
Systems
Hydraulic system, operating pressure 86 bars (1,250 lb/sq in), provides boost power for main and tail
rotor controls; 28 V DC electrical power from 17 Ah Ni/Cd battery and two engine-mounted 17 Ah
starter/generators; 28 Ah battery and 200 A starter/generator and conditioning are both optional.
Avionics
Rogerson Kratos NeoAV two-screen LCD Integrated Instrument Display System (IIDS) for monitoring
engine instruments, fuel quantity, hydraulic and electrical systems and weight and balance functions.
Rogerson Kratos NeoAV EFIS optional, featuring GPS interface, area navigation map, non-precision
approach capability and weather radar display. Optional AlliedSignal nav/com avionics suite to
customer's choice.
Equipment
Optional kits include engine air particle separator, cargo hook, cargo floor, sliding cabin door, external
rescue hoist, NightSun searchlight, EMS installation and wire strike protection system.
Main rotor diameter
Tail rotor diameter
overall, rotor in X configuration*
fuselage, incl tailskid
Height over tailfin
Ground clearance: low skids
high skids
Width: overall, rotor in X configuration*
over skids
Cabin door: width
*Blades at 45 to fuselage centreline
11.28 m (37 ft 0 in)

0.27 m (10 in)
1.73 m (5 ft 8 in)
0.18 m (7 in)
13.07 m (42 ft 10 in)
11.55 m (37 ft 10 in)
10.94 m (35 ft 10 in)
3.49 m (11 ft 5 in)
0.41 m (1 ft 4 in)
0.67 m (2 ft 2 in)
8.24 m (27 ft 0 in)
2.36 m (7 ft 9 in)
1.22 m (4 ft 0 in)
Baggage hold, volume
Areas
0.76 m3 (27.0 cu ft)
99.89 m2 (1,075.2 sq ft)
Main rotor disc
2.34 m2 (25.2 sq ft)
Tail rotor disc

(provisional)
Weight empty
1,581 kg (3,485 lb)
Max payload
1,141 kg (2,515 lb)
Max T-O weight, internal load:

early aircraft
2,721 kg (6,000 lb)
later aircraft
external load
Cargo hook capacity
2,835 kg (6,250 lb)

2,948 kg (6,500 lb)
1,361 kg (3,000 lb)
29.52 kg/m2 (6.05 lb sq ft)
Max disc loading

Transmission loading at max T-O weight and
power
internal load; early aircraft
later aircraft
external load
4.56 kg/kW (7.50 lb/shp)

4.76 kg/kW (7.81 lb/shp)
4.95 kg/kW (8.13 lb/shp)
Performance
(preliminary)
Max cruising speed, ISA at S/L
Ergonomic cruising speed
Service ceiling:
max continuous power
OEI (30 min)
140 kt (259 km/h; 161 mph)

135 kt (250 km/h; 155 mph)
6,095 m (20,000 ft)
4,590 m (15,050 ft)
6,020 m (19,750 ft)
OGE
Range, economic cruising speed, no reserves
Endurance
5,060 m (16,600 ft)

4h
Bell 427 Production Deliveries

Canada
South Korea
2000
2001
15
Total
17
UPDATED
The Bell 427 on its brief first flight at Mirabel, Canada

(1999)
First deliveries of Bell 427 were made in January 2000

(1999)
Rogerson Kratos Neoav Integrated Instrument Display System (IIDS) for the Bell 427
helicopter
Bell 427 being tested with FPT inflated floats (GKN Westland Aerospace)
(2000)
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RotorWay International Exec 162

Type
Side-by-side two-seat home-built helicopter.
Programme
RotorWay International manufactures Exec 162 helicopter kits for final assembly by amateur builders. Currently marketed in
USA and 43 other countries. World's oldest and largest kit helicopter company. 300th 162F delivered April 1998. Exec 162F
replaced Exec 90 in August 1994.
Approved by Nigerian Federal Ministry of Aviation for agricultural spraying under aerial work category.
Versions
162E: Russian version
162F: Standard production model
Customers
More than 700 sold, including earlier Exec 90 model.
Costs
Kit: US$64,350.
Design Features
Asymmetrical aerofoil section two-blade main rotor. All-metal aluminium alloy blades attached to aluminium alloy teetering rotor
hub by retention straps. Teetering tail rotor, with two blades each comprising steel spar and aluminium alloy skin. Elastomeric
bearing rotor hub system with dual push/pull cable-controlled swashplate for cyclic pitch control. New Altitude Compensation
Induction System (ACIS) to maintain engine performance at high density altitudes offered as an option on new aircraft or retrofit.
Structure
Blades as detailed under Design Features. Basic 4130 steel tube airframe structure, with wraparound glass fibre fuselage/cabin
enclosure. Aluminium alloy monocoque tailboom.
Landing Gear
Twin skid type. Floats optional.
Power Plant
One 113.3 kW (liquid-cooled 152 hp) RotorWay International R. I. engine with dual-electronic ignition and FADEC with back-up
unit providing complete redundancy. Standard fuel capacity 64.4 litres (17 US gallons; 14.2 Imp gallons).
Equipment
Special spray equipment for Quela bird control in Nigeria includes two 43.6 litres (11.5 US gallons; 9.6 Imp gallons) feeding
electric Micronair atomisers with adjustable flow up to 4.6 litres per minute, controlled through a toggle-switch.
Main rotor diameter
Length of fuselage
7.62 m (25 ft 0 in)

6.71 m (22 ft 0 in)
Height to top of main rotor

Tail rotor diameter
2.44 m (8 ft 0 in)
1.22 m (4 ft 0 in)
Skid width
1.60 m (5 ft 3 in)

Weight empty
442 kg (975 lb)
Crew weight
Max T-O weight
193 kg (425 lb)

680 kg (1,500 lb)
Useful load
238 kg (525 lb)
Performance
(at max T-O weight, ISA):
Never-exceed (VNE) and max level speed
100 kt (185 km/h; 115 mph)

82 kt (153 km/h; 95 mph)

Service ceiling
5.1 m/s (1,000 ft)/min

3,050 m (10,000 ft)
Hovering ceiling, with two persons:

IGE
2,135 m (7,000 ft)
OGE
Range with max fuel at optimum cruising power
1,525 m (5,000 ft)

Endurance with max fuel at optimum cruising power
2h
UPDATED
RotorWay Exec 162F home-built helicopter equipped with floats
RotorWay 162F home-built (RotorWay International engine) (Jane's/Paul Jackson)
Skid gear-equipped RotorWay Exec 162F

(1999)
Rotorway Exec 162F fitted with spray system

(2000)
The instrument pedestal includes FADEC displays

(2000)
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American Sportscopter Ultrasport

Type
Single/two-seat ultralight helicopter.
Programme
Prototype (254 version) first flight 24 July 1993. Two prototypes built and tested. Prototype 331 (N331UV) first flew in
December 1993. Developed from the 331, the larger Model 496 (N496AS) first flew in July 1995; second production (third
overall) aircraft to New Zealand as demonstrator. Supplied as five-module kit taking 80 man-hours to assemble.
Current versions
Ultrasport 254: Single-seat, ultralight to FAR Pt 103. Designation is empty weight in pounds.
Ultrasport 331: Experimental category FAR Pt 21.191(g): Incorporates larger fuel tank, electric start, doors and raised
instrument console. Single-seat growth version of 254.
Ultrasport 496H Hornet: Higher gross weight, fully enclosed two-seat version. Intended mainly for training.
Ultrasport 496: Special 225 kg (495 lb) empty weight ultralight version available by special order.
Vigilante: Remotely piloted version developed by SAIC (see under Unmanned Helicopters).
Customers
Total kits sold 66 of all models; 17 single-seaters and 16 two-seaters flying by January 1999.
Costs
254 US$40,000; 331 US$40,000; 496H US$60,000.
Design features
Two-blade composites main rotor; shrouded two-blade tail rotor with swept tips for low noise; tailplane with fins at tip; tail rotor
drive carried in narrow streamlined tailboom. Centrifugal sprag clutch engages rotors at 2,000 engine rpms and automatically
disengages in the event of engine failure. Vertically mounted direct drive, two-stage main transmission.
Flying controls
Conventional collective, cyclic and yaw pedals. Cyclic stick is top mounted in cockpit. Floor-mounted cyclic control optional
since 1998. Dual controls standard in 496.
Structure
Infinite-life composites rotor blades and fuselage.
Landing gear
Extra wide composite fixed skids for prevention of dynamic roll-over; aluminium skids and floats optional. Aluminium skids
standard on 496, floats optional.
Power plant
One 41 kW (55 hp) Gbler-Hirth 2703 dual carburettor two-stroke engine with pull starter (254); 48.5 kW (65 hp) 2706 dual
carburettor two-stroke engine with electric starter (331, also option for 254); 70.8 kW (95 hp) F-30 quad-carburettor engine with
electric starter (496). Normal fuel capacity 19 litres (5 US gal; 4.2 Imp gal) in 254; 38 litres (10 US gal; 8.4 Imp gal) in 331 and
61 litres (16 US gal; 13.3 Imp gal) in 496.
Accommodation
Single partially enclosed seat (254 version); side by side seating optional in 331 version; side by side in 496.
Systems
Electrical: 12 V battery; 14 V alternator fit appropriate to engine.
Avionics
Customer choice.
Main rotor diameter:
254, 331
6.40 m (21 ft 0 in)
496
7.01 m (23 ft 0 in)

0.17 m (6 in)
Tail rotor diameter

0.79 m (2 ft 7 in)
0.05 m (2 in)
Fuselage length (main rotor folded)

254, 331
5.84 m (19 ft 2 in)
496
Width
6.02 m (19 ft 9 in)

2.44 m (8 ft 0 in)
Height overall
254
331, 496
Skid track
2.39 m (7 ft 10 in)
2.52 m (8 ft 2 in)
2.44 m (8 ft 0 in)
Cabin length
254, 331
496
Width
254,331
496
Height
1.32 m (4 ft 4 in)
1.35 m (4 ft 5 in)
0.76 m (2 ft 6 in)
1.22 m (4 ft 0 in)
1.50 m (4 ft 11 in)
Areas
Main rotor disc:
254, 331
32.2 m2 (346.4 sq ft)
496
38.6 m2 (415.5 sq ft)

Weight empty:
254
115 kg (254 lb)
331
150 kg (331 lb)
496
260 kg (575 lb)
Useful load (incl fuel):

254
331
124 kg (273 lb)

145 kg (320 lb)
496
275 kg (605 lb)

254
331
239 kg (525 lb)

295 kg (650 lb)
496
535 kg (1,180 lb)
Performance
254
331, 496
55 kt (102 km/h; 63 mph)

90 kt (167 km/h; 104 mph)
Max levels speed:

254
331, 496
35 kt (102 km/h; 63 mph)

90 kt (167 km/h; 104 mph)
Max cruising speed:

254
55 kt (102 km/h; 63 mph)
331
496
57 kt (105 km/h; 65 mph)

60 kt (112 km/h; 69 mph)
Rate of climb
Service ceiling
5.1 m/s (1,000 ft)/min

3,660 m (12,000 ft)
Hovering ceiling:
IGE
OGE
3,290 m (10,800 ft)

2,135 m (7,000 ft)
Range: normal fuel

254
331, 496

Endurance:
254
331
1 h 15 min
3h
496
3 h 30 min
UPDATED
American Sportscopter Ultrasport 331
American Sportscopter Ultrasport 496 two-seat version
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL, ITALY
Agusta A 109 Power

Type
Twin-turbine light multipurpose helicopter.
Programme
Initially known as A 109D and first flown in October 1994 with Allison 250-C22 turboprop engines. Allisons
replaced with the PWAC PW206C, making its first flight early 1995. Introduced as A109 Power at Paris Air
Show in June 1995, by which time prototype had accumulated more than 60 hours of flight testing and
production of second aircraft well advanced. Based on A 109K2 airframe with A 129-derived lightweight,
low-maintenance titanium main rotor head, PW206C engines with FADEC, and new landing gear. Cabin length
as A 109K2, but flight deck and cabin wider than previous models. Italian RAI certification 31 May 1996; FAA
IFR certification 26 August 1996; first delivery to Malaysia in December 1996. PZL-Swidnik of Poland
contracted to build fuselages up to 2002, as alternative production source. Scheduled production rate 30 per
year.
Current version
A109E Power: Basic production model.
A109F Power: Derivative announced in 1999 with Turbomeca Arrius 2K1 turboshafts and `glass cockpit'.
A109M Power: Military version with integrated 1553 Mil Std digital databus compatible mission equipment
package including an aircraft management system (AMS) NVG- compatible flight deck, day and night sight and
EW equipment.
MH-68K Mako: In service with US Coast Guard Helicopter Interdiction Squadron 10 at Jacksonville, Florida.
Equipped with fully integrated avionics, head-up display, GPS and moving map display, FLIR, Lite-eye
searchlight, PA/Siren, emergency flotation gear, rescue hoist, Robar 50 caliber sniper rifle and M240 machine
gun.
Customers
Total of 100 delivered by 1 January 2001.
Cost
Basic price US$3.0 million; Direct Operating Costs (DOCs) US$373 per hour.
Design Features
Fully articulated lightweight titanium/composites main rotor hub with tension/torsion blade attachment and
elastomeric bearings; four composite interchangeable blades. (All other details as A 109K2).
Landing Gear
Heavy-duty, high-clearance, retractable tricycle type, with oleo-pneumatic shock-absorber in each unit.
Hydraulic retraction, with nosewheel forward and mainwheels upward into the fuselage. Hydraulic emergency
extension and locking; Magnaghi disc brakes on mainwheels. Tailskid under ventral fin. Emergency pop-out
flotation gear and fixed snow skis optional.
Power Plant
Two Pratt & Whitney Canada PW206C engines, each rated at 477 kW (640 shp) for T-O; 423 kW (567 shp) for
twin-engine operation; 546 kW (732 shp) contingency rating and 500 kW (670 shp) maximum continuous OEI.
Transmission rating 671 kW (900 shp) maximum continuous for twin-engine operation; 418 kW (560 shp)
maximum continuous OEI and 477 kW (640 shp) for 2 minutes OEI. FADEC and liquid crystal multifunction
displays for engine management. Also available with two Turbomeca Arrius 2K1 engines, each rated at 500 kW
(670 shp) for T-O; 426 kW (571 shp) maximum continuous; 560 kW (750 shp) max contingency OEI; and 500
kW (670 shp) max continuous OEI. Transmission ratings same as for PW206C powered model. Standard fuel
capacity 605 litres (160 US gallons; 133 Imp gallons), with two optional auxiliary tanks totalling 273 litres (72
US gallons; 60 Imp gallons).
Accommodation
Pilot and passenger in front with downward windows for high visibility; main cabin for 6 passengers, with rear
extension for baggage, ferry tanks or longitudinal litters in EMS configuration. Separate main baggage
compartment. In EMS configuration, up to two litters in main cabin, with two attendant seats between; pivoting
co-pilot or attendant seat in the front.
Avionics
Rockwell Collins ProLine II or Honeywell Silver Crown as core system; A109M has ergonomic,
NVG-compatible cockpit with provision for IFR instrumentation and role/mission dedicated displays.
Comms: VHF/AM, VHF/FM, UHF, HF, three- station intercom, IFF and ELT.
Radar: Colour weather radar optional.
Flight: ADF, VOR/GS/ILS, DME, GPS and VLF-Omega. Collins CMS80 cockpit management system
optional.
Mission: FLIR.
Self-defence: Radar/laser warning receivers and chaff/flare/smoke dispensers.
Equipment
Optional equipment for military use includes windscreen wipers, rearview mirror, bleed air heater, particle
separator, engine fire extinguisher, oxygen system, environmental control, one or two stretchers with air
ambulance kit, external loud-speaker system, high-intensity searchlight, cargo platform, 1,000 kg (2,205 lb)
external cargo hook, 270 kg (595 lb) capacity rescue hoist, snow skies and emergency floats.
Armament
Internal armament comprises pintle-mounted 7.62 mm machine gun and 12.7 mm machine gun in doorway.
Provision for four or eight TOW missiles on external lateral pylons, with roof-mounted HeliTOW sight or APX
M 334 or Helios gyro-stabilised sights. Alternatively, seven- or 12-tube pods for 2.75 or 81 mm rockets;
rocket/machine gun (RMP) pods each with three 70 mm rockets and 12.7 mm machine gun with 200 rounds; or
machine gun (MG) pods with 12.7 mm gun (and 250 rounds) or 7.62 mm gun. Alternative 12.7 mm or 20 mm
nose-mounted turret gun.
Main rotor diameter
11.00 m (36 ft 1 in)
Tail rotor diameter
2.00 m (6 ft 6 in)

Length of fuselage
Width overall
Height over tailfin
13.04 m (42 ft 9 in)

11.45 m (37 ft 6 in)
2.88 m (9 ft 5 in)
3.50 m (11 ft 5 in)
Tailplane span
2.88 m (9 ft 5 in)
2.45 m (8 ft 0 in)
Wheelbase
3.54 m (11 ft 7 in)

Height
Width
Height to sill
Baggage door (port, rear):
Height
Width
1.06 m (3 ft 5 in)
1.15 m (3 ft 9 in)
0.65 m (2 ft 1 in)
0.51 m (1 ft 8 in)
1.00 m (3 ft 3 in)
Cabin: Length
2.10 m (6 ft 10 in)
Max width
Max height
1.61 m (5 ft 3 in)
1.28 m (4 ft 2 in)
Volume, incl flight deck

5.1 m3 (180 cu ft)

0.95 m3 (33.6 cu ft)
Areas
Main rotor disc
Tail rotor disc
95.03 m2 (1,022.9 sq ft)

3.14 m2 (33.82 sq ft)

Weight empty
1,570 kg (3,461 lb)
Max slung load
1,000 kg (2,204 lb)
Max T-O weight
2,850 kg (6,283 lb)
Max T-O weight with slung load
3,000 kg (6,613 lb)

30.0 kg/m2 (6.14 lb/sq ft)
Max disc loading

4.24 kW (6.97 lb/shp)
Performance
(at max T-O weight except where indicated):
168 kt (311 km/h; 193 mph)
Max cruising speed at S/L, clean:
154 kt (285 km/h; 177 mph)

9.8 m/s (1,930 ft)/min
4.6 m/s (906 ft/min)
Max rate of climb OEI

Service ceiling
5,975 m (19,600 ft)
Service ceiling, OEI
3,993 m (13,100 ft)
Hovering ceiling, IGE
5,060 m (16,600 ft)
Hovering ceiling, OGE
3,595 m (11,800 ft)
Max range, best height and speed

Max endurance at 1,525 m (5,000 ft), auxiliary tank, no
reserves

5 h 04 min
UPDATED
The lightweight Agusta A 109 Power is targeted at the corporate/VIP, EMS and law
enforcement markets
(1998)
Agusta A 109 Power operated in EMS configuration in Spain

(1998)
Agusta A 109 Power titanium/composites main rotor head

(1998)
Agusta A109 Power equipment for law enforcement roles

(2001)
The 100th A109 Power in the markings of Austrian company SchenkAir

(2001)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL, CHINA, PEOPLE'S REPUBLIC
Changhe Z-11
Type
Light civil and military utility helicopter.
Programme
Under development since early 1990s; made first flight 22 December 1994. Believed to have been
re-engined modification of US-built Eurocopter AStar, acquired earlier that year. Chinese government
agency later announced that Z-11 first flew on 26 December 1996. Total of eight built and four
delivered at 30 June 1996. Believed in service with the Chinese Army Aviation Corps.
Power plant
One 510 kW (684 shp) WZ8D turboshaft (license-built Turbomeca Arriel 1D).
Weight empty
Max T-O weight
1,256 kg (2,769 lb)

2,200 kg (4,850 lb)
Performance
Max cruising speed
130 kt (240 km/h; 149 mph)

Range with max fuel, no reserves
5,250 m (17,225 ft)

Endurance
3 h 42 min
VERIFIED
Changhe Z-11 helicopter in military guise
Changhe Z-11 in house colours at the 1998 Zhuhai Air Show (Photo Link/Mike
Vines)
(1999)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL, INTERNATIONAL
Type
Twin-turboshaft multipurpose helicopter.
Programme
Developed jointly under agreement of 25 February 1977; four prototypes, first flight 13 June 1979; one
preproduction aircraft, first flight 6 March 1981; first flights of production aircraft 24 December 1981 (JQ1001 in
Japan) and 23 April 1982 (in Germany); certified in Germany and Japan 9 and 17 December 1982 respectively,
followed by US FAA 29 March 1983 (FAR Pt 29, Categories A and B, including Amendments 29-1 to 29-16);
deliveries began early 1983.
Versions
BK 117A: Initial production version powered by two 442 kW (592 shp) Avco Lycoming LTS 101-650B-1
turboshaft engines. Built as BK 117A-1 with maximum take-off weight of 2,850 kg (6,283 lb); BK 117A-3 with
increased MTOW of 3,200 kg (7,055 lb); enlarged tail rotor with twisted blades; German certification 15 March
1985 and as BK 117A-4 with uprated transmission and improved tail rotor head.
BK 117 B-1: Improved version with 410 kW (550 shp) LTS 101-750B-1; MTOW 3,200 kg (7,055 lb). LBA
and FAA certification December 1987.
BK 117 B-1C: UK certified version; reduced range and endurance.
NBK-117: Designation of aircraft licensed to be built by IPTN under November 1982 agreement with MBB.
Three only built.
All-composites testbed: One aircraft built by MBB for 3 year German MoD research programme; 80 per cent
of airframe in CFRP and 20 per cent in AFRP (Kevlar). First flight 27 April 1989; flight test programme
completed July 1989.
All-weather operational capability testbed: Fitted with cruciform-shaped Heliradar to improve performance
under poor meteorological conditions. Research programme sponsored by Federal Ministry of Education,
Science, Research and Technology.
Current versions
BK 117 B-2: Production model from 1992 powered by AlliedSignal LTS 101 (with BK 117 C-1 below); German
LBA certification 17 January 1992; US FAA certification 7 December 1992; Japanese JCAB certification 18
March 1993; French DGAC certification 15 July 1993; maximum T-O weight increased to 3,350 kg (7,385 lb);
payload increased by 150 kg (330 lb). Details refer to this version.
BK 117 C-1: Version with new cockpit and Turbomeca Arriel 1E2 engines; first flight (F-WMBB) 6 April
1990; German LBA certification 17 January 1992; US FAA certification 7 December 1992; first delivery (to
USA) December 1992. French DGAC certification 15 July 1993. Performance similar to that of BK 117 B-2;
payload increased 150 kg (330 lb); better hot-and-high performance. BK 117 C-1 subsequently improved to
increase OEI performance; includes higher transmission and engine OEI ratings, new tail rotor blades and
variable rotor speed to improve tail rotor thrust and reduce external noise; German LBA certification achieved 28
April 1994, followed by US FAA certification 29 September 1994, Japanese-built version with improvements
certified 8 June 1995 by JCAB.
BK 117 C-2: Improved version ordered by the French Direction de la Securit Civile and the French
Gendarmerie. Offers increased take-off weight, payload and fuel for longer range and endurance; enhanced
visibility, larger cabin for up to 10 passengers; new avionics; and new nose section from the EC 135. Launched
as the EC 145 in Europe in 2001, following completion of French deliveries (see separate entry).
BK 117 P5: Fly-by-wire control system first flown in Japan (JQ0003 P5) 2 October 1992; Primary Flight
Control System (PFCS) includes sidestick with triplex avionics for transmission and stability augmentation. Also
FBW; trial modes include relaxed static stability, manoeuvre load control and direct force control. Active
Vibration Reduction (AVR) system first flown September 1993 for concept validation; also improved GPS with
electronic moving map display. These are now being marketed for new-built Japanese production as a retrofit.
Design features
System Blkow four-blade main rotor head, almost identical to that of BO 105; main rotor blades similar to but
larger than those of BO 105, with NACA 23012/23010 (modified) section; optional two-blade folding.
Two-blade semi-rigid tail rotor with MBB-S102E performance/noise optimised blade section; rotor rpm 383
(main), 2,169 (tail).
Flying controls
Equipped as standard for single-pilot VFR operation; dual controls and dual VFR instrumentation optional; rotor
brake and yaw CSAS standard on German-built models, optional on Kawasaki aircraft; options include IFR
instrumentation, two-axis (pitch/roll) CSAS and Honeywell SPZ-7100 dual-digital AFCS. Mast moment
indicator discourages excessive cyclic control inputs.
Structure
Main rotor has one-piece titanium hub with pitch-change bearings; fail-safe GFRP blades with stainless steel
anti-erosion strip. Tail rotor, mounted on port side of central fin, has GFRP blades of high-impact resistance.
Main fuselage pod and tailboom are aluminium alloy with single-curvature sheets and (on fuselage) bonded
aluminium sandwich panels; secondary fuselage components are compound curvature shells of Kevlar sandwich.
Engine deck, to which tailboom is integrally attached, forms cargo compartment roof and is of titanium adjacent
engine bays. Detachable tailcone carries main fin/tail rotor support, and horizontal stabiliser with offset endplate
fins.
MBB responsible for rotor systems, tailboom, tail unit, skid landing gear, hydraulic system, engine firewall
and cowlings, powered controls and systems integration; Kawasaki for fuselage, transmission, fuel and electrical
systems, and standard equipment. Components single-sourced and exchanged for separate assembly lines at
Donauwrth and Gifu; some components and accessories interchangeable with those of BO 105 (which see),
from which hydraulic powered control system is also adapted.
Landing gear
Non-retractable tubular skid type, of aluminium construction. Skids are detachable from cross-tubes. Ground
handling wheels standard. Emergency flotation gear, settling protectors and snow skids optional.
Power plant
BK 117 B-2 has two AlliedSignal LTS 101-750B-1 turboshafts, each rated at 410 kW (550 shp) for take-off and
maximum continuous power, 441 kW (592 shp) for 30 minutes with OEI. BK 117 C-1 has two Turbomeca Arriel
1E2 turboshafts each rated at 550 kW (738 shp) for take-off, 516 kW (692 shp) maximum continuous and
574 kW (770 shp) for 2 minutes OEI.
Kawasaki KB 03 main transmission rated at 736 kW (986 shp) for twin-engine T-O, 632 kW (848 shp)
maximum continuous; for single-engine operation, 441 kW (592 shp) allowed for 2 minutes, 405 kW (543 shp)
for 30 minutes and 368 kW (493 shp) maximum continuous (see also BK 117 C-1 improvements).
Fuel in four flexible bladder tanks (forward and aft main tanks, with two supply tanks between), in
compartments under cabin floor. Two independent fuel feed systems for engines and common main fuel tank.
Total standard fuel capacity 708 litres (187 US gallons; 156 Imp gallons); single or twin internal auxiliary fuel
tanks, each of 200 litres (53 US gallons; 44 Imp gallons) capacity and two external auxiliary fuel tanks, each of
150 litres (40 US gallons; 33 Imp gallons), optional.
Accommodation
Pilot and up to six (executive version), seven (Eurocopter standard version) or nine passengers (Kawasaki
standard version). High-density layouts available for up to 10 passengers in addition to pilot. Level floor
throughout cockpit, cabin and cargo compartment. Jettisonable forward-hinged door on each side of cockpit,
pilot's door having an openable window. Jettisonable rearward-sliding passenger door on each side of cabin,
lockable in open position. Fixed steps on each side. Two hinged, clamshell doors at rear of cabin, providing
straight-in access to cargo compartment. Rear cabin window on each side. Aircraft can be equipped for offshore
support, medical evacuation (one or two stretchers side by side and up to six attendants), firefighting, search and
rescue, law enforcement, cargo transport or other operations.
Systems
Ram air and electrical ventilation system. Fully redundant tandem hydraulic boost system (one operating and one
standby), pressure 103.5 bars (1,500 lb/sq in), for flight controls. System flow rate 8.1 litres (2.14 US gallons;
1.78 Imp gallons)/min. Bootstrap/oil reservoir, pressure 1.7 bars (25 lb/sq in). Main DC electrical power from
two 150 A 28 V starter/generators (one on each engine) and a 24 V 25 Ah Ni/Cd battery. AC power provided by
inverter; second AC inverter optional; emergency busbar provides direct battery power to essential services,
external DC power receptacle.
Avionics
Comms: VHF-AM/FM, UHF and HF radios to customer's requirements.
Flight: Long-range navaids optional.
Radar: Multirole radar optional.
Instrumentation: Basic instrumentation for single-pilot VFR operation includes airspeed indicator with
electrically heated Pitot tube and static ports, encoding altimeter, instantaneous vertical speed indicator, 4 in
artificial horizon, 3 in standby artificial horizon, HSI, (4 in and 3 in artificial horizons and HSI optional on
Kawasaki-built aircraft), gyromagnetic heading system, magnetic compass, ambient air temperature thermometer
and clock.
Equipment
Standard basic equipment includes rotor brake, annunciator panel, master caution light, rotor rpm/engine fail
warning control unit, fuel quantity indicator and low-level sensor, outside air temperature indicator, engine and
transmission oil pressure and temperature indicators, two exhaust temperature indicators, dual torque indicator,
triple tachometer, two N1 tachometers, full internal and external lighting, ground handling wheels, pilot's and
co-pilot's windscreen wipers, floor covering, interior panelling and sound insulation, ashtrays, map/document
case, tiedown rings in cabin and cargo compartment, engine compartment fire warning indicator, engine fire
extinguishing system, portable fire extinguisher, first aid kit and single colour exterior paint scheme.
Optional equipment includes high-density seating arrangement, bleed air heating system, internal and external
long-range fuel tank, emergency flotation gear, settling protectors, snow skids, main rotor blade folding kit, dual
pilot operation kit, stretcher installation, external cargo hook for 1,500 kg (3,307 lb) maximum load, rescue hoist,
SX 16 remotely controlled searchlight, external loudspeaker, sand filter and kits for rescue, law enforcement and
VIP transport.
Main rotor diameter
Tail rotor diameter
C-1
Length: overall, both rotors turning
fuselage, tail rotor blades vertical B-2, C-1
C-2
Fuselage: Max width
Height:
11.00 m (36 ft 1 in)

1.96 m (6 ft 5 in)
0.32 m (1 ft 0 in)
0.20 m (0 ft 7 in)
0.22 m (8 in)
13.00 m (42 ft 8 in)
9.93 m (32 ft 7 in)
10.13 m (33 ft 2 in)
1.60 m (5 ft 3 in)
3.85 m (12 ft 7 in)
3.36 m (11 ft 0 in)
Tailplane span (over endplate fins)

Width over skids
Skid track
2.71 m (8 ft 10 in)
1.89 m (6 ft 2 in)
2.40 m (7 ft 10 in)
2.50 m (8 ft 2 in)
Combined cargo and cabin compartment:
Length
Width, max: B-2, C-1
3.02 m (9 ft 11 in)
1.59 m (5 ft 2 in)
C-2
1.70 m (5 ft 7 in)
Width, min: B-2, C-1
1.27 m (4 ft 2 in)
C-2
1.45 m (4 ft 9 in)
Height, max
min
1.28 m (4 ft 2 in)
0.99 m (3 ft 3in)
Useful floor area
3.70 m2 (39.83 sq ft)
Volume: B-2, C-1
5.00 m2 (176.6 sq ft)
C-2
5.90 m2 (208.4 sq ft)

2.56 m (8 ft 4 in)
Cabin length: B-2, C-1
C-2
2.97 m (9 ft 9 in)
Areas
Main rotor blades, each
1.76 m2 (18.94 sq ft)
Tail rotor blades, each

B-2
0.10 m2 (1.05 sq ft)
C-1
0.11 m2 (1.16 sq ft)
Main rotor disc

Tail rotor disc
95.03 m2 (1,022.9 sq ft)

3.00 m2 (32.24 sq ft)

Basic weight empty:
B-2
1,745 kg (3,846 lb)
C-1
1,764 kg (3,890 lb)
Fuel: standard usable

inc one auxiliary tank
558 kg (1,230 lb)

718 kg (1,583 lb)
Useful payload:
B-2, C-1
1,590 kg (3,505 lb)
C-2
1,700 kg (3,748 lb)
Max T-O weight: internal payload

B-2, C-1
3,350 kg (7,385 lb)
C-2
3,500 kg (7,716 lb)
Max T-O weight: external load

B-2, C-1
C-2
Max disc loading: internal payload
3,500 kg (7,716 lb)

3,650 kg (8,046 lb)
B-2, C-1
35.25 kg/m2 (7.22 lb/sq ft)
C-2
36.80 kg/m2 (7.54 lb/sq ft)
Max disc loading: external payload

B-2, C-1
36.80 kg/m2 (7.54 lb/sq ft)
C2
38.40 kg/m2 (7.86 lb/sq ft)
Transmission loading at max T-O weight and power:

internal payload
B-2, C-1
C-2
4.55 kg/kW (7.48 lb/shp)

4.76 kg/kW (7.83 lb/shp)
external payload
B-2, C-1
4.76 kg/kW (7.83 lb/shp)
C-2
4.97 kg/kW (8.16 lb/shp)
Performance
(ISA, at max T-O weight)

B-2, C-1
140 kt (259 km/h; 161 mph)
C-2
145 kt (268 km/h; 166 mph)

B-2, C-1
133 kt (247 km/h; 153 mph)

C-1
125 kt (231 km/h; 144 mph)

B-2
9.65 m/s (1,900 ft/min)
C-1
9.80 m/s (1,925 ft/min)
Max certified altitude

B-2
3,050 m (10,000 ft)
C-1
4,575 m (15,000 ft)
Service ceiling, OEI, 30.5 m (100 ft/min) climb

B-2
1,280 m (4,200 ft)
C-1
2,025 m (6,650 ft)
Hovering ceiling IGE, zero wind

B-2
1,645 m (5,400 ft)
C-1
2,530 m (8,300 ft)
Hovering ceiling IGE, 20 kt (37 km/h; 23 mph)

crosswind
B-2
C-1
1,040 m (3,400 ft)

1,920 m (6,300 ft)

B-2
1,280 m (4,200 ft)
C-1
1,480 m (4,860 ft)
Range at S/L, auxiliary fuel, no reserves

B-2
Range
C-1
C-2
Endurance at S/L, auxiliary fuel
B-2
3 h 48 min
Endurance
C-1
2 h 50 min
BK 117 CIVIL/PARAMILITARY
Year
MBB Eurocopter Kawasaki
1983
1984
6
16
1985
13
1986
1987
33
25
1988
23
1989
1990
19
29
1991
1992
1993
7
13
1994
1995
8
4
1996
1997
1998
1999
2000
Total
2
230
UPDATED
Eurocopter/Kawasaki BK 117 C-1 twin-engined helicopter used on mountain rescue

(1998)
Eurocopter/Kawasaki BK 117 C-1 in ITH (Intensive-Care Transport Helicopter)

configuration
Eurocopter/Kawasaki BK 117 B-2 twin-turboshaft multipurpose helicopter (Jane's/Dennis

Punnett)
BK 117 B-2 equipped with HeliRadar to test all-weather capability
Eurocopter/Kawasaki BK 117 B-1 equipped with Bristol Aerospace Wire Strike

Protection System (WSPS)
Eurocopter/Kawasaki BK 117 fitted with Simplex Model 311 fire attack system (Simplex)
(2001)
Gunter Endres MRAeS
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Eurocopter/CATIC/ STAe EC 120B Colibri

Type
Five-seat single-engined light helicopter.
Programme
Definition phase of original P120L launched 15 February 1990 as partnership of Eurocopter (programme
leader, 61 per cent), CATIC/HAMC (24 per cent) and Singapore Technologies Aerospace (15 per cent);
redesigned with 500 kg (1,102 lb) lower gross weight and new engine and rotor; development contract signed
October 1992; redesignated EC 120, January 1993; design definition completed mid-1993; assembly of first of
three prototypes began at Eurocopter France at Marignane in early 1995; first flight (F-WWPA) 9 June 1995;
second prototype flown 17 June 1996; certified to JAR 27 June 1997. VFR FAR Pt 27 certification 22 January
1998. First orders February 1997 from Unifly (Denmark) and Temsco Helicopters (USA). First deliveries 23
January 1998.
Eurocopter responsible for seats, rotor system, transmission, final assembly, flight test and certification;
CATIC (China National Aero-Technology Import & Export Corporation in the form of Harbin Aircraft
Manufacturing Corporation) for fuselage, landing gear and fuel system; and STAe for tailboom, fin structure
and doors; final assembly in France or Germany. Joint design team working in Eurocopter France at
Marignane.
Current Versions
EC 120B: Basic five-seat helicopter. Mission-specific kits to be made available for passenger and corporate
transport; police duties; training and liaison; aerial work; and EMS.
Customers
Total of 52 delivered at January 2000; orders for more than 170. Estimated sales about 900 in first decade and
1,600 to 2,000 total.
Costs
Basic introductory price US$770,000 until December 1998, increased to US$795,000 and to US$840,000 from
July 1999.
Design Features
Three-blade main rotor on Spheriflex hub integrated with main shaft and transmission; two-stage reduction
gear; eight-blade New Generation Fenestron shrouded tail rotor. Single level cabin floor.
Structure
Composites for main and tail rotor blades; Spheriflex head and shaft made as single composites assembly;
metal centre-fuselage; composites skid landing gear; crashworthy seats and fuel system; carbon composites tail
rotor shaft.
Landing gear
`Moustache' type configurations of fixed skids with sweptback forward supports and full-width boarding step.
Power Plant
One Turbomeca Arrius 2F engine selected for first 300 EC 120 planes; max T-O power is 376 kW (504 shp),
335 kW (449 shp) max continuous. Transmission rating 330 kW (442 shp). Pratt & Whitney Canada PW206
likely to be optional on future model. Fuel capacity 413 litres (109 US gallons; 91 Imp gallons) in two tanks,
one located beneath cabin floor, one above baggage compartments. Optional 80 litres (21.1 US gallons; 17.6
Imp gallons) ferry tank.
Accommodation
Pilot and four passengers. Luggage compartment below engine on same level as cabin floor, accessible from
cabin, by two external side doors, or by the rear door. Seating conforms to new FAR Pt 27 requirements for 30
g vertical and 18 g horizontal deceleration.
Avionics
Avionics suite developed by Sextant Avionique and SFIM under the Avionique Nouvelle (AN) programme on
new instrumentation for helicopters. The heart of the system incorporates the Vehicle and Engine Management
Display (VEMD), servo unit, alarm panel, control/lighting unit and NR/NtI, the rotor/engine-free-turbine RPM
indicator.
Equipment
Optional emergency flotation bags.
Main rotor diameter
Fenestron diameter
Fenestron blade chord
Length overall, blades folded
Width, incl tailplane
10.00 m (32 ft 10 in)

0.26 m (10 in)
0.75 m (2 ft 5 in)
0.06 m (2 in)
11.52 m (37 ft 9 in)
2.60 m (8 ft 6 in)
Fuselage, length
Height overall
Tailplane span
Skid track
Height of skids
9.60 m (31 ft 6 in)

3.40 m (11 ft 2 in)
2.60 m (8 ft 6 in)
2.07 m (6 ft 9 in)
0.56 m (1 ft 10 in)
Cabin: Length
2.30 m (7 ft 6 in)
Max width
Max height
1.35 m (4 ft 5 in)
1.25 m (4 ft 1 in)
Floor area
3.0 m2 (32.3 sq ft)
Luggage compartment volume
3.0m3 (106 cu ft)
Areas
Main rotor disc
78.54 m2 (845.4 sq ft)
Fenestron disc
0.44 m2 (4.73 sq ft)

Standard empty weight
950 kg (2,094 lb)
Max sling load

Max useful load
Max T-O weight
Gross weight
700 kg (1,543 lb)

750 kg (1,653 lb)
1,700 kg (3,747 lb)
1,770 kg (3,900 lb)
Max disc loading:

internal load
21.4 kg/m2 (4.38 lb/sq ft)
external load
22.5 kg/m2 (4.62 lb/sq ft)
Transmission loading at max T-O and power:

internal load
external load
5.09 kg/kW (8.36 lb/shp)

5.36 kg/kW (8.81 lb/shp)
Performance
(at max T-O weight)
Max cruising speed
Econ cruising speed
Rate of climb
Service ceiling
ISA
ISA +20
150 kt (278 km/h; 173 mph)

123 kt (228 km/h; 142 mph)
103 kt (191 km/h; 119 mph)
6.7 m/s (1,325 ft/min)
5,365 m (17,600 ft)
3,050 m (10,000 ft)
1,372 m (4,500 ft)

ISA
ISA + 20C
Range without reserves
Endurance
2,530 m (8,300 ft)

762 m (2,500 ft)
4 hr 10 min
EC 120B PRODUCTION DELIVERIES
Year
Qty
1999
2000
52
91
TOTAL
143
UPDATED
Multinational EC 120B light single-engined helicopter

(1998)
Three-view drawing of Eurocopter EC 120 single-engined five-seat light helicopter

showing revised tail surfaces
Sextant Avionique/SFIM Vehicle and Engine Management Display (VEMD) certified on

Eurocopter EC 120B Colibri (Patrick Darphin)
EC 120B cutaway drawing
EC 120B Colibri
(1999)
American-registered Eurocopter/CATIC/STAe EC 120B Colibri

(2000)
EC 120B equipped with Zodiac Aerosafety floats (Zodiac)

(2001)
Gunter Endres MRAeS
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Eurocopter EC 155B
Type
Twin-turbine medium-lift helicopter.
Programme
Higher performance development of successful Dauphin 2 series, first unveiled at Paris Air Show in June
1997; initially designated AS 365 N4. Principal differences include a new five-blade main rotor and uprated
transmission, Arriel 2C1 engines with FADEC, and re-designed and enlarged cabin to give wide-body look
and 40 per cent more volume. First flight 17 June 1997 as conversion of DGV testbed F-WDFK. First
production model (F-WWOZ) flew 11 March 1998; dual-pilot IFR certification to French and German
standards obtained in December 1998; first delivery March 1999.
Versions
EC 155B: Initial production version.
Customers
Orders placed for 31 aircraft at 1 March 2000. Market estimated at 100 units over the next 10 years.
Design Features
Main five-blade rotor with glass fibre and carbonfibre blades on Spheriflex rotor head fitted with gust and
droop stops; automatically variable rotor rpm reduces tip speeds. Tail boom with stabiliser fitted with two
lateral fins, terminating in shrouded Fenestron tail rotor with 10 unequally-spaced composite blades built into
vertical fin, to reduce vibration.
Structure
Fuselage mostly of light alloy with some elements of GFRP/Nomex and light alloy/Nomex sandwich
construction.
Landing Gear
Retractable tricycle landing gear with nosewheel castor lock units and assisted differential brakes.
Power Plant
Two Turbomeca 2C1 free-turbine engines with FADEC, each rated at 635 kW (851 shp) for T-O; maximum
continuous 597 kW (800 shp); 30 seconds OEI power 729 kW (977 shp). Standard fuel in two groups of two
tanks under cabin floor and fifth tank in bottom of central fuselage, with total capacity of 1,135 litres (300 US
gallons; 249.5 Imp gallons); optional auxiliary fuel tank in baggage compartment holding 180 litres (47 US
gallons; 40 Imp gallons); or ferry tank in place of rear seats in cabin 475 litres (125.5 US gallons; 104.5 Imp
gallons). Oil capacity 14 litres (3.7 US gallons; 3.1 Imp gallons).
Accommodation
One or two pilots, plus 12 passengers in comfort, airline-style seating in three rows of four seats to rear; or 13
passengers with utility seats; alternatively six-seat VIP or nine-seat Executive installation. EMS kits available
providing accommodation for two medical attendants and six stretcher patients. Access through hinged crew
doors with windows; sliding passenger doors with jettisonable windows; built-in footsteps. Freight hold aft of
cabin rear bulkhead, with starboard door.
Avionics
Cockpit instrumentation based on the Sextant Avionique Nouvelle integrated flight and active-matrix LCD
display suite, including two primary flight displays, two navigation displays, a dual-screen Vehicle and Engine
Management Display (VEMD), and warning lights. Eighth screen can be added for mission equipment
displays, such as electronic mapping, FLIR, radar or other. Air data computers and four-axis SFIM autopilot.
Main rotor diameter
12.60 m (41 ft 4 in)
Fenestron tail rotor diameter

basic
outboard of tab
Length overall:
rotors turning
rotor blades folded
Width: rotor blades folded
overall (tip of fin)
Wheel track
Wheelbase
Main doors (each side), forward:
Height
1.10 m (3 ft 7 in)
0.39 m (1 ft 3 in)
0.41 m (1 ft 4 in)
14.43 m (47 ft 4 in)
12.70 m (41 ft 8 in)
3.50 m (11 ft 5 in)
3.64 m (11 ft 11 in)
4.35 m (14 ft 3 in)
1.90 m (6 ft 2 in)
3.91 m (12 ft 10 in)
1.34 m (4 ft 4 in)
Width
Cabin, sliding: Height
Width
Baggage compartment:
Height
Width
1.19 m (3 ft 10 in)
1.34 m (4 ft 4 in)
1.64 m (5 ft 4 in)
0.51 m (1 ft 8 in)
0.73 m (2 ft 4 in)
Cabin: Length
Max width
2.55 m (8 ft 4 in)
2.10 m (6 ft 10 in)
Max height
1.34 m (4 ft 4 in)
Floor area
5.09 m2 (54.79 sq ft)
Volume
6.80 m3 (240.0 cu ft)
Floor area
Volume
2.95 m2 (31.75 sq ft)

2.00 m3 (71.0 sq ft)

Weight empty
Max T-O weight:
internal load
external load
Useful internal load
Max load on external cargo sling
Max disc loading:
2,353 kg (5,187 lb)

4,800 kg (10,580 lb)
5,000 kg (11,023 lb)
2,217 kg (4,887 lb)
2,000 kg (4,409 lb)
internal load
38.5 kg/m2 (7.88 lb/sq ft)
external load
40.1 kg/m2 (8.21 lb/sq ft)
Transmission loading at max T-O weight and power

internal load
external load
4.97 kg/kW (8.17 lb/shp)

5.18 kg/kW (8.51 lb/shp)
Performance
(at max T-O weight)
Never-exceed speed
Max cruising speed
Econ cruising speed
Max rate of climb at 3,500 kg (7,716 lb)
Service ceiling
OGE:
170 kt (315 km/h; 195 mph)

143 kt (265 km/h; 165 mph)
136 kt (252 km/h; 157 mph)
5.1 m/s (1,004 ft/min)
5,110 m (16,765 ft)
1,895 m (6,210 ft)
865 m (2,840 ft)
Max range, no reserves:

with standard tanks
with optional auxiliary tanks
Max endurance, no reserves at 75 kt (140 km/h;
87 mph):
with standard tanks
with optional auxiliary tanks

4 h 20 min
4 h 59 min
UPDATED
Prototype Eurocopter EC 155 in the markings of Norwegian launch customer Helikopter

Service
(1998)
Typical 12-seat arrangement of Eurocopter EC 155 for passenger transport

(1998)
Eurocopter EC 155; lower view shows main rotor blades folded

(1998)
Eurocopter EC 155B company demonstator

(2000)
Thales Avionics MEGHAS avionics suite on the EC 155B

(2001)
Gunter Endres MRAeS
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Kaman K-1200 K-MAX

Type
Single-seat external lift intermeshing rotor helicopter.
Programme
First flight (N3182T) 23 December 1991; first public showing 22 March 1992; first flights of second
prototype (N131KA) 18 September 1993 and first production aircraft (N132KA) 12 January 1994; third
prototype is static and drop test aircraft to prove 20-year life at 1,000 hours per year and with 30 return
logging sorties per hour. Certification to FAR Pts 27 and 133 achieved 30 August 1994 after 800
hour/32-month programme. Canadian certification awarded 23 November 1994. FAA IFR certification
received 14 May 1999 for US Navy Vertical Replenishment Helicopter Requirement (VERTREP).
Modifications include the Kaman-designed Stability Augmentation System (SAS), hydraulically
assisted flight controls, a second radio, the IFR suite, and an enhanced electrical bus to provide essential
redundancy. The K-MAX fleet had accumulated more than 64,000 flight hours by June 1999. Uses
include logging, firefighting, oil and gas exploration, agricultural spraying, constructing and surveying.
Costs
US$3,900,000. Estimated Direct Operating Costs (DOC) US$465 per hour.
Design Features
Kaman intermeshing rotor ensures all engine power produces lift; rotor disc loading is very low and
airspeed is limited to reduce rotor stresses; rotor transmission life intended to be same as airframe life;
all internal spaces painted white and provided with lights to ease night-time servicing; freight
compartment beneath transmission casing allows carriage of special tools or parts; no hydraulics;
transmission and engine fluid lines located on opposite sides of helicopter to avoid servicing errors;
fuselage is narrow to give good downward view; panels in domed side windows can be opened to give
direct vision or doors can be removed altogether. Electronic engine instruments and hook load
measuring sensor record engine cycles and any overloads, but also give the pilot an immediate record of
operations for billing purposes, avoiding paperwork for pilot. Inter-blade drag damper pins can be
removed so that blades swing sideways to align for parking in narrow spaces.
Normal rotor rpm range between 250 and 270 unloaded and 260 and 270 with external load, giving
maximum blade tip speed of 200 m (658 ft)/min; translational lift is attained at 12 kt (22 km/h; 14 mph);
rpm reduced to 200 for autorotation and airspeed of 50 kt (92 km/h; 57 mph) then gives a power-off
descent rate of 366 to 427 m (1,200 to 1,400 ft)/min.
Flying Controls
Blade angle of attack controlled by trailing-edge tabs and light control linkage, avoiding need for
hydraulic power; an electric actuator in each tab control run is operated by pilot to track the blades on
ground or in flight.
In normal powered flight, turns at or near the hover are effected by applying differential torque to the
rotors by means of differential collective pitch commanded from the foot pedals; a small fore-and-aft
cyclic pitch change also occurs; at low powers near autorotation, this would produce directional control
reversal, because differential collective pitch change would cause drag on the unwanted side; so a
non-linear cam between collective lever and rotor blade controls phases out differential collective from
a `dwell zone' at about 25 per cent collective demand and replaces it progressively with differential
cyclic.
Intermeshing rotors cause pronounced pitch attitude change in response to collective pitch change;
the K-Max tailplane is connected to collective to alleviate this, to reduce blade stresses and produce
touchdown and lift-off in level attitude; fixed fins on tailplane are in rotor downwash and rear fin is
outside rotor disc; rudder is connected to foot pedals to help balance turns.
Structure
Light-alloy airframe; GFRP and CFRP rotor blades and tabs. Tail assembly weighs 36.3 kg (80 lb) and
can be removed quickly by two people.
Landing Gear
Fixed, tricycle; nosewheel is out of pilot's field of view; impact sustaining suspension with transverse
mounting tube for mainwheels; rubber-in-compression suspension for mainwheels; oleo for nosewheel;
bear paw plate round each wheel for operation from soft ground and snow; nosewheel swivels and
locks; mainwheels have individual foot-powered brakes and parking brake.
Power Plant
One 1,118 kW (1,500 shp) Lycoming T53-17A-1 turboshaft (civil equivalent of military T53-L-703),
with particle separator; flat rated at 1,007 kW (1,350 shp) for take-off up to about 2,315 m (7,600 ft) and
1,007 kW (1,340 shp) continuous up to about 1,980 m (6,500 ft); transmission rated at 1,118 kW (1,500
shp) and designed for 10,000-hour life with 2,500-hour overhaul intervals. Fuel capacity 865 litres
(228.5 US gallons; 199 Imp gallons) located at aircraft CG; receptacle for hot refuelling with rotors
running; dual electric fuel pumps.

Accommodation
Pilot only, in Simula crash impact absorbing seat with five-point harness; seat and rudder pedals
adjustable; heater and windscreen demister; windows removable for operation in hot weather; curved
windscreen in production version. Tool/cargo compartment 0.74 m3 (26 cu ft) fitted with 2,268 kg
(5,000 lb) stress tiedown rings. Two outside seats certificated for transportation of construction crews.
Design includes provision for unmanned operation.
Systems
DC electrical system with starter/generator; no hydraulics.
Equipment
Pilot-controlled swivelling landing light; standard configuration is for lifting slung loads, but electrical
fittings provided for Bambi firefighting bucket, Loadcell and long-line hook gear; kits planned for
patrol, firefighting tank and snorkel system, agricultural applications and similar missions.
Rotor diameter, each
14.73 m (48 ft 4 in)

Wheel track
Height to top of rotorhead
15.85 m (52 ft 0 in)

3.56 m (11 ft 8 in)
4.14 m (13 ft 7 in)

Operating weight empty
Max hook capacity
Max fuel weight
Max T-O weight:
without external load
with external load
(T-O power)
2,132 kg (4,700 lb)

2,721 kg (6,000 lb)
705 kg (1,554 lb)
2,948 kg (6,500 lb)
5,443 kg (12,000 lb)
5.18 kg/kW (8.52 lb/shp)
Performance
Never-exceed speed (VNE): clean
with external load
Max rate of climb at S/L, normal
flat-rated torque
Target hovering performance: OGE
with 2,268 kg (5,000 lb) slung load
and 1 h fuel
Service ceiling
100 kt (185 km/h; 115 mph)

80 kt (148 km/h; 92 mph)
12.7 m/s (2,500 ft/min)
2,440 m (8,000 ft)
4,570 m (15,000 ft)
Hovering ceiling:
IGE
8,020 m (26,300 ft)
OGE
Range, with max fuel
8,875 m (29,120 ft)

Operating Noise Level

(FAR Pt 36), limit 87 dB(A):
Flyover
Average of 82 dB(A)
KAMAN K-MAX PRODUCTION

Year
1994
1995
1996
1997
1998
1999
2000
Total
Quantity
5
6
6
4
3
3
27
UPDATED
Production version of Kaman K-MAX intermeshing rotor helicopter (Jane's/Mike

Keep)
Japan Royal Helicopters became the first Japanese operator of the Kaman
K-MAX, taking delivery in July 1996
(1998)
Two outside seats have been certified on the K-MAX for the transportation of
construction crews
(1998)
Kaman K-MAX performing VERTREP mission aboard USNS Niagara Falls in the
Gulf
K-MAX in service in the United States

(1999)
Kaman has received contract from US State Department for five K-MAX helicopters for use
in counter drug operations in Peru (Kaman)
(2001)
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Eagle's Perch Nolan 51-HJ

Type
Twin-engine home-built helicopter.
Programme
Coaxial pendulum kit helicopter designed by brothers Herb and Jack Nolan of Eagle's Perch Inc. Targeted at the
aerial work market, such as agricultural spraying, oil and pipeline inspection and monitoring, animal herding and
mustering, search and rescue and police work. Assembly time is less than 250 hours. Many parts available
off-the-shelf. Also aimed at unmanned operation.
Cost
US$17,995 for the kit, excluding engines and electronics.
Design features
Stick, rudder and throttle control similar to fixed-wing aircraft. One engine set for constant speed; other used for
control of climb, descent and airspeed. Tiltable counter-rotating rotor; no tail rotor. Flight can be maintained on
single engine, but helicopter cannot hover. Ballistic parachute for extra safety.
Structure
Open frame, welded steel.
Landing gear
Fixed skid-type.
Power plant
Two 48.4 kW (65 hp) Rotax 582 UL two-cycle, two-stroke, liquid-cooled piston engines.
Rotor diameter
4.42 m (14 ft 6 in)
Length overall
4.65 m (15 ft 3 in)
Height overall
2.46 m (8 ft 1 in)

Weight empty
258 kg (569 lb)
Max T-O weight
544 kg (1,200 lb)
Performance
Max cruising speed
60 kt (111 km/h; 70 mph)
Rate of climb
15.2 m/s (3,000 ft/min)
Service ceiling
3,050 m (10,000 ft)

NEW ENTRY
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Dragon Fly
Type
Two-seat, very light helicopter.
Programme
Developed originally by CRAE Elettromeccanica SpA; Dragon Fly Srl formed 1993 from substantially same
workforce. Design studies and manufacture of single-seat prototype 1985-88; ground and flight testing of this
aircraft, 1989-90; two-seat prototype built and tested, 1991-93. Total of two single-seat and three two-seat
prototypes, followed by four preseries aircraft; initial production rate (1994) three per month; increased to
eight per month at new factory from October 1994. Italian certification received in June 1996.
Current versions
Model 333: Basic civil version.
Model 333AC: Certified version to Italian VFR rules.
Heliot: Piloted or remotely piloted military proposal, jointly with French companies Etudes et
Dveloppements Techniques (EDT) and CAC Systmes. Payloads could include IFF transponder, RR401
peacetime radar transponder, thermal analysers, high-resolution field scanners, NBC and atmospheric sensors,
camera systems and video and numeric datalinks. Proposed avionics are a CAC Systmes digital flight
management system (DFMS), vertical gyroscope and navigation sensors and differential GPS.
Customers
First delivery in May 1994 to Chinese Civil Protection Volunteers. Total 73 delivered by 1 January 1999.
Design Features
Two-blade, semi-rigid main rotor and two-blade tail rotor; all blades of NACA 0012 aerofoil section; main
rotor nominal speed 520 rpm. Can be towed on trailer with main blades removed. Optionally available in kit
form.
Flying Controls
Conventional mechanical.
Structure
Cabin is welded titanium frame with composites outer shell; aluminium alloy tailboom and landing skids. Full
corrosion protection.
Landing Gear
Conventional twin-skid type. Emergency floats and skis under development.
Power Plant
One 78.3 kW (105 hp) Hirth F-30A26AK four-cylinder two-stroke with twin-spark ignition, modified for
helicopter use. Transmission driven through centrifugal clutch and two V-belts. Fuel capacity 64 litres (16.9
US gallons; 14.1 Imp gallons).
Accommodation
Side by side seats, with harnesses, for two persons. Dual controls standard. Small baggage compartment aft of
seats.
Systems
12 V electrical systems with engine-driven generator and 12 V 24 Ah battery.
Avionics
Comms/Nav: Transceiver and intercom. Optional VOR/LOC and transponder.
Flight: Optional electric lateral trim.
Instrumentation: Standard equipment and instruments include ground-handling wheels, altimeter, voltmeter,
ASI, bank indicator, compass, collective indicator, engine and rotor rpm indicator, engine hour meter, fuel
gauge and engine temperature gauge, engine fire warning light, fuel shut-off valve and main/tail rotor
transmission chip detectors.
Equipment
Medevac and firefighting kits and external load hook under development.
Main rotor diameter
6.70 m (22 ft 0 in)
Tail rotor diameter
1.12 m (3 ft 8 in)

Length overall
3.95 m (12 ft 11 in)

5.92 m (19 ft 5 in)
2.36 m (7 ft 9 in)
Skid track
1.55 m (5 ft 1 in)
Cabin
Length
1.11 m (3 ft 7 in)
Max width
1.15 m (3 ft 9 in)
Max height
1.13 m (3 ft 8 in)
Areas
34.21 m2 (368.25 sq ft)
Main rotor disc
0.99 m2 (10.56 sq ft)
Tail rotor disc

Weight empty
270 kg (595 lb)
Max T-O weight
500 kg (1,102 lb)
Payload
120 kg (265 lb)
Performance
80 kt (148 km/h; 92 mph)
Max level speed
72 kt (135 km/h; 83 mph)
Cruising speed
70 kt (130 km/h; 80 mph)
6.6 m/s (1,300 ft)/min
Service ceiling
3,050 m (10,000 ft)
Hovering ceiling (at operational weight):

IGE
2,050 m (6,725 ft)
OGE
1,450 m (4,755 ft)
Max range
Endurance at above cruising speed

2 h 30 min
UPDATED
Dragon Fly 333 two-seat very light helicopter

(1999)
Dragon Fly/EDT/CAC Systmes Heliot militarised version
Dragon Fly 333 (Jane's/James Goulding)
Dragon Fly 333 fitted with spray booms for agricultural work
(1999)
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Agusta-MD AMD520 NOTAR

Obtained licence to manufacture 520N `Notar' version of 500E series of light single-engined helicopter
from McDonnell Douglas, (see MD Helicopters for full details).
UPDATED
Agusta-built AMD520 NOTAR

(2001)
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Agusta (BredaNardi)-Hughes NH-300C/NH-500

Licence acquired by BredaNardi Costruzioni Aeronautiche (now the Monteprandone Works of Agusta,
for the production of the Hughes model 300C as the NH-300C, and the model 500D and E, as the
NH-500D and NH-500E, later AMD500E. Also produced some AMD530F hot-and-high models, and
NH-500MD military derivatives.
Production believed to have totalled 25 NH.300C and 170 NH.500 series, but no orders received
recently and no more expected to be produced. For full technical details of 300C see Schweizer entry,
and MD Helicopters for MD 500E and MD 530F.
UPDATED
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Agusta A 119 Koala

Type
Single-turbine light helicopter.
Programme
Go-ahead given August 1994; First flight (I-KOAL) early 1995; public debut at Paris Air Show June
1995. Testing completed on two Arriel-powered prototypes; first flight of A 119 with definitive Pratt &
Whitney engines February 1997. Italian RAI certification achieved July 1999.
Agreement signed with Denel Aviation which provides for local manufacturing rights and export
licence for Africa.
Design Features
Fully articulated four-blade composite main rotor with titanium hub, composite blade grips and
elastomeric bearings; two-blade tail rotor.
Structure
Aluminium alloy fuselage.
Landing Gear
Fixed skids.
Power Plant
Pratt & Whitney Canada PT6B-37B rated at 747 kW (1,002 shp) at take-off and at 650 kW (872 shp)
maximum continuous power. Transmission rating 671 kW (900 shp) for take-off and maximum
continuous. Standard usable fuel capacity 605 litres (160 US gallons; 133 Imp gallons); auxiliary fuel
tank optional, capacity 273 litres (72 US gallons; 60 Imp gallons).
Accommodation
Pilot and passenger in front; six passengers in main cabin, claimed to be 30 per cent larger than that of
any current single-turbine light helicopter; flight-accessible baggage compartment in cabin; main
baggage compartment in rear fuselage; in EMS configuration can accommodate two stretchers in main
cabin without intrusion into cockpit area. Large sliding doors on each side of main cabin;
forward-hinged door to cockpit on both sides.
Avionics
Honeywell Silver Crown suite standard; integrated liquid crystal displays (IDS) optional.
Comms: Silver Crown com/nav and ELT standard.
Flight: Three-axis autopilot flight director, autotrim, radar altimeter, GPS moving map display.
Instrumentation: NVG compatible.
Equipment
Optional equipment includes 500 kg (1,102 lb) or 1,000 kg (2,205 lb) fixed cargo hook; 200 kg (441 lb)
rescue hoist; snow skids; external emergency floats; particle separator; rotor brake; baggage
enlargement; Spectrolab SX-16 search light; and FLIR/LLTV camera.
Main rotor diameter
Tail rotor diameter
Length of fuselage
Width overall
Height overall
10.83 m (36 ft 6 in)

2.00 m (6 ft 6 in)
13.04 m (42 ft 9 in)
11.18 m (36 ft 8 in)
2.80 m (9 ft 2 in)
3.77 m (12 ft 4 in)
Cabin: Max length
Max width
Max height
Volume
Length
Volume
Areas
3.53 m (11 ft 7 in)

1.61 m (5 ft 3 in)
1.28 m (4 ft 2 in)
4.96 m3 (175.2 cu ft)
2.30 m (7 ft 6 in)
0.95 m3 (33.55 ft3)
95.03 m2 (1,023 sq ft)
Main rotor disc

Weight, empty
Useful load: internal
1,430 kg (3,150 lb)

1,290 kg (2,844 lb)
external
1,420 kg (3,130 lb)
Max T-O weight:

internal load
external load
2,720 kg (5,997 lb)

2,850 kg (6,283 lb)
sling load
1,000 kg (2,204 lb)
Max disc loading:

internal load
27.4 kg/m2 (5.60 lb/sq ft)
external load
30.0 kg/m2 (6.14 lb/sq ft)

internal load
external load
3.88 kg/kW (6.37 lb/shp)

4.25 kg/kW (6.98 lb/shp)
Performance
Max cruising speed
Service ceiling
OGE
Max range, std fuel, no reserves @
1.525 m
(5,000 ft)
Endurance
152 kt (281 km/h; 175 mph)

150 kt (278 km/h; 173 mph)
4,785 m (15,700 ft)
3,600 m (11,800 ft)
2,500 m (8,200 ft)

5 h 21 min
UPDATED
The Agusta A 119 Koala claims to be the fastest wide-body single-engine turbine
helicopter
(1999)
Australian company LinFox took delivery of the first Agusta A 119 Koala in
September 2000
(2001)
Agusta A 119 Koala flight deck

(2001)
Koala EMS configuration with dual litter and up to three attendants

(2001)
Koala corporate transport configuration for up to seven passengers and

baggage in a separate compartment
(2001)
Agusta A 119 Koala light helicopter overflying Paris

(2001)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL, RUSSIAN FEDERATION
Kazan/Mil Mi-17KF Kittiwake

Type
Programme
Latest derivative of Mi-17 jointly developed by Kazan and Mil, with systems integration provided by
Kelowna Flightcraft (Canada). First flown 3 August 1997. Certified to FAR Pt 29 for full IFR operation.
Costs
Estimated US$5 million.
Design Features
Generally similar to latest versions of Mi-17.
Power Plant
Two 1,434 kW (1,923 shp) Klimov TV3-117MT or 1,545 kW (2,070 shp) TV3-117 VM turboshafts.
Optional auxiliary fuel tanks.
Accommodation
Basic cargo transport, 28-seat passenger or flying hospital configuration complete with operating
theatre; other versions to customer requirements.
Avionics
Honeywell EDZ-756 EFIS with colour displays; P700 colour weather radar, FZ-702 flight director
system, AA-30 radio altimeter, VG/DG 14 AHRS and Primus II integrated radio system; Transicoil
engine instrument system and KGS instrument lighting. Options include Canadian Marconi Doppler
navigation system, GPS and NVG compatible cockpit.
Equipment
Optional external winch of 295kg (650 lb) capacity at left hand entry door; external cargo hook with
4,990 kg (11,000 lb) capacity; floatation system providing at least 30 minutes buoyancy.
Max payload:
internal
external
Normal T-O weight
Max T-O weight
3,970 kg (8,750 lb)

5,000 kg (11,020 lb)
11,100 kg (24,470 lb)
12,925 kg (28,500 lb)
Performance
Max level speed up to 1,065 m (3,500
ft):
at normal T-O weight
at maximum T-O weight
Nominal cruising speed up to 1,065 m
(3,500 ft):
Service ceiling:
Hovering ceiling, at normal T-O weight
Range with standard fuel, with reserves:
139 kt (257 km/h; 160 mph)

126 kt (233 km/h; 145 mph)
130 kt (240 km/h; 150 mph)

117 kt (217 km/h; 135 mph)
5,500 m (18,000 ft)
4,875 m (16,000 ft)
4,000 m (13,120 ft)


Range with auxlilary tanks:

674 n miles (1,250 km; 776 miles)

UPDATED
The Kazan/Mil Mi-17KF updated to meet US and Canadian certification

requirements (Jane's/Michael J Gething)
(1998)
The Mi-17KF's modern `glass' cockpit integrated by Canadian company

Kelowna Flightcraft (Jane's/Michael J Gething)
(1998)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL, RUSSIAN FEDERATION
Kazan/Mil Mi-17MD and Mi-17N

Type
Programme
Prototype converted from Mi-8MTV (RA70937); displayed at 1995 Paris Air Show; with rear loading
via a short ramp and two clamshell doors; further modified with large single-piece rear loading ramp
and other changes. Given dual designation Mi-17MD/Mi-8MTV-5 when equipped with IR jammer and
flight deck armour. Also known as Mi-17N (Noch: Night). First delivered to South Korean Police.
Customers
Exported to Rwanda and South Korea.
Design Features
Generally similar to Mi-17-1V. Accommodation increased to 40 passengers; improved
hydraulically-operated clamshell rear-loading doors and new hinged built-in ramp forming rear floor
fuselage pod. Port-side door in front fuselage widened to 1.25 m (4 ft 1 in); additional door at front of
cabin on starboard side, 0.83 m (2 ft 8 in) wide x 1.39 m (4 ft 6 in) high. Provision for three
stretchers in rear of cabin on starboard side. New cockpit displays. COSPASS/SARSAT equipment,
with Glonass antenna on tailboom. LLLTV sensor under port side of cockpit; NVGs for crew; ASO-2V
(`Hot-Brick') chaff/flare dispensers. Extended-range fuel tanks; flotation gear providing at least 30
minutes buoyancy; external sling of five-tonne lifting capacity. Optional LPG-300 winch on boom at
left side with 300 kg lift; KURS-MP-70 radio navigation with DME; long-range A-723 navigation
system; A-813C colour weather radar; PBP-DRISh-575 searchlight under nose.
Power Plant
Two 1,676 kW (2,250 shp) Klimov TV3-117 MT/VM turboshafts.
Armament
Primary attack armament comprises three Malyutka-2 (AT-3 `Sagger C') with semi-automatic SACLOS
guidance and tandem warhead; plus four Igla-V (SA-16 `Gimlet') surface-to-air missiles each side.
Mounting for PKT machine guns in main cabin doors.
UPDATED
Kazan-built Mi-17MD night helicopter at Farnborough `96 (Gnter Endres)
Armament of the Mi-17MD comprises the Malutka-2 anti-tank missile and the
Igla-V air-to-air missile system (Gnter Endres)
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Revolution Voyager 500

Type
Programme
Two-seat development of the Mini-500B; first flown 21 September 1998. Available in rapid-build kit
form and can be assembled in 150-200 hours. First delivery was due in Autumn 1999 but testing and
production ceased when company closed its doors in October 1999. At that time, orders had been placed
for more than 50 kits.
UPDATED
Revolution Helicopter's new two-seat Voyager-500 seen here under flight test,
but never entered service
(1999)
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Revolution Mini-500
Type
Single-seat home-built helicopter.
Programme
Scale-replica design of McDonnell Douglas MD-500; first flown in 1992 and available in kit form until production ceased in
October 1999. Assembly in 60-70 hours, excluding body work and painting.
Versions
Mini-500B Bravo: Initial production version.
Mini-500T Talon: Production version from 1999 incorporating latest improvements.
Customers
More than 500 kits delivered by October 1999.
Costs
Kit: US$32,000.
Design features
Two-blade semi-rigid teetering main rotor, turning at 550 rpm, constructed using aluminium alloy spars and composite skins.
Teetering two-blade tail rotor of aluminium alloy and steel construction, turning at 2,671 rpm. Rubber insulators, flex-packs and
counterbalances for vibration damping.
Structure
Welded steel tube structure, with moulded glass fibre cabin enclosure. Twin skid landing gear.
Power plant
One 50 kW (67 hp) Rotax 582, with belt drive to transmission. Fuel capacity 55.6 litres (14.7 US gallons; 12.25 Imp gallons).
Transmission rating 40 kW (53.6 hp) at take-off and 82 kW (110 hp) capacity. Power enhancement package (PEP) with tuned
exhaust system and special carburetion settings developed, producing 18 per cent more power during take-off and landing phases.
Main rotor diameter
5.84 m (19 ft 2 in)

Tail rotor diameter
0.20 m (8 in)
1.17 m (3 ft 10 in)

Length of fuselage
0.10 m (4 in)
5.49 m (18 ft 0 in)
Length overall (incl main rotor)

Height overall
6.86 m (22 ft 6 in)

2.51 m (8 ft 3 in)
Skid track
1.60 m (5 ft 3 in)
Areas
26.57 m2 (286.0 sq ft)
Main rotor disc

Weight empty
Max payload
220 kg (485 lb)

161 kg (355 lb)
Max T-O weight
381 kg (840 lb)
Performance
104 kt (193 km/h; 120 mph)

Cruising speed at 1,525 m (5,000 ft)
82 kt (153 km/h; 95 mph)

65 kt (121 km/h; 75 mph)

Service ceiling
5.6 m/s (1,100 ft)/min

3,050 m (10,000 ft)

OGE
2,135 m (7,000 ft)

2,135 m (7,000 ft)
Range
Endurance

3h
UPDATED
The Revolution Mini-500B is a single-seat scale replica of the McDonnell Douglas MD 500
(1999)
Revolution Mini-500 (Rotax 582 piston engine)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, ITALY
Agusta-Bell 412 EP and Griffon

Type
Multipurpose medium helicopter.
Programme
First flight of Bell 412 SP August 1979; deliveries started January 1981; Agusta licence production of
civil version started 1981; first flight of military Griffon August 1982; deliveries began January 1983;
Bell 412 HP certificated 5 February 1991. Replaced as standard production model by 412 EP (Enhanced
Performance).
Current Versions
AB 412 EP: Civil utility model also available in VIP and EMS configurations.
Griffon: Military derivatives developed for direct fire support, scouting, assault transport, equipment
transport, SAR and maritime surveillance.
Design Features
Griffon has reinforced impact-absorbing landing gear, selective armour protection and differences noted
below.
Power Plant
One 1,342 kW (1,800 shp) Pratt & Whitney Canada PT6T-3D Twin Pac (single-engine ratings 850 kW
(1,140 shp) for 2 minutes and 723 kW (970 shp) for 30 minutes). IR emission reduction devices
optional. Fuel capacity 1,249 litres (330 US gal; 275 Imp gal). Single-point refuelling. Two 76 or 341
litre (20 or 90 US gal 16.7 or 75 Imp gal) auxiliary fuel tanks optional; single-point refuelling.
Accommodation
One or two pilots on flight deck, on energy-absorbing, armour-protected seats. Fourteen
crash-attenuating troop seats in main cabin in personnel transport roles, six patients and two medical
attendants in ambulance version, or up to 1,814 kg (4,000 lb) of cargo or other equipment. Space for
181 kg (400 lb) of baggage in tailboom. Total of 51 fittings in cabin floor for attachment of seats,
stretchers, internal hoist or other special equipment.
Systems
Generally as for Bell 212/412.
Armament
Wide variety of external weapon options for Griffon includes swivelling turret for 12.7 mm gun, two
25 mm Oerlikon cannon, four or eight TOW anti-tank missiles, two launchers each with nineteen 2.75
in SNORA or twelve 81 mm rockets, 12.7 mm machine guns (in pods or door-mounted), four air-to-air
or air defence suppression missiles, or, for attacking surface vessels, four Sea Skua or similar
air-to-surface missiles.
Weight empty, equipped (standard
configuration)
Max T-O weight
2,950 kg (6,505 lb)

5,400 kg (11,905 lb)
Performance
Never-exceed speed (VNE) at S/L
140 kt (259 km/h; 161 mph)
Cruising speed:
at S/L
122 kt (226 km/h; 140 mph)
at 1,500 m (4,920 ft)
125 kt (232 km/h; 144 mph)
at 3,000 m (9,840 ft)
123 kt (228 km/h; 142 mph)

Service ceiling, 30.5 m (100 ft)/min climb rate
Service ceiling, OEI, 30.5 m (100 ft)/min climb
rate
438 m (1,437 ft)/min

168 m (551 ft)/min
5,180 m (17,000 ft)
2,320 m (7,610 ft)
3,110 m (10,200 ft)
OGE
1,585 m (5,200 ft)
Range with max standard fuel at appropriate cruising speed (see above), no reserves:
at S/L
at 1,500 m (4,920 ft)
at 3,000 m (9,840 ft)

Max endurance: at S/L

3 h 36 min
at 1,500 m (4,920 ft)
4 h 12 min
UPDATED
Agusta-Bell 412 Griffon military helicopter (Jane's/Dennis Punnett)
Agusta AB412 equipped for search and rescue, in service in the Netherlands
Agusta-built AB412 operated on observation duties by the Italian customs

(2001)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, UNITED STATES OF
AMERICA
FH Manufacturing FH-1100
US Army designation: OH-5A
Type
Five-seat utility helicopter.
Programme
Original FH-1100 was refined development of OH-5A; 246 built by Fairchild before production ended
1974. In April 1984, Hiller Aviation, which had been reformed in January 1973, became a subsidiary of
Rogerson Aircraft and was renamed Hiller Helicopters and later Rogerson Hiller. Began deliveries of
redesignated RH-1100 in July 1984 and of UH-12E in 1991. Assets acquired by a newly formed Hiller
Aircraft Corporation in 1994, but none built.
Type certificate bought by FH1100 Manufacturing Corporation 31 October 1999. Production being
re-activated, with first flight scheduled for mid-2003.
Versions
FH-1100: First flown on 26 January 1963 as OH-5A; refined into FH-1100 model; received FAA
certification 20 July 1964; deliveries began June 1966. Two-blade semi-rigid main rotor and anti-torque
tail rotor; single 236 kW (317 shp) Allison 250-C18 turboshaft engine.
RH-1100: Improved model with more powerful 313 kW (420 shp) Allison 250-C20B engines; new
rotor blades and K-Flex transmission. Production restarted 1984.

RH-1100C: More powerful engines; increased maximum take-off weight 1,292 kg (2,850 lb).
FH-1100 FHoenix: New-built version due to fly in mid-2003. Features sliding cowling for ease of
maintenance.
Cost
New-built model US$675,000 (2001).
Design Features
Improved RH-1100 has more powerful Allison 250-C20R; new main rotor blades with 76 mm (3 in)
greater chord; larger diameter two-blade tail rotor; new drive coupling between engine and main rotor
transmission for higher gross weight operation and increased maximum speed. Main rotor blade section
NACA 632015; main rotor rpm 368; rotor brake optional. Each main rotor blade attached to rotor head
by single main retention bolt and drag link.
Flying Controls
Powered cyclic and collective controls with electrically controlled cyclic trim; autostabiliser and dual
controls optional.
Structure
Aluminium alloy fuselage; aluminium alloy and honeycomb vertical fin and fixed tailplane; main rotor
blades each have rolled leading-edge bonded to aluminium trailing section with honeycomb core.
Stainless steel and honeycomb tail rotor blades.
Landing Gear
Skid type with torsion tube suspension, with choice of standard or extended support struts. Extended
struts necessary with optional pop-out floats. Ground-handling wheels standard.
Power Plant
One 335 kW (450 shp) Allison 250-C20R turboshaft. Transmission rated at 373 kW (500 hp), allowing
for more powerful engine. Single bladder fuel tank in bottom of centre-fuselage with usable capacity of
259 litres (68.5 US gallons; 57 Imp gallons).
Accommodation
Pilot and co-pilot side-by-side with three passengers to rear, or pilot and four passengers. Four
forward-hinged doors, two on each side of cabin. Baggage compartment to rear of cabin. Cabin heater
and windscreen defroster optional.
Systems
Hydraulic system for flying controls. Electrical system includes a 28 V 60 A DC starter/generator and
Ni/Cd battery.
Main rotor diameter
Tail rotor diameter
10.80 m (35 ft 5 in)

1.83 m (6 ft 0 in)

0.36 m (1 ft 2 in)
12.60 m (41 ft 4 in)
fuselage
Height overall
Skid track
9.08 m (29 ft 9 in)

2.79 m (9 ft 2 in)
2.20 m (7 ft 2 in)
Areas
Main rotor disc
91.0 m2 (979.0 sq ft)
Tail rotor disc
2.63 m2 (28.3 sq ft)

Weight empty
Max payload
775 kg (1,710 lb)

680 kg (1,500 lb)
Max standard fuel weight

Max T-O weight
Max disc loading
Max power loading
208 kg (459 lb)

1,587 kg (3,500 lb)
17.43 kg/m2 (3.57 lb/sq ft)
4.73 kg/kW (7.77 lb/hp)
Performance
Max cruising speed at 1,525 m (5,000 ft)
Service ceiling
OGE
Range at 1,525 m (5,000 ft) with max fuel
Endurance
116 kt (216 km/h; 134 mph)

105 kt (194 km/h; 121 mph)
545 m (1,790 ft)/min
5,790 m (19,000 ft)
3,350 m (11,000 ft)
2,040 m (6,700 ft)
3h
UPDATED
The original Fairchild FH-1100 is being revived as the FH-1100 FHoenix by the
FH1100 Manufacturing Corp. A representative model was shown at Heli-Expo 2002
in February (Gnter Endres)
(2002)
Proposed sliding cowling for ease of maintenance (Gnter Endres)

(2002)
Three-view drawing of the FH-1100 five-seat helicopter

(2002)
Gnter Endres MRAeS
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AMERICA
Schweizer 300C
Type
Three-seat light utility helicopter.
Programme
Design and development of the original Hughes Model 269 two-seat light helicopter began in
September 1955 and the first of two prototypes was flown in October 1956. The design was then
re-engineered for production with the emphasis on simplicity and ease of maintenance. The resulting
Model 269A offered an overall life of over 1,000 hours for all major components. Five Model 269A
preproduction helicopters were purchased by the US Army under the designation YHO-2HU and
completed a highly successful evaluation programme in the command and observation roles. FAA
certification was obtained on 9 April 1959 and deliveries of the production 269A began in October
1961. A re-engined 269A-1 followed in 1964. In the same year, the improved Model 300 (engineering
designation 269B), entered production, having received FAA approval on 30 December 1963. The first
flight of the three-seat 300C (engineering designation 269C) was made in August 1969. First flight
Hughes production model December 1969; FAA certification May 1970. Production of 300C
transferred from Hughes Helicopters to Schweizer July 1983; first flight Schweizer 300C June 1984;
Schweizer bought entire programme November 1986. 500th Schweizer-built 300C delivered early 1994.
Model 300C is marketing title; engineering model number is 269C.
Versions
269A: Original production model, powered by a single 134 kW (180 hp) Lycoming O-360-C2D.
269A-1: Re-engined development of the 269A, with the 134 kW (180 hp) Lycoming HIO-360-B1A
piston engine with fuel injection; increased gross weight and larger main rotor.
300 (269B): Three-seat follow-up model with Hughes-developed Quiet Tail Rotor (QTR) which
reduced sound levels by 80 per cent. The QTR became standard equipment on all Model 300s from June
1967 and retrofit kits were available for 269A and 300 models.
TH-55A: The Hughes 269A was selected by the US Army as a light helicopter primary trainer in
mid-1964, initially ordering 20. Three subsequent follow-on orders brought the total to 792. Deliveries
were completed in March 1969.
Current versions
300C: Standard civil version, to which main description refers.
300C Sky Knight: Special police version; options include safety mesh seats with inertia reel shoulder
harnesses, public address/siren system, searchlight, integrated communications, infra-red sensor,
heavy-duty 28 V 100 A electrical system, cabin heater, night lights with strobe beacons, cabin utility
light, fire extinguisher, first aid kit and map case.
TH-300C: Military training version.
300CB: `Bare' version of 300C for training role; 134 kW (180 hp) Textron Lycoming HO-360 engine
and 2,000 hour TBO; standard fuel capacity 133 litres (35 US gallons; 29 Imp gallons); claimed to be
cheaper to operate than 300C.
300CBi: Enhanced model due to replace 300CB on production line from June 2002. Features fuel
injection, a new main rotor driveshaft and hub, and new electronic AES system.
Customers
Hughes produced 2,775 of all versions, including TH-55A Osage for US Army, before transfer to
Schweizer. Total 763 produced by Schweizer by 1 January 2002.
Cost
300C - US$265,000; 300CB - US$209,750; 300CBi US$214,750. DOC 300C US$72.31/h; 300CB
US$51.63/h.
Design features
Fully articulated three-blade main rotor; fully interchangeable blades; blade section NACA 0015;
elastomeric dampers; two-blade teetering tail rotor; limited blade folding; no rotor brake; multiple
V-belt and pulley reduction gear/drive system between horizontally mounted engine and transmission,
with electrically controlled belt-tensioning system instead of clutch; braced tubular tailboom; separate
dihedral tailplane and fin.
Flying controls
Mechanical, with first pilot on left; electric cyclic trim.
Structure
Main rotor blades bonded with constant-section extruded aluminium spar, wraparound skin and
trailing-edge; tail rotor blades have steel tube spar and glass fibre skin; steel tube cabin section with
light-alloy, stainless steel, skin and plexiglas transparencies.
Landing gear
Skids carried on oleo-pneumatic shock-absorbers. Replaceable skid shoes. Two ground handling wheels
with 0.25 m (10 in) balloon tyres, pressure 4.14 to 5.17 bars (60 to 75 lb/sq in). Available optionally on
floats made of polyurethane coated nylon fabric, 4.70 m (15 ft 5 in) long and with a total installed
weight of 27.2 kg (60 lb). Heavy-duty skid plates optional.
Power plant
One 168 kW (225 hp) Textron Lycoming HIO-360-D1A flat-four engine, derated to 142 kW (190 hp),
mounted horizontally aft of seats. Main rotor rpm 471. Two aluminium fuel tanks, total capacity 185.5
litres (49 US gallons; 40.8 Imp gallons), mounted externally aft of cockpit. Crash resistant fuel tank
optional. Oil capacity 9.5 litres (2.5 US gallons; 2.1 Imp gallons). Engine TBO increased from 2,000 to
2,200 hours in June 2000.
Accommodation
Three persons side by side on sculptured and cushioned bench seat, with shoulder harness, in plexiglass
enclosed cabin. Carpet and tinted canopy standard. Forward hinged, removable door on each side. Dual
controls optional in 300C; standard in 300CB. Baggage capacity 45 kg (100 lb). Exhaust muff heating
and ventilation kits available.
Systems
Standard electrical system includes 24 V 70 A alternator, 24 V battery, starter and external power
socket.
Avionics
Comms: Optional avionics include AlliedSignal KY 196A com transceiver and headsets, KR 86 ADF
and KT 76A transponders; and ACK A-30 Blind Encoder.
Equipment
Standard equipment includes map case, first aid kit, fire extinguisher, engine hour meter and main rotor
blade tiedown kit. Model 300C has external power plug and fuel pressure indicator; 300CB has night
lights with strobes. Optional equipment includes amphibious floats, litter kits, cargo racks with
combined capacity of 91 kg (200 lb), external load sling of 408 kg (900 lb) capacity, Simplex Model
5200 agricultural spray or dry powder dispersal kits, Sky Knight law enforcement package, instrument
training package, throttle governor, start-up overspeed control unit, night flying kit, dual controls,
all-weather cover, heavy-duty skid plates, single or dual exhaust mufflers, door lock and dual oil
coolers.
Main rotor diameter
Tail rotor diameter
to top of cabin
8.18 m (26 ft 10 in)

0.17 m (6 in)
1.30 m (4 ft 3 in)
4.66 m (15 ft 3 in)
9.40 m (30 ft 10 in)
2.66 m (8 ft 8 in)
2.19 m (7 ft 2 in)
Width: rotor partially folded

cabin
Skid track
Length of skids
2.44 m (8 ft 0 in)
1.30 m (4 ft 3 in)
1.99 m (6 ft 6 in)
2.51 m (8 ft 3 in)

Height
Width
1.09 m (3 ft 7 in)
0.97 m (3 ft 2 in)
Height to sill
0.91 m (3 ft 0 in)
Dimensions internal
Cabin: Length
Max width
1.50 m (4 ft 11 in)
1.45 m (4 ft 9 in)
Areas
0.70 m2 (7.55 sq ft)
0.08 m2 (0.86 sq ft)
Main rotor disc

Tail rotor disc
Fin
52.50 m2 (565.5 sq ft)

1.32 m2 (14.2 sq ft)
0.23 m2 (2.5 sq ft)
0.25 m2 (2.65 sq ft)

Weight empty:
300C
300CB
474 kg (1,046 lb)

490 kg (1,080 lb)
Max T-O weight:

300C
300CB
930 kg (2,050 lb)

794 kg (1,750 lb)
External load
Max disc loading:
Normal category
300C
300CB
External load
Max power loading:
Normal category
300CB
975 kg (2,150 lb)
17.67 kg/m2 (3.62 lb/sq ft)

15.1 kg/m2 (3.09 lb/sq ft)
18.6 kg/m2 (3.80 sq ft)
6.57 kg/kW (10.79 lb/hp)
5.61 kg/kW (9.21 lb/hp)
External load
6.89 kg/kW (11.32 lb/hp)
Performance
(at max normal T-O weight, ISA)
Never-exceed speed (VNE)) at S/L:
300C
91 kt (169 km/h; 105 mph)
300CB
94 kt (174 km/h; 108 mph)
Max cruising speed:

300C
82 kt (153 km/h; 95 mph)
300CB
85 kt (157 km/h; 97.5 mph)
Speed for max range, at 1,220 m (4,000 ft)

300C
300CB
Service ceiling
300C
300CB
OGE:
300C
300CB
Range at 1,200 m (4,000 ft)
Max fuel no reserves
Max endurance at S/L:
300C
300CB
67 kt (124 km/h; 77 mph)

3.8 m/s (750 ft)/min
6.35 m/s (1,250 ft/min)
3,110 m (10,200 ft)
1,800 m (5,900 ft)
2,375 m (7,800 ft)
835 m (2,740 ft)
1,705 m (5,600 ft)
3 h 24 min
4 h 36 min
UPDATED
The cheaper and less sophisticated Schweizer 300CB is targeted at the training
market
(2001)
Schweizer 300C police patrol helicopter

(2000)
Schweizer 300CB `Telecopter 4' ENG helicopter with externally mounted

gyro-stabilised, remote-controlled camera
(2000)
Since its first flight in August 1969, the Model 300C has been continuously
upgraded
(2001)
General arrangement of the Schweizer 300C
Gnter Endres MRAeS
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AMERICA
MD Helicopters MD 520N
Type
Five-seat light utility helicopter with no tail rotor (NOTAR).
Programme
First flight OH-6A NOTAR testbed 17 December 1981; extensive modifications during 1985 with
second blowing slot, new fan, 250-C20B engine and MD 500E nose; flight testing resumed 12 March
1986 and completed in June; retired to US Army Aviation Museum, Fort Rucker, Alabama, October
1990. Commercial MD 520N and MD 530N NOTAR helicopters announced February 1988 and
officially launched January 1989, to be powered by 335.6 kW (450 shp) 250-C20R-2 and 485 kW (650
shp) 250-C30 respectively; first flight of MD 530N (N530NT) 29 December 1989; first flight 520N
(N520NT) 1 May 1990 and first production 520N 28 June 1991; 520N certificated 13 September 1991;
first production 520N (N521FB) delivered to Phoenix Police Department 31 October 1991.
Current Versions
MD 520N: NOTAR version of MD 500, offering more power, higher operating altitude and greater
maximum T-O weight than MD 500E. Transmission rating 317 kW (425 shp) for T-O; maximum
continuous 280 kW (375 shp). Fuel capacity 235 litres (62 US gallons; 51.6 Imp gallons).
Description refers to this version.
MD 530N: Company `has no plans' to certificate MD 530N; MD 520N fills most of its roles.
MD 520N Defender: Military variant, being developed.
AMD520 NOTAR: Licence-built by Agusta.
Customers
Costs
Typical cost of MD 520N US$935,000.
Design Features
NOTAR (no tail rotor) system provides anti-torque and steering control without an external tail rotor,
thus eliminating the danger of tail strikes; air emerging through Coanda slots and steering louvres is
cool and at low velocity. Believed to be currently the quietest turbine helicopter, based on FAA
certification test noise figures. Main rotor rpm 477; main rotor tip speed 208 m (684 ft)/s; NOTAR
system fan rpm 5,388. Emergency floats among options.
Flying Controls
Unboosted mechanical, as in earlier models. Rotor downwash over tailboom deflected to port by two
Coanda-type slots fed with low-pressure air from engine-driven variable-pitch fan in root of tailboom;
this counters normal rotor torque; some of fan air is also vented at tail through variable-aperture louvres
controlled by pilot's foot pedals, giving steering control in hover and forward flight. Port moving fin on
tailplane connected to foot pedals, primarily to increase directional control during autorotation and
allow touchdown at under 20 kt (37 km/h; 23 mph); starboard fin operated independently by yaw
damper.
Structure
Same as for MD 500E/530F, except graphite composites tailboom; metal tailplane and fins; new
high-efficiency fan with composites blades fitted in production aircraft. NOTAR system components
now have twice the lifespan of conventional tail rotor system assemblies. During 1993, NOTAR system
components warranty increased from two to three years.
Power Plant
One Allison 250-C20R-2 turboshaft, derated to 317 kW (425 shp) for T-O and 280 kW (375 shp)
maximum continuous. Improved, heavy-duty transmission, rating 447 kW (600 shp), derated to 317 kW
(425 shp) on production aircraft from June 1995.
Equipment
341 litres (90 US gallons, 75 Imp gallons)
`Bambi' bucket optional for firefighting missions.
Rotor diameter
fuselage
8.33 m (27 ft 4 in)

9.78 m (32 ft 1 in)
7.77 m (25 ft 6 in)

standard skids
extended skids
Height to top of fins
Tailplane span
Skid track
2.74 m (9 ft 0 in)
3.01 m (9 ft 10 in)
2.83 m (9 ft 3 in)
2.01 m (6 ft 7 in)
1.92 m (6 ft 3 in)
Areas
Rotor disc
54.51 m2 (586.8 sq ft)

Weight empty: standard
Max fuel weight
Max hook capacity
Max T-O weight:
normal
with external load
Max normal disc loading
Max normal T-O power loading (from June 1995)
719 kg (1,586 lb)

183 kg (404 lb)
1,004 kg (2,214 lb)
1,519 kg (3,350 lb)
1,746 kg (3,850 lb)
27.87 kg/m2 (5.71 lb/sq ft)
4.80 kg/kW (7.88 lb/shp)
Performance
(at normal max T-O weight, ISA, except where indicated)
ISA
ISA + 20C
Service ceiling
ISA
ISA +20C
Max range, standard fuel, 10% reserve
Endurance at S/L
152 kt (281 km/h; 175 mph)

135 kt (249 km/h; 155 mph)
9.4 m/s (1,850 ft)/min
8.0 m/s (1,575 ft)/min
4,320 m (14,175 ft)
2,835 m (9,300 ft)
1,707 m (5,600 ft)
1,292 m (4,241 ft)
2 h 12 min
Operating Noise Levels

T-O
Approach
85.4 EPNdB
87.9 EPNdB
Flyover
80.2 EPNdB
UPDATED
Calgary Police Service MD 520N helicopter HAWC (Helicopter Air Watch for
Community Safety)
(1998)
MD 520N used on firefighting duties in addition to regular police work
MD 520N five-seat NOTAR helicopter (Jane's/Mike Keep)
A MD 520N patrols the waterfront in Huntington Beach, California (MD

Helicopters)
(2002)
Gnter Endres MRAeS
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AMERICA
MD Helicopters MD 500/530
US Army designations: AH-6, EH-6, MH-6
Type
Single-engined, civil and military utility helicopter.
Programme
Civilian Model 500 is development of the Hughes OH-6A Cayuse military helicopter, which won the
US Army's Light Observation Helicopter (LOH) competition on 26 May 1965. The first of five OH-6A
prototypes flew on 27 February 1963 and an initial order was placed for 714 aircraft, with first
deliveries in summer 1966. A total of 1,434 was built, the last of which was delivered in August 1970.
On 21 April 1965, Hughes announced its intention to put into production a civil version, to be known as
the Model 500 (engineering designation 369). In addition to the five OH-6A prototypes, Hughes built
four others for research, one of which was converted into the Model 500. First flight took place at the
beginning of 1967 and full-scale production commenced November 1968. Models 500C (500MC
military version) and 500D (500MD military version) followed, before Hughes Helicopters became a
subsidiary of McDonnell Douglas Corporation 6 January 1984. Built under licence by BredaNardi (now
Agusta) of Italy as NH-500, Kawasaki in Japan as the KH-500 and Korean Air. McDonnell Douglas
bought by Boeing on 4 August 1997; sold to RDM Holdings in January 1999 and operated as MD
Helicopters.
Versions
500: Initial model with 236 kW (317 shp) Allison 250-C18 turboshaft. Standard five-seat version with
baggage space between and behind rear seats. FAA certification 15 November 1966.
500C: Improved hot-and-high performance through installation of more powerful 298 kW (400 shp)
Allison 250-C20 engine and uprated transmission, introduced in 1972. Total of 993 built. Licence-built
by RACA (Argentina) and Kawasaki (Japan).
500D: Announced February 1975; differs in having a 313 kW (420 shp) Allison 250-C20B engine; a
new five-blade main rotor; engine exhaust muffler; sound blanketing of the complete power plant
assembly, including the engine air intake; and reshaping of the tips of the main rotor blades. It also
introduced a small T-tail, giving greater flight stability in both high- and low-speed regimes, as well as
better handling characteristics in abnormal manoeuvres. Construction of the prototype and first flight
August 1974; FAA certification 8 December 1976. Total 1,456 built including military versions.
500M: Initial uprated version of OH-6A. Power plant as for civil Model 500, but fuel capacity of 227
litres (60 US gallons; 50 Imp gallons). First deliveries to Colombian Air Force in April 1968. The
Model 500Ms delivered to the Spanish Navy for ASW duties have an AN/ASQ-81 magnetic anomaly
detector installed on the starboard side of the fuselage and can carry two Mk 44 torpedoes beneath the
fuselage. Licence manufacture also undertaken by RACA (Argentina) and by Kawasaki in Japan as the
Models 369HM/OH-6J (now ended) and 369D/OH-6D.
500MD Defender: Multirole military version. Structurally similar to civil Model 500D, from which it
differs by having as standard or optional equipment self-sealing fuel cells, engine inlet particle
separator, armour protection, Hughes `Black Hole Ocarina' infra-red suppressor, and provisions for the
carriage and deployment of a variety of weapons, including TOW missiles. Licence manufacture also
undertaken by BredaNardi in Italy and (Scout and TOW versions) by KAL in South Korea.
500MD Scout Defender: Basic military version, able to carry a variety of alternative weapons,
including 14 2.75 in rockets and either a 7.62 mm Minigun with 2,000 rounds of ammunition, one
40 mm grenade launcher, a 7.62 mm EX-34 Chain Gun machine gun with 2,000 rounds of ammunition,
or a 30 mm Chain Gun automatic cannon with 600 rounds of ammunition.
500MD Quiet Advanced Scout Defender: Basically similar to Scout, but with added quietening kit
and Hughes Aircraft Mast-Mounted Sight (MMS). Quietening kit features a slower turning four-blade
tail rotor, which imposes no reduction of performance.
500MD/TOW Defender: Anti-tank version armed with four TOW air-to-ground missiles. The TOW
installation comprises four weapon pods, mounted two each side on a tubular mount carried through the
lower aft fuselage, a stabilised telescopic sight mounted on the port side of the nose, sight control and
armrest for the gunner, and a steering indicator for the pilot. Maximum T-O weight with four TOW
missiles 1,360 kg (3,000 lb). Also in 500MD/MMS-TOW version, with Hughes Aircraft MMS and
30 mm Chain Gun automatic cannon.
500MD/ASW Defender: Version for anti-submarine warfare and surface search missions, with two
crew, search radar on nose, AN/ASQ-81 towed MAD, smoke marker launchers, hauldown gear,
emergency `popout' floats and armament of two Mk 44 or Mk 46 homing torpedoes. Maximum T-O
weight 1,610 kg (3,550 lb). Can remain on station for 1 hour 48 minutes when operated at a typical
ASW mission radius of 22 to 87 n miles (40 to 160 km; 25 to 100 miles) from ship or shore base.
500MD Defender II: Multimission version, introduced summer 1980; available for delivery within
two years. Five-blade main rotor standard; four-blade `quiet' tail rotor optional: this turns at a rate 25 per
cent slower than the standard two-blade rotor and is reported to be 47 per cent quieter in operation.
Other options included Hughes Aircraft MMS, two twin-round pods for four TOW anti-tank missiles,
Hughes 30 mm Chain Gun automatic cannon (with firing rate reduced to 350 rds/min), Hughes `Black
Hole' infra-red suppression system, pod containing two Stinger or other air-to-air missiles, pilot's FLIR
night vision system, AN/APR-39 (V-1) equipment to give warning that the helicopter is being tracked
by hostile radar-directed weapon systems, self-sealing fuel tanks, auxiliary fuel tanks and an advanced
avionics/mission equipment package. The MMS uses a video link to TV displays for the crew and
includes laser range-finder.
Standard Lightweight Avionics Equipment (SLAE) as developed for the OH-6A was adapted for the
500MD with minimal changes.
EH-6B: Four conversions of OH-6A; two to AH-6C, two to MH-6B.
MH-6B: 24 conversions of OH-6A, plus two from EH-6B; four to AH-6C; 10 survivors sold in
1991-92.
AH-6C: 11 conversions of OH-6A, plus six from EH/MH-6. Six lost; others remain.
MH-6C: Three conversions of OH-6A; all remain.
EH-6E: Three new-build; all to MH-6H.
MH-6E: 15 new-build; 10 to MH-6H; two to MH-6J; one lost.
AH-6F: Eight new-build; six to AH-6G; two lost.
AH-6G: Four new-build, plus six from AH-6F.
MH-6H: Two new-build (FY85) equivalent of MD 530F, plus 13 conversions from EH/MH-6E; two
to MH-6J; two lost.
AH-6J: 20 or more new-build from FY88-91 procurement. In service by mid-1992; four or more
converted from MH-6E/H; NOTAR tail configuration.
MH-6J: Small number funded in FY90-91; NOTAR tail configuration.
AH-6F and MH-6E based on MD 500MG; AH-6G and MH-6F/H based on MD 530MG; all can carry
7.62 mm Minigun, machine gun and rocket pods, with provision for air-to-air Stinger; MH-6E, MH-6F
and MH-6H have multifunction displays and FLIR used in association with night vision goggles.
AH-6J/MH-6J have common avionics and multirole capability with AH-6G armed version and
MH-6H personnel transport. Folding tailboom for compact air transport. M134 7.62 mm Minigun; BEI
Hydra 70 mm rocket pods; Aerocrafter 0.5 in machine gun pods. Optional Litton AIM-1 laser marker,
Hughes AN/AAQ-16 FLIR. Optional cabin fuel tanks, capacity 110 litres (29 US gallons; 24 Imp
gallons) or 236 litres (62.5 US gallons; 52 Imp gallons). AlliedSignal KNS600 FMS, Omega/VLF,
Tacan, VOR, GPS; Honeywell AN/APN-209 radar altimeter.
Current Versions
MD 500E: Replaced MD 500D in production 1982; first flight 28 January 1982; deliveries started
December 1982; Allison 250-C20R became optional replacement for standard 250-C20B in late 1988;
window area of forward canopy increased in 1991 model. MD 500E introduced many cabin
improvements including more space for front and rear seat occupants, lower bulkhead between front and
rear seats, T tail and optional four-blade Quiet Knight tail rotor.
MD 530F: First flight 22 October 1982. Powered by Allison 250-C30; transmission rating increased
from 280 kW (375 shp) to 317 kW (425 shp) from 11 July 1985; diameter of main rotor increased by
0.3 m (1 ft 0 in) and of tail rotor by 5 cm (2 in); cargo hook kit for 907 kg (2,000 lb) external load
available; certificated 29 July 1983; first delivery 20 January 1984.
500MG Defender: As 530MG, but with 313 kW (420 shp) Allison 250-C20B and MD 500E rotor
system.
TOW Defender: Retains round nose of original MD 500; M65 TOW sight in nose; carries four TOW
missiles; available with Allison 250-C20B, 250-C20R or 250-C30.
Paramilitary MG Defender: Introduced July 1985 as low-cost helicopter suitable for police, border
patrol, rescue, narcotics control and internal security use; available in either 500E or 530F
configurations.
530MG Defender: Based on MD 530F; first flight of prototype/demonstrator (N530MG) 4 May 1984;
designed mainly for point attack and anti-armour, but also suitable for scout, day and night surveillance,
utility, cargo lift and light attack. Integrated crew station with multifunction display allows Hands-On
Lever And Stick (HOLAS) control of weapon delivery, communications and flight control; HOLAS
based on Racal RAMS 3000, designed for all-weather and NOE flight and connected to
MIL-STD-1553B digital databus linking the Processor Interface Unit (PIU), Control and Display Unit
(CDU) and Data Transfer Unit (DTU); CDU used for flight planning, navigation, frequency selection
and subsystem management and has its own monochrome display and keyboard; multifunction display
is high-definition monochrome tube with symbolic and alphanumeric capability; data input to DTU
using ground loader unit inserted in cockpit receptacle.
Other equipment includes Astronics Corporation autopilot; Decca Doppler navigator with Racal
Doppler velocity sensor; GEC-Marconi FIN 1110 AHRS; twin Collins VHF/UHF AM/FM radios;
AlliedSignal HF radio, ADF/VOR, radar altimeter and transponder; Telephonics intercom; SFENA
attitude indicator. Options include Hughes TOW mast-mounted sight, FLIR, RWR, IFF, GPWS and
laser ranger.
Weapons qualified or tested include TOW 2, FN Herstal pods containing 7.62 mm (0.50 in) machine
guns, and 2.75 in rockets in 7- or 12-tube launchers; stores attached by standard 14 in NATO racks.
Future armament will include General Dynamics air-to-air Stinger and 7.62 mm McDonnell Douglas
Chain Gun. Chaff and flare dispensers with automatic chaff discharge available. Both cyclic sticks have
triggers for gun or rocket firing; co-pilot/gunner's visual image display has two handgrips for
TOW/FLIR operation.
Nightfox: Introduced 1986 for low-cost night surveillance and military operations; equipment
includes FLIR Systems Series 2000 thermal imager and night vision goggles, with same weapons as
530MG; available in both 500MG and 530MG forms.
Versions
Detailed description refers to MD 500E and 530F, except where indicated.
Customers
Total of 4,638 MD 500/530F models delivered by 1 January 2002.
Costs
Typical MD 500E US$755,000; MD 530F US$1,085,000.
Design Features
Fully articulated five-blade main rotor with blades retained by stack of laminated steel straps; blades can
be folded after removing retention pins; two-blade tail rotor with optional X-pattern four-blade Quiet
Knight tail rotor to reduce external noise; optional high-skid landing gear to protect tail rotor in rough
country; protective skid on base of lower fin; narrow-chord fin with high-set tailplane and endplate fins
introduced with MD 500D. Main rotor rpm (500E/530F) 492/477 normal; main rotor tip speed 207 to
208 m (680 to 684 ft)/s; tail rotor rpm, 2,933/2,848.
Flying Controls
Plain mechanical without hydraulic boost. Pilot sits on left instead of normal right-hand seating.
Structure
Airframe based on two A frames from rotor head to landing gear legs, enclosing rear-seat occupants;
front-seat occupants protected within straight line joining rotor hub and forward tips of landing skids;
engine mounted inclined in rear of fuselage pod, with access through clamshell doors; main rotor blades
have extruded aluminium spar hot-bonded to wraparound aluminium skin; tail rotor blades have swaged
tubular spar and metal skin.
Landing Gear
Tubular skids carried on oleo-pneumatic shock-absorbers. Utility floats, snow skis and emergency
inflatable floats optional.
Power Plant
MD 500E powered by 313 kW (420 shp) Allison 250-C20B or 335.6 kW (450 shp) 250-C20R-2
turboshaft, derated in both cases to 280 kW (375 shp) for T-O; maximum continuous rating 261 kW
(350 shp). MD 530F has 485 kW (650 shp) Allison 250-C30 turboshaft, derated to 317 kW (425 shp)
for take-off and 261 kW (350 shp) maximum continuous.
MCP transmission rating 261 kW (350 shp); improved, heavy-duty transmission, rating 447 kW (600
shp), derated to 280 kW (375 shp) on production aircraft from June 1995. Two interconnected bladder
fuel tanks with combined usable capacity of 232 litres (61.3 US gallons; 51 Imp gallons). Self-sealing
fuel tank optional. Refuelling point on starboard side of fuselage. Auxiliary fuel system, with 79.5 litre
(21 US gallon; 17.5 Imp gallon) internal tank, available optionally. Oil capacity 5.7 litres (1.5 US
gallons; 1.2 Imp gallons). Greater capacity internal fuel tanks also available.
Accommodation
Forward bench seat for pilot and two passengers, with two or four passengers, or two litter patients and
one medical attendant, in rear portion of cabin. Low-back front seats and individual rear seats, with
fabric or leather upholstery, optional. Baggage space, capacity 0.31 m3 (11 cu ft), under and behind rear
seat in five-seat form. Clear space for 1.19 m3 (42 cu ft) of cargo or baggage with only three front seats
in place. Two doors on each side. Interior soundproofing optional.
Systems
Aero Engineering Corporation air conditioning system or Fargo pod-mounted air conditioner optional.
Avionics (Civil)
(MD 500E): Optional avionics listed below.
Comms: Dual AlliedSignal KY 195 or Collins VHF-251 transceivers; AlliedSignal KT 76 or Collins
TDR-950 transponder; intercom system, headsets, microphones; and public address system.
Radar: optional.
Flight: Dual AlliedSignal KX 175 or Collins VHF-251/231 nav receivers, latter with IND-350 nav
indicator; AlliedSignal KR 85 or Collins ADF-650 ADF.
Instrumentation: Basic VFR instruments and night-flying lighting, attitude and directional gyros and
rate of climb indicator.
Mission: Optional FLIR and 30 Mcd Spectrolab SX-16 Nightsun searchlight.
Avionics (Military)
See current military versions.
Armament
See current military versions.
Equipment
Optional equipment includes shatterproof glass, heating/demisting system, radios and intercom, attitude
and directional gyros, rate of climb indicator, nylon mesh seats, dual controls, cargo hook, cargo racks,
underfuselage cargo pod, heated pitot tube, extended landing gear, blade storage rack, litter kit,
emergency inflatable floats, inflated utility floats.
500E
530F
Tail rotor diameter:
500E
530F
Distance between rotor centres:
500E
530F
Length overall, rotors turning:
500E
530F
Length of fuselage:
500E/530F
500MD/TOW
530MG
Height to top of rotor head (standard skids:
for extended skids add 0.27 m (11 in)
500E/530F
500MD/TOW
530MG
530MG with MMS
Tailplane span 530E/530F
Height over tail (endplate fins):
500MD/TOW
530MG
Width over skids:
8.05 m (26 ft 5 in)

8.33 m (27 ft 4 in)
0.171 m (6 in)
1.37 m (4 ft 6 in)
1.42 m (4 ft 8 in)
4.67 m (15 ft 4 in)
4.88 m (16 ft 0 in)
8.61 m (28 ft 3 in)
8.97 m (29 ft 5 in)
7.49 m (24 ft 7 in)
7.62 m (25 ft 0 in)
7.29 m (23 ft 11 in)
2.67 m (8 ft 9 in)
2.64 m (8 ft 8 in)
2.62 m (8 ft 7 in)
3.41 m (11 ft 2 in)
1.65 m (5 ft 5 in)
2.71 m (8 ft 10 in)
2.59 m (8 ft 6 in)
500MD/TOW
530MG
1.93 m (6 ft 4 in)
1.96 m (6 ft 5 in)
Width over TOW pods:

500MD/TOW, 530MG
3.23 m (10 ft 7 in)
Tailskid ground clearance:

500MD/TOW
530MG
Skid track (standard)
Cabin doors (each):
Height
Max width
Height to sill: 500E
530F
Cargo compartment doors (each):
Height
Width
Height to sill: 500E
530F
0.64 m (2 ft 1 in)
0.61 m (2 ft 0 in)
1.91 m (6 ft 3 in)
1.13 m (3 ft 8 in)
0.76 m (2 ft 6 in)
0.79 m (2 ft 7 in)
0.76 m (2 ft 6 in)
1.12 m (3 ft 8 in)
0.88 m (2 ft 10 in)
0.71 m (2 ft 4 in)
0.66 m (2 ft 2 in)
Cabin:
Length
Max width
Max height
2.44 m (8 ft 0 in)
1.31 m (4 ft 3 in)
1.52 m (5 ft 0 in)
Areas
Main rotor blades (each):
500E
0.62 m2 (6.67 sq ft)
530F
0.65 m2 (6.96 sq ft)
Tail rotor blades (each):

500E
0.063 m2 (0.675 sq ft)
530F
0.066 m2 (0.711 sq ft)
Main rotor disc:

500E
50.89 m2 (547.81 sq ft)
530F
54.58 m2 (587.50 sq ft)
Tail rotor disc: 500E

530F
1.53 m2 (16.47 sq ft)

1.65 m2 (17.72 sq ft)
Fin
0.56 m2 (6.05 sq ft)
Tailplane
0.76 m2 (8.18 sq ft)

Weight empty:
500E
672 kg (1,481 lb)
530F
722 kg (1,591 lb)
500MD/TOW
530MG
849 kg (1,871 lb)
Max normal T-O weight:

500E, 500MD/TOW
530F, 530MG
Max overload T-O weight:
500E, 530F, 500MD/TOW
Max T-O weight, external load:
530F
530MG, max overload
Max hook capacity:
530F
Max normal T-O disc loading:
898 kg (1,979 lb)

1,361 kg (3,000 lb)
1,406 kg (3,100 lb)
1,610 kg (3,550 lb)
1,701 kg (3,750 lb)
1,701 kg (3,750 lb)
907 kg (2,000 lb)
500E
26.76 kg/m2 (5.48 lb/sq ft)
530F
25.78 kg/m2 (5.28 lb/sq ft)
500MD/TOW
31.64 kg/m2 (6.48 lb/sq ft)
530MG
31.16 kg/m2 (6.38 lb/sq ft)

500E standard
500E optional
530F standard
530F optional
5.22 kg/kW (8.57 lb/shp)

4.87 kg/kW (8.00 lb/shp)
5.39 kg/kW (8.86 lb/shp)
5.03 kg/kW (8.27 lb/shp)
Performance
(at max normal T-O weight, ISA, except where indicated)
Never-exceed speed (VNE) at S/L:
500E, 530F
500MD/TOW, 530MG
Max cruising speed at S/L:
500E
152 kt (282 km/h; 175 mph)

130 kt (241 km/h; 150 mph)
134 kt (248 km/h; 154 mph)
530F
133 kt (246 km/h; 153 mph)
500MD/TOW, 530MG
121 kt (224 km/h; 139 mph)
Max cruising speed at 1,525 m (5,000 ft):

500E
132 kt (245 km/h; 152 mph)
530F
500MD/TOW
135 kt (249 km/h; 155 mph)

120 kt (222 km/h; 138 mph)
530MG
123 kt (228 km/h; 142 mph)
Econ cruising speed at S/L:

500E
530F
Econ cruising speed at 1,525 m (5,000 ft):
500E, 530F
500E
530F
500MD/TOW
530MG
500E
530F
500MD/TOW
530MG
Service ceiling:
500E
530F
500MD/TOW
530MG
129 kt (239 km/h; 149 mph)

131 kt (243 km/h; 151 mph)
123 kt (228 km/h; 142 mph)
8.93 m/s (1,760 ft)/min
10.51 m/s (2,070 ft)/min
8.67 m/s (1,705 ft)/min
10.43 m/s (2,055 ft)/min
4.13 m/s (813 ft)/min
7.43 m/s (1,462 ft)/min
4.15 m/s (813 ft)/min
7.42 m/s (1,660 ft)/min
4,575 m (15,000 ft)
5,700 m (18,700 ft)
4,635 m (15,210 ft)
over 4,875 m (16,000 ft)

ISA: 500E, 500MD/TOW
530F
530MG
2,590 m (8,500 ft)

4,875 m (16,000 ft)
ISA+20C:
500E, 500MD/TOW
530F
530MG
1,830 m (6,000 ft)

4,358 m (14,300 ft)
500MD/TOW, 35C
1,340 m (4,400 ft)
3,660 m (12,000 ft)
4,360 m (14,300 ft)
530MG, 35C
2,680 m (8,800 ft)

ISA:
500E, 500MD/TOW
530F
1,830 m (6,000 ft)

4,389 m (14,400 ft)
530MG
3,660 m (12,000 ft)
ISA+20C:
500E, 500MD/TOW
530F
530MG
500MD/TOW, 35C
530MG, 35C
Range, 2 min warm-up, standard fuel, no
reserves:
500E at S/L
530F at S/L
500E at 1,525 m (5,000 ft)
530F at 1,525 m (5,000 ft)
500MD/TOW at S/L
530MG at S/L
500MD/TOW at 1,525 m (5,000 ft)
530MG at 1,525 m (5,000 ft)
Endurance:
530F at S/L
Endurance with standard fuel, 2 min
warm-up, no reserves:
500MD/TOW at S/L
530MG at S/L
500MD/TOW at 1,525 m (5,000 ft)
530MG at 1,525 m (5,000 ft)
975 m (3,200 ft)

3,535 m (11,600 ft)
2,970 m (9,750 ft)
732 m (2,400 ft)
2,120 m (6,950 ft)

2h
2 h 23 min
1 h 56 min
2 h 35 min
2 h 7 min
MODEL 500 PRODUCTION DELIVERIES

Year
1966
1967
1968
OH-6 500C 500C 500C 500D 500D 500MD 500MD 500MD 500E 500ME 520N 530F
Kits ASW
Kits ASW Scout TOW
Scout
12
182
737
15
1969
1970
368
135
78
100
1971
1972
1973
100
102
134
1974
159
1975
109
1976
1977
112
46
6
152
17
35
1978
1979
131
137
68
63
1980
1981
1982
1983
175
151
88
59
54
11
18
8
1984
1985
12
22
25
29
1986
1987
1
21
10
12
16
20
24
15
14
11
19
27
1988
1989
1990
1991
1992
19
1993
1994
1995
1996
1997
1998
1999
2000
2001
Totals 1,438
957
29
911
367
13
42
123
2
18
78
54
6
10
39
38
25
7
45
63
43
41
23
3
17
9*
9
12
5
11
5
3
12
21
9
10
22
5
9
9
5
5
11
4
507
5
2
2
5
4
2
80
22
8
30
4
6
3
134
500C and 500D kits columns include Kawasaki-built 153 and 104 respectively as of 12 January 1988
*One 530F (F75) delivered to AVSCOM in the form of an incomplete kit
UPDATED
530MG Defender equipped with TOW missile tubes and nose-mounted Hughes
M65 sight
530MG Defender, with seven-tube rocket launcher and FN Herstal gun pod
(Jane's/Dennis Punnett)
MD 500D and MD 500E at Helitech '97 (Gnter Endres)

(1998)
MD 500E used on sightseeing flights in Hawaii

(1998)
MD 500E (Jane's/James Goulding)
Gnter Endres MRAeS
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AMERICA
Schweizer 330
Type
Turbine-powered three/four-seat light helicopter.
Programme
Announced 1987; first flight in public (N330ST) 14 June 1988; FAA certification September 1992.
Deliveries started mid-1993. A version with three sets of controls is being studied for student training.
Model 330 is marketing designation; engineering type is 269D. Updated Model 333 (engineering
designation 269D, configuration A) received FAA certification on 28 September 2000.
Versions
330: Initial production version.
330SP: Introduced from serial number 18; improved performance through increased area of main rotor
blades; high landing gear and larger main rotor hub. Available for retrofit on earlier Model 330s.
Current version
333: Enhanced derivative of 330SP providing 30 per cent more useful load and superior cruise and
hover performance in hot and high conditions. Features include upgraded main rotor system with
cambered blades, large diameter, splined hub assembly and oil-filled drive shaft; high stance landing
gear; improved visibility cabin; ergonomically designed seats; low control forces, low vibration levels
and low cabin noise levels.
Customers
Costs
330SP: US$535,000.
333: US$607,500; DOC US$133/h. Upgrade from 330SP to 333 US$40,000,
Design features
Civil roles include law enforcement, scout/observation, aerial photography, light utility, agricultural
spraying and personal transport; uses turbine fuel rather than scarcer Avgas; extremely low flat rating of
engine promises outstanding hot-and-high performance; third occupant seat allows second student to
observe instruction; three sets of flying controls can be fitted; streamlined external envelope and large
tailplane with endplate fins added during development; rotor rpm 471.
Flying controls
Generally similar to 300C.
Structure
Generally similar to 300C.
Power plant
One 313 kW (420 shp) Allison 250-C20W turboshaft. Transmission rating 175 kW (235 hp) for T-O;
164 kW (220 hp) max continuous. Maximum fuel capacity 277 litres (73 US gallons; 61 Imp gallons).
Accommodation
Three persons side by side (central occupant slightly forward), with up to three sets of controls; four
point inertia reel seat belts. Fourth occupant in `high density' configuration (central seat replaced by
double seat). Cabin ventilated.
Systems
Engine inlet anti-ice system; 24 V lead-acid battery; 150 A starter/generator; external APU plug; circuit
breaker protection.
Avionics
Instrumentation: Tachometer, engine torquemeter, engine oil temperature and pressure indicators;
electric digital OAT, turbine outlet temperature indicator; annunciator warning panel.
330
330SP
333
8.18 m (26 ft 10 in)

8.31 m (27 ft 3 in)
8.39 m (27 ft 6 in)
Tail rotor diameter

Length overall, rotors turning:
330
330SP
Fuselage length
1.30 m (4 ft 3 in)
9.40 m (30 ft 10 in)
9.46 m (31 ft 0 in)
6.82 m (22 ft 4 in)
Height, to top of rotor head:

330
2.89 m (9 ft 5 in)
330SP
Tailplane span
3.35 m (11 ft 10 in)

2.04 m (6 ft 8 in)
Skid track:
330
1.90 m (6 ft 2 in)
330SP
1.92 m (6 ft 3 in)
Cabin width
Height, at seat
1.72 m (5 ft 7 in)
1.35 m (4 ft 5 in)
Areas
Main rotor disc: 330, 330SP
333
Tail rotor disc
54.26 m2 (584.0 sq ft)

55.18 m2 (594.0 sq ft)
1.32 m2 (14.2 sq ft)

Weight empty:
330
330SP
333
Normal T-O weight:
330
330SP
333
Useful load:
330, 330SP
333
Max disc loading
Max power loading
Performance
567 kg (1,250 lb)

590 kg (1,300 lb)
590 kg (1,300 lb)
1,012 kg (2,230 lb)
1,025 kg (2,260 lb)
1,157 kg (2,550 lb)
508 kg (1,120 lb)
608 kg (1,340 lb)
18.91 kg/m2 (3.87 lb/sq ft)
5.85 kg/kW (9.62 lb/shp)
(at normal T-O weight, ISA)

330, 330SP
333
Normal cruising speed:
108 kt (200 km/h; 124 mph)

105 kt (195 km/h; 121 mph)
330
100 kt (185 km/h; 115 mph)
330SP, 333
104 kt (192 km/h; 119 mph)

330
330SP
333
83 kt (154 km/h; 95 mph)

95 kt (175 km/h; 109 mph)
101 kt (187 km/h; 116 mph)

330
330SP
7.0 m/s (1,380 ft/min)

2,470 m (8,100 ft)
4,145 m (13,600 ft)
333
OGE:
2,650 m (8,700 ft)
330
330SP
1,890 m (6,200 ft)

3,200 m (10,500 ft)
333
Max range at 1,220 m (4,000 ft), no reserves:
330
330SP, 333
Max endurance, at 1,220 m (4,000 ft), no reserves:
1,555 m (5,100 ft)

330
330SP
333
Year/Model
1984
1985
1986
1987
1988
1989
1990
1991
4 h 0 min
4 h 12 min
3 h 54 min
SCHWEIZER PRODUCTION DELIVERIES
300C
300CB
330
11
32
27
43
45
69
83
78
333
1992
39
1993
1994
1995
41
35
24
20
4
5
3
1996
20
31
1997
1998
15
17
19
21
5
3
1999
23
11
2000
13
17
30
Totals
615
119
UPDATED
Schweizer 330 light turbine helicopter was developed initially for the US Army
training helicopter requirement, won by Bell
(2000)
Schweizer 330 three/four-seat light helicopter (Jane's/Mike Keep)
First Schweizer 330SP in service with the West Palm Beach police department in
Florida
(1998)
Schweizer's enhanced Model 333 (Schweizer)

(2000)
Gnter Endres MRAeS
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AMERICA
Bell 230
Type
Twin-turboshaft commercial helicopter.
Programme
Announced at 1989 NBAA Convention; two Bell 222s converted at Mirabel, Canada 1990-91; first
flights 12 August (C-GEXP) and 3 October (C-GBLL) 1991; Transport Canada type approval 12 March
1992; production aircraft first flight (C-GAHJ) 23 May 1992; deliveries began 16 November 1992.
Total 37 delivered by January 1998; low-rate production continuing.
Current versions
Utility and Executive models, similar to corresponding versions of Bell 222.
EMS (Emergency Medical Service): versions also available.
Military: Variable configurations. Demonstrator (N230CN) leased for six months by Chilean Navy
1993-94, equipped for shipboard evaluation with Indal ASIST deck recovery system, auxiliary fuel
tanks, Breeze Eastern BL 1600 rescue hoist, AlliedSignal RDR 1500B radar, Teledyne AN/APX-101
transponder, AlliedSignal KHF-950 SSB transceiver, Magnavox AN/ARC-164 UHF, Rockwell
AN/ARC-186 VHF, Spectrolab SX-5 Starburst searchlight, Agema thermal imager in Heli-Dyne turret,
Honeywell EDZ-705 EFIS with SPZ-7000 AFCS, Trimble TNL 7880 GPS/Omega and Flight Visions
FV2000 HUD.
Following description refers to initial production aircraft with Allison engines:
Design features
Replaced Bell 222; AlliedSignal LTS 101 turboshafts of Bell 222 replaced by Allison 250-C30G2s in
first 50 aircraft; main and tail rotors substantially same as Bell 222, former having Wortmann 090 blade
section with 8 per cent thickness/chord ratio and swept tips. Independent (hydraulic) rotor brake. Short
span sponson each side of fuselage houses mainwheel units and fuel tanks, and serves as work platform.
Flying controls
Fully powered hydraulic, with elastomeric pitch change and flapping bearings; fixed tailplane with
leading-edge slats and endplate fins; strakes under sponsons; single-pilot IFR system without
autostabilisation.
Structure
Substantially as Bell 222. Two-blade main rotor with stainless steel spars and leading-edges, Nomex
honeycomb trailing-edge with glass fibre skin, and glass fibre safety straps; tail rotor blades stainless
steel. Aluminium alloy fuselage with integral tailboom and some honeycomb panels.
Landing gear
Tubular skid type on Utility version. Executive version to have hydraulically retractable tricycle gear,
single mainwheels retracting forward into sponsons; forward-retracting nosewheel fully castoring and
self-centring; hydraulic disc brakes on main units.
Power plant
First 50 aircraft to be powered by two Allison 250-C30G2 turboshafts, each rated at 522 kW (700 shp)
for 5 minutes for T-O, 464 kW (622 shp) maximum continuous, 581 kW (779 shp) OEI for 2 minutes
and 553 kW (742 shp) OEI for 30 minutes. Main transmission rated at 690 kW (925 shp) for T-O,
652.5 kW (875 shp) maximum continuous and 548 kW (735 shp) for single-engined operation. Usable
fuel capacity 935 litres (247 US gallons; 206 Imp gallons) in skid gear version, 710 litres (187.5 US
gallons; 156 Imp gallons) in wheeled version. Optional 182 litres (48 US gallons; 40 Imp gallons) of
auxiliary fuel for both versions.
Accommodation
Standard layout has forward-facing seats for nine persons (2-2-2-3) including pilot(s). Options include
eight-seat executive (rear six in club layout), six-seat executive (rear four in club layout with console
between each pair), or 10-seat utility (2-2-3-3, all forward-facing). Customised Emergency Medical
Service (EMS) versions also available, configured for pilot-only operation plus one or two pivotable
stretchers and four or three medical attendants/sitting casualties respectively. Two forward-opening
doors each side. Entire interior ram air ventilated and soundproofed. Dual controls optional.
Systems
Dual hydraulic system (dual for main rotor collective and cyclic, single for tail rotor). Dual 28 V DC
electrical system, powered by two 30 V 200 A engine-mounted starter/generators (derated to 180 A) and
a 24 V 28 Ah Ni/Cd battery. ECS optional.
Avionics
Comms: AlliedSignal Gold Crown III KTR 908 VHF com radio and KMA 24H-71 ICS standard.
Flight: Honeywell attitude indicator; AlliedSignal KPI 552B HSI with glide slope; KCS 305
compass.
Instrumentation: AlliedSignal EFIS and AFCS optional.
Equipment
Standard equipment includes rotor and cargo tiedowns, ground handling wheels for skid version,
retractable 450 W search/landing light. Options include dual controls, auxiliary fuel tankage, force/feel
trim system, more comprehensive nav/com avionics, 136 kg (300 lb) capacity rescue hoist, 1,270 kg
(2,800 lb) capacity cargo hook, emergency flotation gear, heated windscreen, particle separator and
snow baffles.
Main rotor diameter
Tail rotor diameter
Length, incl tailskid: overall, rotors turning (skid
gear)
overall, rotors turning (wheel gear)
fuselage (skid gear)
fuselage (wheel gear)
Height over tailfin:
skid gear
wheel gear
Height overall:
skid gear
Width over endplate fins
Width over sponsons:
skid gear
wheel gear
Width over skids
Wheel track
Height
Width
12.80 m (42 ft 0 in)

0.66 m (2 ft 2 in)
2.10 m (6 ft 10 in)
0.25 m (10 in)
15.23 m (49 ft 11 in)
15.29 m (50 ft 2 in)
12.81 m (42 ft 0 in)
12.87 m (42 ft 2 in)
3.33 m (10 ft 11 in)
3.39 m (11 ft 1 in)
3.70 m (12 ft 1 in)
3.12 m (10 ft 3 in)
3.62 m (11 ft 10 in)
3.45 m (11 ft 4 in)
2.39 m (7 ft 10 in)
2.78 m (9 ft 1 in)
1.24 m (4 ft 1 in)
0.91 m (3 ft 0 in)
Cabin (excl flight deck and rear baggage

compartment): Length
Max width
Max height
Volume
Flight deck volume
2.16 m (7 ft 1 in)
1.47 m (4 ft 10 in)
1.45 m (4 ft 9 in)
3.67 m3 (129.5 cu ft)
1.87 m3 (65.9 cu ft)
Baggage compartment volume:

aft of cabin
1.05 m3 (37.2 cu ft)
nose
0.40 m3 (14.2 cu ft)
Areas
Main rotor disc
Tail rotor disc
128.7 m2 (1,385.4 sq ft)

3.45 m2 (37.12 sq ft)

Weight empty, standard:
skid gear
wheel gear
Max external sling load
Max disc loading
Max power loading
2,268 kg (5,000 lb)

2,312 kg (5,097 lb)
1,270 kg (2,800 lb)
3,810 kg (8,400 lb)
29.6 kg/m2 (6.06 lb/sq ft)
5.53 kg/kW (9.08 lb/shp)
Performance
(at max T-O weight, ISA, except where indicated)
skid gear
wheel gear, standard fuel
wheel gear, auxiliary fuel
Econ cruising speed at S/L at average gross
weight: skid gear, standard fuel
wheel gear
Service ceiling at max cruise power:
both
Service ceiling, OEI, 30 min power rating:
both
Hovering ceiling IGE (both):
ISA
137 kt (254 km/h; 158 mph)

141 kt (261 km/h; 162 mph)
137 kt (254 km/h; 158 mph)
134 kt (248 km/h; 154 mph)
138 kt (256 km/h; 159 mph)
4,725 m (15,500 ft)
2,350 m (7,700 ft)
3,780 m (12,400 ft)
ISA + 20C
Hovering ceiling OGE (both):
2,895 m (9,500 ft)
ISA
ISA + 20C
Range at S/L at econ cruising speed, standard
fuel, no reserves:
skid gear
wheel gear
2,225 m (7,300 ft)

1,220 m (4,000 ft)

Range at S/L at econ cruising speed, auxiliary

fuel, no reserves:
wheel gear
Endurance

4h

Year Qty
1992
1993
1994
1995
1996
1997
1998
Total
2
10
14
7
4
37
VERIFIED
Bell 230 executive model in service with Petroleum Helicopters
Bell 230 twin-turboshaft helicopter (Jane's/Dennis Punnett)
Gnter Endres MRAeS
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AMERICA
Bell 212
US military designation: UH-1N
Canadian Forces designation: CH-135
Israel Defence Force name: Anafa (Heron)
Type
Twin-turbine utility helicopter.
Programme
Canadian government approval to develop twin-engined UH-1 with P&WC PT6T-3 Twin-Pac
announced 1 May 1968; more powerful PT6T-3B introduced June 1980; manufacture transferred to
Canada August 1988.
Current versions
CH-135: Canadian version, originally CUH-1N. Total 50 delivered 1971/72.
UH-1N: US Air Force, Navy and Marines version. Total 320 delivered.
UH-1Y: Dynamic and avionics upgrade (see Upgrades and Conversions section).
Twin Two-Twelve: Civil version; first flight 16 April 1969; FAA certification 30 October 1970; FAA
Category A transport certification 30 June 1971; IFR certification granted by FAA, UK CAA,
Norwegian DCA and Canadian DoT; first-ever single-pilot IFR certification with fixed floats granted
June 1977.
AB212: Agusta-built version.
AB212ASW: Agusta-built version for anti-submarine warfare.
Description refers to 212 version.
Design features
All-metal two-blade semi-rigid teetering main rotor with interchangeable blades; underslung feathering
axis head; rotor brake optional.
Flying controls
Fully powered hydraulic controls; gyroscopic stabiliser bar above main rotor; automatic variable
incidence tailplane; IFR versions have large fin above cabin to improve roll-yaw responses during
manual instrument flying.
Structure
Metal main rotor blades have extruded aluminium nose sections and laminates; glass fibre safety straps
provide redundant load path; fuselage conventional light metal.
Landing gear
Tubular skid type. Lock-on ground handling wheels, high skid gear, fixed floats and emergency pop-out
nylon float bags optional.
Power plant
Pratt & Whitney Canada PT6T-3B Turbo Twin-Pac, comprising two PT6 turboshafts coupled to
combining gearbox with single output shaft. Engine rating 1,342 kW (1,800 shp) for T-O, 1,193 kW
(1,600 shp) maximum continuous; OEI rating 764 kW (1,025 shp) for 2 minutes, 723 kW (970 shp)
for 30 minutes. Transmission rating 962 kW (1,290 shp) for T-O, 846 kW (1,134 shp) maximum
continuous and 764 kW (1,025 shp) OEI. Five interconnected rubber fuel cells, total usable capacity 818
litres (216 US gallons; 180 Imp gallons). Two 76 or 341 litre (20 or 90 US gallon; 16.7 or 75 Imp
gallon) auxiliary fuel tanks optional, to provide maximum possible capacity of 1,499 litres (396 US
gallons; 330 Imp gallons). Single-point refuelling on starboard side of cabin. Oil capacity 11.5 litres (3
US gallons; 2.5 Imp gallons) for engines, 8.5 litres (2.25 US gallons; 1.87 Imp gallons) for transmission.
Accommodation
Pilot and up to 14 passengers. Dual controls optional. In cargo configuration, has total internal volume
of 7.02 m3 (248 cu ft), including baggage space in tailboom, capacity 181 kg (400 lb). Forward-opening
crew door each side of fuselage. Two doors each side of cabin; forward (jettisonable) door hinged to
open forward, rear door sliding aft. Accommodation heated and ventilated.
Systems
Dual hydraulic systems, pressure 69 bars (1,000 lb/sq in) each, maximum flow rate 22.7 litres (6 US
gallons; 5 Imp gallons)/min. Open reservoir. 28 V DC electrical system supplied by two completely
independent 30 V 200 A (derated to 150 A) starter/generators. Secondary AC power supplied by two
independent 250 VA single-phase solid-state inverters. A third inverter can acquire automatically the
load of a failed inverter. 40 Ah Ni/Cd battery. AiResearch air cycle environmental control unit optional.
Avionics
Comms: Optional IFR avionics include dual AlliedSignal KTR 908 720-channel VHF com transceivers.
Flight: Dual KNR 660A VOR/LOC/RMI receivers, KDF 800 ADF, KMD 700A DME, KXP 750A
transponder and KGM 690 marker beacon/glide slope receiver. Dual Honeywell Tarsyn-444 three-axis
gyro units; stability augmentation system; automatic flight control system. Flight director optional.
Equipment
Optional equipment includes a stretcher kit, cargo hook, cargo sling and rescue hoist.
Main rotor diameter
Tail rotor diameter
Length: overall (main rotor fore and aft)
fuselage
Height:
overall
Width: over skids
overall (main rotor fore and aft)
Elevator span
Rear sliding doors (each):
Height
Width
Height to sill
Height
Width
Emergency exits (centre cabin windows, each):
Height
Width
14.63 m (48 ft 0 in)

0.59 m (1 ft 11 in)
2.61 m (8 ft 7 in)
0.29 m (11 in)
17.46 m (57 ft 3 in)
12.84 m (42 ft 1 in)
3.83 m (12 ft 6 in)
4.48 m (14 ft 8 in)
2.65 m (8 ft 8 in)
2.76 m (9 ft 0 in)
2.86 m (9 ft 4 in)
1.24 m (4 ft 1 in)
1.88 m (6 ft 2 in)
0.76 m (2 ft 6 in)
0.53 m (1 ft 9 in)
1.71 m (2 ft 4 in)
0.76 m (2 ft 6 in)
0.97 m (3 ft 2 in)
Length
Max width
Max height
2.34 m (7 ft 8 in)
2.44 m (8 ft 0 in)
1.24 m (4 ft 1 in)
Floor area
4.74 m2 (51.0 sq ft)
Volume
6.23 m3 (220 cu ft)

0.78 m3 (28 cu ft)

Areas
168.11 m2 (1,809.6 sq ft)
Main rotor disc
5.37 m2 (57.81 sq ft)
Tail rotor disc

Weight empty, standard configuration:
VFR
IFR
Max external load
2,805 kg (6,183 lb)

2,882 kg (6,353 lb)
2,268 kg (5,000 lb)
5,080 kg (11,200 lb)
30.2 kg/m2 (6.19 lb/sq ft)
5.28 kg/kW (8.68 lb/shp)
Max disc loading

Max power loading
Performance
(max T-O weight, ISA)
Never-exceed speed (VNE) and max cruising
speed at S/L
Max cruising speed at 1,525 m (5,000 ft) at max
cruise power
Long-range cruising speed at 1,525 m (5,000 ft)
111 kt (206 km/h; 128 mph)

102 kt (189 km/h; 117 mph)
104 kt (193 km/h; 120 mph)
6.7 m/s (1,320 ft)/min
Service ceiling
Max altitude for T-O and landing
OGE at 4,536 kg (10,000 lb)
Max range with standard fuel at 1,525 m
(5,000 ft), long-range cruising speed, no reserves
Endurance
3,960 m (13,000 ft)

1,430 m (4,700 ft)
1,450 m (4,750 ft)
2,620 m (8,600 ft)
2 h 30 min

(FAR Pt 36)
T-O
Flyover
Approach
93.3 EPNdB
94.8 EPNdB
98.5 EPNdB

Year
1970
212
3
1971
1972
21
22
1973
48
1974
1975
70
126
1976
1977
71
47
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988*
1989
1990
1991
1992
50
86
116
49
32
6
18
8
11
11
13
3
11
18
8
1993
1994
1995
1996
1997
1998
Total
5
17
12
13
1
1
897
*Production transferred to Canada

UPDATED
Bell 212 in operation in Panama
Bell 212 seats pilot and 14 passengers

(1998)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, CANADA
Bell 206L LongRanger/206LT TwinRanger

Type
Seven-seat single-turbine general purpose light helicopter (stretched JetRanger).
Programme
Derivative of 206B JetRanger with lengthened fuselage for seven occupants; beefed-up main rotar
transmission and coupled to Bell's Noda-Matic vibration-damping system. 206L LongRanger
announced 25 September 1973, first flight 11 September 1974; received FAA certification 22
September 1975. Now built in Canada by Bell Canada.
Versions
206L LongRanger: Initial model, powered by 313 kW (420 shp) Allison 250-C20B turboshaft. Total
150 produced between 1975 and 1978.
206L-1 LongRanger II: Replaced earlier model from 1978. Higher-powered 324 kW (435 shp)
Allison 250-C28B for substantially improved hot-and-high and hover performance. First flight 28
February 1976; FAA certification 17 May 1978. Collins AP-107H autopilot introduced for single-pilot
IFR capability. Certified for IFR operations 20 December 1978. Total production between 1978 and
1983 was 637 units.
206L-3 LongRanger III: Replaced LongRanger II from 1982. Apart from introducing the more
powerful 485 kW (650 shp) Allison 250-C30P turboshaft for further performance improvements, new
model also featured a 45 litre (12 US gallon; 10 Imp gallon) increase in fuel capacity, and a
strengthened main rotor mast. In 1983, Bell announced an optional Increased Power Operation Kit to
boost transmission rating to 340 kW (456 shp) for better hover out of ground effect. First flight 24 April
1981; FAA certification to VFR 10 December 1981; IFR 21 June 1982. Canadian production from
January 1987. Total production between 1982 and 1992 was 611 units.
206LT TwinRanger: Twin-engined version; no longer available.
Current versions
206L-4 LongRanger IV: Announced March 1992 as new current standard model; transmission uprated
to absorb 365 kW (490 shp) instead of 324 kW (435 shp) from same engine; gross weight raised from
1,882 kg (4,150 lb) to 2,018 kg (4,450 lb); certified late 1992, delivered from December.
Gemini ST: Twin-engined rebuild of LongRanger III/IV developed by Tridair and Soloy in USA and
described under Tridair heading in Upgrades and Conversions section.
Customers
Total 1,675 LongRangers produced by January 2002; total Canadian deliveries 673.
Costs
Direct Operating Cost (DOC) U$252/h (206L-4).
Design features
Two-blade teetering main rotor with preconed and underslung bearings; blades retained by grip, pitch
change bearing and torsion-tension strap assembly. Main rotor rpm 394; rotor brake optional. Cabin
length increased to make room for club seating and extra window; Bell Noda-Matic transmission to
reduce vibration; improvements introduced on LongRanger II include new freewheel unit, modified
shafting and increased-thrust tail rotor.
Flying controls
Hydraulic fully powered cyclic and collective controls and foot-powered tail rotor control; tailplane
with highly cambered inverted aerofoil section and stall strip produces appropriate nose-up and
nose-down attitude during climb and descent; optional autostabiliser, autopilot and IFR systems.
LongRanger has endplate fins on tailplane; single-pilot IFR with Collins AP-107H autopilot; optional
SFENA autopilot with stabilisation and holds for heading, height and approach.
Structure
Conventional light-alloy structure with two floor beams and bonded honeycomb sandwich floor;
transmission mounted on two beams and deck joined to floor by three fuselage frames; main rotor
blades have extruded aluminium D-section leading-edge with honeycomb core behind, covered by
bonded skin; tail rotor blades have bonded skin without honeycomb core.
Landing gear
Aluminium alloy tubular skids bolted to extruded cross-tubes. Tubular steel skid on ventral fin to
protect tail rotor in tail-down landing. Special high skid gear (0.25 m; 10 in greater ground clearance)
available for use in areas with high brush. Pontoons or stowed floats, capable of in-flight inflation,
available as optional kits.
Power plant
One 485 kW (650 shp) Rolls-Royce (Allison) 250-C30P turboshaft (maximum continuous rating
415 kW; 557 shp).
206 LT TwinRanger has two 250-C20R, each rated at 335 kW (450 shp) for 5 minutes for T-O and
283 kW (380 shp) max continuous. Transmission rated at 365 kW (490 shp) for take-off, with a
continuous rating of 276 kW (370 shp); 340 kW (456 shp) transmission optional. Rupture-resistant fuel
system, capacity 419 litres (110.7 US gallons; 92.2 Imp gallons).
Accommodation
Redesigned rear cabin, more spacious than JetRanger. With a crew of two, standard cabin layout
accommodates five passengers in two canted rearward-facing seats and three forward-facing seats. An
optional executive cabin layout has four individual passenger seats. Port forward passenger seat has
folding back to allow loading of a 2.44 0.91 0.30 m (8 3 1 ft) container, making possible
carriage of such items as survey equipment, skis and other long components. Double doors on port side
of cabin provide opening 1.54 m (5 ft 1 in) wide, for straight-in loading of stretcher patients or utility
cargo; in ambulance or rescue role two stretcher patients and two ambulatory patients/attendants may be
carried. Dual controls optional.
Systems
Hydraulic system; 28 V DC electrical power from 180 A starter/generator and 17 Ah battery. Engine
bleed air ECS optional. 206LT uses two 150 A starter/generators and 28 Ah Ni/Col battery.
Avionics
Comms: Standard Collins MicroLine suite includes dual nav/com and transponder.
Flight: ADF, DME and marker beacon receiver. AlliedSignal R/Nav, radio altimeter and encoding
altimeter optional.
Equipment
Optional kits include emergency flotation gear, 907 kg (2,000 lb) cargo hook, rescue hoist, Nightsun
searchlight (requires high skid gear).
Main rotor diameter
Tail rotor diameter
11.28 m (37 ft 0 in)

0.33 m (1 ft 1 in)
1.65 m (5 ft 5 in)
0.14 m (5 in)
Length:
Height: over tailfin
Fuselage: Max width
Stabiliser span
12.96 m (42 ft 6 in)

10.12 m (33 ft 2 in)
3.12 m (10 ft 2 in)
3.14 m (10 ft 3 in)
1.32 m (4 ft 4 in)
1.98 m (6 ft 6 in)
Width over skids
2.34 m (7 ft 8 in)
Forward cabin doors (each):

Height
Width
1.02 m (3 ft 4 in)
0.79 m (2 ft 7 in)
Centre cabin door (port):

Height
1.04 m (3 ft 5 in)
Width
0.63 m (2 ft 1 in)
Rear cabin doors (each):

Height
1.02 m (3 ft 4 in)
Width
0.91 m (3 ft 0 in)
Baggage door:
Height
Width
0.58 m (1 ft 11 in)
0.94 m (3 ft 1 in)
Cabin: Length
Max width and height
Volume
Cabin cargo volume (all seats removed)
2.74 m (9 ft 0 in)
as JetRanger
2.35 m3 (83 cu ft)
2.83 m3 (100 cu ft)
0.45 m3 (16 cu ft)
Areas
Main rotor disc
Tail rotor disc
99.89 m2 (1,075.2 sq ft)

2.13 m2 (22.97 sq ft)

206LT
Max external load
1,044 kg (2,302 lb)

1,321 kg (2,913 lb)
907 kg (2,000 lb)
Max T-O weight:

normal
external load
2,018 kg (4,450 lb)

2,064 kg (4,550 lb)
Max disc loading:

normal
20.7 kg/m2 (4.23 lb/sq ft)
19.3 kg/m2 (3.95 lb/sq ft)
external load
Max power loading:
transmission for T-O, normal
transmission for T-O, external load
5.52 kg/kW (9.08 lb/shp)

5.65 kg/kW (9.29 lb/shp)
Performance
(at max normal T-O weight, ISA)
at S/L
206LT
130 kt (241 km/h; 150 mph)

106 kt (196 km/h; 122 mph)
at 1,525 m (5,000 ft)
133 kt (246 km/h; 153 mph)
Max cruising speed:

at S/L
at 1,525 m (5,000 ft)
Service ceiling at max cruise power
OGE 206L
206LT
112 kt (207 km/h; 129 mph)

110 kt (203 km/h; 126 mph)
6.8 m/s (1,340 ft)/min
6,100 m (20,000 ft)
5,030 m (16,500 ft)
1,980 m (6,500 ft)
2,100 m (6,900 ft)
Range with max fuel, no reserves:

at S/L
at 1,525 m (5,000 ft)
Endurance 206L
206LT

3 h 42 min
2 h 54 min

(FAR Pt 36)
T-O
Flyover
Approach
88.4 EPNdB
85.2 EPNdB
90.7 EPNdB
206L LONGRANGER/TWINRANGER PRODUCTION DELIVERIES

206L-1
Year/Model
206L
206L-3
206L-4
206LT
Total
1976
1977
1978
54
70
26
38
54
70
64
1979
1980
160
216
160
216
1981
1982
1983
152
49
22
30
37
152
79
59
1984
51
51
1985
40
40
1986
1987
39
18/24*
39
18/24*
1988
1989
36
60
36
60
1990
1991
1992
1993
93
110
73
93
110
81
56
8
56
1994
1995
43
46
10
53
46
1996
1997
35
17
36
17
1998
1999
2000
2001
Total
12
12
27
10
266
150
637
611
12
12
27
10
1,675
11

UPDATED
Bell 206L-IV LongRanger at the Dallas Heliport (Gnter Endres)
Bell 206L-IV LongRanger IV general purpose light helicopter (Jane's/Dennis

Punnett)
Air Logistics' Bell 206L-3 LongRanger III on offshore work in the Gulf of Mexico
(1998)
The Bell 206LT TwinRanger has excellent power-to-weight ratio

(1998)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, CANADA
Bell 206 JetRanger/SeaRanger

US Army designation: TH-67 Creek
Type
Five-seat turbine-powered light helicopter.
Programme
In 1960, the US Army issued a specification for a Light Observation Helicopter (LOH), but Bell, which
first flew the OH-4A on 8 December 1962, was eliminated from the competition, eventually won by
Hughes with the OH-6A Cayuse. From the five government-financed OH-4A prototypes, Bell
developed the highly successful JetRanger series, with the emphasis on the civil, rather than the military
market. First flight of the 206A JetRanger 10 January 1966; FAA type certification 20 October 1966;
first delivery January 1967. Built by Bell Canada at Mirabel.
Versions
206A JetRanger: Initial model powered by a single 236 kW (317 shp) Allison 250-C18 turboshaft
engine. Total of 713 sold to civil customers between 1967 and 1971. Also built in Italy by Agusta as the
AB 206A-1, mostly for military customers.
206B JetRanger II: Increased power through 298 kW (400 shp) Allison 250-C20, replaced by current
206B-3 JetRanger III in February 1977. Total of 1,498 sold to civil customers. Also produced under
licence by Agusta, Italy.

TH-57A SeaRanger: US Navy designation of 40 òff-the-shelf' 206A JetRangers, delivered in 1968
for primary training duties with Training Squadron HT-8 at NAS Whiting Field, Milton, Florida.
TH-57B SeaRanger: Primary training version based on 206B JetRanger III. Standard configuration
includes 17 Ah battery, force trim system, second anti-collision light, closed-circuit refuelling,
heavy-duty skid shoes, modified tailskid, fire detection system, flashing nav light, VOR Transceiver
position and equipment with Omni/LOC indicator, and guarded starter switch on collective pitch lever.
Total of 21 ordered; final delivery December 1984.
TH-57C SeaRanger: Advanced instrument rating version, also based on the JetRanger III.
Configuration as primary trainer, plus full IFR instrument panel, SFENA Ministab ASE, Parker
Hannifin environmental control unit, dual electrical system, jettisonable doors, rotor brake, and
provision for external cargo hook. Total of 76 delivered for service with Training Squadron HT-8,
Whiting Field, Florida. Final delivery December 1984.
OH-58 Kiowa: See separate entry.
Current versions
206B-3 JetRanger III: Current civil production version first delivered in February 1977. Production
transferred to Mirabel, Canada in 1986. Description below applies to this version.
TH-67 Creek (Bell designation TH-206): Selected March 1993 as US Army NTH choice to replace
UH-1 at pilot training school (223 Aviation Regiment) at Fort Rucker, Alabama. Instructor and one
pupil in front seats; second pupil observing from rear seat sees flight instruments by closed-circuit TV
screen mounted on back of right-hand front seat. Powered by Allison 250-C20JN engine. First batch
included nine cockpit procedures trainers outfitted by Frasca International; three configurations: VFR,
IFR, and VFR with IFR provision.
TH-67 features also include dual controls, crashworthy seats, five-point seat restraints, heavy-duty
battery, particle separator, bleed air heater, heavy-duty skid shoes and enlarged instrument panel. IFR
version additionally possesses force trim system, auxiliary electrical system and is FAA certified for
dual-pilot operation.
Customers
More than 7,730 JetRangers, including the military OH-58 series produced by Bell and licensees by
January 2002, including 888 completed at Mirabel.
Cost
Direct Operating Cost (DOC) US$196/h (206B-3).
Design features
Two-blade teetering main rotor with preconed and underslung bearings; blades retained by grip, pitch
change bearing and torsion-tension strap assembly; two-blade tail rotor; main rotor rpm 374 to 394.
Flying controls
Hydraulic fully powered cyclic and collective controls and foot-powered tail rotor control; tailplane
with highly cambered inverted aerofoil section and stall strip produces appropriate nose-up and
nose-down attitude during climb and descent; optional autostabiliser, autopilot and IFR systems.
Structure
Conventional light-alloy structure with two floor beams and bonded honeycomb sandwich floor;
transmission mounted on two beams and deck joined to floor by three fuselage frames; main rotor
blades have extruded aluminium D-section leading-edge with honeycomb core behind, covered by
bonded skin; tail rotor blades have bonded skin without honeycomb core.
Landing gear
Aluminium alloy tubular skids bolted to extruded cross-tubes. Tubular steel skid on ventral fin to
protect tail rotor in tail-down landing. Special high skid gear (0.25 m; 10 in greater ground clearance)
available for use in areas with high brush. Pontoons or stowed floats, capable of in-flight inflation,
available as optional kits.
Power plant
One 313 kW (420 shp) Rolls-Royce (Allison) 250-C20J turboshaft, flat rated at 236 kW (317 shp).
Optionally, one 250-C20R/4 rated at 335 kW (450 shp) for T-O. Transmission rating 236 kW (317 shp)
for T-O; 201 kW (270 shp) continuous. Rupture-resistant fuel tank below and behind rear passenger
seat, capacity 344 litres (91 US gallons; 76 Imp gallons). Refuelling point on starboard side of fuselage,
aft of cabin. Oil capacity 5.68 litres (1.5 US gallons; 1.25 Imp gallons).
Accommodation
Two seats side by side in front and three-seat rear bench. Dual controls optional. Two forward-hinged
doors on each side, made of formed aluminium alloy with transparent panels (bulged on rear pair).
Baggage compartment aft of rear seats, capacity 113 kg (250 lb), with external door on port side.
Systems
Hydraulic system, pressure 41.5 bars (600 lb/sq in), for cyclic, collective and directional controls.
Maximum flow rate 7.57 litres (2 US gallons; 1.65 Imp gallons)/min. Open reservoir. Electrical supply
from 150 A starter/generator. One 28 V 13 Ah (optionally 17 Ah) Ni/Cd battery. Optional ECS.
Avionics
Comms: VHF communications, intercom and speaker system.
Flight: VOR, ADF, DME and R/Nav optional.
Equipment
Standard equipment includes cabin fire extinguisher, first aid kit, door locks, night lighting, and
dynamic flapping restraints. Optional items include clock, engine hour meter, turn and slip indicator,
custom seating, internal stretcher kit, rescue hoist, cabin heater, camera access door, high-intensity night
lights, engine fire detection system and external cargo hook of 680 kg (1,500 lb) capacity.
Main rotor diameter
Tail rotor diameter
Length:
10.16 m (33 ft 4 in)

0.33 m (1 ft 1 in)
1.65 m (5 ft 5 in)
0.122 m (4 in)
5.96 m (19 ft 6 in)

Height: over tailfin
11.82 m (38 ft 9 in)

9.50 m (31 ft 2 in)
2.54 m (8 ft 4 in)
to top of rotor head:

Standard skids
high skids
Emergency floats
Stabiliser span
2.89 m (9 ft 6 in)
3.17 m (10 ft 4 in)
3.20 m (10 ft 6 in)
1.97 m (6 ft 5 in)
Width over landing gear:

standard skids
1.95 m (6 ft 4 in)
high skids
Emergency floats
2.07 m (6 ft 9 in)
2.68 m (8 ft 9 in)
Forward cabin doors (each):

Height
Width
1.02 m (3 ft 4 in)
0.61 m (2 ft 0 in)
Rear cabin doors (each):

Height
Width
1.02 m (3 ft 4 in)
0.91 m (3 ft 0 in)
Cabin: Length of seating area
Max width
Max height
Volume
2.13 m (7 ft 0 in)
1.27 m (4 ft 2 in)
1.28 m (4 ft 3 in)
1.13 m3 (40 cu ft)
Max width
Max height
Max length
Volume
1.10 m (3 ft 7 in)
0.55 m (1 ft 9 in)
0.94 m (3 ft 1 in)
Areas
1.68 m2 (18.05 sq ft)
0.11 m2 (1.18 sq ft)
Main rotor disc
81.07 m2 (872.7 sq ft)
Tail rotor disc

Stabiliser
2.14 m2 (23.04 sq ft)

0.90 m2 (9.65 sq ft)

Weight empty: standard civil
772 g (1,702 lb)
TH-67: VFR
852 kg (1,879 lb)
IFR
911 kg (2,009 lb)
Operating weight, TH-67:

VFR
1,369 kg (3,019 lb)
IFR
1,428 kg (3,149 lb)
Max payload: internal

external
635 kg (1,400 lb)

680 kg (1,500 lb)
Max T-O weight:

internal load
1,451 kg (3,200 lb)
external load
1,519 kg (3,350 lb)
Max disc loading:

internal load
17.9 kg/m2 (3.67 lb/sq ft)
external load
18.7 kg/m2 (3.84 lb/sq ft)
Max power loading:

internal load
external load
6.15 kg/kW (10.09 lb/shp)

6.43 kg/kW (10.57 lb/shp)
Performance
(at internal load max T-O weight, ISA)
Service ceiling
OGE
122 kt (225 km/h; 140 mph)

115 kt (214 km/h; 133 mph)
6.5 m/s (1,280 ft)/min
1.5 m/s (300 ft)/min
4,115 m (13,500 ft)
4,025 m (13,500 ft)
1,615 m (5,300 ft)
Range with max fuel, no reserves:

at S/L
at 1,525 m (5,000 ft)

Range, TH-67 VFR with normal 314 litres (83 US

gallons; 69 Imp gallons) fuel
Endurance

4.5 h

(FAR Pt 36)
T-O
88.7 EPNdB
Flyover
Approach
85.4 EPNdB
90.6 EPNdB
BELL 206 JETRANGER PRODUCTION DELIVERIES
Year
1966
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
206A
1
116
197
159
125
115
206B
13
194
311
336
315
8
206B-II
231
90
206B-III
108
264
311
314
340
129
36
52
39
35
3/31*
43
40
63
61
Total
1
116
197
159
125
128
194
311
336
315
239
198
264
311
314
340
129
36
52
39
35
3/31*
43
40
63
61
1992
1993
56
34
56
34
1994
1995
1996
100
61
47
100
61
47
1997
42
42
1998
50
50
1999
2000
28
14
28
14
2001
Total
14
2,315
14
4,526
713
1,177
321

UPDATED
Bell 206B JetRanger III light utility helicopter (Pilot Press)
Bell 206B JetRanger II registered in Senegal (Gnter Endres)
Bell 206B-3 JetRanger III operated by City of Virginia Beach police (Gnter
Endres)
(1998)
Bell TH-67 training helicopter used by US Army

(1998)
Gnter Endres MRAeS
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AMERICA
Hiller UH-12E3 and UH-12E3T

Type
Three-seat utility helicopter.
Programme
The three-seat UH-12 was designed by Stanley Hiller and derived from the Model 360 of 1948. Uprated
UH-12A bought by US Army and Navy as H-23 Raven, followed by several new models.
Turbine-powered UH-12ET received certification 10 April 1975. Production ceased 1983, but few built
intermittently by Rogerson-Hiller until 1991. First flight UH-12E3 on 2 June 1995, individual
certification 6 June 1995. Resumed by new company in 1995 under designation UH-12E3 and
UH-12E3T. Resumed production of both types in 1995.
Versions
UH-12A (H-23 Raven/HTE-1): Original model powered by 149 kW (200 hp) Franklin piston engine;
bought by US Army (H-23 Raven) and US Navy (THE-1) for observation tasks and training.
UH-12B (H-23B/THE-2): Improved version used by US Navy as trainer.
UH-12C (H-23C): Retained the Franklin engine, but featured all-metal rotor blades and a `goldfish
bowl' cockpit canopy. Entered service in 1955.
UH-12D (OH-53D): Military version built for the US Army; first flown 3 April 1956; Franklin
engine replaced by 238 kW (320 hp) Lycoming VO-540; updated transmission.

UH-12E (OH-53G): More powerful version with one 253 kW (340 hp) Lycoming VO-540-C2A
flat-six engine, installed vertically and derated to 227.5 kW (305 hp).
UH-12ET: Turbine-engined version of UH-12E, powered by one 313 kW (420 shp) Allison
250-C20B turboshaft engine, derated to 224 kW (301 shp). Certificated 10 April 1975.
UH-12E4 (OH-23F): Four-seat version with accommodation for pilot on a single adjustable seat
forward and three passengers side-by-side on a bench seat, developed in 1960; space for cargo in
tailboom; anhedral stabiliser.
UH-12E4T: Turbine-powered version of four-seat configuration; power plant as UH-12ET;
certificated January 1976.
UH-12L-4: Lengthened cabin and wider cabin doors for improved access.
Current Versions
UH-12E3: Three-seat new production version; first flight 2 June 1995.
UH-12E3T: New production three-seat turbine-powered version. Alternative Allison T-63 turboshaft
available from January 1999.
UH-12E4: New production four-seat version with stretched body; centre instrument pedestal and
pilot seat forward; three bench seats to the rear. FAA certification obtained 1998.
UH-12E4T: New production turbine-powered version of UH-12E4.
Customers
More than 1,000 bought by US Army and Navy of original models, plus some to civil operators. Since
1959, nearly 1,500 UH-12E series built, primarily for the civil utility market.
Power Plant
One 253.5 kW (340 hp) Textron Lycoming VO-540-C2A flat-six engine, installed vertically and derated
to 227.5 kW (305 hp). Engine muffler optional. Alternatively, UH-12E3T version with 313 kW (420 hp)
Allison 250 C20B turbine, derated to 224 kW (300 hp) or Allison T63. Single bladder fuel cell, capacity
174 litres (46 US gallons; 38 Imp gallons), mounted in lower portion of rear fuselage, beneath engine.
Two optional auxiliary fuel tanks mounted in fuselage on each side of engine; capacity 76 litres (20 US
gallons; 16.6 Imp gallons) each.
Accommodation
Three persons side by side on bench seat. Seat belts with provision for shoulder harness. Dual controls
optional. Forward-hinged door on each side, with sliding window. Baggage compartment immediately
aft of engine. Heater/defroster optional.
Main rotor diameter
Tail rotor diameter
fuselage
Skid track
10.80 m (35 ft 5 in)

1.68 m (5 ft 6 in)
12.41 m (40 ft 8 in)
8.69 m (28 ft 6 in)
3.08 m (10 ft 1 in)
2.29 m (7 ft 6 in)
Cabin: Length
1.52 m (5 ft 0 in)
Max width
1.50 m (4 ft 11 in)
Max height
1.35 m (4 ft 5 in)
Floor area
1.16 m2 (12.5 sq ft)
Areas
Main rotor disc
Tail rotor disc
91.97 m2 (990.0 sq ft)

2.57 m2 (27.7 sq ft)

Weight empty: E3
E3T
798 kg (1,759 lb)

745 kg (1,640 lb)
Max T-O weight
1,406 kg (3,100 lb)
Max payload: E3
609 kg (1,341 lb)
E3T
Max disc loading
663 kg (1,460 lb)

15.28 kg/m2 (3.13 lb/sq ft)
Performance
(Lycoming piston engine, at max T-O weight, except where indicated):
Cruising speed
83 kt (154 km/h; 96 mph)

78 kt (145 km/h; 90 mph)

E3
393 m (1,290 ft)/min
E3T
463 m (1,518 ft)/min
225 m (740 ft)/min
Service ceiling:
at AUW of 1,270 kg (2,800 lb)
E3
4,575 m (15,000 ft)
E3T
4,267 m (14,000 ft)
at max T-O weight
2,255 m (7,400 ft)

at AUW of 1,270 kg (2,800 lb)
E3
3,170 m (10,400 ft)
E3T
3,445 m (11,300 ft)
at max T-O weight
2,315 m (7,600 ft)

at AUW of 1,270 kg (2,800 lb)
E3
2,070 m (6,800 ft)
E3T
2,652 m (8,700 ft)
at max T-O weight
1,155 m (3,800 ft)
Range, 30 min reserves:

standard fuel
E3
E3T
auxiliary fuel
E3
E3T
Endurance with auxiliary fuel, 30 min reserves

E3
5h
E3T
3 h 30 min
HILLER PRODUCTION DELIVERIES

Year/Model
1995
1996
1997
1998
1999
2000
Total
UH-12E3
1
1
2
1
5
UH-12E3T
1
1
UPDATED
Hiller UH-12E3 (Jane's/James Goulding)
Allison-powered Hiller UH-12E3T light turbine helicopter
Original Hiller UH-12E piston-engined light helicopter
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, INTERNATIONAL
Eurocopter EC 130
Type
Six/seven-seat light general purpose helicopter.
Programme
Derived from the AS 350 B3 Ecureuil, but with a fenestron tail rotor and wider cabin. Made first flight
in June 1999 and received JAA and French DGAC certification 14 December 2000 after a 200 h flight
test programme; FAA certification followed 21 December 2000. Aircraft revealed for the first time at
Heli-Expo 2001 in February. Deliveries started in spring; production will ramp up to 50 machines per
year from end of 2001.
Current versions
EC 130 B4: Initial production model.
Design features
New metal tail boom with symmetrical fenestron tail rotor system; automatic rotor speed control;
dual-channel FADEC with third back-up channel; dual hydraulics from AS 335N. Cabin 250 mm (10
in) wider and reformed with greater visibility; 10 per cent increase in cargo space.
Flying controls
As AS 350 B3.
Structure
Generally as AS 350 B3.
Landing gear
As AS 350 B3.
Power plant
One 632 kW (847 shp) Turbomeca Arriel 2B1 with FADEC; maximum continuous power 543 kW (729
shp). Fuel capacity, standard 542 litres (143 US gallons; 119 Imp gallons).
Accommodation
One pilot plus six/seven passengers.
Systems
As AS 350 B3.
Avionics
As AS 350 B3.
Main rotor diameter
Tail rotor diameter
10.69 m (35 ft 0 in)

1.00 m (3 ft 3 in)
Length:
Overall rotors turning
12.64 m (41 ft 5 in)
Fuselage
10.68 m (35 ft 0 in)
Height
3.61 m (11 ft 10 in)
Width
3.04 m (9 ft 11 in)

Weight empty
1,360 kg (2,998 lb)
Max T-O weight
2,400 kg (5,291 lb)
Max weight with external load
2,800 kg (6,172 lb)
Performance
155 kt (287 km/h; 178 mph)
127 kt (235 km/h; 146 mph)
Rate of climb
9.1 m/sec (1,800 ft/min)
Service ceiling
5,030 m (16,500 ft)

ISA
3,265 m (10,720 ft)
ISA +20
2,455 m (8,055 ft)

ISA
2,660 m (8,740 ft)
ISA +20
1,785 m (5,850 ft)
Range at SL with standard tank

UPDATED
New Eurocopter EC 130 in colours of first customer Blue Hawaiian Helicopters

(Gnter Endres)
(2001)
The main external difference from the AS 350 B3 is the new fenestron tail rotor (Gnter
Endres)
(2001)
Engine exhaust on the new Arriel 2B1-powered EC 130 (Gnter Endres)

(2001)
Eurocopter's new EC 130 helicopter based on the Ecureuil (Eurocopter)

(2001)
The wider cabin is one of the main distinguishing features of the EC-130 (Eurocopter)
(2001)
Gnter Endres MRAeS
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AMERICA
Sikorsky S-76
Military designation: H-76
Type
Twin-turbine helicopter.
Programme
Announced 19 January 1975; construction of four prototypes begun in May 1976. First flight of S-76A on 13
March 1977; certification to FAR Pt 29 obtained in November 1978; first deliveries early 1979. Replaced by
improved S-76A Mk II from 1 March 1982. S-76A Mk II re-engined with more powerful Pratt & Whitney
PT6B-36A resulted in S-76B, which first flew on 22 June 1984; FAA Category A certification early 1987.
Armed utility derivative of S-76B first flown February 1985, designated H-76. S-76C with Turbomeca Arriel
2S1 turboshaft engines announced June 1989; first flight 18 May 1990, followed by FAA certification and first
deliveries in April 1991; replaced from mid-1996 by S-76C+ with uprated Arriel 2S1 turboshafts with
FADEC.
A number of future product improvements were launched at Heli-Expo in February 2001 for introduction in
2004. These include the replacement of the Turbomeca Arriel 2S1 with the 2S2 giving 6 per cent more power;
a new integrated cockpit with flat panel LCDs, digital databus architecture, Goodrich HUMS and optional
DGPS; quiet tail rotor with advanced aerofoil incorporating swept tips and flush fasteners, retrofitable to
existing S-76s; and improved cabin interior.
Versions
S-76A: Original transport version delivered before 1 March 1982.

S-76A Mk II: Standard version from March 1982. Last aircraft delivered in 1993.
S-76A Utility: More basic version of S-76A Mk II with sliding door each side, dual controls and floor
stressed for 976 kg/m2 (200 lb/sq ft). Options included fixed landing gear with low-pressure tyres, baggage
compartment, crash-resistant fuel tanks, auxiliary fuel tank with 416 litre (100 US gallon; 91.5 Imp gallon)
capacity, armoured crew seats, cargo hook, rescue hoist, engine air particle separator and provision for
stretchers.
S-76A+: Retrofit with Turbomeca Arriel 1S turboshafts.
S-76A++: Retrofit with Turbomeca Arriel 1S1 turboshafts.
S-76B: Powered by Pratt & Whitney PT6B-36A engines; discontinuation of production announced 1997.
One S-76B flown with Fantail anti-torque system as part of RAH-66 Comanche development programme; see
H-76 Eagle.
S-76C: Essentially as S-76B, but powered by Turbomeca Arriel 1S1 turboshaft engines; entered service in
April 1991, but now superseded by S-76C+.
Current Versions
S-76C+: First flown 30 June 1994; certificated by FAA and CAA in June 1996; uprated Arriel 2S1 turboshafts
providing increased take-off and One-Engine Inoperative (OEI) performance; Full Authority Digital Engine
Control (FADEC) and fuel efficiency; single-crystal blade technology. As described. Unless shown otherwise,
details also apply to S-76B. S-76N: Naval version; initially announced in 1984 as H-76N. Launch customer
and only customer to date Royal Thai Navy. Powered by two Turbomeca Arriel 2S1 turboshafts, each rated at
683 kW (856 shp), equipped for marine patrol, ship-to-shore/personnel transport and SAR. Significant
airframe changes and other modifications including protective coatings, strengthened landing gear, Harpoon
deck lock system, strengthened doors and hatches, ballistically tolerant, manually folding main rotor blades
derived from the Black Hawk, self-sealing fuel system for protection against 7.62 mm rounds and others.
Avionics include Honeywell SPZ-7600 AFCS with programmable SAR capability. Marconi Sea Spray search
radar with 360 coverage, FLIR Systems thermal imager and Spectrolab Nightsun search light. Armament
options include Sea Skua anti-ship missiles, torpedos, depth charges or rocket pods. Crew-served 7.62 mm
machine gun can be attached to weapon pylons.
S-76R: Proposal for low-cost utility model in conjunction with Mil in Russia. Main features would be a new
rotor system and fixed undercarriage. If go-ahead given, would replace the Mi-54 project.
H-76 Eagle: Military derivative of S-76B; no customers to date. Power plant as S-76B, with addition of
self-sealing fuel tanks. Airframe modifications include armoured crew seats, sliding cabin doors, heavy-duty
floor, optical sight above instrument panel, uprated transmission and strengthened main rotor hub and shaft,
and fuselage side skin thickened to withstand weapon blast. Armament can include up to 16 air-to-air missiles,
20 mm cannon, 7.62 mm and 12.7 mm machine guns, mine dispenser and 70 mm rockets. H-76 can be
equipped for troop transport/logistic support, as gunship, or airborne assault, airborne observation post, combat
SAR, evacuation, ambulance and conventional SAR. Can carry either mast- or roof-mounted sight, plus HUD,
integrated armament management system, and various self-protection systems. Honeywell SPZ-7000
dual-digital autopilot available.
Shadow: One-off modification (N765SA) of S-76; Sikorsky Helicopter Advanced Demonstrator and
Operator Workload fitted with nose-mounted single-seat cockpit for US Army Rotorcraft Technology
Integration (ARTI) programme; main cabin used for safety pilots and test operators; first flight 24 June 1985;
trials of full cockpit began spring 1986; other systems subsequently installed for floating and evaluation.
Used 1990 in Boeing/Sikorsky LH First Team programme to flight test NVPS (night vision pilotage system)
developed by Martin Marietta.
Customers
Total of 496 all-civil versions delivered by 1 January 2001.

Design Features
Meets FAR Pt 29 with Category A IFR; intended for offshore support, business transport, medical evacuation
and general utility use; technology and aerodynamics based on those of UH-60 Black Hawk.
Four-blade main rotor with high twist and varying section and camber based on Sikorsky SC-1095; tapered
blade tip has 30 leading-edge sweep; fully articulated rotor head with single elastomeric bearings; hydraulic
drag dampers; dual-bifilar vibration absorber assemblies above rotor head; four-blade cross-beam tail rotor on
port side; transmission rating 969 kW (1,300 shp); rotor brake optional.
Experimental Higher-Harmonic Control (HHC) system, to damp vibration through control actuators at rotor
head, tested second quarter of 1985; demonstrated 90 per cent vibration reduction. Ice protection kit weighing
68 kg (150 lb), of which 45 kg (100 lb) could be removed in summer, also under development. Optional
manual blade folding introduced in 1993.
Flying Controls
Dual-powered hydraulic controls with autostabilisation and autopilot; releasable spring-centring trim system
for both cyclic and collective controls.
Structure
Main rotor blades have formed and welded titanium oval-section tubular main spar with Nomex honeycomb
aerofoil core, glass fibre composite outer skin and titanium/nickel leading-edge abrasion strips. Fuselage
contains extensive Kevlar and honeycomb components.
Landing Gear
Hydraulically retractable tricycle type, with single wheel on each unit. Nosewheel retracts rearward, main units
inward into rear fuselage; all three wheels are enclosed by doors when retracted. Mainwheel tyres size 14.5
5.5-6, pressure 11.38 bars (165 lb/sq in); nosewheel tyre size 13 5.00-4, pressure 9.31 bars (135 lb/sq in).
Hydraulic brakes; hydraulic mainwheel parking brake. Non-retractable tricycle gear, with low-pressure tyres,
optional.
Power Plant
Two Turbomeca Arriel 2S1 turboshafts, each rated at 638 kW (856 shp) for take-off; transmission rating
1,193 kW (1,600 shp) for take-off and maximum continuous. S-76B has two Pratt & Whitney Canada
PT6B-36A turboshafts with max continuous rating of 666 kW (887 shp); transmission rating 1,118 kW
(1,500 shp). Standard usable fuel capacity 1,064 litres (281 US gallons; 234 Imp gallons); optional auxiliary
tank capacity 405 litres (107 US gallons; 89 Imp gallons).
Accommodation
Two pilots and 12 to 13 passengers. Three four-abreast rows of seats, floor-mounted at a pitch of 79 cm (31
in). A number of executive layouts are available, including a four-passenger òffice in the sky' configuration.
Executive versions have luxurious interior trim, full carpeting, special soundproofing, radiotelephone and
co-ordinated furniture. Dual controls optional. Two large doors on each side of fuselage, hinged at forward
edges; sliding doors available optionally. Baggage hold aft of cabin, with external door each side of fuselage.
Cabin heated and ventilated. Windscreen demisting and dual windscreen wipers. Windscreen heating and
external cargo hook optional.
Emergency medical service installation includes multiple-position pivoting primary patient litter, a second
litter, track-mounted seats for four attendants, forward and rear oxygen systems, and dual access to external
power on ground; cabin volume 4.0 m3 (141 cu ft).
Systems
Hydraulic system at pressure of 207 bars (3,000 lb/sq in) supplied by two pumps driven from main gearbox.
Hydraulic system maximum flow rate 15.9 litres (4.2 US gallons; 3.5 Imp gallons)/min. Bootstrap reservoir.
Pump head pressure 3.45 bars (50 lb/sq in). In VFR configuration, electrical system comprises two 200 A DC
starter/generators and a 24 V 17 Ah Ni/Cd battery. In IFR configuration, system comprises gearbox-driven
7.5 kVA generator, and a 115 V 600 VA 400 Hz static inverter for AC power. 34 Ah battery optional. Engine
fire detection and extinguishing system.
Avionics
Standard avionics (utility configuration) with four-tube EFIS display comprise dual Collins VHF com/nav with
single Collins Mode S transponder, ADF and DME, Baker audio/cabin ICS system and Artec emergency
locator transmitter. Two optional avionics packages include AlliedSignal com/nav and dual Honeywell Primus
II integrated avionics system; other options include VHF/UHF/HF/AM/FM com radios, cockpit voice recorder,
FMS/Loran/Omega/GPS and Decca navigation systems, flight data recorder and colour weather radar.
Equipment
Standard equipment includes provisions for dual controls; cabin fire extinguishers; cockpit, cabin, instrument,
navigation and anti-collision lights; landing light; external power socket; first aid kit and utility soundproofing.
Optional equipment includes air conditioning, cargo hook, rescue hoist, emergency flotation gear, engine air
particle separators and litter installation.
Main rotor diameter
Tail rotor diameter
13.41 m (44 ft 0 in)

0.39 m (1 ft 3 in)
2.44 m (8 ft 0 in)

fuselage
0.16 m (6 in)
16.00 m (52 ft 6 in)
13.21 m (43 ft 4 in)

Tailplane span
4.41 m (14 ft 5 in)

3.05 m (10 ft 0 in)
Width of fuselage
Wheel track
Wheelbase
2.13 m (7 ft 0 in)
2.44 m (8 ft 0 in)
5.00 m (16 ft 5 in)
1.97 m (6 ft 5 in)
Passenger cabin: Length
Max width
Max height
2.46 m (8 ft 1 in)
1.93 m (6 ft 4 in)
1.35 m (4 ft 5 in)
Floor area
4.18 m2 (45.0 sq ft)
Volume
5.78 m3 (204 cu ft)
1.08 m3 (38 cu ft)
Areas
Main rotor disc
141.26 m2 (1,520.53 sq ft)
Tail rotor disc

Tailplane
4.67 m2 (50.27 sq ft)

2.00 m2 (21.5 sq ft)

Weight empty, standard equipment:
S-76B
3,012 kg (6,641 lb)
S-76C+
3,235 kg (7,131 lb)
H-76
3,030 kg (6,680 lb)
Max T-O weight

H-76
5,307 kg (11,700 lb)

5,171 kg (11,400 lb)
Max underslung load:

S-76C+
Max disc loading
1,497 kg (3,300 lb)

37.6 kg/m2 (7.69 lb/sq ft)
4.45 kg/kW (7.31 lb/shp)
Performance
155 kt (287 km/h; 178 mph)
Cruising speed: S-76B
145 kt (269 km/h; 166 mph)
Econ cruising speed at 1,220 m (4,000 ft)

S-76C+
134 kt (248 km/h; 154 mph)

S-76B
S-76C+
Service ceiling:
8.4 m/s (1,650 ft/min)

7.4 m/s (1,460 ft/min)
4,575 m (15,000 ft)
S-76C+
3,932 m (12,900 ft)
OEI:
S-76B
1,980 m (6,500 ft)
S-76C+
Hovering ceiling, IGE:
S-76B
S-76C+
OGE:
S-76B
S-76C+
Range at 139 kt (257 km/h; 160 mph) at 1,220 m
(4,000 ft) with standard fuel:
1,140 m (3,740 ft)

2,440 m (8,000 ft)
1,768 m (5,800 ft)
1,143 m (3,750 ft)
655 m (2,140 ft)
S-76B
S-76C+
Endurance:
S-76C+
4h
SIKORSKY S-76 PRODUCTION DELIVERIES

Year/Model
S-76A
S-76A+
S-76B
S-76C
S-76C+
Total
1979
1980
35
86
35
86
1981
1982
1983
1984
50
29
36
30
50
29
36
30
1985
1986
8
3
11
13
19
16
1987
1988
1989
3
2
7
9
14
10
11
17
1990
1991
1992
1993
5
8
4
3
19
19
12
11
3
13
1
1994
1995
1996
1997
1998
1999
2000
Totals
6
6
11
4
284
17
101
10
8
7
7
10
1
43
7
14
13
16
19
18
16
7
7
51
16
7
7
496
Note: some S-76As retrofitted to S-76A+ and S-76A++

UPDATED
Honeywell-equipped S-76A+ operated in Hong Kong
Sikorsky S-76C commercial transport helicopter, with additional side view (bottom) of
S-76B experimentally fitted with fan-in-fin tail of the RAH-66 Comanche
(Jane's/Mike Keep)
S-76B is operated mainly in executive configuration

(1998)
The Japan Maritime Safety Agency (MSA) operates the S-76C in SAR configuration
A clearer, sharper Integrated Instrument Display System (IIDS)

(1998)
Sikorsky S-76C+ operated by East Asia Airlines on a scheduled service between Hong
Kong and Macau
(1999)
Sikorsky S-76C+ with VIP interior

(2000)
Sikorsky S-76C+ in search and rescue (SAR) configuration

(2001)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, UNITED STATES OF AMERICA
Enstrom 480
Military designation: TH-28
Type
Five-seat turbine-powered helicopter.
Programme
Proof-of-concept 280FX, powered by Allison 250 turboshaft, flown December 1988; first flight of definitive
wide-cabin 480/TH-28 five-seat prototype (N8631E) in October 1989; second 480/TH-28 (production prototype)
flew December 1991; TH-28 model FAA certified September 1992; four helicopters accumulated over 1,500 flight
hours in test programme; FAA certification completed 1994. Factory under construction at Wuhan, China for
eventual licence production.
Current versions
480: Initial civil version, with four staggered seats or convertible to three-seat training/executive layout; smaller
instrument console than TH-28. Description refers to this version.
480B: Enhanced version certified 9 February 2001, including improved main rotor gearbox with pressurised oil
filtration and oil cooler; a 6 per cent increase in T-O power to 227 kW (305 shp) and 3 per cent in continuous
power to 206 kW (277 shp); a 68 kg (150 lb) increase in gross weight to 1,361 kg (3,000 lb); control system
vibration absorbers; improved main rotor dampers and flapping bearings.
TH-28: Military training/light patrol version; equipped with three crashworthy seats and crashworthy fuel
system; capable of training two students simultaneously. Two alternative avionics configurations, one for VFR and
one for IFR training. Seating configuration allows simultaneous training of two students.
Customers
First production 480 (N480EN) built January 1994 and to UK as demonstrator. Total of 46 delivered by 1 January
2001. First 480B delivered 8 June 2001.
Costs
Basic price US$580,000 for 480B.
Design features
Three-blade main rotor and dynamic system as for 280FX; main rotor rpm increased from 365 to 372 and
maximum continuous power rating by 9.7 kW (13 hp) in August 1996, for improved performance; 313 kW (420
shp) Allison 250-C20W turboshaft, derated to 212.5 kW (285 shp) for take-off and 191 kW (256 shp) maximum
continuous. Extensive crashworthiness features. Standard engine air inlet particle separator. New widened cabin
able to seat three-abreast behind front seats. Civil cabin layout can be quickly rearranged (see Current Versions).
Optional air conditioning system certified early 1997.
FAA certification obtained early 1999 for vibration absorber installation which is now standard on all new-build
models and available as a field installation on existing 480s. The vibration damper is an anti-nodal vibrating
cantilever beam which is said to yield over 50 per cent reduction in vibration levels. Installation of this beam adds
about 2.95 kg (6.5 lb) to the weight and requires some sheet metal reinforcement in the aft tailcone structure.
Landing gear
As for 280FX. Apical pop-out floats for optional application certified.
Power plant
One 313 kW (420 shp) Allison 250-C20W turboshaft; rated at 227 kW (305 shp) for 5 minutes; maximum
continuous 206 kW (277 shp). Engine air inlet particle separator is standard. Fuel capacity 314 litres (90 US
gallons; 69 Imp gallons) in two interconnected tanks.
Flying controls
As for 280FX.
Equipment
Optional cargo hook rated for external loads up to 454 kg (1,000 lb). Enstrom 480 can also be fitted with police
patrol equipment including special police radios, searchlight, siren/PA system, FLIR and data recording system.
Main rotor diameter
Tail rotor diameter
Length overall, rotors stationary
Skid track
9.75 m (32 ft 0 in)

1.54 m (5 ft 0 in)
5.64 m (18 ft 6 in)
9.09 m (29 ft 10 in)
3.00 m (9 ft 10 in)
2.50 m (8 ft 2 in)
Cabin: Max width
1.80 m (5 ft 10 in)
Areas
Main rotor disc
Tail rotor disc
74.72 m2 (804.25 sq ft)

1.85 m2 (19.96 sq ft)
Weight empty
Max T-O weight
760 kg (1,675 lb)
480
480B
1,293 kg (2,850 lb)

1,361 kg (3,000 lb)
Useful load
480
480B
Baggage capacity: tailboom
cabin
533 kg (1,175 lb)

592 kg (1,305 lb)
70 kg (155 lb)
23 kg (50 lb)
17.31 kg/m2 (3.54 lb/sq ft)
Max disc loading

Performance
(at max T-O weight, ISA, except where indicated)
Cruising speed: at AUW of 1,293 kg (2,850 lb):
at AUW of 1,134 kg (2,500 lb)
125 kt (231 km/h; 144 mph)

110 kt (204 km/h; 127 mph)
114 kt (211 km/h; 131 mph)

at AUW of 1,293 kg (2,850 lb)
at AUW of 1,134 kg (2,500 lb)
Service ceiling
6.7 m/s (1,325 ft)/min

7.6 m/s (1,500 ft)/min
3,965 m (13,000 ft)
Hovering ceiling:
IGE: at AUW of 1,293 kg (2,850 lb)
at AUW of 1,134 kg (2,500 lb)
OGE: at AUW of 1,293 kg (2,850 lb)
at AUW of 1,134 kg (2,500 lb)
3,290 m (10,800 ft)

4,570 m (15,000 ft)
1,980 m (6,500 ft)
3,720 m (12,200 ft)
Max range:
at AUW of 1,293 kg (2,850 lb)
at AUW of 1,134 kg (2,500 lb)
Endurance:
at AUW of 1,293 kg (2,850 lb)
at AUW of 1,134 kg (2,500 lb)
4 h 48 min
4 h 54 min
ENSTROM PRODUCTION
Year
1959/66
1967
1968
F28A
3
5
14
280 F28C
280C
F28C-2
F28F
280F
280FX
TH-28
480 Total
3
5
14
1969
1970
1971
27
4
18
27
4
18
1972
1973
36
64
36
64
1974
1975
1976
1977
1978
1979
1980
1981
90
57
4
1
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Total
4
17
2
37
48
37
9
4
40
59
39
19
34
7
3
19
22
4
323
21
133
203
48
22
14
3
2
10
3
7
8
6
12
8
3
1
13
2
3
3
2
2
4
1
3
2
124
16
94
80
81
108
79
47
56
39
1
4
7
5
9
18
15
8
5
3
1
1
2
1
3
2
85
1
1
1
1
1
3
8
8
7
11
3
5
46
UPDATED
Enstrom 480 light helicopter (Allison 250-C20W turboshaft) (Jane's/Mike Keep)
19
4
6
16
10
12
17
25
27
17
9
6
16
11
12
12
14
8
1,003
Enstrom 480 five-seat light turbine helicopter

(2000)
Optional streamlined instrument panel for the Model 480. Significantly reduces area without cutting
number of instruments. Provides additional leg room
Enstrom 480 going through its paces at Redhill (H M Steele)

(2000)
The Enhanced Enstrom 480B has replaced earlier model in production (Enstrom)
(2002)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, UNITED KINGDOM
EH Industries EH101
Royal Navy designations: Merlin HM. Mks 1 and 2
RAF designation: Merlin HC. Mk 3
Type
Three-engined heavy multirole helicopter.
Programme
Stems from Westland WG 34, selected by UK MoD as Sea King replacement late summer 1978; broadly
similar requirement by Italian Navy led to 1980 joint venture with Agusta; subsequent market research
confirmed compatibility of basic EH101 design with commercial payload/range and tactical
transport/logistics requirements, resulting in decision to develop naval, civil and military variants based
on common airframe.
Nine-month project definition phase approved by UK/Italian governments 12 June 1981; full
programme go-ahead announced 25 January 1984; design and development contract signed 7 March
1984; selected by Canadian government August 1987; Italian-built iron bird ground test airframe
followed by nine preproduction aircraft (PP1-9: see Current Versions); RTM 322 engines selected for RN
Merlin June 1990; T700-GE-T6A engines selected for Italian Navy version September 1990; 4th
UK/Italian government MoU signed 30 September 1991 (starting industrialisation phase); UK MoD
commitment to 44 Merlins 9 October 1991; Canadian order for 50 (35 CH-148 and 15 CH-149)
announced 24 July 1992; UK and Italian civil certification of Srs 300 and 500 planned for late 1993, but
eventually achieved on 24 November 1994; US FAA approval gained on following day.
Flight testing halted following January 1993 loss of PP2; resumed 24 June 1993. First flight with RTM
322 engines, 6 July 1993. Canadian requirement cut to 43 by deletion of seven CH-148s in August 1993
as cost-saving measure, but incoming government cancelled entire programme on 4 November 1993,
despite award of substantial offsets to Canadian firms. UK government confirmed EH101 as next RAF
tactical transport helicopter on 1 December 1993; formal announcement of order for 22 made 9 March
1995; Italian order confirmed October 1995 for 16, plus eight options. First production aircraft for Royal
Navy (ZH821) flown 6 December 1995 without mission avionics; first fully mission-equipped EH101
Merlin (RN02) flew January 1997; RAF HC. Mk 3 production aircraft maiden flight 24 December 1998.
First Royal Navy Merlin Mk 1 entered service with the Intensive Flying Trials Unit (700M) at RNAS
Culdrose 1 December 1998; first RAF Merlin Mk 3 due to enter service April 2000. Tokyo Metropolitan
Police took delivery of civil utility version 25 March 1999.
Current versions
(general): Srs 100/Naval: Primary roles ASW, ASV, anti-ship surveillance/tracking, amphibious
operations and SAR; other roles may include AEW, vertrep and ECM (deception, jamming and missile
seduction); designed for fully autonomous all-weather operation from land bases, large and small vessels
(including merchant ships) and oil rigs and specifically from a 3,500 tonne frigate, with dimensions
tailored to frigate hangar size. Capabilities include frigate launch and recovery in conditions up to Sea
State 6 with ship on any heading and windspeed (from any direction) up to 50 kt (93 km/h; 57 mph);
endurance and carrying capacity needed to meet expanding maritime tactical requirements of 21st
century, including ability to operate distantly for up to 5 hours with state-of-the-art equipment and
weapons. See under Italian Navy and Merlin headings below.
Srs 200 Utility: Naval utility version without rear loading ramp.
Srs 300 Heliliner: Commercial passenger version.
Srs 400 Utility: Army utility version with rear loading ramp.
Srs 500 Utility: Civil utility transport with rear loading ramp.
Current versions
(specific): PP1: Westland-built first preproduction aircraft; first flight (ZF641) 9 October 1987;
completed official test centre review 1991; over 375 hours flown by September 1992, at which time being
refitted with T700-GE-T6A engines and 3,878 kW (5,200 shp) main gearbox. Retired after 700 flying
hours.
PP2: Agusta-built second preproduction aircraft; first flight 26 November 1987; deck trials aboard
Italian Navy Grecale and Maestrale July 1990. Lost in crash in Italy, 21 January 1993, during noise
measurement trials.
PP3: Westland-built; first flight (G-EHIL) 30 September 1988; first civil-configured aircraft; has
conducted rotor vibration trials and flights with `soft link' engine mounting struts; icing trials at CFB
Shearwater, Canada for five months from November 1993 (total 23 sorties); continuing programme also
includes optimisation of ACSR and weapon and development trials. Serialled ZH647 for weapons
carriage in 1993. Involved in development of modified tail rotor; two months cold weather trials at
Kiruna, Sweden, winter 1997.
PP4: Westland-built; first flight (ZF644) 15 June 1989; general naval variant; overwater navigation
equipment trials and AFCS development; flown with RTM 322 engines 6 July 1993, initiating two-year
programme of ground running and 160 flight hours. Aircraft lost on 7 April 1995 after 463 hours in 385
sorties.
PP5: Westland-built; dedicated Merlin development aircraft; first flight (ZF649) 24 October 1989;
Type 23 frigate interface trials in HMS Norfolk (including decklock, recovery handling, weapons
handling, tail and blade folding) August 1991; sea-going trials in HMS Iron Duke (including overwater
sonobuoy release) completed December 1992. Second RTM 322 testbed. Full Merlin avionics from 1997
for operational trials of datalink, sonar, digital map, colour displays and GPS; also ship-to-helicopter
operations limits trials. Successful 34-hour torpedo drop trials and proving trials for new GEC Ferranti
Blue Kestrel radar completed summer 1997; Royal Navy trials, Bahamas 1999; total flying hours for PP5
reached 500 hours.
PP6: Agusta-built; dedicated Italian Navy development aircraft; first flight (I-RAIA) 26 April 1989;
sea-going trials in Giuseppe Garibaldi and Andrea Doria completed mid-October 1991; rotor downwash
trials on behalf of Canadian Forces to assess acceptability for SAR role. AFCS development in Italy with
successful completion of transition development and sonar cable automatic hold. Re-serialled MMX605.
PP7: Agusta-built; military utility development aircraft with rear-loading ramp; first flight 18
December 1989; low-speed handling trials and tail rotor performance assessment 1992; fitted with ACSR
1992. Registered I-HIOI in November 1993. Severely damaged in attempted run-on landing after tail
rotor pitch control failure on 20 August 1996; 450 hours flight time. Flew again after repairs 21 January
1999; re-serialled ZK101 for cold weather trials in Canada.
PP8: Westland-built; civil passenger variant; first flight (G-OIOI) 24 April 1990; evaluations of ADF
and DME, area nav, electronic instrumentation, civil AFCS and communications equipment; fitted with
ACSR. Allocated ZJ116 for military trials, 1995. Engaged in Intensive Operational Flying Programme
(IOFP) based at Brindisi, southern Italy; to Aberdeen 14 September 1998; total flying hours 500 hours.
PP9: Agusta-built; civil cargo variant; final development aircraft (second with rear ramp); first flight
(I-LIOI) 16 January 1991; extensive flight controls survey involving both ground and in-flight trials.
Hot-and-high (civil) trials at Mesa, USA, 1995. Engaged in IOFP trials in Brindisi; to Aberdeen 14
September 1998; 350 flying hours completed.
Civil Utility/Mk 510: For commercial operators requiring rear-loading facility. CIVO1 made its first
flight 17 June 1997 and is being used to achieve certification to British, Italian and US airworthiness
requirements. The first production Mk 510 (I-AGWH) flew in September 1997 and was delivered to
Japan on 25 March 1999, where it is in service with the Tokyo Metropolitan Police Agency named Ozora
Ichigo (Number One in the Big Sky). It is fitted with abseiling kit, underslung load, search light, rescue
hoist and stretchers.
Heliliner: Commercial variant; main certification programme being flown by PP3, with PP8 as
demonstrator; intended to offer 360 n mile (666 km; 414 mile) range, with full IFR reserves, carrying 30
passengers and baggage; flight crew of two, provision for cabin attendant, stand-up headroom, airline
style seating, overhead baggage stowage, full environmental control, passenger entertainment and
provision for toilet and galley. Category A VTO performance, capable of offshore/oil rig operations or
scheduled flights into city centres at high all-up weights under more rigorous future civil operating rules;
rear-loading ramp optional. Executive version also proposed.
Italian Navy ASW/ASVW/Mk 110: Development aircraft PP4 (basic) and PP6; will operate from both
shore bases and aircraft/helicopter carriers.
Italian Navy AEW/Mk 112: Requirement revealed in 1994 for AEW helicopter; system unspecified.
Four ordered in 1995. Also known as ASVW/E (Anti-Submarine and Vessel Warfare, Enhanced). Eliradar
HEW-784 air and surface surveillance radar; radome almost doubled in size (from 1.80 m; 5 ft 10 in) to
accommodate 3.00 m (9 ft 10 in) antenna, but other avionics similar to Italian Navy Srs 100s.
Italian Navy Utility/Mk 410: Based on rear-ramp Srs 400, but with Officine Galileo GaliFlir FLIR,
cargo hook, basic avionics and Elettronica ESM/ECM and self-defence suite similar to Italian ASW
version.
Merlin HM. Mk 1: (Manufacturer's designation Mk 111) Royal Navy ASW version, for which PP4
(basic) and PP5 are development aircraft; Lockheed Martin ASIC prime contractor for systems
integration; will operate from Type 23 frigates, Ìnvincible' class carriers, RFAs and other ships, and land
bases. Initial production aircraft, RN01/ZH821, first flew 6 December 1995; second, RN02/ZH822, first
with mission avionics, flew 14 January 1997. Of first seven production Merlins, RN01 and RN02
assigned to operational performance acceptance trials in Bahamas, 1998-99 and to assistance in sea trials;
RN03 to DT&EO, Boscombe Down, for service release trials; Naval Air Squadron 700M based at RNAS
Culdrose, commissioned on 1 December 1998, forms Intensive Flight Trial Units (IFTU), will fly
RN05-RN08 over 2,000 hours, or 18 months, whichever is the sooner, to demonstrate reliability and
maintainability.
Merlin HM. Mk 2: Upgrade study, 1993, with improved sensors and processing equipment, plus
uprated transmission for later versions of RTM 322. For retrofit, in addition to follow-on purchase.
Further upgrade considered for 2005 to provide it with an Air-to-Surface Missile (ASM) and an
additional role in Anti-Surface Warfare (ASW).
Military Utility: Tactical or logistic transport variant (represented by PP7) with rear-loading ramp; able
to airlift 6 tons or up to 30 combat-equipped troops. Tail- and rotor-folding utility version under
consideration, with role options including mine countermeasures, towing EDO Mk 106 sled. This version
will probably form the basis of bid to meet the RN Future Amphibious Support Helicopter (FASH)
requirement to replace Sea King HC.Mk 4.
Merlin HC. Mk 3: (Manufacturer's designation Mk 411) Bid for RAF contract entered May 1994;
revised cockpit layout for low-level operations; provision for pintle-mounted machine guns in side doors.
Order for 22 announced 9 March 1995. Provision for rapid installation of chin-mounted FLIR turret and
(non-telescopic) refuelling probe beneath the nose, offset to starboard. Other features include integrated
defensive aids system, NVG compatibility, crash-resistant seats for all occupants (two pilots; loadmaster;
optional fourth crewman; and 24 troops), active noise-reduction headsets for all passengers, non-folding
main rotor blades and tailboom, improved navigation suite (compared with RN version), variable-speed
cargo winch, SAR hoist to starboard and cargo hook for external loads (installation in floor resulting in
slightly reduced fuel capacity). Nine delivered to No 28 Squadron based at RAF Benson, Oxfordshire, by
end of 2000. No 28 Squadron will receive a total of 12, with six allocated to Aldergrove, and four in-use
reserves will be used in support of 16 Air Assault Brigade. Deliveries of all 22 to be completed by
October 2001.
AW320 Cormorant: Adaptation of civil EH101 offered to Canada in early 1995 for naval and SAR
missions and selected late 1997; deck landing capability; reduced cost achieved by reliance on mainly
commercial avionics. GEC-Marconi Cormorant dipping sonar forms part of Computing Devices Canada
HAPS (Helicopter Acoustic Processing System), also including UYS 503 processor and Idal
Technologies winch. Accommodation for up to four crew and 28 seated survivors or 16 stretchers. Total
of 15 ordered to replace CH-113 Labradors in a C$765.3 million (US$484.8 million) deal. First delivery
to 19 wing, Canadian Forces Base Comox, British Columbia, 8 October 2001.
Cormorant MHP: Tentative designation for sub-variant, offered by Team Cormorant, to meet
remaining Canadian requirement to replace its Sea Kings. Boeing joined mid-1999 to supply and
integrate maritime patrol mission systems.
Compound EH101: Research into advanced compound helicopter design which uses a
fuselage-mounted wing to provide additional lift and control, could be retrofitted to the military utility
EH101. The design would allow speeds of up to 250 kt (460 km/h; 285 mph). A modified EH101 (or
Lynx) could be used as a demonstrator, if development work continues.
A compound lift Merlin could be adapted to meet the UK's new carrier-borne Future Organic Airborne
Early Warning (FOAEW) requirement for service entry in 2012.
Customers
Contracts signed for total of 98 by June 1999 (see table). First civil contract placed by Okura & Co in
Japan, November 1996.
EH101 ORDERS
Country Service No Date
Italy
UK
Navy
Navy
Version
8 Oct 95 110
4 Oct 95 AEW/112
Navy
Navy
4 Oct 95 410
44 Oct 91 111/HM. Mk 1
RAF
22 Mar 95 411/HC. Mk 3
Canada CF-AC 15 Mar 98 100

Japan
Civil
1 Nov 96 510
Total
98
Costs
Royal Navy 1.5 billion (1991) for 44 Merlin; RAF 500 million for 22 `Merlins'; Canada C$4.4 billion
(1992) for 50 CH-148/149, to be reduced to between C$2.0 billion and C$2.5 billion for projected
AW320 version. Production investment phase (design, tooling, maturity and product support) valued at
200 million (1993). First Italian batch (16) valued at Lit1,250 billion (US$775 million) 1995, of which
Westland's share is 150 million.
Design features
Three-engine power margin, fail-safe/ damage-tolerant airframe and rotating components, high system
redundancy, onboard monitoring of engines/transmission/avionics/utility systems; airframe/power
plant/rotor and transmission systems/flight controls/utility systems common to all variants; five-blade
main rotor with multiple load path hub and elastomeric bearings; blades of advanced aerofoil section with
BERP-derived high-speed tips; four-blade teetering tail rotor; transmission has minimum 30 minutes (60
minutes demonstrated) run-dry capacity; fuselage in four main modules (front and centre ones common to
all variants, modified rear fuselage and slimmer tailboom on military utility variant to accommodate
rear-loading ramp); automatic power folding of main rotor blades and tail rotor pylon on naval variant,
with emergency manual back-up (tail section folds forward/downward, stowing starboard half of tailplane
beneath rear fuselage). Folding version of utility (rear ramp) EH101 has been designed. New active
vibration cancelling system Active Control of Structural Response (ACSR) reduces vibration by 80 per
cent at blade passing frequency.
Airframe overhaul interval 1,000 hours on service-entry; eventual target 3,000 hours. Intended service
life of 40,000 hours.
Flying controls
Dual-redundant digital AFCS.
Structure
Rotor head of composites surrounding a metal core; composite blades; fuselage mainly aluminium alloy,
with bonded honeycomb main panels; composites for such complex shapes as forward fuselage, upper
cowling panels, tailfin, tailplane and windscreen. Engine air intakes of Kevlar reinforced with aero-web
honeycomb. Tail unit of carbon epoxy and Kevlar epoxy skinned sandwich panels over central skeleton
of metal- or foam-cored composites ribs and longerons; Kevlar-Nomex-Kevlar sandwich for leading-edge
of tailfin. Single-sourced series production, with final assembly lines in Italy and UK.
Landing gear
Hydraulically retractable tricycle type, with single mainwheels and steerable twin-wheel nose unit,
designed and manufactured by AP Precision Hydraulics in association with Officine Meccaniche
Aeronautiche. Main units retract into fairings on sides of fuselage. Goodrich wheels, tyres and brakes:
main units have size 8.50-10 wheels with 24 7.7 tyres, unladen pressure 6.96 bars (101 lb/sq in);
nosewheels have size 19.5 6.75 tyres, unladen pressure 8.83 bars (128 lb/sq in). Twin-mainwheel gear
optional for all variants. FPT Industries emergency flotation bags.
Power plant
Three Rolls-Royce Turbomeca RTM 322 turboshafts in Royal Navy Merlin (maximum contingency and
intermediate contingency ratings 1,724 kW; 2,312 shp and 1,566 kW; 2,100 shp respectively); General
Electric T700-GE-T6A turboshafts in Italian naval variant, rated at 1,278 kW (1,714 shp) maximum
contingency, 1,254 kW (1,682 shp) intermediate and 1,071 kW (1,437 shp) maximum continuous at S/L,
ISA. Engines for Italian naval variant will be assembled by Alfa Romeo Avio and Fiat. Commercial and
utility variants powered by three General Electric CT7-6 turboshafts (CT7-6A in PP3) with ratings of
1,432 kW (1,920 shp) maximum and intermediate contingency, 1,230 kW (1,649 shp) maximum
continuous.
Transmission rating in commercial variant 3,878 kW (5,200 shp) maximum T-O and maximum
continuous, 2,863 kW (3,840 shp) maximum continuous with OEI.
Standard fuel in three tanks, each of 1,074 litres (276 US gallons; 230 Imp gallons) capacity; total
3,222 litres (851 US gallons; 709 Imp gallons). Each tank feeds separate engine, except on selection of
emergency cross-feed; self-sealing optional. Additional fourth or fifth tanks (all same size) optional;
maximum fuel capacity 5,370 litres (1,417 US gallons; 1,181 Imp gallons). Computerised fuel
management system. Pressure refuelling point on starboard side; maximum transfer rate 682 litres (180
US gallons; 150 Imp gallons)/min; individual gravity refuelling positions on port side. Provision for
detachable refuelling probes on RAF Merlins.
Accommodation
One or two pilots on flight deck (naval version will be capable of single-pilot operation, if required;
commercial variant will be certificated for two-pilot operation). ASW version will normally also carry
observer and acoustic systems operator. Martin-Baker crew seats in naval version, able to withstand 10.7
m (35 ft)/s impact. Socea or Ipeco crew seats in commercial variant. Commercial version able to
accommodate 30 passengers four-abreast at approximate seat pitch of 76 cm (30 in), plus cabin attendant,
with toilet, galley and baggage facilities (including overhead bins). Offshore variant offers `Club 4'
grouped seating to facilitate rapid egress through windows in event of ditching. Military variant can
accommodate up to 30 (seated) or 45 (non-seated) combat-equipped troops, 16 stretchers plus a medical
team, palleted internal loads, or can carry externally slung loads of up to 5,443 kg (12,000 lb).
Main passenger door/emergency exit at front on port side with additional emergency exits on starboard
side and on each side of cabin at rear, above main landing gear sponson. Large sliding door at mid-cabin
position on starboard side, with inset emergency exit. Commercial variant has baggage bay aft of cabin,
with external access via door on port side. Cargo loading ramp/door at rear of cabin on military and utility
versions. Cabin floor loading 976 kg/m2 (200 lb/sq ft) on PP1.
Systems
Hamilton Standard/Microtecnica environmental control system. Dual-redundant integrated hydraulic
system, pressurised by three Vickers pumps each supplying fluid at 207 bars (3,000 lb/sq in) nominal
working pressure, with flow rates of 55, 59 and 60 litres (14.5, 15.6 and 15.9 US gallons; 12.1, 13.0 and
13.2 Imp gallons)/min respectively. Hydraulic system reservoirs are of the piston load pressurised type,
with a nominal pressure of 0.97 bar (14 lb/sq in).
Primary electrical system is 115/200 V three-phase AC, powered by two Lucas brushless,
oilspray-cooled 45 kVA generators (90 kVA if Lucas Spraymat blade ice protection system fitted), with
one driven by main gearbox and the other by accessory gearbox, plus a third, separately driven standby
alternator. APU for main engine air-starting and to provide electrical power, plus air for ECS, without
running main engines or using external power supplies. Lucas Spraymat electric de-icing of main/tail
blades standard on naval variant, optional on others; Dunlop electric anti-icing of engine air intakes. Fire
detection and suppression systems by Graviner and Walter Kidde respectively.
Avionics
(military): Integrated systems based on two MIL-STD-1553B multiplex databusses that link basic aircraft
management, avionics and mission systems.
Comms: ASW version has Elmer HF (two) and Marconi UHF (one) and AD 3400 V/UHF (two) com
radios. Italtel IFF for Italian Navy. Racal RA 800 light secure communications control system for RAF
Merlins.
Radar: ASW version fitted with 360 search radar (Marconi Blue Kestrel in UK's Merlin; Eliradar
MM/APC-784 in Italian helicopters). AEW version has Eliradar HEW-784 coherent pulse Doppler, 360
scan radar. Italian Navy utility helicopters have second-hand Officine Galileo MM/APS-705B search and
weather radar which can be removed for certain missions if required.
Flight: Smiths Industries OMI SEP 20 dual-redundant digital AFCS is standard, providing
fail-operational autostabilisation and four-axis autopilot modes (auto hover, auto transitions to/from hover
standard on naval variants, optional on commercial and military variants). AFCS sensors on naval variant
include British Aerospace LINS 300 ring laser gyro Inertial Reference Unit (IRU) and Litton Italia
LISA-4000 strapdown AHRS; IRU also provides self-contained navigation, with Racal Doppler 91E
velocity sensor (Elmer system for Italy); Cossor Electronics GPS receiver selected for Royal Navy
variant, Elmer GPS for Italian Navy aircraft. Other avionics on naval variants include Thomson-CSF
AHV 16 radar altimeters (two), Marconi low-airspeed sensing and air data system and Alenia/Marconi
aircraft management computer.
Instrumentation: Litton EFIS with six Smiths Industries multifunction screens.
Mission: On naval variant, main processing element of management system is a dual-redundant aircraft
management computer which carries out navigation, control and display management, performance
computation and health and usage monitoring of principal systems (engines, drive systems, avionics and
utilities); it also controls basic bus. Alenia/Racal cabin mission display unit. Surveillance radar (see
above), plus dipping sonar (GEC-Thomson/Sintra folding lightweight acoustic system for helicopters,
FLASH, in Merlin), advanced sonobuoy processing equipment and Racal Orange Reaper ESM. Alenia
SL/ALR-735 ESM for Italy. GEC-Marconi AQS-950 acoustic processing system, Normalair-Garrett
mission recorder and sonobuoy/flare dispenser and Chelton sonobuoy homers, in Merlin. AlliedSignal
HELRAS Mod 2 dipping sonar and Alenia AYK-204 processors (four) in Italian version. ASST
(Anti-Ship Surveillance and Tracking) version will carry equipment for tactical surveillance and
Over-The-Horizon (OTH) targeting, to locate and relay to a co-operating frigate the position of a target
vessel and for mid-course guidance of frigate's missiles. On missions involving patrol of an exclusive
economic zone it can also, with suitable radar, monitor every hour all surface contacts within an area of
77,700 km2 (30,000 sq miles); can patrol an EEZ 400 200 n miles (740 370 km; 460 230 miles)
twice in one sortie; and can effect boarding and inspection of surface vessels during fishing protection
and anti-smuggling missions. FLIR specified for all Italian Navy versions; Marconi MST-S FLIR turret,
including magnifying mode, can be installed rapidly in RAF Merlins.
Avionics
(civil): Integrated avionics system of commercial variant based on ARINC 429 data transfer bus.
Comms: Racal intercom system; Collins or Bendix/King communications system.
Radar: Honeywell or Bendix/King weather radar.
Flight: Canadian Marconi CMA-900 flight management system for fuel flow, fuel quantity and
specific range computations; tuning of nav/com radios; interfaces with electronic instrument systems;
two-dimensional multisensor navigation; and built-in navigational database with update service. AFCS
sensors on commercial variant include two Litton Italia LISA-4000 strapdown AHRS. Standard avionics
include Penny and Giles air data system.
Instrumentation: Smiths Industries/OMI Electronic Instrument System (EIS) providing colour flight
instrument, navigation and power systems displays. CMA-900 includes colour CRT display with graphics
and alphanumeric capability.
Equipment
ASW variants will have two sonobuoy dispensers, external rescue hoist and Fairey Hydraulics (Merlin)
decklock. BAJ Ltd four-float emergency flotation gear.
Armament
(naval and military utility versions): Naval version able to carry up to four homing torpedoes (probably
Marconi Sting Ray on Merlin; Mk 46 or Eurotorp MU90 on Italian version) or other weapons. ASV
version designed to carry two air-to-surface missiles (Marte Mk 2 for Italian Navy) and other weapons,
for use as appropriate, from strikes against major units using sea-skimming anti-ship missiles to small
arms deterrence of smugglers. Armament optional on military utility versions; options include chin turret
for 12.7 mm machine gun and stub-wings for rocket pods.
Main rotor diameter
18.59 m (61 ft 0 in)
Tail rotor diameter
4.01 m (13 ft 2 in)
Length: overall, both rotors turning

main rotor and tail pylon folded (naval
variant)
Width:
excl main rotor
variant)
Height: overall, both rotors turning
variant)
Wheel track
Wheelbase
22.81 m (74 ft 10 in)

15.75 m (51 ft 8 in)
4.52 m (14 ft 10 in)

5.49 m (18 ft 0 in)
6.65 m (21 ft 10 in)
5.21 m (17 ft 1 in)
4.55 m (14 ft 11 in)
6.98 m (22 ft 11 in)
Passenger door (fwd, port):

Height
Width
1.70 m (5 ft 7 in)
0.91 m (3 ft 0 in)
Sliding cargo door (mid-cabin, stbd):

Height
Width
Baggage compartment door (rear, port,
Heliliner):
1.55 m (5 ft 1 in)
1.83 m (6 ft 0 in)
Height
1.38 m (4 ft 6 in)
Width
0.55 m (1 ft 10 in)
Rear-loading ramp/door (rear,

military/utility variant):
Height
Width
1.95 m (6 ft 4 in)
2.26 m (7 ft 5 in)
Main rotor ground clearance (turning)
4.70 m (15 ft 5 in)
Cabin:
Length:
naval variant
commercial/utility variant
7.09 m (23 ft 3 in)

6.50 m (21 ft 4 in)
Max width
2.49 m (8 ft 2 in)
Width at floor
2.26 m (7 ft 5 in)
Max height
Volume:
1.83 m (6 ft 0 in)
naval variant
Heliliner
Baggage compartment volume (civil)
29.0 m3 (1,024 cu ft)

27.5 m3 (970 cu ft)
3.82 m3 (135 cu ft)
Areas
Main rotor disc
Tail rotor disc
271.51 m2 (2,922.5 sq ft)

12.65 m2 (136.2 sq ft)

(A: naval variant, B: Heliliner, C: military/utility variant)
Operating weight empty (estimated):
A
B (IFR, offshore equipped)
C
Merlin HC. Mk 3
10,500 kg (23,149 lb)

9,300 kg (20,503 lb)
9,350 kg (20,613 lb)
10,250 kg (22,597 lb)
Max fuel weight (four internal tanks,

total):
A (JP-1)
B, C (JP-4)
Merlin HC. Mk 3
Max fuel weight (five internal tanks,
total):
B, C (JP-4)
Disposable load/payload:
3,406 kg (7,509 lb)

3,360 kg (7,408 lb)
3,200 kg (7,055 lb)
4,200 kg (9,259 lb)
A (four torpedoes)
B (30 passengers plus baggage)
960 kg (2,116 lb)

2,850 kg (6,283 lb)
C (24 combat-equipped troops)

Max T-O weight:
3,120 kg (6,878 lb)
A, B, C
14,600 kg (32,188 lb)
Max disc loading:

A, B, C
53.8 kg/m2 (11.01 lb/sq ft)

3.51 kg/kW (5.76 lb/shp)
Performance
Never-exceed speed (VNE) at S/L, ISA
Average cruising speed
150 kt (278 km/h; 173 mph)
Best range cruising speed
140 kt (259 km/h; 161 mph)
Best endurance speed

Service ceiling
90 kt (167 km/h; 104 mph)

4,575 m (15,000 ft)
Range (B):
four tanks, offshore IFR equipped, with
reserves
five tanks, offshore IFR equipped, with
reserves
Ferry range:
C (four tanks plus internal auxiliary
tank)
Endurance
610 n miles (1,129 km; 702 miles)

750 n miles (1,389 km; 863 miles)
1,130 n miles (2,093 km; 1,300 miles)

5h
g limit
+3
UPDATED
Cockpit of civil preproduction variant (PP8) showing seven flat panel displays and
central console
(1998)
EH101 typical ASW layout (Jane's/Mike Keep) 1: up to four homing torpedoes, 2:

sensor processing, 3: retractable rescue hoist, 4: sonobuoy dispensers, 5: 360
radar, 6: mission console, 7: active dipping sonar, 8: light stores carriers
Three-view of the naval EH101, with additional side view (bottom) of the Heliliner
(Jane's/Mike Keep)
Utility version of the EH101, showing modified rear fuselage with rear-loading
ramp/door (Jane's/Mike Keep)
EH101 possible interior VIP configuration
EH101 ASW version for the Italian Navy
The first production EH 101 Merlin HC.Mk 3 on its maiden flight on 24 December
1998
(1999)
First production EH101 Merlin for the Royal Navy
Civil utility EH101 flown by the Tokyo Metropolitan Police

(1999)
The Search-and-Rescue (SAR) variant of the civil utility model has been selected by
Canada and is under consideration by Portugal
(1998)
Artist's impression of compound lift Merlin

(1999)
Three Merlin HM Mk 1 helicopters successfully completed a series of

Anti-Submarine Warfare (ASW) trials in 2000, at the Atlantic Undersea Test and
Evaluation Centre (AUTEC), on Andros Island in the Bahamas (GKN Westland)
(2001)
AW320 SAR configuration

(2002)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, RUSSIAN FEDERATION
Mil Mi-17 (Mi-8M) and Mi-19, Mi-171 and Mi-172

NATO reporting name: Hip-H
Type
Programme
Prototype, initially known as Mi-18, completed 1975 with basic Mi-8 airframe and power plant and dynamics of Mi-14. Entered
service with former Soviet forces in 1977 as Mi-8MT. First displayed at 1981 Paris Air Show; successor to Mi-8 for civil use and
export; exports began (to Cuba) 1983. Mi-17M/V and Mi-172 production continues at Kazan and Mi-171 at Ulan-Ude plants,
from where they are marketed.
Versions
Mi-17 (`Hip-H'): Mid-life update of Mi-8 with more powerful turboshafts, giving overall performance improvement, particularly
hover ceiling. All versions in RFAS military service retain Mi-8 designation. Detailed description refers to basic Mi-17, except
where indicated.
Mi-17KF: Described under Kazan in this section.
Mi-17LL: (laboratoriya: laboratory) Flying testbed.
Mi-17MD: Described under Kazan in this section.
Mi-17P (Mi-8 MTPB) (`Hip-K derivative'): ECM communications jammer; two observed in Hungarian service in 1990; antenna
array much more advanced than that of Mi-8 (`Hip-K'); large 32-element array, resembling vertically segmented panel, aft of main
landing gear each side; four-element array to rear on tailboom each side; large radome each side of cabin, below jet nozzle;
triangular container in place of rear cabin window each side; six heat exchangers under front fuselage.
Mi-17PI: As Mi-17P but single D-band jamming system able to jam up to eight sources simultaneously over 30 sector.
Mi-17PG: As Mi-17P but with H/I-band system for jamming pulse/CW and CW interrupted equipment.
Mi-17-1V: Export version of Mi-8MTV (`Hip-H') (Visotnyi: high altitude); TV3-117VM turboshafts for improved `hot and
high' performance, built by Kazan Helicopter Plant; optional armament, nose radar, flotation gear and firefighting equipment.
Civil version designated Mi-8MTV-1, military Mi-8MTV-2; civil export version Mi-8MTV-GA (Grazhdanska Aviatsia).
Mi-17-5V: Current Kazan-built production model with port side door enlarged from 0.83 m (2 ft 8 in) to 1.25 m (4 ft 1 in);
new 0.83 m (2 ft 8 in) wide starboard sliding door; rear flat ramp with single hydraulic cylinder drive installed on helicopter
floor and capable of being lowered to horizontal position in flight, permitting disembarkment of up to 36 troops in 15 seconds.
Series production started in 1999. Military equivalent designated Mi-8MTV-5.
Mi-171 (`Hip-H'): First displayed 1989 Paris Air Show; more powerful TV3-117VM turboshafts, each 1,545 kW (2,070 shp);
improved rates of climb and hover ceilings; other weights and performance generally unchanged. Export version of Mi-8AMT.
Mi-171AG: Proposed long-range version with TV3-117SB3 turboshaft engines and improved main rotor blades; range up to
810 nm (1,500 km; 932 miles).
Mi-171Sh: Export version of Mi-8AMT built at Ulan-Ude.
Mi-17-1VA: Version produced for Ministry of Health of former Soviet Union as flying hospital equipped to highest practicable
standards for relatively small helicopter; interior, with equipment developed in Hungary, had provision for three stretchers,
operating table, extensive surgical and medical equipment, accommodation for doctor/surgeon and three nursing attendants.
Mi-172 (Mi-8MTV-3): As Mi-17M/17V, also from Kazan, but with equipment changes and planned for certification to FAR Pt
29 standards; TV3-117VM Srs 2 engines, giving maximum cruising speed of 118 kt (218 km/h; 135 mph) and service ceiling of
6,000 m (19,685 ft); air conditioning and heating systems, main and tail rotor blade de-icing, canopy demisting and heating of
engine air intakes standard; options include flotation gear, Doppler, weather radar, DME, GPS, VOR, ILS, transponder and VIP
interiors for seven, nine and 11 passengers. Standard seating for up to 26 passengers. First exhibited at 1994 Singapore Air Show.
Seven ordered by Mesco, India, Spring 1995.
Mi-17Z-II: Converted from `Hip-H' in former Czechoslovakia for electronic warfare role; first seen in Czech Air Force service
at Dobrany-Line airbase, near Plzen, 1991; each of two examples had a tandem pair of large cylindrical containers mounted each
side of cabin; assumed that containers made of dielectric material and contain receivers to locate and analyse hostile electronic
emissions; each of two operators' stations in main cabin has large screens, computer-type keyboards and oscilloscope; several
blade antennae project from tailboom.
Mi-19: Generally similar to Mi-9; command relay platform variant of Mi-8MT (Mi-17).
Mi-8AMTSh: Counterpart of Mi-8MTV series built at Ulan-Ude; combat and troop-carrying version with thimble radome on
nose and chin-mounted electro-optics pod. Armament includes Igla-V AAM or Shturm-V ASM missile systems, B8V20 rocket
pods and GSh-23 gun.
Mi-8AMT: Designation for unarmed version of Mi-8MT used by RFAS, but also applied to some civil (perhaps ex-military)
examples.
Mi-8MT (`Hip-H'): Designation of standard Mi-17s in RFAS military service. Twin or triple stores racks, but normal armament
is 40 80 mm S-8 rockets in two BV-8-20A packs. Afghan experience led to adoption of nose armour, IR jammer, IR suppressors
and provision for door-mounted PKT machine gun (rear starboard) and AGS-17 Plamya grenade launcher or NSV 12.7 mm Utyos
heavy machine gun (forward port cabin door).
Mi-8MT EW variants: More than 30 EW versions of the Mi-8MT serve with RFAS armed forces, under the designations
Mi-8MTSh (Shakhta: mine), Mi-8MTPSh, Mi-8MTU, Mi-8MTA, Mi-8MTP, Mi-8MTPB (Bizon: bison; see below), Mi-8MTR,
Mi-8MTI (Ikebana: ikebana; see below), Mi-8MTPI and Mi-8MTTs.
Mi-8MTPB (or Mi-17P, Mi-17PP) (`Hip-H EW'): ECM (radar and communications jammer) and comint helicopter, with three
jamming systems in D/F band range over 30 sector and other frequencies over 120. Operating time 4 hours. Antenna array more
advanced than that of Mi-8PPA (`Hip-K'); large 32-element array, resembling vertically segmented panel, aft of main landing gear
each side; four-element array to rear on tailboom each side; large radome each side of cabin, below jet nozzle; triangular container
in place of rear cabin window each side; six heat exchangers under front fuselage. (Mi-17P designation used also for civil export
versions.) Similar versions include Mi-8MTI (Mi-17 with small horizontal array on forward part of boom and larger box-like
radome on cabin side); Mi-8MTTs2 and Mi-8MTTs3 with non-rectangular (`teardrop') radome on cabin sides and less regularly
shaped arrays on sides of rear cabin.
Mi-8MTV (`Hip-H'): (V=visotnyi: high altitude); TV3-117VM turboshaft for improved `hot and high' operation. Civil version
built at Kazan is Mi-8MTV-1; Russian presidential aircraft with new Abvis navigation system is designated Mi-8MTV-1S;
missile-armed, radar-equipped military version with six-hardpoint stub-wing is Mi-8MTV-2; export equivalent is Mi-17-1V, with
optional armament, nose radar, flotation gear and firefighting equipment. Mi-8MTV-5 is military version with one-piece rear
loading ramp: Ulan-Ude equivalent to Kazan Mi-17MD (which see).
Long-range modification: AEFT (Auxiliary External Fuel Tanks) system by Aeroton adds a further 1,900 litres (502 US
gallons; 418 Imp gallons) in two internal tanks, plus 2,850 litres (753 US gallons; 626 Imp gallons) in six tanks on the stores
pylons of Mi-8MT, -AMT, -MTV-1, civil MTV and Mi-17 variants. Operational range with all eight auxiliary tanks is 701 n miles
(1,300 km; 807 miles); ferry range 998 n miles (1,850 km; 1,149 miles).
Customers
More than 810 exported by Aviaexport.

Design Features
Distinguished from basic Mi-8 by port-side tail rotor; shorter engine nacelles, with air intakes extending forward only to
mid-point of door on port side at front of cabin; small orifice each side forward of jetpipe; correct rotor speed maintained
automatically by system that also synchronises output of the two engines. For operation in `hot and high' conditions, Kazan
commercial versions can be supplied with TV3-117MT engines and tail rotor with wider-chord blades.
Power Plant
(basic Mi-17): Two 1,434 kW (1,923 shp) Klimov TV3-117MT turboshafts; should one engine stop, output of the other increases
automatically to contingency rating of 1,637 kW (2,195 shp), enabling flight to continue; APU for pneumatic engine starting;
deflectors on engine air intakes prevent ingestion of sand, dust and foreign objects. Fuel as Mi-8T.
Accommodation
Configuration and payloads generally as Mi-8 but six additional centreline seats optional. Military Mi-17-1V carries up to 30
troops or 20 wounded troops in ambulance configuration. Civilian Mi-17 promoted as essentially a cargo-carrying helicopter, with
secondary passenger transport role.
Systems
(Mi-17V/171): AI-9V APU for pneumatic engine starting; AC electrical supply from two 40 kW three-phase 115/220 V 400 Hz
GT40/P-48 V generators.
Avionics
(Mi-17V/171): Comms: Baklan-20 and Yadro-1G1 com radio.
Radar: Type 8A-813 weather radar.
Flight: Type A-723 long-range nav.
Instrumentation: ARK-15M radio compass, ARK-UD radio compass, DISS-32-90 Doppler; AGK-77 and AGR-74V automatic
horizons; BKK-18 attitude monitor; ZPU-24 course selector; A-037 radio altimeter.
Self-defence (optional): ASO-2 chaff/flare dispenser under tailboom and IR jammer (NATO `Hot Brick') at forward end of
tailboom.
Equipment
Options as for Mi-8, plus, on military versions, external cockpit armour; engine nozzle IR suppressors and a VMR-2 fit for
air-dropping.
Armament
Options as for Mi-8, plus 23 mm GSh-23 gun packs. AAMs and newer ASMs on Mi-8AMTSh.
As for Mi-8, except:
Height to top of main rotor head
Wheel track
Wheelbase
As for Mi-8.
Areas
12.66 m (41 ft 6 in)

25.35 m (83 ft 2 in)
18.42 m (60 ft 5{3/8} in)
4.76 m (15 ft 7 in)
4.51 m (14 ft 9 in)
4.28 m (14 ft 0 in)
As for Mi-8.
Mi-17
7,100 kg (15,653 lb)
Mi-17V/171
Mi-8AMTSh
7,055 kg (15,555 lb)

8,493 kg (18,724 lb)
Internal fuel: Mi-17V/171
2,027 kg (4,469 lb)
Internal fuel plus one auxiliary tank:

Mi-17V/171
2,737 kg (6,034 lb)
Internal fuel plus two auxiliary tanks:

Mi-17V/171
3,447 kg (7,600 lb)
Max payload:
internal: Mi-17, Mi-17V/171/172
Mi-8AMTSh
4,000 kg (8,820 lb)
external, on sling:
Mi-17, Mi-17V/172
3,000 kg (6,614 lb)
Mi-171, Mi-8AMTSh
4,000 kg (8,820 lb)
Normal T-O weight:

Mi-17, Mi-17V/171/172/Mi-8AMTSh
11,100 kg (24,470 lb)
Max T-O weight:

Mi-17, Mi-17V/171/Mi-8AMTSh
13,000 kg (28,660 lb)
Mi-172
11,878 kg (26,186 lb)
Max disc loading:

Mi-17, Mi-17V/171/172
36.5 kg/m2 (7.48 lb/sq ft)
Performance
Max level speed:
Mi-17, max AUW
135 kt (250 km/h; 155 mph)
Mi-17V/171, normal AUW

Mi-17V/171, max AUW
135 kt (250 km/h; 155 mph)

124 kt (230 km/h; 143 mph)
Max cruising speed:

Mi-17/172, max AUW
129 kt (240 km/h; 149 mph)
Mi-17V/171/Mi-8AMTSh, normal AUW

Mi-17V/171/Mi-8AMTSh, max AUW
124 kt (230 km/h; 143 mph)

113 kt (210 km/h; 130 mph)
Service ceiling:
Mi-17M, normal AUW
5,600 m (18,380 ft)
Mi-17M, max AUW
4,400 m (14,440 ft)
Mi-17-1V, normal AUW
6,000 m (19,680 ft)
Mi-17-1V, max AUW
4,800 m (15,740 ft)
Mi-171, normal AUW
5,700 m (18,700 ft)
Mi-171, max AUW
4,500 m (14,760 ft)
Mi-172, max AUW
5,650 m (18,535 ft)

Mi-17, max AUW
1,760 m (5,775 ft)
Mi-17M, normal AUW

Mi-17M, max AUW
3,900 m (12,795 ft)

1,500 m (4,920 ft)
Mi-17-1V/171, normal AUW

Mi-17-1V/171, max AUW
3,980 m (13,055 ft)

1,700 m (5,575 ft)
Mi-172, max AUW
3,300 m (10,825 ft)
Range with max standard fuel, 5% reserves:

Mi-17, normal AUW
Mi-17, max AUW
Mi-172, max AUW
Range at 500 m (1,640 ft), max AUW, 30 min reserves:

Mi-17V/171/Mi-8AMTSh, internal fuel
Mi-171, internal fuel plus one aux tank
Mi-171/Mi-8AMTSh, internal fuel plus two aux tanks
575 n miles (1,065 km; 661 miles)
Mi-17M, standard fuel plus two auxiliary tanks

Mi-17M, standard fuel plus four auxiliary tanks
545 n miles (1,010 km; 627 miles)

809 n miles (1,500 km; 932 miles)
UPDATED
Close-up of the Aeroton long-range modification

(1998)
Ulan-Ude built Mi-8AMTSh showing thimble radome on nose and chin-mounted electro-optics
(1998)
Czech Air Force Mil Mi-17 (`Hip-H') (Paul Jackson)
Mi-17VA in aerial ambulance configuration
Mi-17 military general purpose helicopter, with external stores carriers (Jane's/Dennis Punnett)
Helicusco's Mi-8AMT at the foot of Machu Picchu in Peru (Gnter Endres)

(2000)
Typical armament options for the Mi-171Sh

(2001)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, POLAND
PZL Swidnik W-3 Sokol (Falcon)

Type
Twin-turboshaft medium weight multi-purpose helicopter.
Programme
Developed in second half of 1970s; static/fatigue ground test airframe followed by five flying prototypes, first
of which (SP-PSA) made first flight 16 November 1979, and used in subsequent tiedown tests; remaining
prototypes embodied changes resulting from tests; manufacturer's flight trials resumed 6 May 1982 with
second prototype (SP-PSB); third, fourth and fifth prototypes all made first flights in 1984, on 24 July
(SP-PSC), 4 June (SP-PSD) and 26 November (SP-PSE) respectively; certification trials carried out in wide
range of operating conditions, including heavy icing and extreme temperatures of -60C and +50C;
certification to Russian NLGW regulations received by early 1993. US FAA and German certification of
W-3A received on 31 May and 6 December 1993 respectively. One W-3AZ fitted in early 1998 with Sextant
Avionique AFDS 95-1 AFCS with view to obtain Polish and US IFR certification in 1999.
Versions
W-3: Initial production version.
W-3 Erk: Medical version. One only built 1988.
W-3L Traszka: Stretched version for 14 troops. Development abandoned.
W-3P: VIP configuration. One only built.
W-3T: Training version. Nine built.
W-3U Salamandra: Armed version with undernose 23 mm GSh-23L gun, cabin-side weapon outriggers,
roof-mounted sight with TV and FLIR cameras; Mars-2 16-round rocket launchers and Grot anti-tank missiles
standard; ZR-8 submunition dispensers, Gad launchers each for two 9M32M Strela anti-aircraft missiles, laser
range-finder and helmet sight optional. Development halted due to problems with Russian equipment.
W-3WB: Armed prototype, similar to W-3W but with mainly South African Rooivalk-type weapons fit
including 20 mm Denel GA-1 undernose gun, roof-mounted weapon aiming system (thermal imaging camera
and laser designator), ZT-35 127 mm laser-guided anti-tank missiles, and Polish Mars-2 rocket launchers,
air-to-air missiles and bomblet dispensers. First flight August 1993. One only; armament deleted and reverted
to W-3, 1994.
Current Versions
W-3A Sokol: Improved version for Western certification; redesign started 1989; first flight 30 July 1992; FAA
type approval to FAR Pt 29 received 31 May 1993, German LBA certification 6 December 1993. Dual
hydraulic systems, new de-icing system, Western instrumentation. First delivery, to Saxony Police
Department, Germany, 20 December 1993. Marketed in the Americas and Pacific Rim by Piasecki Aircraft
Corporation, USA.
Detailed description refers to this model except where indicated.
W-3AM: As W-3A but equipped with six inflatable flotation bags.
W-3AZ: Sextant Avionique AFCS testbed.
W-3H Huzar: Development programme for proposed support helicopter, derived from W-3A.
W-3RM Anakonda: Offshore search and rescue version; watertight cabin, six inflatable flotation bags,
additional window in lower part of each flight deck door.
W-3W: Armed version (W for Wielozadaniowy: multipurpose) with starboard-mounted 23 mm GSz-23
twin-barrel gun; Mars-2 launchers for 16 57 mm S-5 or 80 mm S-8 unguided rockets, ZR-8 bomblet
dispensers, Platan minelaying packs, and six cabin window-mounted AK 47, 5.45 mm Tantal or PKM machine
guns.
W-3WA: Armed version of W-3A, armament as described under W-3W.
S-1RR: Electronic reconnaissance and ECM variant, being developed to meet Polish MoD requirement.
SW-5: Proposed upgrade with 746 kw (1,000 shp) FADEC-equipped Pratt & Whitney Canada PT6C-67B
turboshaft engines; all-composites rotors and several structural improvements. Modernised PZL-10 turboshafts
to be available as option.
Customers
Total production (excluding five prototypes) 125 at January 2001.
Cost
Basic VFR W-3A US$3.156 million.
Design Features
Four-blade fully articulated main rotor and three-blade tail rotor; main rotor has pendular Salomon-type
vibration absorber for smooth flight and low-vibration levels. Transmission driven via main, intermediate and
tail rotor gearboxes. Tailfin integral with tailboom; fixed incidence horizontal stabiliser, not interconnected
with main rotor control system.
Main rotor blades have NACA 23012M aerofoil section and optional manual folding. Rotor brake standard.
Rotor rpm 268.5 (main) and 1,342 (tail); main rotor blade tip speed 220.7 m/s (494 mph).
Flying Controls
Three hydraulic boosters for longitudinal, lateral and collective pitch control of main rotor; one booster for tail
rotor control. Constant-speed rpm control for continuous operation (manual rpm control also available).
Two-axis stability augmentation system with pitch and roll hold. Three- and four-axis AFCS available from
late 1994.
Structure
Semi-monocoque aluminium alloy fuselage, tailboom and vertical fin. Rotor blades (main and tail) and
single-spar horizontal stabiliser of laminated GFRP impregnated with epoxy resin; tail rotor driveshaft of
duralumin tube with splined couplings; duralumin fuselage; GFRP fin trailing-edge.
Landing Gear
Non-retractable tricycle type, plus tailskid beneath tailboom. Twin-wheel castoring and self-centring nose unit;
single wheel on each main unit. Oleo-pneumatic shock-absorber in each unit. Mainwheel Stomil Poznn tyres
size 700 250 mm; nosewheel tyres size 400 140 mm; tyre pressures 4.9 and 4.4 bars (71 and 64 lb/sq in)
respectively. Pneumatic disc brakes on mainwheels. Metal ski landing gear optional. Six inflatable flotation
bags on W-3AM.
Power Plant
Two WSK-PZL Rzeszw PZL-10W turbo-shafts, each with rating of 671 kW (900 shp) for T-O and
emergency ratings of 746 kW (1,000 shp) and 858 kW (1,150 shp) for 30 and 21/2 minutes OEI respectively.
Particle separators on engine intakes, and inlet de-icing, standard. Power plant equipped with advanced
electronic fuel control system for maintaining rotor speed at pilot-selected value amounting to 5 per cent of
normal rpm, and also for torque sharing as well as for supervising engine limits during start-up and normal or
OEI operation. Engines and main rotor gearbox mounted on bed frame, eliminating drive misalignment due to
deformations of fuselage. Transmission rating 1,342 kW (1,800 shp) maximum for T-O, 1,163 kW (1,560 shp)
maximum continuous and 857 kW (1,150 shp) OEI. Engine input rpm 23,615.
Four bladder fuel tanks beneath cabin floor, with combined capacity of 1,720 litres (454.4 US gallons; 378.4
Imp gallons). Auxiliary tank, capacity 1,100 litres (290.5 US gallons; 242 Imp gallons), optional (not FAA
approved). Oil capacity 14 litres (3.7 US gallons; 3.1 Imp gallons) per engine.
Accommodation
Pilot (port side) and co-pilot or flight engineer, side by side on W-3 flight deck, on adjustable seats with safety
belts. W-3A can be flown by single pilot in VFR, with extra passenger in co-pilot seat. Dual controls and dual
flight instrumentation optional. Accommodation for 12 passengers in main cabin or up to eight survivors plus
two-person rescue crew and doctor in Anakonda SAR version. Seats removable for carriage of internal cargo.
Ambulance version can carry four stretcher cases and medical attendant. Baggage space at rear of cabin.
Sliding jettisonable door with bulged window on each side of flight deck; large sliding door for passenger
and/or cargo loading on port side at forward end of cabin; second sliding door at rear of cabin on starboard
side. Optically flat windscreens, improving view and enabling wipers to sweep a large area. Accommodation
soundproofed, heated (by engine bleed air) and ventilated.
Systems
Two independent hydraulic systems, working pressure 90 bars (1,300 lb/sq in), for controlling main and tail
rotors, unlocking collective pitch control lever, and feeding damper of directional steering system. Flow rate
11 litres (2.9 US gallons; 2.4 Imp gallons)/min in each system. Vented gravity feed reservoir, at atmospheric
pressure. Pneumatic system for actuating hydraulic mainwheel brakes. Electrical system providing both AC
and DC power. Electric anti-icing of rotor blades. Fire detection/extinguishing system. Air conditioning and
oxygen systems optional. Neutral gas system optional, for inhibiting fuel vapour explosion.
Avionics
Standard VFR and IFR nav/com avionics permit adverse weather operation by day or night.
Comms: Chrom (NATO `Pin Head') IFF transponder in military versions.
Radar: Bendix/King RDS-82 weather radar in W-3A; 5A-813 radar in W-3RM.
Flight: Stability augmentation system standard. AP Decca navigator in W-3RM.
Mission: SPOR search and detection system in W-3RM.

Self-defence: Modified Syrena RWR in military versions. New versions will be equipped with Dassault
Electronique EWR-99 RWR.
Equipment
Cargo version equipped with 2,100 kg (4,630 lb) capacity external hook and 150 kg (331 lb) capacity rescue
hoist. W-3RM has 267 kg (589 lb) capacity electric hoist; stretchers, two-person rescue basket, rescue belts,
liferafts for six people, rope ladder, portable oxygen equipment, electric blankets and vacuum flasks, various
types of buoy (light, smoke and radio) and marker, binoculars, flare pistol and searchlights.
Armament
As described under Current Versions.
Main rotor diameter
15.70 m (51 ft 6 in)
Tail rotor diameter
3.03 m (9 ft 11 in)

0.44 m (1 ft 5 in)
9.50 m (31 ft 2 in)
18.79 m (61 ft 7 in)
fuselage
14.21 m (46 ft 7 in)

4.20 m (13 ft 9 in)
5.13 m (16 ft 10 in)
Stabiliser span
Wheel track
Wheelbase
3.45 m (11 ft 3 in)

3.15 m (10 ft 4 in)
3.55 m (11 ft 7 in)
Passenger/cargo doors:
Height (each):
Width: port
starboard
Height to sill
1.18 m (3 ft 10 in)
0.94 m (3 ft 1 in)
1.25 m (4 ft 1 in)
0.86 m (2 ft 10 in)
Cabin: Length
3.21 m (10 ft 6 in)
Max width
Max height
1.55 m (5 ft 1 in)
1.38 m (4 ft 6 in)
Floor area
4.80 m2 (51.7 sq ft)
Volume
6.90 m3 (243 cu ft)
Areas
2.90 m2 (31.22 sq ft)
0.28 m2 (3.01 sq ft)
Main rotor disc
193.6 m2 (2,083.8 sq ft)
Tail rotor disc
7.21 m2 (77.6 sq ft)
Fin
1.00 m2 (10.76 sq ft)
Elevator
2.16 m2 (23.25 sq ft)

Min basic weight empty
3,300 kg (7,275 lb)
Basic operating weight empty (multi-purpose

versions):
W-3
3,630 kg (8,002 lb)
W-3A
3,850 kg (8,488 lb)
Max fuel weight
1,326 kg (2,923 lb)
Max payload, internal or external
2,100 kg (4,630 lb)
Normal T-O weight
6,100 kg (13,448 lb)
Max T-O weight
6,400 kg (14,110 lb)
Max disc loading
33.06 kg/m2 (6.77 lb/sq ft)
Max power loading
4.77 kg/kW (7.84 lb/shp)
Performance
(at normal T-O weight at 500 m; 1,640 ft, ISA, except where indicated):
W-3
145 kt (270 km/h; 167 mph)
W-3A
140 kt (260 km/h; 161 mph)
Max level speed: W-3
138 kt (255 km/h; 158 mph)
Max cruising speed: W-3
127 kt (235 km/h; 146 mph)
W-3A at 1,000 m (3,280 ft)

128 kt (238 km/h; 148 mph)
W-3
119 kt (220 km/h; 137 mph)
W-3A at 1,000 m (3,280 ft)
121 kt (225 km/h; 140 mph)
Touchdown speed for power-off landing:

W-3A
33 kt (60 km/h; 38 mph)

W-3, W-3A
9.3 m/s (1,830 ft)/min

W-3 at 30 min rating
1.6 m/s (315 ft)/min
W-3 at 21/2 min emergency rating
3.1 m/s (610 ft)/min
W-3A at 21/2 min emergency rating
2.85 m/s (561 ft)/min

W-3A at max T-O weight
1.25 m/s (243 ft)/min
W-3A at normal T-O weight
3.65 m/s (718 ft)/min
Service ceiling:
W-3, W-3A at normal T-O weight
W-3, W-3A at T-O weight below normal
4,910 m (16,110 ft)

up to 6,000 m (19,680 ft)
Service ceiling, OEI:

W-3 at 30 min rating
W-3 at 21/2 min emergency rating
W-3A at 21/2 min emergency rating
1,800 m (5,905 ft)

approx 2,300 m (7,545 ft)
2,600 m (8,530 ft)

W-3 at normal T-O weight
3,000 m (9,850 ft)
2,550 m (8,365 ft)

W-3 at normal T-O weight
2,100 m (6,890 ft)
2,100 m (6,890 ft)
Range:
standard fuel, 5% reserves
standard fuel, no reserves:

W-3
W-3A
with auxiliary fuel, 5% reserves:

W-3
626 n miles (1,160 km; 721 miles)
with auxiliary fuel, no reserves:

W-3
661 n miles (1,225 km; 761 miles)
W-3A
696 n miles (1,290 km; 801 miles)
with max payload, no reserves:

W-3A
Endurance:
standard fuel, 5% reserves
3 h 50 min
standard fuel, no reserves

with auxiliary fuel, 5% reserves
4 h 18 min
6 h 41 min
7 h 5 min
Performance
(W-3RM at max T-O weight of 6,400 kg; 14,110 lb at 500 m; 1,640 ft except where indicated):
Max level speed
124 kt (230 km/h; 143 mph)
Cruising speed:
max continuous power
118 kt (218 km/h; 135 mph)
econ cruise power

111 kt (206 km/h; 128 mph)

492 m (1,615 ft)/min
60 m (197 ft)/min
Service ceiling
4,650 m (15,250 ft)
2,500 m (8,200 ft)
OGE
660 m (2,165 ft)

standard fuel
with auxiliary fuel
574 n miles (1,065 km; 662 miles)

PZL SWIDNIK W-3 SOKOL DELIVERIES*
Country
Model
Czech
Republic
Myanmar
Germany
W-3
Nigeria
13
W-3A
11
South
Korea
Poland
1
TOTAL
37
51
19
W-3AM
W-3RM
W-3W
21
21
W-3WA
16
19
S-1RR
11
13
85
* as at 1 January 2001
UPDATED
PZL Swidnik W-3 Sokol twin-turboshaft helicopter (Jane's/Dennis Punnett)
PZL Swidnik W-3A delivered to Citi Air in South Korea (Grzegorz Holdanowicz)
PZL Swidnik W-3RM Anakonda offshore SAR version (Grzegorz Holdanowicz)
PZL Swidnik W-3W combat support version
125
Mountain rescue version of PZL Swidnik W-3A Sokol, fitted with FLIR and external
rescue hoist
(1998)
View of W-3A Sokol cockpit

(1998)
The Polish Navy's five W-3RM Anakonda SAR helicopters will be fitted with manually
folding main rotor blades, to enable temporary parking on deck of ships (Piotr
Butowski)
(2001)
Gnter Endres MRAeS
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Eurocopter EC 135 and EC 635

Type
Five/seven-seat twin-turbine light helicopter.
Programme
First flight of technology prototype BO 108 (D-HBOX) powered by two Allison 250-C20R turboshafts 15
October 1988 with conventional tail rotor; new all-composite bearingless tail rotor tested during 1990;
Eurocopter announced in January 1991 that BO 108 was to succeed BO 105; first flight of second prototype
(D-HBEC) powered by two Turbomeca TM 319-1B Arrius 5 June 1991; production main and tail rotors flight
tested during 1992 in preparation for certification programme; design revised late 1992 to increase maximum
seating to seven; advanced Fenestron adopted; two preproduction prototypes D-HECX and D-HECY made
first flights respectively 15 February and 16 April 1994 powered by Turbomeca Arrius 2B and Pratt &
Whitney Canada PW206B intended as production alternatives; design freeze expected early 1995; third
preproduction prototype (D-HECZ) made first flight 28 November 1994, powered by Arrius 2B, and
subsequently made type's US debut at HeliExpo '95 in Las Vegas in January 1995. VFR certification to JAR
27 on 16 June 1996, and to FAR Pt 27 with Category A provisions and for both engine options on 31 July
1996; first deliveries 31 July 1996. IFR certification jointly by DGAC (France) and LBA (Germany) 9
December 1998; single-pilot and dual-pilot IFR certification for EC 135 with AFCS and Àvionique Nouvelle'
cockpit configuration granted by LBA on 2 December 1999. FAA certification expected second quarter 2000.
Versions
EC 135B-1: Configuration of first and third prototypes.
Current Versions
EC 135 P1: Second prototype and Pratt & Whitney-powered initial production version. First flight mid-1997;
first delivery 31 July 1996.
EC 135 T1: Turbomeca-powered production version; first delivered November 1996.
EC 635 P1 and EC 635 T1: Military versions being offered for variety of missions including escort,
observation, mountain rescue and rapid reaction force operations. Weapon options to include turreted gun,
missiles and rockets. Provision for mast-mounted sight. Available with either Pratt & Whitney PW206B or
Turbomeca Arrius 2B+ engines. Maximum T-O weight 2,900 kg (6,390 lb). Launched with order for nine from
Portuguese Army Air Corps.
Customers
Total of 104 delivered by January 2000.
Costs
Operating cost 25 per cent lower than BO 105; development programme funded by Eurocopter Deutschland
and Eurocopter Canada, suppliers and German ministries of Economics and Research and Technology;
fly-away cost US$2.35 million.
Design Features
Designed to FAR Pt 27 including Category A and European JAR 27; four-blade FVW bearingless main rotor,
single-piece rotor head/mast; rotor rpm are variable; composites blades mounted on controlled flexibility
composites arms giving flap, lag and pitch-change freedom; control demands transmitted from rods to root of
blade by rigid CFRP pitch cuffs; main rotor blades have DM-H3 and -4 aerofoils with non-linear twist and
tapered transonic tips; main rotor axis tilted forward 5; airframe drag 30 per cent lower than BO 105 by clean
and compact external shape; cabin height retained by shallow transmission; vibration reduced by ARIS
mounting between transmission and fuselage; all dynamically loaded components to have 3,000 hours MTBR
or be maintained on-condition. Fenestron has 10 asymmetrically spaced blades.
Second BO 108 prototype had EFIS-based IFR system; fuselage stretched 15 cm (5.9 in) and interior cabin
width extended by 10 cm (3.9 in); main rotor diameter extended to 10.20 m (33 ft 5 in); for EC 135, tail rotor
replaced in 1992 by New Generation Fenestron with 11 fixed flow-straightening vanes in fan efflux designed
to avoid momentum losses and improve fan figure of merit; vanes are swept relative to radius and fan has
different number of blades to avoid shocks and reduce noise; fan blade tip speed is only 185 m (607 ft)/s;
maximum T-O weight increased to 2,500 kg (5,511 lb).
Flying Controls
Conventional hydraulic fully powered controls with integrated electrical SAS servos; objective is single-pilot
IFR with cost-effective stability augmentation.
Structure
Airframe mainly Kevlar/CFRP sandwich composites, except aluminium alloy sidewalls, pod lower module and
cabin floor, tailboom and around cargo area; some titanium in engine bay; composites tailplane.
Landing Gear
Skid type, inclined rearward by 1.
Power Plant
Choice of production engines: early Turbomeca-powered aircraft had two Turbomeca Arrius 2B (TM 319 2R)
each giving 435 kW (583 shp) at T-O, 417 kW (559 shp) maximum continuous, 473 kW (634 shp) OEI
continuous and 519 kW (696 shp) for 2 min with OEI; replaced by two Arrius 2B1 each giving 500 kW (670
shp) at T-O, 425 kW (570 shp) maximum continuous and 560 kW (751 shp) for 2 minutes with OEI.
Alternative power plant is two Pratt & Whitney Canada PW206B each giving 463 kW (621 shp) at T-O,
419 kW (562 shp) maximum continuous, 500 kW (671 shp) OEI continuous and 546 kW (732 shp) for 2 min
with OEI; both types of engine have FADEC. Transmission rating 616 kW (826 shp) maximum T-O, 567 kW
(760 shp) maximum continuous, 353 kW (473 shp) OEI continuous, 411 kW (551 shp) for 2 min with OEI.
Fuel capacity 713 litres (188 US gallons; 157 Imp gallons) of which 703 litres (186 US gallons; 155 Imp
gallons) are usable; additional long-range tank optional, usable capacity 198.5 litres (52.4 US gallons; 43.7
Imp gallons). Optional self-sealing fuel tanks.
Accommodation
Pilot(s) plus six or seven passengers on crashproof seats; forward-hinged doors for two front occupants; sliding
doors for five persons in cabin; rear passenger headroom may be increased by further reducing depth of
transmission. Rear of pod has clamshell doors for bulky items/cargo; flights permissible with clamshell doors
removed; optional window in each rear door. Unobstructed cabin interior. EMS variant can accommodate one
or two pilots with up to two stretcher cases and up to three seated medical staff/attendants.
Systems
Redundant 28 V DC electrical supply systems to FAR Pt 27 standards; two 160 A 28 V starter generators and
24 V 17 Ah Ni/Cd batteries in Arrius 2B variant, two 200 A 28 V starter generators and 24 V Ah Ni/Cd
batteries in PW206B variant. Fully redundant dual hydraulic systems.
Avionics
Sextant Avionique Nouvelle (AN) and Honeywell (AlliedSignal) Gold Crown equipment.
Radar: Provision for integrated weather radar.
Flight: Air data computer; SFIM Automatic Flight Control System (AFCS); GPS.
Instrumentation: Two Sextant SMD 45 displays, plus Central Cockpit Display System (CPDS), including
liquid crystal dual-screen vehicle and engine management displays (VEMD), and a Caution and Advisory
Display (CAD).
Mission: Optional FLIR and NVGs for police and ambulance roles.
Equipment
Options include cargo hook, external loud speakers and searchlights, rescue winch (230 kg; 507 lb) with 50 m
(164 ft) cable, emergency floats, sand filter, wire-strike protection system and light armour protection.
Main rotor diameter
Fenestron diameter
Length:
overall, rotor turning
fuselage, including boom
to end of cabin
Height overall
Width without rotor blades
Width over skids
Width of fuselage
10.20 m (33 ft 5 in)

1.00 m (3 ft 3 in)
12.16 m (39 ft 10 in)
10.20 m (33 ft 6 in)
5.87 m (19 ft 3 in)
3.62 m (11 ft 10 in)
3.35 m (11 ft 0 in)
2.65 m (8 ft 8 in)
2.00 m (6 ft 6 in)
1.56 m (5 ft 1 in)
Cabin: Length, normal
with EMS floor extension
Max width
Max height
Floor area
Volume
3.06 m (10 ft 0 in)

4.11 m (13 ft 5 in)
1.50 m (4 ft 11 in)
1.26 m (4 ft 1 in)
3.30 m2 (35.50 sq ft)
3.8 m3 (134.2 cu ft)
Length
Width
1.05 m (3 ft 5 in)
1.23 m (4 ft 0 in)
Height
0.70 m (2 ft 3 in)
Floor area
Volume
1.20 m2 (12.90 sq ft)

1.10 m3 (38.8 cu ft)
Areas
Main rotor disc
81.71 m2 (879.5 sq ft)
Fenestron disc
2.84 m2 (30.52 sq ft)

Weight empty:
EC 135 T1
1,465 kg (3,230 lb)
EC 135 P1
1,480 kg (3,263 lb)
EC 635 P1/T1
1,470 kg (3,240 lb)
Max fuel: standard

long-range tank
Max useful load (incl mission fuel) 635 P1, 635 T1
Max sling load
EC 635 P1/T1
Max T-O weight:
normal 135 P1/T1
635 P1/T1
with external load
Max disc loading:
568 kg (1,252 lb)

722 kg (1,591 lb)
1,380kg (3,042lb)
1,361 kg (3,000 lb)
2,835 kg (6,250 lb)
2,835 kg (6,250 lb)
2,900 kg (6,393 lb)
normal
32.2 kg/m2 (6.59 lb/sq ft)
with external load
35.5 kg/m2 (7.27 lb/sq ft)

Normal T-O
T-O with external load
4.42 kg/kW (7.25 lb/shp)

4.71 kg/kW (7.73 lb/shp)
Performance
(at normal T-O weight)
150 kt (278 km/h; 173 mph)
Max cruising speed

Econ cruising speed
140 kt (259 km/h; 161 mph)
EC 135 P1
122 kt (226 km/h; 140 mph)
EC 135 T1
126 kt (234 km/h; 145 mph)

Service ceiling
8.4 m/s (1,653 ft/min)
EC 135 P1
6,095 m (20,000 ft)

EC 135 P1
4,140 m (13,600 ft)
EC 135 T1
4,040 m (13,250 ft)
OGE:
EC 135 P1
3,260 m (10,700 ft)
EC 135 T1
3,100 m (10,200 ft)
Range with max standard fuel, no reserves:

EC 135 P1, 135 T1
EC 635 P1
EC 635 T1
Endurance with max standard fuel, no reserves:

EC 135 P1
3 h 51 min
EC 135 T1
3 h 39 min
EC 635 P1
3 h 30 min
EC 635 T1
3 h 22 min
EC 135 PRODUCTION DELIVERIES
Year
1996
1997
1998
1999
2000
Total
Qty
5
28
34
37
27
131
UPDATED
Eurocopter EC 135 seven-seat, twin-engined helicopter (Jane's/Mike Keep)
Deutsche Rettungsflugwacht took delivery of the first EC 135 in July 1996
Proposed EC 635 light utility version optimised for military and paramilitary
operations
(1999)
Eurocopter EC 135P1 operated on EMS flight by Metro Aviation in the US

(1999)
The EC 135 is manufactured at Eurocopter's Donauwrth plant in Germany

(1999)
Eurocopter EC 135 in company markings

(2000)
Bundesgrenzschutz Eurocopter EC 135 fitted with nose-mounted obstacle warning

system Hellas (Dornier)
(2001)
Gunter Endres MRAeS
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Eurocopter BO 105
Type
Five/six-seat light helicopter.
Programme
Development of this lightweight helicopter began in July 1962 and the first prototype (V-1), fitted with
conventional Westland Scout articulated rotor was ready for ground testing September 1969; destroyed by
ground resonance during trials. Second prototype (V-2) with hingeless titanium rotor hub and composite rotor
blades, powered by twin Allison 250-C18 turboshaft engines flew on 16 February 1967; V-3 fitted with two
German-built MAN-Turbo 6022 engines, followed by preproduction models V-4 and V-5. V-4, which first
flew 1 May 1969, became the prototype for the definitive production BO 105C, powered by Allison 250-C20
turbines. Full-scale production commenced in 1972; German LBA certification October 1970; FAA
certification March 1971.
All BO 105 helicopters for the world market are manufactured and assembled at the company's Donauwrth
facility in Germany, with the following exceptions: those for the Spanish market, which are assembled in
Spain by CASA; those for the Indonesian market, which are manufactured and assembled in Indonesia by
IPTN; and BO 105 LS helicopters produced at Eurocopter's Fort Erie facility in Ontario, Canada.
Versions
BO 105C: Initial production version offered with either 236 kW (317 shp) Allison 250-C18 or 298 kW
(400 shp) 250-C20 turboshaft engines.
BO 105 CB: Standard production version from 1975, with two Allison 250-C20B engines, operable in air
temperatures ranging from -45 to +54C. LBA certification received in November 1976.
BO 105 LS B-1: One-off testbed C-FMCL, powered by two 307 kW (412 shp) Pratt & Whitney Canada PW
205B turboshafts, made first flight 13 October 1988.
BO 105 LS: Canadian-built version of BO 105 CBS with increased power. First flight 23 October 1981,
German LBA certification July 1984, followed by FAA and Canadian DOT type approval. In Spain, CASA
assembled 57 of an initial 60 for the Spanish Army and has continued assembly.
BO 105 M (VBH): Liaison and light observation helicopter for the Federal German Army, with strengthened
transmission gearing, reinforced rotor components, a tail rotor with improved thrust and performance, a
rupture-proof fuel system and a landing gear able to absorb higher energy levels. Production of 100 approved
by the Federal government, to replace Alouette IIs. Deliveries completed in 1984.
BO 105 P (PAH-1): Anti-tank version of the BO 105 M, with same airframe improvements as BO 105 M,
outriggers to carry six Euromissile HOT missiles, a stabilised sight above the co-pilot and a Singer
AN/ASN-128 Doppler navigation system. The Federal German government gave its approval for the
procurement of 212 PAH-1s for the Federal German Army. Deliveries began on 4 December 1980 and were
completed in mid-1984.
KWS-1 upgrade programme implemented in late 1980s, including installation of a digital weapon system,
reduction in launcher weight, improved cooling unit, newly developed main rotor blades, and an increase in
MTOW to 2,500 kg.
Current versions
BO 105 CBS4: Version with increased rear seat leg room in a cabin extended by a 0.25 m (10 in) plug.
Available in five-seat executive or six-seat high-density configurations. Identified by small additional window
aft of rear door on each side. Marketed in the USA by MBB Helicopter Corporation under the name Twin Jet
II. First CBS version certified in early 1983 by FAA for IFR operation in accordance with SFAR Pt 29-4,
requiring two pilots, radar, Loran C and a separate battery, but not a stability augmentation system, although
SAS is available as an option.
BO 105 CBS-5: Military army/naval version for armed and non-armed missions; can be equipped with
anti-tank missiles, rocket launchers. Gun pod or turret. First 12 ordered by the Republic of Korea Army; most
being assembled from kits by Daewoo. Include Boeing IR/optical sights and defensive aids suite.
BO 105 D: UK CAA-certified offshore version.
BO 105 LSA-3: Hot-and-high version, certified 7 July 1986 and first delivered February 1987. Uprated
transmission and Allison 250-C28 turboshaft engines, rated at 410 kW (550 shp) for 30 seconds. Built solely
by Eurocopter Canada at its Fort Erie, Ontario plant.
BO 105 LSA-3 Super Lifter: Optimised for external load and heavylift missions; max T-O weight 2,850 kg
(6,283 lb); upgraded tail rotor derived from BK 117C-1. Type certification granted October 1995. Built solely
by Eurocopter Canada.
EC Super Five: High-performance version of BO 105 CBS-4, derived from German Army PAH-1 upgrade
programme; certified late 1993. New main rotor blades, improved performance and reduced vibration; dual
flying controls as standard.
The following description refers to the BO 105 CBS-4 except where indicated:
Design features
Four-blade main rotor, comprising rigid titanium head and GFRP blades, with titanium anti-erosion strip and
pendulous vibration damper on each blade. NACA 23012 lifting aerofoil with drooped leading-edge and
reflexed trailing-edge. Two-blade semi-rigid tail rotor. Tail rotor gearbox on fin. Main rotor 424 rpm. Tail
rotor 2,220 rpm. Main transmission utilises two bevel gear input stages with freewheeling clutches and a spur
collector gear stage. Planetary reduction gear; three auxiliary drives for accessories. Main transmission rated
for twin-engine input of 257 kW (345 shp) per engine, or a single-engine input of 283 kW (380 shp). Uprated
transmission and Allison 250-C28 engines in BO 105 LS for exceptional hot-and-high performance. EC Super
Five has new main rotor blades and performance improvements, including 150 kg (330 lb) more rotor lift;
better stability; and airframe vibration reduced to less than 0.1 g.
Flying controls
Main rotor has roller bearings for pitch change. Main rotor brake standard. Dual controls standard on EC Super
Five.
Structure
Folding of two main rotor blades optional. Tail rotor blades of GFRP, with stainless steel anti-erosion strip.
The fuselage is a conventional light-alloy semi-monocoque structure of pod and boom type. Glass fibre
reinforced cowling over power plant. Titanium sheet engine deck. Horizontal stabiliser of conventional
light-alloy construction with small endplate fins.
Landing gear
Skid type, with cross-tubes designed for energy absorption by plastic deformation in the event of a heavy
landing. Inflatable emergency floats can be attached to skids.
Power plant
BO 105 CBS: Two 313 kW (420 shp) Allison 250-C20B turboshafts, each with a maximum continuous rating
of 298 kW (400 shp). Bladder fuel tanks under cabin floor, capacity 580 litres (153.2 US gallons; 127.5 Imp
gallons), of which 570 litres (150.6 US gallons; 125.3 Imp gallons) are usable. Fuelling point on port side of
cabin. Auxiliary tanks in freight compartment available optionally. Oil capacity: engine 12 litres (3.2 US
gallons; 2.6 Imp gallons), gearbox 11.6 litres (3.06 US gallons; 2.55 Imp gallons). EC Super Five additionally
has scavenge oil filter and one-handed engine starting arrangement.
BO 105 LS A-3: Two Allison 250-C2BC turboshafts, each rated at 410 kW (550 shp) for 2 minutes, and
with 5 minute T-O and maximum continuous power ratings of 373 kW (500 shp) and 368 kW (493 shp)
respectively. Main transmission, type ZF-FS 112, rated for independent restricted input of 310 kW (416 shp)
per engine at T-O power or 294 kW (394 shp) per engine for maximum continuous operation; or single-engine
restricted input of 368 kW (493 shp) at maximum continuous power, or 410 kW (550 shp) for 2 minutes at
T-O power. Fuel capacity as for CB/CBS. Oil capacity 4.5 litres (1.2 US gallons; 1.0 Imp gallons) per engine.
Accommodation
Pilot and co-pilot or passenger on individual longitudinally adjustable front seats with safety belts and
automatic locking shoulder harnesses. Optional dual controls. Bench seat at rear for three or four persons,
removable for cargo and stretcher carrying. A full EMS version is available. Both cabin and cargo
compartment have panelling, sound insulation and floor covering. Entire rear fuselage aft of seats and under
power plant available as freight and baggage space, with access through two clamshell doors at rear. Two
standard stretchers can be accommodated side by side in ambulance role. One forward-opening hinged and
jettisonable door and one sliding door on each side of cabin. Ram air and electrical ventilation system. Heating
system optional.
Systems
Tandem fully redundant hydraulic system, pressure 103.5 bars (1,500 lb/sq in), for powered main rotor
controls. System flow rate 6.2 litres (1.64 US gallons; 1.36 Imp gallons)/min. Bootstrap/oil reservoir,
pressurised at 1.7 bars (25 lb/sq in). Electrical system powered by two 150 A 28 V DC starter/generators and a
24 V 25 Ah Ni/Cd battery; external power socket; stability augmentation system standard on BO 105 LS A-3,
with hoist, firefighting kit, weapons fittings, mast-mounted sight and floats optional; EC Super Five has
improved hydraulic system.
Avionics
Wide variety of avionics available including weather radar, Doppler navigation, SAS and autopilot.
Equipment
Standard equipment includes basic flight instruments, engine instruments, heated Pitot, tiedown rings in cargo
compartment, cabin and cargo compartment dome lights, position lights and collision warning lights. Options
include dual controls, heating system, windscreen wiper, rescue winch, landing light, searchlight, externally
mounted loudspeaker, fuel dump valve, external load hook, settling protectors, snow skids and manual main
rotor blade folding.
Main rotor diameter
9.84 m (32 ft 3 in)
Tail rotor diameter

1.90 m (6 ft 2 in)
0.27 m (10{5/8}in)
0.18 m (7 in)
5.95 m (19 ft 6 in)
Length:
incl main and tail rotors
11.86 m (38 ft 11 in)
excl rotors: CB
CBS, LS
fuselage pod: CB
CBS, LS
Width over skids:
unladen
laden
Rear-loading doors:
Height
Width
8.56 m (28 ft 1 in)

8.81 m (28 ft 11 in)
4.30 m (14 ft 1 in)
4.55 m (14 ft 11 in)
3.02 m (9 ft 11 in)
2.53 m (8 ft 3 in)
2.58 m (8 ft 5 in)
0.64 m (2 ft 1 in)
1.40 m (4 ft 7 in)
Cabin, incl cargo compartment:
Max width
Max height
1.40 m (4 ft 7 in)
1.25 m (4 ft 1 in)
Volume
4.80 m3 (169 cu ft)
Volume, LS
4.37 m3 (154 cu ft)
Cargo compartment:
Length
Max width
Max height
Floor area
1.85 m (6 ft 0 in)
1.20 m (3 ft 11 in)
0.57 m (1 ft 10 in)
2.25 m2 (24.2 sq ft)
Volume
1.30 m3 (45.9 cu ft)
Volume, LS
1.27 m3 (45.0 cu ft)
Areas
Main rotor disc
Tail rotor disc
76.05 m2 (818.6 sq ft)

2.84 m2 (30.5 sq ft)

Weight empty, basic:
CB
CBS-4, EC Super Five
LSA-3
LSA-3 Super Lifter
Standard fuel (usable)
Max fuel, incl auxiliary tanks
Max T-O weight:
CBS-4, EC Super Five, CBS-5
LSA-3
LSA-3 Super Lifter
Max disc loading:
LSA-3
Max power loading (transmission restricted)
LSA-3
1,277 kg (2,815 lb)

1,301 kg (2,868 lb)
1,372 kg (3,152 lb)
1,374 kg (3,029 lb)
456 kg (1,005 lb)
776 kg (1,710 lb)
2,500 kg (5,511 lb)
2,600 kg (5,732 lb)
2,850 kg (6,283 lb)
32.9 kg/m2 (6.74 lb/sq ft)
34.2 kg/m2 (7.00 lb/sq ft)
4.19 kg/kW (6.89 lb/shp)
Performance
(CBS-4 at max T-O weight; EC Super Five at
2,300 kg/5,070 lb; LSA-3 at 2,400 kg/5,291 lb; S/L)
CBS-4
LSA-3
Max cruising speed:
CBS-4
EC Super Five
LSA-3
Max rate of climb:
CBS-4
EC Super Five
LSA-3
Max operating altitude:
131 kt (242 km/h; 150 mph)

145 kt (270 km/h; 167 mph)
131 kt (242 km/h; 150 mph)
132 kt (245 km/h; 152 mph)
131 kt (243 km/h; 151 mph)
7.4 m/s (1,457 ft/min)
9.5 m/s (1,870 ft/min)
9.2 m/s (1,810 ft/min)
3,050 m (10,000 ft)
LSA-3
Service ceiling: OEI:
EC Super Five
6,100 m (20,000 ft)

1,700 m (5,580 ft)
LSA-3
1,800 m (5,900 ft)

CBS-4
1,525 m (5,000 ft)
EC Super Five
3,200 m (10,500 ft)
LSA-3
2,990 m (9,800 ft)
OGE:
CBS-4
455 m (1,500 ft)
EC Super Five
2,430 m (7,960 ft)
LSA-3
Range with standard fuel and max internal load, no
reserves:
CBS-4, CBS-5
EC Super Five

Endurance with standard fuel and max internal load,

no reserves:
BO 105 CIVIL/PARAMILITARY
Quantity
1
6
21
29
38
33
28
20
19
16
15

LSA-3
LSA-3 (with overload fuel)
Ferry range with auxiliary tanks, no reserves:
Year
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
2,550 m (8,370 ft)
3 h 24 min
1981
25
1982
1983
29
39
1984
1985
1986
1987
39
40
39
28
1988
1989
26
18
1990
1991
1992
49
33
13
1993
1994
1995
1996
1997
1998
11
16
11
22
7
4
1999
2000
3
-
Total
678
UPDATED
Eurocopter BO 105 PAH-1 anti-tank helicopter of the German Army (Jane's/Mike Keep)
Eurocopter BO 105 CBS operated in Russian Federation
Eurocopter BO 105 LS equipped with Helitow/Hellfire weapons systems for military

service
Eurocopter EC Super Five rescue helicopters operated for the German Interior Ministry
Eurocopter Canada BO 105 LSA-3 fitted with searchlight and FLIR
Eurocopter BO 105 D used on offshore work
The German Army PAH-1 and VBH helicopters completed 1 million flying hours on 22
May 2000. BO 105 PAH-1 in foreground, VBH flying
(2001)
Gunter Endres MRAeS
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Eurocopter AS 365 Dauphin and AS 565 Panther

US Coast Guard designation: HH-65A Dolphin
Israel Defence Force name: Dolpheen and Ataleef
Brazilian Army designation: HM-1
Type
Twin-turbine general purpose civil and military helicopter.
Programme
The SA 360 Dauphin was developed as a single-engined replacement for the Alouette III; first of two
prototypes (F-WSQL) flew for the first time 2 June 1972, powered by 730 kW (980 shp) Turbomeca Astazou
XVI turboshaft engine and equipped with four-blade main rotor and characteristic Fenestron (shrouded-fan) in
place of conventional tail rotor; re-engined after 180 flights with an Astazou XVIIIA and modified to eliminate
ground resonance and reduce vibration; flown in its modified form 4 March 1973, having been joined by a
second prototype (F-WSQX) on 29 January 1973. DGAC certification of basic SA 360C awarded 18
December 1975; FAA certification 31 March 1976. The single-engined Dauphin proved somewhat limited and
production stopped after 28 built. As a replacement, Aerospatiale developed the twin-engined SA 365 Dauphin
2, which made its first flight 24 January 1975. The designation SA (for Sud-Aviation) was later changed to AS
(for Aerospatiale). Launch order for naval variant placed by Saudi Arabia 13 October 1980; first flight of
modified AS 365N (c/n 5100) as prototype 22 February 1982; first flight production AS 365F (c/n 6014)
equipped as SAR helicopter on 2 July 1982.
First flight of AS 365M Panther (F-WZJV) 29 February 1984; first shown in production form 30 April
1986; armament integration and firing trials completed late 1986. First order 36 AS 565AAs for Brazilian 1
BAvEx (Army Aviation Branch) at Taubat delivered from 1989.

Versions
AS 365C: Initial production version, powered by twin 486 kW (651 shp) Turbomeca Arriel 1A; VFR
certification by FAA 11 October 1978; IFR certification 21 December 1979.
AS 365F: Naval version with retractable undercarriage, equipped with radar and air-to-surface missiles for
anti-ship operations. Developed into the AS 565MA and AS 565SA Panther (which see).
AS 365K: Military version with 545 kW (735 shp) Arriel 1M engines; developed into the AS 565CA and AS
565UA Panther (which see).
AS 365N: Introduced 90 new components with increased use of composites such as Nomex, Kevlar and
Rohacell glass fibre for 20 per cent of structure; carbon fibre for spars, skins and tapered tips of main rotor
blades; main rotor hub and horizontal stabiliser; retractable tricycle landing gear. Flight of first prototype
(F-WZJD) 31 March 1979; DGAC certification for VFR operations 9 April 1981, followed by single-pilot IFR
certification 7 August 1981; equivalent FAA certification 20 November 1981 and 18 October 1982. AS 365N
Dauphin 2 still being produced in China by Harbin Aircraft Manufacturing Company (HAMC) at Harbin as the
Z-9 and Z-9A.
AS 365N1: 10 per cent increase in power-reserve margin through installation of 705 kW (526 shp) Arriel
1C1. FAA certification 1 December 1986.
AS 366G1 (HH-65A Dolphin): US Coast Guard version (99 built, plus two ex-trials aircraft bought for
evaluation by Israel as Dolpheen); trial installation of 895 kW (1,200 shp) LHTEC T800 turboshaft ordered
February 1990, but abandoned November 1991 when LTS101 performance promised to improve; re-engining
with French Arriels also declined.
AS 565AA: Initial armed version produced until 1997.
AS 565CA: Anti-armour version developed from AS 365K; eight Euromissile HOT missiles or eight TOW
missiles on outriggers; Vnus FLIR turret.
AS 565MA: Initial unarmed version produced until 1997.
AS 565SA: Initial armed ASW and anti-ship version produced until 1997.
AS 565UA: Initial utility version produced until 1997.
AS 565 Panther 800: Version fitted with two LHTEC T800s and IBM integrated avionics offered to US
Army as UH-1H successor by Eurocopter and Vought Aircraft; first hover 24 March 1992, first flight 12 June
1992, but not taken up.
Current Versions
AS 365N2: Current standard production model. Details below refer to this version.
AS 365N3: New version first flown October 1996. Improved hot-and-high performance with Turbomeca
Arriel 2C turboshafts equipped with FADEC. Arriel 2C develops 714 kW (957 shp) in the `super contingency'
mode (limited to 30 seconds). Max T-O weight 4,250 kg (9,370 lb). Certified by the French DGAC October
1997, with deliveries starting in December 1997.
AS 365N4: Higher performance model redesignated EC 155 (which see).
AS 565AB: Armed version; replaced earlier AS 565AA from 1997; fuselage outriggers can carry two packs
of 22 Thomson Brandt 68 mm rockets, two launchers for 19 Forges de Zeebrugge 2.75 in rockets, two Giat
M621 20 mm gun pods with 180 rounds each, or four two-round packs of Mistral air-to-air missiles.
AS 565UB: Utility version; replaced earlier AS 565UA from 1997; high-speed assault transport for 8 to 10
troops with two crewmen over radius of 215 n miles (400 km; 248 miles); other roles include reconnaissance,
aerial command post, electronic warfare, target designation, search and rescue, four-stretcher casevac and
slung loads up to 1,600 kg (3,525 lb).
AS 565MB Panther: Unarmed naval search and rescue and sea surveillance version replaced earlier AS
565MA from 1997; Arriel 2C turboshaft engines: rescue hoist, sea search radar, self-contained navigation,
automatic hover transition; searchlight and deck-landing harpoon optional.

AS 565SB Panther: Armed ASW and anti-ship version replaced earlier AS 565SA from 1997; Arriel 2C
turboshaft engines. ASW version has Sextant Avionique MAD or Thomson Sintra ASM HS 312 sonar and two
homing torpedoes; four side-mounted AS 15TT radar-guided missiles for anti-ship role; SAR versions have
nose-mounted Omera ORB 32 search radar; anti-ship versions have chin-mounted, roll-stabilised Agrion 15
radar.
Customers
More than 700 of all versions sold by January 2001.
Design Features
Starflex main rotor hub; 11-blade Fenestron; main rotor blades have quick disconnect pins for manual folding;
ONERA OA 212 (thickness/chord ratio 12 per cent) at root to OA 207 (thickness/chord ratio 7 per cent) at tip;
adjustment tab near tip; leading-edge of tip swept at 45; main rotor rpm 350; Fenestron rpm 3,665; rotor brake
standard.
Panther as AS 365N2, but with greater use of composite materials and greater emphasis on survivability in
combat areas; radar and IR signatures reduced by composites and special paints; noise signature low; powered
control servos and engine controls armoured; cable cutters; run-dry transmission; crew seats tolerate 20 g;
entire basic airframe designed to withstand vertical impact at 7 m (23 ft)/s at maximum T-O weight.
Shipborne Panther with enlarged 11-blade Fenestron for control during out-of-wind overwater hover;
extended nose to house radar and additional avionics.
Flying Controls
Hydraulic dual fully powered controls; cyclic trim by adjustable stick friction damper; fixed tailplane, with
endplate fins offset 10 to port; IFR systems available. Naval Panther has SFIM CDV 155 flight director and
coupler for naval operations.
Structure
Mainly light alloy; machined frames fore and aft of transmission support; main rotor blades have CFRP spar
and skins with Nomex honeycomb filling; Fenestron duct and fin of CFRP and Nomex/Rohacell sandwich;
nose and power plant fairings of GFRP/Nomex sandwich; centre and rear fuselage assemblies, flight deck
floor, roof, walls and bottom skin of fuel tank bays of light-alloy/Nomex sandwich.
Landing Gear
Hydraulically retractable tricycle type; twin-wheel self-centring nose unit retracts rearward; single wheel on
each main unit; main legs retract into troughs in fuselage without cover doors; all three units have
oleo-pneumatic shock-absorber; mainwheel tyres size 15 6.00, pressure 8.6 bars (125 lb/sq in); nosewheel
tyres size 5.00-4, pressure 5.5 bars (80 lb/sq in); hydraulic disc brakes.
Power Plant
Two Turbomeca Arriel 1C2 turboshafts in AS 365N2, each rated at 551 kW (739 shp) for T-O and 471 kW
(631 shp) maximum continuous, mounted side by side aft of transmission with stainless steel firewall between
them. AS 365N3 and current AS 565s have two 729 kW (977 shp) Arriel 2C engines with FADEC. Early
military versions were equipped with 558 kW (749 shp) Arriel 1M1 turboshafts. Standard fuel in four tanks
under cabin floor and fifth tank in bottom of centre-fuselage; total capacity 1,135 litres (300 US gallons; 249.5
Imp gallons); provision for auxiliary tank in baggage compartment, with capacity of 180 litres (47.5 US
gallons; 39.5 Imp gallons); or ferry tank in place of rear seats in cabin, capacity 475 litres (125.5 US gallons;
104.5 Imp gallons); refuelling point above landing gear door on port side. Oil capacity 14 litres (3.7 US
gallons; 3 Imp gallons). Fuel system withstands 14 m/s (46 ft/s) crash.
Accommodation
Standard accommodation for pilot and co-pilot or passenger in front, and two rows of four seats to rear;
high-density seating for one pilot and 12 passengers; VIP configurations for four to six persons in addition to
pilot; three forward-opening doors on each side; freight hold aft of cabin rear bulkhead, with door on starboard
side; cabin heated and ventilated.
Ambulance/EMS version has flight crew of two plus two or four stretchers along cabin sides loaded through
rear doors; up to four seats can replace stretchers on one side; doctor sits in middle with equipment; rear doors
open through 180 instead of sliding.
Offshore support version has pilot plus up to 12 passengers, autopilot and navigation systems, pop-out
floats.
Systems
Air conditioning system optional. Duplicated hydraulic system, pressure 60 bars (870 lb/sq in). Electrical
system includes two 4.8 kW starter/generators, one 24 V 27 Ah battery and two 250 VA 115 V 400 Hz
inverters.
Avionics
Comms: Optional transponder. Military radios in AS 565.
Radar: Optional weather radar.
Flight: SFIM 155 duplex autopilot; optional VOR, ILS, ADF, DME, GPS and SFIM CDV 85 autopilot
coupler.
Instrumentation: Two-pilot IFR instrument panel; optional EFIS.
Self-defence (AS 565): Optional Thomson-CSF TMV 011 Sherlock RWR, IR jammer and chaff/flare
dispenser.
Equipment
Includes 1,600 kg (3,525 lb) capacity cargo hook and 275 kg (606 lb) capacity hoist with 90 m (295 ft) cable.
Main rotor diameter
Fenestron diameter
basic
outboard of tab
Length:
fuselage
AS 565
Width, rotor blades folded
Height:
Height:
overall (tip of fin)
Wheel track
Wheelbase
11.94 m (39 ft 2 in)

1.10 m (3 ft 7 in)
0.39 m (1 ft 3 in)
0.41 m (1 ft 4 in)
13.68 m (44 ft 10 in)
11.63 m (38 ft 2 in)
12.11 m (39 ft 8 in)
3.21 m (10 ft 6 in)
3.52 m (11 ft 6 in)

3.98 m (13 ft 0 in)
1.90 m (6 ft 2 in)
3.61 m (11 ft 10 in)
Main cabin door (fwd, each side):

Height
Width
1.16 m (3 ft 9 in)
1.14 m (3 ft 9 in)
Main cabin door (rear, each side):

Height
1.16 m (3 ft 9 in)
Width
Baggage compartment door (stbd):
Height
Width
0.87 m (2 ft 10 in)
0.51 m (1 ft 8 in)
0.73 m (2 ft 4 in)
Cabin: Length
Max width
Max height
Floor area
Volume
2.30 m (7 ft 6 in)
1.92 m (6 ft 3 in)
1.16 m (3 ft 9 in)
4.20 m2 (45.20 sq ft)
5.00 m3 (176 cu ft)
1.00 m3 (35.3 cu ft)
Areas
Main rotor disc
Fenestron disc
111.97 m2 (1,205.2 sq ft)

0.95 m2 (10.23 sq ft)

Weight empty
AS 565
Max T-O weight:
internal or external load
Max sling load:
AS 565
Max disc loading
Max power loading
2,281 kg (5,028 lb)

2,305 kg (5,082 lb)
4,250 kg (9,370 lb)
1,600 kg (3,527 lb)
37.90 kg/m2 (7.78 lb/sq ft)
4.41 kg/kW (7.24 lb/shp)
Performance
(at max T-O weight)
AS 565
Econ cruising speed at S/L
AS 565
155 kt (287 km/h; 178 mph)

160 kt (296 km/h; 184 mph)
150 kt (278 km/h; 173 mph)
137 kt (254 km/h; 158 mph)
6.8 m/s (1,339 ft/min)
7.8 m/s (1,535 ft/min)
Service ceiling:
OEI
AS 565
3,700 m (12,140 ft)

1,200 m (3,940 ft)
2,000 m (6,560 ft)
2,600 m (8,530 ft)
OGE
AS 565
1,200 m (3,940 ft)

2,500 m (8,200 ft)
Max range with standard fuel at S/L

AS 365N2
AS 365N3
AS 565

442 n miles (819 km;509 miles)
443 n miles (820 km;510 miles)
Endurance with standard fuel
4h
DAUPHIN CIVIL/PARAMILITARY
Year/Model
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Total
SA 360
7
4
4
9
1
2
1
29
57
SA/AS 365
2
23
13
18
13
18
26
48
61
33
21
20
35
11
13
14
11
13
16
13
15
5
442
UPDATED
Eurocopter AS 365N2 passenger transport helicopter
US Coast Guard HH-65A Dolphin
Eurocopter AS 365N3 offers enhanced hot-and-high and single-engine performance
Eurocopter AS 365N1 used as VIP transport in the United Arab Emirates (Gnter
Endres)
(1999)
Eurocopter AS 365N3 in service with the Maryland State Police

(2000)
Gunter Endres MRAeS
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4 Images
Eurocopter AS 355 Ecureuil II/TwinStar and AS 555

Fennec
Brazilian Air Force designations: CH-55 and VH-55 Esquilo
Brazilian Navy designation: UH-12B Esquilo
Royal Air Force name: Twin Squirrel
Type
Twin-turbine light general purpose helicopter.
Programme
Twin-engined version of the AS 350 Ecureuil/AStar. Main components, such as the main rotor mast and head,
tail rotor hub, servo unit, cabin and landing gear, are identical to those of the AS 350. Major changes apply to
the main rotor blades, power plant, transmission, fuel system and fuselage structure. Development began in
mid-1978 and the first of two prototypes (F-WZLA) flew for the first time 28 September 1979, followed by
second prototype 14 November 1979. The first production AS 355E flew 11 March 1980; DGAC certification
for day and night operation 24 October 1980; FAA certification 19 January 1981.
Versions
AS 355E: Initial production model with twin 313 kW (420 shp) Allison 250-C20F turboshaft engines.
AS 355F: DGAC certification for VFR operations 14 April 1981; FAA certification 20 November 1981.
Modifications include increased chord and OA 209 section main rotor blades, twin-body servo command units
and two electrical generators permitting increase in maximum take-off weight and payload.
AS 355F1: Available from January 1984. Addition of laminated tab to increase tail rotor blade chord;
increase in maximum power transmission by setting torque limiter to 2 78 per cent from 2 73 per cent;
addition of rotor overspeed alarm. Increased take-off weight and payload. FAA certification 11 April 1984.
AS 355F2: Upgraded transmission providing more take-off and single-engine power; increased gross
weight; certified 10 December 1985.
AS 355M: Armed military version delivered to Arme de l'Air.
AS 555CN Fennec: Missile-armed version, which was under development in 1992, but not proceeded with.
Current Versions
AS 355N Ecureuil II: Current civil production version, adaptable for passengers, cargo, police, ambulance,
slung loads, carrying harbour pilots, working on high-tension cables and other missions, certified in France in
1989, UK and USA in 1992; deliveries of this version began early 1992. Category A OEI performance; known
as TwinStar in USA. Details refer to this version except where stated.
AS 555AN Fennec: Armed version; later machines adapted for centreline-mounted 20 mm gun and
pylon-mounted rockets.
AS 555MN Fennec: Naval unarmed version. Can carry a 360 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 AlliedSignal RDR-1500B 360 chin-mounted radar, Sextant Nadir 10
navigation system, Dassault Electronique RDN 85 Doppler and SFIM 85 T31 three-axis autopilot.
AS 555UN Fennec: Military utility version and French Army ALAT IFR pilot trainer.
Customers
More than 850 sold by January 2001.
Design Features
Starflex main rotor; two engine shafts drive into combiner gearbox containing freewheels; main rotor turns at
394 rpm and tail rotor at 2,086 rpm; otherwise substantially as AS 350.
Flying Controls
Powered, full dual flying controls without manual reversion; trim by adjustable stick friction; inverted aerofoil
tailplane; swept fins above and below tailboom.
Structure
Light metal tailboom and central fuselage structure; thermoformed plastics for cabin structure.
Landing Gear
As for AS 350B2/550.
Power Plant
Two Turbomeca Arrius 1A turboshafts, each rated at 357 kW (479 shp) for take-off and 302 kW (406 shp)
maximum continuous; 379 kW (509 shp) 30 minutes OEI emergency; 407 kW (547 shp) 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. Two integral fuel tanks, with total usable capacity of 730 litres (193 US gallons; 160 Imp gallons),
in body structure.
Optional 475 litre (125 US gallons; 104 Imp gallons) auxiliary tank in cabin.
Accommodation
As for single-engined Ecureuil and Fennec.
Systems
As for AS 350B2/550, except two hydraulic pumps, reservoirs and tandem powered flying control units and
electric generators.
Avionics
Options include a second VHF/AM and radio altimeter; provision for IFR system, SFIM 85 T31 three-axis
autopilot and CDV 85 T3 nav coupler.
Equipment
Casualty installations, TV, FLIR, searchlight and winch available. Cargo hook with 1,134 kg (2,500 lb)
capacity optional. See also Current Versions descriptions.
Armament
(AS 555): Optional alternative weapons include Thomson Brandt or Forges de Zeebrugge rocket packs, Matra
or FN Herstal machine gun pods or a Giat M621 20 mm gun. Naval version carries one homing torpedo in
ASW role, or SAR winch.
Main rotor diameter
Tail rotor diameter
fuselage
Width: fuselage
overall, blades folded (that is, horizontal stabiliser
span)
Height overall:
AS 355N
AS 555
Skid track: AS 355N
AS 555
Cabin doors (civil versions, standard, each):
Height
Width
10.69 m (35 ft 0 in)

0.35 m (13 in)
1.86 m (6 ft 1 in)
0.205 m (8 in)
12.94 m (42 ft 5 in)
10.93 m (35 ft 10 in)
1.80 m (5 ft 10 in)
2.53 m (8 ft 3 in)
3.14 m (10 ft 3 in)

3.34 m (10 ft 11 in)
2.17 m (7 ft 1 in)
2.28 m (7 ft 5 in)
1.15 m (3 ft 9 in)
1.10 m (3 ft 7 in)
Cabin: Length
Width at rear
Height
2.42 m (7 ft 11 in)
1.65 m (5 ft 5 in)
1.35 m (4 ft 5 in)
1.00 m3 (35.31 cu ft)
Areas
Main rotor disc
89.75 m2 (966.1 sq ft)
Tail rotor disc
2.72 m2 (29.25 sq ft)

Weight empty: 355N
Max sling load: 555N
1,436 kg (3,166 lb)

1,134 kg (2,500 lb)
Max T-O weight:

internal load
max sling load
Max disc loading:
2,600 kg (5,732 lb)

2,600 kg (5,732 lb)
internal load
29.0 kg/m2 (5.93 lb/sq ft)
external load
29.0 kg/m2 (5.93 lb/sq ft)

internal load
external load
5.09 kg/kW (8.36 lb/shp)

5.09 kg/kW (8.36 lb/shp)
Performance
(AS 555N at max T-O weight, ISA)
150 kt (278 km/h; 172 mph)

120 kt (222 km/h; 138 mph)
Econ cruising speed

Service ceiling
117 kt (217 km/h; 135 mph)

6.4 m/s (1,260 ft/min)
2.6 m/s (512 ft/min)
3,800 m (12,460 ft)
Service ceiling OEI

OGE
Radius, SAR, two survivors
Range with max fuel at S/L, no reserves
Endurance, no reserves:
AS 355N
1,450 m (4,760 ft)

2,000 m (6,560 ft)
750 m (2,460 ft)
70 n miles (129 km; 80.5 miles)
5h
AS 555 one torpedo, or cannon or rocket pods
2 h 20 min
cannon plus rockets
1 h 50 min
AS 355 ECUREUIL II/TWINSTAR
CIVIL/PARAMILITARY PRODUCTION DELIVERIES
Year
1981
1982
Quantity
89
89
1983
1984
1985
1986
1987
47
17
17
15
15
1988
1989
18
20
1990
1991
24
25
1992
15
1993
1994
1995
1996
18
24
13
11
1997
1998
31
19
1999
2000
19
11
Total
537
UPDATED
Eurocopter AS 555UN Fennec military utility version

(1999)
Eurocopter AS 555AN Fennec twin-turbine armed helicopter with side view (top) of
single-engined AS 350BA Ecureuil and scrap view (bottom) of AS 355N civil twin
Eurocopter AS 355F Ecureuil II equipped with McAlpine Helicopters FLIR and

Nightsun air-to-ground illumination
Current civil production model is the AS 355N Ecureuil II

(1998)
Gunter Endres MRAeS
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Eurocopter AS 350 Ecureuil/AStar and AS 550 Fennec

Brazilian Air Force designations: CH-50 and TH-50 Esquilo
Brazilian Army designation: HA-1 Esquilo
Brazilian Navy designation: UH-12 Esquilo
UK forces designations: Squirrel HT. Mk 1 and HT. Mk 2
Type
Five/six-seat light general purpose helicopter.
Programme
Developed as a successor to the Alouette, the Ecureuil (Squirrel) embodies Aerospatiale's Starflex-type rotor
hub, made of glass fibre with elastomeric spherical stops and viscoelastic frequency adaptors. First flight
(F-WVKH) powered by Lycoming LTS101 turboshaft 27 June 1974; first flight second prototype (F-WVKI)
powered by Turbomeca Arriel 14 February 1975; first production version was AS 350B powered by 478 kW
(641 shp) Arriel 1B and certified 27 October 1977; LTS101 powered AStar sold only in USA. Built at
Marignane, France, and by Helibras (which see) in Brazil.
Versions
AS 350B: Initial production model, powered by 478 kW (614 shp) Turbomeca Arriel 1B.
AS 350B1: Higher-powered replacement from 1987 with 510 kW (684 shp) Arriel 1D and upgraded
transmission. Gross weight increased by 250 kg (550 lb).
AS 350BA Ecureuil: Powered by 478 kW (641 shp) Turbomeca Arriel 1B and fitted with large main rotor
blades of AS 350B2 (see below); maximum T-O weight increased by 150 kg (331 lb); AS 350B can be
upgraded to AS 350BA in field; replaced AS 350B during 1992; French VFR certification 1991; UK and US
certifications 1992, Japanese certification 1993. Production completed 1999.
AS 350C: Original AStar with Lycoming engine for US market. FAA certification 21 December 1977; first
delivery April 1978.
Current Versions
AS 350B2 Ecureuil: Powered by 546 kW (732 shp) Arriel 1D1 and with transmission uprated to 440 kW
(590 shp); 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.
AS 350B3 Ecureuil: Latest variant; 631 kW (847 shp) Arriel 2B with FADEC and wide-chord tail rotor.
Flight panel fitted with one full colour LCD Vehicle and Engine Management Display (VEMD). Other
improvements include engine control via a twistgrip on the pilot's collective-pitch lever and upgraded main
gearbox. Certification flights and production start-up commenced with first flight 4 March 1997, with initial
deliveries January 1998, following French DGAC certification 24 December 1997.
AS 350 B4: New model with fenestron tail rotor and wider cabin. Re-designated EC 130 (see separate
entry).
AS 350D AStar: Version of 350B for North American market; LTS101 engine.
AS 350 Firefighter: Conair system able to pick up water load in 30 seconds while hovering over water;
demonstrated 1986; Isolair system demonstrated end 1992.
AS 550 Fennec: Military version of AS 350B2 powered by a 546 kW (732 shp) Arriel 1D1; and military
version of AS 350B3 powered by a 631 kW (847 shp) Arriel 2B, with improved high-altitude performance.
Standard features include taller landing gear; sliding doors; NVG-compatible cockpit; reinforced airframe;
provision for armoured seats and engine cowlings. Individual versions are as follows:
AS 550A2: Armed; powered by Arriel 1D1.
AS 550A3: Armed; powered by Arriel 2B.
AS 550C2: Missile-armed; powered by Arriel 1D1.
AS 550C3: Missile-armed; powered by Arriel 2B.
AS 550U2: Utility; powered by Arriel 1D1.
AS 550U3: Utility; powered by Arriel 2B.
Customers
More than 2,300 single-engined Ecureuil/AStar/Fennec models sold by January 2001.
Design Features
Starflex bearingless glass fibre main rotor head; all versions now have lifting section composite main rotor
blades. Main rotor turns at 394 rpm, tail rotor at 2,086 rpm.
Flying Controls
Single fully powered controls with accumulators to delay manual reversion following hydraulic failure until
airspeed can be reduced; cyclic trim by adjustable stick friction; inverted aerofoil tailplane to adjust pitch
attitude in climb, cruise and descent; saucer fairing on rotor head to smooth wake; swept fins above and below
tail. Variety of autostabilisers and autopilots available (see Avionics).
Structure
Main rotor head and much of airframe of glass fibre and aramids; main rotor blades automatically
manufactured in composites; self-sealing composites fuel tank in military versions.
Landing Gear
Steel tube skid type. Taller version standard on military aircraft. Emergency flotation gear optional.
Power Plant
AS 350BA powered by one 478 kW (641 shp) Turbomeca Arriel 1B; AS 350B2/550 powered by one 546 kW
(732 shp) Turbomeca Arriel 1D1; AS 350B3/550 powered by one 632 kW (847 shp) Arriel 2B; AS 350D
powered by AlliedSignal LTS101 sold only in USA. Plastics fuel tank (self-sealing on AS 550) with capacity
of 540 litres (142.6 US gallons; 119 Imp gallons).
Accommodation
Two individual bucket seats at front of cabin and four-place rear bench standard; optional ambulance layout;
large forward-hinged door on each side of versions for civil use; optional sliding door at rear of cabin on port
side; (sliding doors standard on military version); baggage compartment aft of cabin, with full-width
upward-hinged door on starboard side; top of baggage compartment reinforced to provide work platform on
each side.
Systems
Hydraulic system includes four single-body servo units, operating at 40 bars (570 lb/sq in) pressure, and
accumulators to delay reversion to manual control; electrical system includes a 4.5 kW engine-driven
starter/generator, a 24 V 16 Ah Ni/Cd battery and a ground power receptacle; cabin air conditioning system
optional.
Avionics
Comms: VHF/AM radios, HF/SSB transponder and ICS.
Flight: VOR/ILS, ADF, marker beacon receiver and DME. SFIM PA 85T31 (IFR), Honeywell HelCis or
Collins APS-841H autopilot; GPS. Full-colour LCD VEMD on AS 350B3.
Equipment
Options include 907 kg (2,000 lb) capacity cargo sling (1,160 kg; 2,557 lb for AS 350B2/550), a 135 kg
(297 lb) capacity electric hoist, a TV camera for aerial filming, SX-16 searchlight, Wescam and FLIR
observation systems, and a 735 litres (194 US gallons; 161 Imp gallons) Simplex agricultural spraytank and
boom system.
Armament
(AS 550): Provision for wide range of weapons, including 20 mm Giat M621 gun, FN Herstal TMP twin
7.62 mm machine gun pods, Thomson Brandt 68.12 launchers for twelve 68 mm rockets, Forges de Zeebrugge
launchers for seven 2.75 in rockets, and ESCO HeliTOW anti-tank missile system.
Main rotor diameter
AS 350BA/D
AS 350B2/B3/550
Tail rotor diameter
Tail rotor blade chord:
AS 350BA/D
AS 350B2/B3/550
Length:
10.69 m (35 ft 0 in)

0.30 m (11 in)
0.35 m (13 in)
1.86 m (6 ft 1 in)
0.185 m (7 in)
0.205 m (8 in)

fuselage
Width: fuselage
overall, blades folded (that is, horizontal stabiliser
span)
Height overall:
AS 350BA/B2/B3/D
AS 550
Skid track:
AS 350BA/B2/B3/D
AS 550
Cabin doors (civil versions, standard, each):
Height
Width
12.94 m (42 ft 5 in)

10.93 m (35 ft 10 in)
1.80 m (5 ft 10 in)
2.53 m (8 ft 3 in)
3.14 m (10 ft 3 in)

3.34 m (10 ft 11 in)
2.17 m (7 ft 1 in)
2.28 m (7 ft 5 in)
1.15 m (3 ft 9 in)
1.10 m (3 ft 7 in)
Cabin: Length
2.42 m (7 ft 11 in)
Width at rear
1.65 m (5 ft 5 in)
Height
1.35 m (4 ft 5 in)
Floor area
2.60 m2 (28.0 sq ft)
1.00 m3 (35.31 cu ft)
Areas
Main rotor disc
89.75 m2 (966.1 sq ft)
Tail rotor disc
2.72 m2 (29.25 sq ft)

Weight empty:
AS 350BA
AS 350B2
AS 350B3
AS 350D
AS 550
Max T-O weight:
AS 350BA
AS 350B2/B3/550
AS 350D
1,157 kg (2,550 lb)

1,171 kg (2,582 lb)
1,175 kg (2,590 lb)
1,123 kg (2,475 lb)
1,220 kg (2,689 lb)
2,100 kg (4,630 lb)
2,250 kg (4,960 lb)
1,950 kg (4,300 lb)
Max weight with slung load:

AS 350BA
AS 350B2
AS 350B3/550
AS 350D
Max disc loading: AS 350BA clean, D with slung
load
2,250 kg (4,960 lb)

2,500 kg (5,511lb)
2,800 kg (6,173 lb)
2,100 kg (4,630 lb)
23.40 kg/m2 (4.79 lb/sq ft)
AS 350BA with slung load, AS 350B2/550 clean
25.07 kg/m2 (5.13 lb/sq ft)
AS 350B2 with slung load
27.90 kg/m2 (5.71 lb/sq ft)
AS 350B3 with slung load
30.60 kg/m2 (6.28 lb/sq ft)

AS 350BA clean
5.20 kg/kW (8.54 lb/shp)
AS 350BA with slung load
5.57 kg/kW (9.15 lb/shp)
AS 350B2/550 series 2 clean
5.11 kg/kW (8.40 lb/shp)
AS 350B2/550 series 2 with slung load

AS 350B3/550 series 3 clean
AS 350B3/550 series 3 with slung load
5.68 kg/kW (9.34 lb/shp)

4.50 kg/kW (7.39 lb/shp)
5.50 kg/kW (9.04 lb/shp)
Performance
AS 350BA/D at normal T-O weight,
AS 350B2/B3/550 at 2,200 kg; (4,850 lb):
Never-exceed speed (VNE) at S/L:
AS 350BA/B2/B3/550
AS 350D
AS 350BA
AS 350B2/B3/550
155 kt (287 km/h; 178 mph)

147 kt (272 km/h; 169 mph)
126 kt (234 km/h; 145 mph)
134 kt (248 km/h; 154 mph)
AS 350D
AS 350BA
124 kt (230 km/h; 143 mph)
AS 350B2/550
AS 350B3
Service ceiling:
AS 350BA
8.5 m/s (1,680 ft/min)

9.1 m/s (1,790 ft/min)
AS 350B2/550
AS 350B3
AS 350BA
4,800 m (15,750 ft)

5,250 m (17,225 ft)
AS 350B2/550
7.6 m/s (1,500 ft/min)
4,880 m (16,000 ft)
2,790 m (9,160 ft)

3,200 m (10,500 ft)
AS 350B3
AS 350BA
AS 350B2/550
4,140 m (13,580 ft)

1,980 m (6,500 ft)
2,550 m (8,350 ft)
AS 350B3
3,730 m (12,250 ft)
Range with max fuel at recommended cruising speed,
no reserves:
AS 350BA
AS 350B2/550
AS 350B3

AS 350 ECUREUIL/ASTAR
Year
Delivered
1978
1979
1980
1981
1982
1983
26
89
158
148
113
63
1984
1985
1986
1987
1988
68
76
79
75
87
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Total
114
122
109
111
68
59
60
62
99
102
96
105
2,071
UPDATED
Eurocopter AS 350B3 Ecureuil is powered by the Arriel 2 with FADEC

(1998)
Eurocopter AS 550C3 multipurpose military version equipped with Helitow system

(1999)
Eurocopter AS 350BA operated by Sunshine Helicopters in Hawaii

(1998)
The Eurocopter AS 350B2 is powered by the Turbomeca Arriel 1D1 turboshaft engine
(1998)
The new Eurocopter AS 550A3 Fennec equipped with more powerful Turbomeca Arriel
2B engines
(1998)
Eurocopter AS 350B1 in service with the City of Los Angeles Police

(2000)
Eurocopter AS 350B3 AStar in service at Yosemite National Park

(2000)
Eurocopter AS 350BA operated by Sunshine Helicopters in Hawaii

(1998)
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AMERICA
Enstrom F28 and 280

Type
Three-seat light helicopter.
Programme
Development of this three-seater helicopter started in 1960; basic F-28 made first flight 27 May 1962, gaining
provisional Type Certificate 14 November 1963. Two-blade rotor replaced by three-blade rotor and fully
enclosed cabin in production aircraft. Total of 15 built but later upgraded to F-28A standard with modified
drive ratio and other minor changes.
Versions
F-28A: 153 kW (205 hp) Lycoming HIO-360-C1A piston engine; FAA certification 28 May 1968.
280 Shark: Aerodynamic restyling for the corporate market, introduced in 1974.
F-28C: Turbocharged model in production from 1976; 153 kW (205 hp) Lycoming HIO-360-E1BD engine
with Rajay 301-E-10-2 turbocharger. Two-piece windscreen. FAA certification 8 December 1975.
F-28C-2: Similar, but two-piece windscreen replaced by single-piece; new pedestal-type central instrument
console for improved forward view; semi-circular guard tube to protect tail-rotor in tail-down attitude.
280C Shark: Aerodynamically refined version of F-28C-2; revised tail stabilising surfaces; two-piece
windscreen. First flight 1973; FAA certification 8 December 1975.
Current versions
F28F Falcon: Basic model first flown 4 November 1980 and certified to FAR Pt 6 on 31 December 1980.
Recent developments include redesigned main gearbox with heavy wall main rotor shaft (standard on all new
F28s and retrofittable to all existing F models); optional lightweight exhaust silencer, reducing noise in hover
by 40 per cent and by 30 per cent when flying at 152 m (500 ft) (can be retrofitted to existing F28F, 280F and
280FX); and lightweight starter motor recently introduced for all models.
Enstrom wet and dry agricultural kit comprises two side-mounted hoppers with quick-fill openings, total
capacity 303 litres (80 US gallons; 67 Imp gallons); spraybar 9.04 m (29 ft 8 in) wide, extendable to 11.07 m
(36 ft 4 in); manually operated clutch gives positive control of centrifugal pump with capacity for 227 litres
(60 US gallons; 50 Imp gallons)/min; dry discharge rate variable from 0 to 272 kg (600 lb)/min; weight of
entire quickly removable dispersal system 48 kg (105 lb).
F28F-P Sentinel: Dedicated police patrol version; first delivery October 1986; can be fitted with Locator B,
Spectrolabe SX-5 or Carter searchlight and specialised police radio; same specifications and performance as
F28F; can also be fitted with FLIR and PA systems.
280FX Shark: First flown 20 December 1984. Certified to FAR Pt 6 on 14 January 1985. Features include
new seats with lumbar support and energy-absorbing foam, new tailplane with endplate fins, tail rotor guard,
covered tail rotor shaft, redesigned air inlet system, and completely faired landing gear; optional pneumatic
door opener; optional internal tank extends range to 339 n miles (627 km; 390 miles).
Customers
Total production 957 at 1 January 2001.
Costs
Basic F28F Falcon-US$247,900; US$259,900 for 280FX Shark.
Design features
Three-blade fully articulated head with blades attached by retention pin and drag link; control rods pass inside
tubular rotor shaft to swashplate inside fuselage; no rotor brake; blade section NACA 0013.5; blades do not
fold; two-blade teetering tail rotor. Goodyear 30-groove belt-drive system from horizontally mounted engine to
transmission also acts as clutch.
Flying Controls
Conventional and manual. Twin system absorbs feedback from rotor and repositions stick datum as required.
Structure
Bonded light-alloy blades. Fuselage has glass fibre and light-alloy cabin section, steel tube centre-section
frame, and stressed skin aluminium tailboom.
Landing gear
Skids carried on Enstrom oleo-pneumatic shock-absorbers. Air Cruiser inflatable floats available optionally.
Power plant
One 168 kW (225 hp) Textron Lycoming HIO-360-F1AD flat-four engine with Rotomaster 3BT5EE10J2
turbocharger. Two fuel tanks, each of 79.5 litres (21 US gallons; 17.5 Imp gallons). Total standard fuel
capacity 159 litres (42 US gallons; 35 Imp gallons), of which 151 litres (40 US gallons; 33.3 Imp gallons) are
usable. Auxiliary tank, capacity 49 litres (13 US gallons; 10.8 Imp gallons), can be installed in the baggage
compartment. Oil capacity 9.5 litres (2.5 US gallons; 2.1 Imp gallons).
Accommodation
Pilot and two passengers, side by side on bench seat; centre place removable. Fully transparent removable door
on each side of cabin. Baggage space aft of engine compartment, capacity 49 kg (108 lb), with external door.
Cabin heated and ventilated.

Systems
Electrical power on F28F provided by 12 V 70 A engine-driven alternator; 24 V 70 A system optional on
F28F, standard on 280FX. No hydraulic system.
Avionics
Variety of fits from AR Nav, AlliedSignal II Morrow and Northstar.
Instrumentation: Standard equipment includes airspeed indicator, sensitive altimeter, compass, outside air
temperature gauge, turn and bank indicator, rotor/engine tachometer, manifold pressure/fuel flow gauge, EGT
gauge, oil pressure gauge, gearbox and oil temperature gauge, ammeter, cylinder head temperature gauge and
fuel quantity gauge. Eight-light annunciator panel consisting of low rotor rpm, chip detectors (main and tail
rotor transmissions), overboost, clutch not fully engaged, low fuel pressure, starter and low-voltage warning
lights.
Equipment
Shoulder harnesses for three seats, night lighting optional for F28F; standard for 280FX; instrument lighting
with dimmer control, position light on each horizontal stabiliser tip, anti-collision strobe light, landing lights,
adjustable nose light and soundproofing. Optional equipment includes fixed float kit; wet or dry agricultural
spray kit and cargo hook for utility missions. Wide instrument panel available for IFR training.
Main rotor diameter
Tail rotor diameter
9.75 m (32 ft 0 in)

1.42 m (4 ft 8 in)
5.56 m (18 ft 3 in)
0.24 m (9 in)
0.11 m (4 in)
Length overall, rotors stationary

Skid track
8.92 m (29 ft 3 in)

2.74 m (9 ft 0 in)
2.21 m (7 ft 3 in)
Cabin doors (each):

Height
Width
Height to sill
Baggage door: Height
Width
Height to sill
1.04 m (3 ft 5 in)
0.84 m (2 ft 9 in)
0.64 m (2 ft 1 in)
0.55 m (1 ft 9 in)
0.39 m (1 ft 3 in)
0.86 m (2 ft 10 in)
Cabin: Max width: F28F
280FX
1.55 m (5 ft 1 in)
1.50 m (4 ft 11 in)
0.18 m3 (6.3 cu ft)
Areas
Main rotor disc

Tail rotor disc
74.72 m2 (804.25 sq ft)

1.66 m2 (17.88 sq ft)

(28F Normal category)
F28F
712 kg (1,570 lb)
280FX
719 kg (1,585 lb)
Max T-O weight:

F28F, 280FX
Baggage capacity: tailboom
Max disc loading: F28F, 280FX
1,179 kg (2,600 lb)

49 kg (108 lb)
15.77 kg/m2 (3.23 lb/sq ft)
Performance
(both versions at AUW of 1,066 kg; 2,350 lb, except where indicated)
F28F
280FX
97 kt (180 km/h; 112 mph)

102 kt (189 km/h; 117 mph)
Max level speed, S/L to 915 m (3,000 ft):

F28F
280FX
97 kt (180 km/h; 112 mph) IAS

102 kt (189 km/h; 117 mph) IAS

F28F
280FX
Certified operating ceiling
89 kt (165 km/h; 102 mph)

93 kt (172 km/h; 107 mph)
7.4 m/s (1,450 ft)/min
3,660 m (12,000 ft)
Hovering ceiling:
IGE at 1,179 kg (2,600 lb) AUW
OGE at 1,066 kg (2,350 lb) AUW
2,345 m (7,700 ft)

2,650 m (8,700 ft)

F28F
280FX
Max endurance

3 h 30 min
UPDATED
Enstrom F28 three-seat light helicopter, also showing revised nose of Model 280
(Jane's/James Goulding)
(1998)
Pasadena Police Department Enstrom F28F-P Sentinel

(2000)
Peru's Army Aviation uses the F28F Falcon for training
Enstrom F28F Falcon has been continuously updated since certified in December 1980
(Gnter Endres)
(2001)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, INDONESIA
Indonesian Aerospace (Bell) NBell-412

Licence agreement for Bell 412 signed 12 November 1982; covers 100 helicopters; production started
1984; first flight April 1986; NBell-412HP now 40 per cent Indonesian manufactured. FN Herstal EMA
(external mounting assembly) for 7.62 and 12.7 mm gun pods and 70 mm rocket pods, already
certificated for Canadian and Italian Agusta-built Bell 412s, qualified for NBell-412 and fitted to several
helicopters; CAS (close air support) configuration also available. Production temporarily halted at 27th
helicopter, September 1995, but restarted in December.
UPDATED
The NBell-412 12-seat helicopter for military operations
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Indonesian Aerospace (Eurocopter) NAS-332

Super Puma
Assembly of 11 AS 330J Pumas agreed 1977 and began 1981; switched to AS 332C and L Super Puma
in early 1983; first NAS-332 for Pelita Air Service rolled out 22 April 1983; deliveries include four as
commando and general purpose transports for Indonesian Navy and two VVIP. Available configurations
include ASW/MA (anti-submarine warfare/maritime attack).
UPDATED
The NAS-332 Super Puma VVIP version
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Nurtanio (Aerospatiale) NSA-330 Puma

Nurtanio began assembly of the SA 330J Puma under licence in 1981, delivering four to Pelita Air
Service in mid-1982 and seven to the Indonesian Air Force by early 1983. Production was switched to
the AS 332 Super Puma.
VERIFIED
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Indonesian Aerospace (Eurocopter) NBO-105

Manufactured under licence from MBB (now Eurocopter) as NBO-105 since 1976; only rotors and
transmission now supplied from Germany; originally NBO-105CB, but stretched NBO-105S introduced
from 101st aircraft onwards; NBO-105MPDS (multipurpose delivery system) can carry 50 to 81 mm
unguided rockets, single or twin 0.30 in or 0.50 in machine gun pods; and reconnaissance or FLIR pods.
Also available in FAC (forward air control) version.
UPDATED
IPTN-built NBO-105
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Eurocopter AS 332 Super Puma and AS 532 Cougar

Spanish military designations: HD.21 and HT.21
Swedish Air Force designation: Hkp 10
Type
Twin-turbine multirole helicopter.
Programme
Design of this derivative of the SA 330 Puma was started in 1974, and the programme received a formal
go-ahead from the French government in June 1975. As a first stage, Aerospatiale retrofitted a Puma airframe
with two Turbomca Makila turboshaft engines and an uprated transmission. This experimental helicopter,
designated AS 331, flew for the first time on 5 September 1977. It was followed, on 13 September 1978, by
the first flight of the first prototype AS 332 Super Puma (F-WZJA), embodying more extensive changes to
provide increased payload and performance, simplified maintenance, reduced cabin noise level, reduced
vulnerability to hostile fire in combat areas, and better crew and passenger survivability in a crash. Original
plans to fit a `Fenestron' ducted tail rotor were dropped after evaluation of a `Fenestron' on the SA 330Z
testbed indicated no worthwhile performance gains.
Externally evident airframe changes compared with the SA 330 Puma include: a lengthened nose; increased
wheelbase and wheel track; a new high-energy absorption landing gear with a single wheel on each of the main
units, which offer an optional `kneeling' capability to reduce overall dimensions for shipboard stowage; and an
added ventral fin. The main and tail rotor blades have a new and more efficient profile. Military versions
renamed Cougar in 1990; first AS 332L (stretched fuselage) certified to French IFR Cat. II 7 July 1983 and
delivered to Lufttransport of Norway; certified for flight into known icing 29 June 1983; FAA Cat. II
certification with SFIM CDV 85 P4 four-axis AFCS and FAR Pt 25 Appendix C known icing clearance. Mk I
continues in production as long as orders (mainly making good attrition) continue.

Some AS 332/532s built under licence by IPTN in Indonesia, some assembled by CASA in Spain and some
equipped by F+W (now SASC) in Switzerland. First flight of Mk II development vehicle 6 February 1987;
French certification 2 April 1992; UK BCAR 29 certification 16 November 1992; first delivery August 1993.
500th Super Puma/Cougar delivered 17 June 1999. Earlier AS 332L1 and 532U/A Cougar Mk I remain on
production line.
Versions
AS 332B: Military version. Standard fuselage, seating 21 troops.
AS 332F: Naval version, with folding tail rotor pylon, deck landing assist device and anti-corrosion
treatment. Suitable for search and rescue, ASW and anti-ship roles.
AS 332L: As 332C, but with cabin lengthened by 0.76 m (2 ft 6 in) to seat crew of two and up to 22
passengers, with two additional windows. Fuel capacity increased. Fourth production Super Puma (F-WZJN),
to this standard, flew for the first time on 10 October 1980. Certified by DGAC on 2 December 1981, by FAA
on 18 February 1982 and by CAA on 13 March 1982.
AS 332M: As 332B, but with cabin lengthened by 0.76 m (2 ft 6 in) to provide four more seats and two
additional windows. Fuel capacity increased.
AS 332M1: More powerful Makila 1A1 engine; standard accommodation increased to 25 troops.
Redesignated AS 532 and named Cougar.
Current Versions
Designation suffixes: U: military unarmed utility, A: armed, S: anti-ship/submarine, C: military short fuselage,
L: long fuselage, military or civil.
AS 332C: Civil version. Standard fuselage, seating crew of two and up to 19 passengers. Certified by DGAC
on 24 April 1981 and by FAA on 14 October 1981.
AS 332 C1: SAR version supplied to Greece. Features include a four-axis autopilot with SAR modes;
self-contained navigation system coupled to autopilot; Bendix 1500B search radar; emergency flotation gear
and crashworthy seats and fuel tanks; reinforced floor; external auxiliary fuel tanks; external hoist with 75 m
cable; Spectrolab searchlight; loud hailers; and main rotor blade folding. Fitted with six integrated stretchers
for casualty evacuation.
AS 332L1 Super Puma: Standard Mk I civil version with long fuselage and airline interior for 20 passengers;
UK CAA IFR certification 21 April 1992.
AS 332L2 Super Puma Mk II: Current production civil transport; innovations include Spheriflex rotor heads,
super-emergency engine rating. EFIS flight deck and built-in health and usage monitoring system, duplex
four-axis AFCS, and hydraulically powered standby electrics for two hours' operation after complete main
generator failure.
AS 332L2 Super Puma Mk II VIP: Eight- to 15-passenger arrangement with attendant and fully equipped
galley and toilet; two four-seat lounges; fine materials and fittings throughout; range with eight passengers and
attendant 635 n miles (1,176 km; 730 miles). First delivery 28 August 1993.
AS 532AC Cougar: Armed AS 532UC (Mk I).
AS 532AL Cougar: Armed AS 532UL (Mk I).
AS 532A2 Cougar: Armed military multimission version. Equipment includes RWR, missile approach
warner, chaff, flares, rescue hoist, two outboard 20 mm cannon, two door-mounted 12.7 mm machine guns,
encrypted Personnel Locator System, NVG-compatible lighting, Nadir Mk 2 navigation computer, SFIM
PA-165 digital autopilot, VOR, Tacan, DME, GPS, searchlight and FLIR. Alternative maximum T-O weight
of 11,200 kg (24,691 lb) permits a 500 n mile (926 km; 575 mile) unrefuelled radius of action to rescue two
persons.
AS 532SC Cougar: Naval short Mk I version with ASW/ASV equipment; folding tail rotor pylon and main
rotor blades; deck harpoon device.
AS 532U2 Cougar: Unarmed military utility transport; longest member of Cougar family; carries 29 troops
and two crew.
AS 532 UB Cougar 100: Redesignated AS 532 UE (E for Economy).
AS 532UC Cougar: Military Mk I short fuselage unarmed utility; seats up to 21 troops and two crew; cabin
floor reinforced for 1,500 kg/m2 (307 lb/sq ft). Crashworthy self-sealing fuel tanks standard.
AS 532 UE: Simplified and cheaper version capable of covering 95 per cent of mission envelope of other
models. Fixed landing gear, downgraded communications, night vision goggles. First flight September 1997,
available since December 1997.
AS 532UL Cougar: Military Mk I unarmed long fuselage version; cabin lengthened by 0.76 m (2 ft 6 in);
extra fuel and two large windows in forward cabin plug; carries up to 25 troops and two crew. Equipment
includes IR suppressors; RWR, chaff dispensers, flare launchers and armoured protection for crew and troops.
Crashworthy self-sealing fuel tanks standard. French Army version designated AS 532M1.
AS 532UL Horizon: Battlefield surveillance radar helicopter; flight trials of small Orphe radar under an AS
330B Puma started 1986; French Army wanted 20 AS 532 Cougar Mk II fitted with radar, dedicated ECM and
datalink (Orchide programme). First flight of full-scale AS 532/Orchide June 1990; programme cancelled
for budgetary reasons August 1990; prototype without datalink flew 24 missions in Gulf War February 1991 in
Operation Horus.
Horizon programme (Hlicoptre d'Observation Radar et d'Investigation sur Zone) with more effective
operational concept and reduced development costs replaced Orchide; development contract awarded to
Eurocopter October 1992 for two (later increased to four) AS 532UL Horizons with same radar capabilities
and ECM as Orchide, but in AS 532UL Cougar Mk I, with standard ECM and longer mission endurance.
System is capable of processing 4,000 targets at distances up to 81 n miles (150 km; 93 miles). Military
features include jet efflux deflector/diluters, anti-icing systems, NVG-compatible cockpit lighting, weather
radar, encrypted communications, INS/GPS and active/passive countermeasures. First flight Horizon with full
radar 8 December 1992; first delivery July 1996; second (plus a ground station) in December 1996; third and
fourth (plus second ground station) in 1998.
Super Puma/Cougar Mk II+: Major upgraded version now re-designated EC 225/725 (see separate entry).
Design Features
Four-blade fully articulated main rotor turning clockwise seen from above; five-blade tail rotor on starboard
side of tailboom; spheriflex main and tail rotor heads with elastomeric spherical bearings and Kevlar retention
bands; engines mounted above cabin have rear drive into main transmission at 23,840 rpm; main rotor turns at
265 rpm, tail rotor at 1,278 rpm; various lateral sponsons available housing partly retracted main landing gear
and combinations of additional fuel or pop-out floats; optional air conditioning system housed in casing on
port forward flank of cabin; all civil versions certified for IFR category A and B to FAR Pt 29. Composites
plug in rear cabin area to accommodate extra row of seats in SuperPuma Mk II; tail rotor moved rearward.
Flying Controls
Dual fully powered hydraulic controls with full-time autostabilisation and yaw damping; machine remains
flyable with autostabiliser switched off; cyclic trimming by stick friction adjustment; inverted slot on tailplane
to maintain attitude-holding effect at low climb speeds; large ventral fin; saucer fairing on rotor head to
smooth wake of hub; four-axis SFIM 155 autopilot standard in Mk I; SFIM 165 four-axis digital AFCS and
coupler in Mk II.
Structure
Conventional light-alloy airframe with some titanium; crashworthy fuel system, impact-absorbing landing gear
and other features; main rotor blades of GFRP with CFRP stiffening and Moltoprene filler; elastomeric drag
dampers. Increased use of composites in Mk II.
Landing Gear
Retractable tricycle high-energy absorbing design by Messier-Bugatti; all units retract rearward hydraulically,
mainwheels into sponsons on sides of fuselage; dual-chamber oleo-pneumatic shock-absorbers; twin-wheel
self-centring nose unit, tyre size 466 176, pressure 7.0 bars (102 lb/sq in); single wheel on each main unit
with tyre size 615 225-10 or 640 230-10, pressure 9.0 bars (130 lb/sq in); hydraulic differential disc
brakes, controlled by foot pedals; lever-operated parking brake; emergency pop-out flotation units can be
mounted on main landing gear fairings and forward fuselage.
Power Plant
Two Turbomeca Makila 1A1 turboshafts, in Mk I each with maximum contingency rating of 1,400 kW (1,877
shp) and maximum continuous rating of 1,184 kW (1,588 shp). Air intakes protected by a grille against
ingestion of ice, snow and foreign objects; Centrisep multipurpose intake optional for flight into sandy areas.
Two Turbomeca Makila 1A2 rear drive free-turbines in Mk II; maximum emergency power each (OEI 30
seconds), 1,573 kW (2,109 shp) 12 per cent higher than AS 332 Mk I; intermediate emergency power (OEI 2
minutes) 1,467 kW (1,967 shp); take-off power 1,376 kW (1,845 shp); maximum continuous power 1,236 kW
(1,657 shp).
AS 532UC/AC have five flexible fuel tanks under cabin floor, with total usable capacity of 1,497 litres (395
US gallons; 329 Imp gallons); AS 532SC has total basic capacity of 2,141 litres (565 US gallons;
471 Imp gallons); AS 332L1/532UL/532AL have a basic fuel system of six flexible tanks with total capacity
of 2,020 litres (533 US gallons; 444 Imp gallons) in the 332 and 2,003 litres (529 US gallons; 440 Imp gallons)
in the 532; provision for additional 1,900 litres (502 US gallons; 418 Imp gallons) in four auxiliary ferry tanks
installed in cabin; two external auxiliary sponson tanks with total capacity of 650 litres (172 US gallons; 143
Imp gallons) standard on AS 532SC, optional on other versions; for long-range missions (mainly offshore) in
AS 332L1, a special internal auxiliary tank can be fitted in cargo sling well, with a capacity of 320 litres (84
US gallons; 70.4 Imp gallons) in addition to the two external tanks, to raise total usable fuel capacity to 2,994
litres (791 US gallons; 658 Imp gallons); refuelling point on starboard side of cabin; fuel system designed to
avoid leakage following a crash; self-sealing tanks standard on military versions, optional on other versions;
other options include a fuel dumping system and pressure refuelling.
Accommodation
One pilot (VFR) or two pilots side by side (IFR) on flight deck, with jump seat for third crew member or
paratroop dispatcher; provision for composite light-alloy/Kevlar armour for crew protection on military
models; door on each side of flight deck and internal doorway connecting flight deck to cabin; dual controls,
co-pilot instrumentation and crashworthy flight deck and cabin floors; maximum accommodation for 21
passengers in AS 532UC, 24 in AS 332L1 and L2, 25 in AS 532UL and 29 in AS532U2; interiors available for
VIP for 8-15 passengers, air ambulance with six stretchers and 11 seated casualties/attendants; strengthened
floor for cargo carrying, with lashing points; jettisonable sliding door on each side of main cabin or port side
door with built-in steps and starboard side double door in VIP configuration; removable panel on underside of
fuselage, at rear of main cabin, for longer loads; removable door with integral steps for access to baggage racks
optional; hatch in floor below main rotor contains hook for slung loads up to 4,500 kg (9,920 lb) on internally
mounted cargo sling; cabin and flight deck heated, ventilated and soundproofed; demisting, de-icing, washers
and wipers for pilots' windscreens.
Systems
Two independent hydraulic systems, supplied by self-regulating pumps driven by main gearbox. Each system
supplies one set of powered flying controls; left-hand system also supplies autopilot, landing gear, rotor brake
and wheel brakes; hydraulically actuated systems can be operated on ground from main gearbox (when a
special disconnect system is installed to permit running of port engine with rotors stationary), or by external
power through ground power receptacle. Emergency landing gear lowering by standby pump.
Three-phase 200 V AC electrical power supplied by two 20 kVA 400 Hz alternators, driven by port side
intermediate shaft from main gearbox and available on ground under same conditions as hydraulic ancillary
systems; two 28.5 V DC transformer-rectifiers; main battery used for self-starting and emergency power in
flight.
Avionics
Comms: Optional equipment includes VHF, UHF, tactical HF and HF/SSB radio and intercom.
Radar: Offshore models have nose-mounted radar; search and rescue version has nose-mounted
AlliedSignal RDR 1400 or chin-mounted AlliedSignal 1500 search radar (as on Swedish Hkp 10s); naval
ASW and ASV versions can have nose-mounted Thomson-CSF Varan radar, linked to a tactical table in the
cabin and an Alcatel/Thomson Sintra HS 312 sonar station at rear of cabin.
Flight: ADS, VOR/ILS, radio altimeter, GPS, VLF Omega, Decca navigator and flight log, Doppler, SFIM
155 autopilot, with provision for coupling to self-contained navigation and landing systems; search and rescue
version has Doppler, and Sextant Avionique Nadir or Decca self-contained navigation system (Nadir Mk 2 in
French Army version), including navigation computer with SAR patterns, polar indicator, roller map display,
hover indicator, route mileage indicator and groundspeed and drift indicator; SFIM CDV 155 autopilot coupler
contains automatic navigation track including search patterns, transitions and hover; multifunction video
display shows radar and route images, SAR patterns and hover indication; Swedish Hkp 10s have Racal
RAMS flight management system including Marconi AHRS, Decca Doppler and GPS.
Instrumentation: Civil and military cockpits have EFIS consisting of four 15 15 cm (6 6 in) displays;
military cockpit compatible with night vision goggles; civil and military IFR system offered, plus military
communications radio; SAR system includes radar and FLIR coupled to display system as well as navigation
computer with Doppler and GPS sensors; SAR system can include automatic search pattern, transition and
hover hold.
Equipment
Optional fixed or retractable rescue hoist (capacity 275 kg; 606 lb) starboard side; pop-out floats; equipment
for naval missions can include sonar, MAD and sonobuoys. Military versions include IR suppressors,
flare/chaff dispensers, RWR, MAWS and armoured protection for crew and troops.
Armament
(optional)
Typical alternatives for army/air force missions are two 20 mm guns or two 7.62 mm machine guns.
Armament for naval missions includes two AM 39 Exocet missiles or two lightweight torpedoes.
Main rotor diameter
332L2/A2532/U2
Tail rotor diameter
332L2/532A2/U2
Length:
332L2/532A2/U2
fuselage, incl tail rotor:
AS 532UC/AC/SC
AS 332L1/532AL/UL
Width, blades folded:
15.60 m (51 ft 2 in)

16.2 m (53 ft 1 in)
3.05 m (10 ft 0 in)
3.15 m (10 ft 4 in)
0.60 m (1 ft 11 in)
18.70 m (61 ft 4 in)
19.50 m (63 ft 11 in)
15.53 m (50 ft 11 in)
16.29 m (53 ft 5 in)
AS 532UC/AC/AL/UL/332L1
AS 532SC
Height: overall
blades and tail pylon folded:
AS 532UC/AC/SC
3.79 m (12 ft 5 in)

4.04 m (13 ft 3 in)
4.92 m (16 ft 1 in)
4.80 m (15 ft 9 in)

Wheel track
4.60 m (15 ft 1 in)

3.00 m (9 ft 10 in)
Wheelbase:
AS 532UC/AC/SC
4.49 m (14 ft 8 in)
AS 332L1/532AL/UL/L2/A2/U2
Height
Width
Length
Width
5.28 m (17 ft 4 in)

1.35 m (4 ft 5 in)
1.30 m (4 ft 3 in)
0.98 m (3 ft 2 in)
0.70 m (2 ft 3 in)
Cabin: Length:
AS 532UC/AC/SC
AS 332L1/532AL/UL
AS 332L2/AS 532A2/U2
Max width
Max height
Floor area:
AS 532UC/AC/SC
AS 332L1/532AL/UL
6.05 m (19 ft 10 in)

6.81 m (22 ft 4 in)
7.87 m (25 ft 10 in)
1.80 m (5 ft 10 in)
1.55 m (5 ft 1 in)
7.80 m2 (84 sq ft)
9.18 m2 (98.8 sq ft)
Usable volume:
AS 532UC/AC/SC
AS 332L1/532AL/UL
11.40 m3 (403 cu ft)

13.30 m3 (469.5 cu ft)
Areas
Main rotor disc
191.13 m2 (2,057 sq ft)
AS 332L2, AS 532A2/U2
206.0 m2 (2,217.4 sq ft)
Tail rotor disc
7.31 m2 (78.64 sq ft)
AS 332L2/AS 532A2/U2
7.79 m2 (83.88 sq ft)

Weight empty (standard aircraft):
AS 532AC/UC
4,330 kg (9,546 lb)
AS 532SC
AS 332L1/532AL/UL
AS 332L2
AS 332U2
Max T-O weight:
AS 532AB/AC/AL/SC/UE/UC/UL, internal
AS 332L1, internal load
4,500 kg (9,920 lb)

4,460 kg (9,832 lb)
4,686 kg (10,331 lb)
4,900 kg (10,803 lb)
load
9,000 kg (19,841 lb)

8,600 kg (18,960 lb)
with slung load

AS 332L2
9,350 kg (20,615 lb)

9,300 kg (20,502 lb)
AS 332U2
9,750 kg (21,495 lb)
Useful load:
AS 332L2
AS 332U2
Max slung load:
4,640 kg (10,229 lb)

4,850 kg (10,692 lb)
AS 332L2
AS 332A2/U2
5,000 kg (11,023 lb)

4,500 kg (9,920 lb)
AS 532UB
9,500 kg (20,943 lb)
Max disc loading, slung load:

all except AS 532UE
AS 532UE
48.9 kg/m2 (10.02 lb/sq ft)

49.7 kg/m2 (10.18 lb/sq ft)
AS 332L2 (T-O wt)
44.4 kg/m2 (9.10 lb/sq ft)
AS 332U3 (T-O wt)
47.3 kg/m2 (9.68 lb/sq ft)
Max power loading, internal load:

AS 532AC/AL/SC/UE/UC/UL
AS 332L1
slung load, all except AS 532UE/U2/AS 332L2
AS 532UE
4.03 kg/kW (6.61 lb/shp)

3.85 kg/kW (6.32 lb/shp)
4.18 kg/kW (6.87 lb/shp)
AS 332L2
AS 332U2
3.79 kg/kW (6.24 lb/shp)

4.04 kg/kW (6.66 lb/shp)
4.25 kg/kW (6.98 lb/shp)
Performance
(at max T-O weight)
AS 332L2/U2
Cruising speed at S/L:
AS 532UC/AC/AL/UL
AS 532SC
AS 332L1
AS 532UE
150 kt (278 km/h; 172 mph)

177 kt (327 km/h; 203 mph)
141 kt (262 km/h; 163 mph)
130 kt (240 km/h; 149 mph)
144 kt (266 km/h; 165 mph)
134 kt (249 km/h; 154 mph)
AS 332L2
AS 332U2
AS 532UE
AS 332L2
AS 332U2
AS 532AC/AL/UC/UL
150 kt (277 km/h; 172 mph)

147 kt (273 km/h; 170 mph)
129 kt (239 km/h; 148 mph)
136 kt (252 km/h; 157 mph)
131 kt (242 km/h; 150 mph)
7.0 m/s (1,378 ft/min)
AS 532SC
AS 332L1
AS 532UE
6.2 m/s (1,220 ft/min)

8.1 m/s (1,594 ft/min)
AS 332L2
7.35 m/s (1,447 ft/min)
AS 532U2
6.4 m/s (1,260 ft/min)
Service ceiling:
AS 332L1
AS 532AC/Al/SC/UC/UL/U2
AS 332L2
AS 532AC/AL/SC/UC/UL
AS 332L1
AS 332L2
AS 532U2
AS 532 AC/AL/SC/UC/UL
AS 332L1
AS 532UE at 6,000 kg (13,228 lb)
AS 332L2/U2
Range at S/L, standard tanks, no reserves:
AS 532UC/AC
AS 532SC/332L1
AS 532AL/UL
AS 332L2
AS 332U2
Range at S/L with external (two 338 litre) and
auxiliary (320 litre) tanks, no reserves:
AS 532UC/AC
AS 532AL/UL
AS 332L2
AS 332U2
7.2 m/s (1,417 ft/min)
4,600 m (15,090 ft)

4,100 m (13,450 ft)
5,180 m (16,995 ft)
2,800 m (9,185 ft)
3,250 m (10,663 ft)
3,120 m (10,240 ft)
2,690 m (8,820 ft)
1,650 m (5,415 ft)
2,300 m (7,545 ft)
5,750 m (18,860 ft)
960 m (3,150 ft)
549 n miles (1,017 km; 632 miles)

672 n miles (1,245 km; 773 miles)
805 n miles (1,491 km; 927 miles)
635 n miles (1,176 km; 730 miles)
Endurance,standard fuel:
AS 332L2
AS 332U2
4 h 54 min
4 h 20 min
AS 332 SUPER PUMA

Year
1981
1982
1983
4
17
23
1984
1985
23
11
1986
1987
1988
3
2
9
1989
1990
1991
1992
1
4
3
8
1993
1994
3
7
1995
1996
2
5
1997
1998
1999
2000
Total
4
6
17
8
150
UPDATED
Eurocopter AS 332L SuperPuma in service on North Sea oil and gas support
Eurocopter AS 532UL Cougar (long-fuselage military Mk I unarmed utility)

Many Super Puma/Cougar are used in VIP configuration, seating 8 to 12 passengers and
featuring air conditioning, telephone, CD-ROM drive, toilets and a galley
Eurocopter AS 332L2 Super Puma Mk II with Spheriflex main and tail rotor heads
(Jane's/Mike Keep)
Eurocopter AS 532UL Horizon battlefield surveillance system

(1999)
Eurocopter AS 532A2 Cougar `Combat SAR' (Eurocopter/Patrick Penna)

(2001)
Eurocopter AS 532SC Cougar shipborne version for ASW and ASUW missions
(1999)
Eurocopter AS 532U2 Cougar Mk II tactical transport helicopter

(1999)
Eurocopter AS 332C1 SAR version for Greece

(2000)
Gunter Endres MRAeS
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Agusta-Bell AB 204B
The Augusta-Bell 204B is a medium-size utility helicopter, similar to the Bell UH-1B Iroquois. Some
hundreds have been built for various armed services and commercial operators. Versions of the AB
204B have been built with 13.41 m (44 ft) and 14.63 m (48 ft) main rotors and with Bristol Siddeley
Gnome, Lycoming T53 and General Electric T58 turboshaft engines.
Agusta has designed and built a special version of the AB 204B for ASW operation. Known as the
Agusta-Bell 204AS, this carries dipping sonar gear, and an Ekco ARI-5955 radar for automatic
stabilisation and automatic approach to hovering, in addition to all-weather flight instrumentation. The
AB 204AS was designed for individual or dual-role search and attack missions. Armament consists of
two Mk 44 torpedoes. Total of 238 built. No longer in production.
UPDATED
Agusta-built AB 204B shown in service with the Italian Army

(2001)
Gunter Endres MRAeS
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Agusta A 109
Belgian Army designations: A 109HO and A 109HA
Type
Twin-turbine light civil and military utility helicopter.
Programme
Feasibility studies of medium-capacity twin-turbine A 109 began in 1969; detailed construction started Summer
1970; first flight 4 August 1971. Five prototypes used in certification work; Italian RAI certification 30 May
1975; FAA certification 1 June 1975. Deliveries of initial A 109A started early 1976. Single-pilot IFR
certification 20 January 1977 (Italy); 22 December 1977 (USA). A 109C certificated in early 1989.
First flight of A 109K April 1983; first flight of production representative second aircraft March 1984.
Versions
A 109A: Initial production model, powered by twin 313 kW (420 shp) Allison 250-C20B turboshaft engines.
Replaced by A 109C Mk II from September 1981.
A 109A Mk II: Uprated version with increase in transmission rating; new tail rotor driveshaft with two-point
suspension; increased tail rotor blade life and reliability through use of Nomex core material and improved
bonding techniques; new self- damping engine mounts; new integral-design oil coolers and blowers; redesigned
tailboom; higher-pressure hydraulic system; improved avionics and instrument layout; additional access panels;
and removable floor in baggage compartment. A utility version with less sophisticated interior and
instrumentation was also available from 1983.
A 109A Mk II Plus: Special law enforcement model.
A 109C: Certificated in USA by Agusta Aerospace Corporation in early 1989; approved for single-pilot IFR
operation; transmission uprated from 552 kW (740 shp) to 589 kW (790 shp); `wide-body' cabin; new composites
main rotor blades; Wortmann aerofoil on tail rotor; strengthened landing gear; maximum T-O weight raised to
2,720 kg (5,997 lb), affording 109 kg (240 lb) increase in payload. Other civil/public service roles include law
enforcement and coastal patrol with 360 radar.
A 109CM: Military version of civil A 109C powered by two 335.6 kW (450 hp) Allison 250-C20R/1; can have
sliding doors and fixed landing gear; ventral fin removed; first customer Belgian Army (Agusta designation
109BA) with 18 scout versions and 28 anti-tank versions designated 109HO and 109HA respectively by customer;
ordered 1988; first delivery, from offset supplier Sabca, February 1992; first 109BA with equipped weight
reduced to originally specified 1,944 kg (4,286 lb) delivered 25 November 1992; maximum T-O weight increased
to 2,850 kg (6,283 lb); this was 11th of 46 109BAs; composites sliding doors, relocated batteries and custom
Collins/Alcatel Bell avionics; scouts have roof-mounted Saab Helios stabilised observation sight; anti-tank system
has roof-mounted Saab/ESCO HeliTOW 2 sight and TOW-2A missiles on lateral pylons; firing trials completed
in Sardinia late 1992. Last Belgian aircraft delivered 4 February 1994. Other roles for 109CM include electronic
warfare, command and control, medevac, shipborne ASV/ASW and UAV launching.
A 109EOA: Italian Army scout version powered by Allison 250- C20R/1; 24 (16 EOA-1 and eight EOA-2)
delivered in 1988 as Elicottero d'Osservazione Avanzata to Aviazione dell'Esercito; fitted with sliding doors,
roof-mounted SFIM M334-25 daytime sight with CILAS laser ranger, variety of armament options, fixed landing
gear, crashworthy fuel tanks and ECM. Maximum flight weight with slung load 2,850 kg (6,283 lb).
A 109K: Initial production model for military market. `Hot-and- high' version of A 109A Mk II; Allison
engines replaced by two 538 kW (722 shp) Turbomeca Arriel 1K turboshaft engines; uprated transmission; new
composite main-rotor head with elastomeric bearings and composite blades with hard surface coating; new tail
rotor of Wortman blade section; longer nose-to-house additional avionics; and taller and non- retractable, high
shock-absorbing wheeled landing gear.
Current Versions
A 109 G di F: Special version for coastal patrol, equipped with an integrated Mission Equipment Package
(MEP) including various communication and navigation systems, 360 search radar RDR-1500, and searchlight,
FLIR, and weapon systems such as pintle-mounted MG-3 machine gun.
A 109KM: Military version; roles include anti-tank/scout, escort, command and control, utility, ECM and
SAR/medevac; fixed landing gear; sliding side doors.
A 109KN: Shipboard version with equivalent roles to A 109KM, including anti-ship, over-the-horizon
surveillance and targeting and vertical replenishment.
A 109K2: Special civil rescue version first sold to Swiss REGA non-profit rescue service; REGA equipment
includes Spectrolab SX16 searchlight, 200 kg (440 lb) winch, GPS, Elbit moving map display, single-pilot IFR
instrumentation; NVG compatible. Equipped with Sextant Avionique AFDS 95-1 AFCS from 1996.
A 109K2 Law Enforcement: Dedicated police version; optional equipment includes 907 kg (2,000 lb) cargo
hook, 204 kg (450 lb) capacity variable speed rescue hoist with 50 m (164 ft) of cable, rappelling kit, wire-strike
protection, SX-16 searchlight, MA3 retractable light, external loudspeakers, emergency floats, GPS, FM tactical
communications, weather radar, LLTV and FLIR.
A 109 LUH: Light utility version for the South African Air Force (SAAF) with Turbomeca Arrius 2K2 engines;
production and final assembly by Denel. Orders placed for 30 aircraft, plus 10 options.
A 109MAX: Medevac configuration certificated in USA by Agusta Aerospace Corporation early 1989 and now
installed there; large upward-opening bulged doors and fairings give 3.96 m3 (140 cu ft) cabin volume and allow
for two stretchers across main cabin and three sitting attendants/patients.
A 109 Power: New version based on A 109K2 airframe; see separate entry.
Customers
Total of all versions delivered by 1 January 1999 was 621, of which 513 civil and 108 military.
Design Features
Fully articulated four-blade metal main rotor hub with tension/torsion blade attachment and elastomeric drag
dampers; delta-hinged two-blade stainless steel tail rotor; manual blade folding and rotor brake optional. Tail
rotor with Wortmann aerofoil and stainless steel skins; optional rotor brake on A 109K. Compared with earlier
models, A 109K has lengthened cabin to hold two stretchers fore-and-aft; modified fuel system; and smaller
instrument panel.
Flying Controls
Fully powered hydraulic; IFR system with autopilot available. The 109KM has three-axis stability
augmentation/attitude hold system; dual redundant IFR system and four-axis AFCS with flight path computer
optional.
Structure
Before introduction of composites, main and tail rotor blades were bonded aluminium alloy with Nomex core;
airframe conventional all-metal; Mk II introduced self-damping engine mounts, redesigned tailboom, removable
floor in baggage compartment and systems improvements.
Landing Gear
Retractable tricycle type, with oleo-pneumatic shock-absorber in each unit. Single mainwheels and self-centring
nosewheel castoring 45. Hydraulic retraction, nosewheel forward, mainwheels upward into fuselage. Hydraulic
emergency extension and locking. Magnaghi disc brakes on mainwheels. Non-retractable tricycle type on
A 109K, giving increased clearance between fuselage and ground. All tyres are tubeless of same size (650 6)
and pressure (5.9 bars; 85 lb/sq in). Tailskid under ventral fin. Emergency pop-out flotation gear and fixed snow
skis optional.
Power Plant
Two Allison 250-C20R/1 turboshafts, each rated at 335 kW (450 shp) for 5 minutes for T-O and 283 kW (380
shp) maximum continuous; flat rated at 258 kW (346 shp) for twin- engine operation; engines mounted side by
side in upper rear fuselage and separated from passenger cabin and from each other by firewalls.
Transmission ratings 589 kW (790 shp) for take-off and 567 kW (760 shp) for maximum continuous
twin-engined operation, with maximum contingency rating of 607 kW (814 shp) for 6 seconds. Rating for
single-engined operation is 336 kW (450 shp) for take-off (5 minutes limit).
Two bladder fuel tanks in lower rear fuselage, combined capacity 560 litres (148 US gallons; 123 Imp gallons),
of which 550 litres (145.3 US gallons; 121 Imp gallons) are usable. Refuelling point in each side of fuselage, near
top of each tank. Oil capacity 7.7 litres (2.0 US gallons; 1.7 Imp gallons) for each engine and 12 litres (3.2 US
gallons; 2.6 Imp gallons) for transmission. Provision for internal auxiliary tank containing up to 150 litres (39.6
US gallons; 33 Imp gallons) of fuel.
A 109K: Two Turbomeca Arriel 1K1 turboshafts, each rated at 575 kW (771 shp) for 2 minutes, 550 kW
(737 shp) for take-off (30 minutes) and 471 kW (632 shp) maximum continuous power. Engine particle separator
optional. Main transmission uprated to 671 kW (900 shp) for take-off and maximum continuous twin-engined
operation; single-engine rating is 477 kW (640 shp) for 2 minutes and 418 kW (560 shp) maximum continuous.
Main rotor rpm 384, tail rotor 2,085. Standard usable fuel capacity 750 litres (198 US gallons; 165 Imp gallons),
with optional 150 litre (39.6 US gallon; 33 Imp gallon) auxiliary tank for EMS operations, or 200 litre (52.8 US
gallon; 44 Imp gallon) auxiliary tank in the A 109KM. Self- sealing fuel tanks optional. Independent fuel and oil
system for each engine.
Accommodation
Crew of one or two on flight deck, with pilot seated on right. Dual controls optional. Main cabin seats up to six
passengers on three forward- or rearward-facing seats in centre, plus three forward-facing seats at rear.
Four/five-seat VIP layout available. Forward-opening crew door and passenger door on each side. Large space at
rear of cabin for up to 150 kg (331 lb) of baggage, with access via forward-opening door on port side. Centre row
of seats removable to permit use as freight transport. Ambulance version can accommodate two stretchers, one
above the other, and two medical attendants, in addition to the pilot. External freight can be transported on a
centre of gravity hook. Sliding doors can be installed for rescue missions.
Systems
Two identical independent Magnaghi hydraulic systems supply dual flight servo-controls and provide emergency
power in the event of engine failure. Magnaghi utility hydraulic system for activation of landing gear, wheel and
rotor braking, nosewheel locking and emergency back-up. 28 V DC electrical system, using two 30 V 150 A
engine-driven starter/generators, and one 24 V 13 Ah Ni/Cd battery (22 Ah heavy-duty battery on IFR version).
Single-phase AC power at 400 Hz supplied by two 115/26 V 250 VA solid-state static inverters; third inverter as
emergency back-up on IFR version. Engine anti-icing system, using engine bleed air.
A 109KM: Electrical system supplied by two 160 A 28 V DC self- cooled starter/generators and 27 Ah 28 V
Ni/Cd battery. Optional AC electrical system comprises two 250 VA or two high-load 600 VA 115/26 V AC 400
Hz static inverters. Optional high-load AC system comprises one 6 kVA alternator and one standby 250 VA
solid-state inverter. Dual independent hydraulic systems for flight controls, each capable of operating main
actuators in the event of failure of the other system; utility hydraulic system with normal and emergency
accumulators for operation of rotor brake, wheel brakes and nosewheel centring.
Avionics
Standard instrumentation, plus Collins avionics for VFR or IFR operation, to customers' requirements.
A 109KM: Ergonomic, NVG-compatible flight deck with provision for IFR instrumentation and role/mission
dedicated displays.
Comms: VHF/AM, VHF/FM, UHF, HF, three-station intercom, IFF and ELT.
Flight: ADF, VOR/GS/ILS, DME, GPS and VLF-Omega. Optional Collins CMS80 cockpit management
system with one or more centrally mounted CDUs and automatic target handoff system compatibility.
Mission: FLIR.
Self-defence: Radar/laser warning receivers and chaff/flare/smoke dispensers.
Equipment
Depending upon mission, may include internal cargo platform, external cargo sling, externally mounted rescue
hoist, first aid kit, stretchers, container for up to 980 litres (258.8 US gallons; 215.5 Imp gallons) of fire retardant;
Spectrolab SX-16 searchlight.
A 109KM: Optional equipment includes windscreen wipers, rear view mirror, bleed air heater, particle
separator, engine fire extinguisher, oxygen system, environmental control unit, one- or two-stretcher installation,
air ambulance kit, external loudspeaker system, high-intensity searchlight, cargo platform, external cargo hook
with maximum capacity 408 kg (900 lb), rescue hoist maximum capacity 91 kg (200 lb), snow skis and
emergency floats.
Armament
A 109KM: Internal armament comprises pintle-mounted 7.62 mm machine gun and 12.7 mm machine gun in
doorway. Provision for carriage of four or eight TOW, TOW 1, TOW 2 or TOW 2A missiles on external lateral
pylons, each of 300 kg (661 lb) maximum capacity, with roof-mounted HeliTOW sight or APX M 334 or Helios
gyrostabilised sights. Alternatively pylons can accommodate 7- or 12-tube pods for 2.75 in or 81 mm rockets;
rocket/machine gun (RPM) pods each with three 70 mm rockets and a 12.7 mm machine gun with 200 rounds; or
Machine Gun (MG) pods with 12.7 mm gun (and 250 rounds) or 7.62 mm gun.
Main rotor diameter
Tail rotor diameter
11.00 m (36 ft 1 in)

2.00 m (6 ft 6 in)

Fuselage: Length
13.03 m (42 ft 9 in)

11.44 m (37 ft 6 in)
Height over tailfin

Tailplane span
Wheelbase
Height
Width
Height to sill
3.50 m (11 ft 5 in)

2.8 m (9 ft 5 in)
2.45 m (8 ft 0 in)
3.54 m (11 ft 7 in)
1.06 m (3 ft 5 in)
1.15 m (3 ft 9 in)
0.65 m (2 ft 1 in)
Baggage door (port, rear):

Height
Width
0.51 m (1 ft 8 in)
1.00 m (3 ft 3 in)
Length
Max width
A 109C
2.10 m (6 ft 10 in)
1.44 m (4 ft 8 in)
A 109K2
1.59 m (5 ft 2 in)
Max height
1.28 m (4 ft 2 in)
Volume
2.82 m3 (100 cu ft)

A 109C
0.52 m3 (18.4 cu ft)
A 109K2
0.85 m3 (30.0 cu ft)
Areas
1.84 m2 (19.8 sq ft)
0.20 m2 (2.15 sq ft)
Main rotor disc

Tail rotor disc
95.03 m2 (1022.9 sq ft)

3.24 m2 (34.87 sq ft)

Basic weight empty, equipped
C
KM/KN
K2
Max slung load
1,590 kg (3,503 lb)

1,660 kg (3,660 lb)
1,650 kg (3,638 lb)
C
K
Max baggage
Max T-O weight:
C
907 kg (2,000 lb)

1,000 kg (2,204 lb)
150 kg (331 lb)
2,720 kg (5,997 lb)
KM/KN, K2
2,850 kg (6,283 lb)
With slung load
3,000 kg (6,613 lb)
Max disc loading

C
28.6 kg/m2 (5.86 lb/sq ft)
KM/KN, K2
30.0 kg/m2 (6.14 lb/sq ft)

C
K
4.61 kg/kW (7.59 lb/shp)

4.24 kg/kW (6.97 lb/shp ft)
Performance
(at max T-O weight except where indicated)
C
KM, K2
Max cruising speed:
C
KM/KN, K2
C
KM/KN, K2
C
KM/KN, K2
Service ceiling:
C
KM/KN
C
K2
C
KM/KN, K2
C
KM/KN, K2
Range with max standard fuel, no reserves, best speed and
height:
C
KM/KN, K2
Endurance with max fuel, no reserves, best speed and
height:
168 kt (311 km/h; 193 mph)

152 kt (281 km/h; 174 mph)
147 kt (272 km/h; 169 mph)
143 kt (264 km/h; 164 mph)
8.6 m/s (1,700 ft)/min
9.9 m/s (1,950 ft)/min
1.8 m/s (354 ft)/min
4.6 m/s (900 ft)/min
4,570 m (15,000 ft)
6,100 m (20,000 ft)
2,135 m (7,000 ft)
3,660 m (12,000 ft)
3,475 m (11,400 ft)
5,305 m (17,400 ft)
2,440 m (8,000 ft)
3,900 m (12,800 ft)

4 h 20 min
KM/KN, K2
4 h 0 min
AGUSTA A 109 PRODUCTION
Model
A 109A
Duration
Civil
1975-1982
155
22
177
A 109A Mk II
1982-1987
144
21
165
A 109A Mk II Plus
1987-1988
58
14
72
A 109C
1989-
80
46
126
A 109K
1993-
36
41
A 109E Power
1996-
100
100
573
108
681
Total
Military
Total
Figures to 1 January 1999

UPDATED
Agusta A 109C civil helicopter (two Allison 250-C20R turboshafts) (Jane's/Dennis Punnett)
Agusta A 109CM military anti-tank version equipped with TOW-2A missiles
Agusta A 109C used on scheduled helicopter service in Monaco
Agusta A 109K2 civil rescue and utility helicopter (two Turbomeca Arriel 1K1 turboshafts)
FLIR-equipped Agusta A 109K2 delivered to the Dubai Police
Agusta A 109K2 rescue version

(1999)
The Agusta A109 MAX was a medevac version certificated in the United States
(2001)
Military A109M version equipped with anti-tank missiles

(2001)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, FRANCE
Aerospatiale SA 341/342 Gazelle

Type
Five-seat light utility helicopter.
Programme
The first prototype of this five-seat lightweight helicopter (designated SA 340) made its first flight on 7 April
1967, powered by an Astazou III engine. It was followed by a second prototype on 12 April 1968 and then by
four preproduction SA 341 Gazelles.
The first production SA 341 Gazelle flew for the first time on 6 April 1971, with a larger cabin than its
predecessors, enlarged tail unit, additional door on the starboard side at rear (optional on production aircraft) and
uprated Astazou IIIA engine.
Under an Anglo-French agreement signed in 1967, the SA 341 Gazelle was produced jointly with Westland
Helicopters Ltd, and was also built under licence in Yugoslavia. Total 1,254 delivered (excluding Westland and
SOKO-produced models) including 628 SA 341 and 626 SA 342.
Versions
SA 341B: British Army version, with Astazou IIIN engine designated Gazelle AH Mk 1.
SA 341C: British Navy version. Designated Gazelle HT. Mk 2.
SA 341D: Royal Air Force training version. Designated Gazelle HT. Mk 3. Operated by No 2 FTS, based at
Shawbury.
SA 341E: Royal Air Force communications version. Designated Gazelle HCC. Mk 4.
SA 341F: Original French Army version, with Astazou IIIC engine; 166 procured.
SA 341G: Civil version, with Astazou IIIA engine. Certificated by SGAC on 7 June 1972 and by the FAA on
18 September 1972. In January 1975, it was announced that the SA 341G had become the first helicopter in the
world authorised to be flown by a single pilot under IFR Cat. I conditions. It has since been certificated for IFR
Cat. II operation, with ceiling of 30 m (100 ft) and 365 m (1,200 ft) forward visibility. Equipment fitted to the
aircraft which qualified for this FAA certification comprised a Sperry flight director coupled to SFENA (now
Sextant Avionique) servo-dampers. A version known as the Stretched Gazelle, has the rear portion of the cabin
modified to provide an additional 20 cm (8 in) of leg room for the rear seat passengers.
SA 341H: Military export version, with Astazou IIIB engine.
SA 342J: Similar to SA 342L, for commercial operators. Higher maximum T-O weight. Improved Fenestron
tail rotor. Certificated by DGAC 27 April 1976. Deliveries began 1977.
SA 342K: Military version first flown 11 May 1973 and supplied to Kuwait. 650 kW (870 shp) Astazou VIXH
turboshaft engine, with momentum-separation shrouds over intakes.
SA 342L1: Military counterpart of SA 342J, with improved Fenestron tail rotor.
SA 342M: Version for ALAT (French Army Light Aviation Corps). Differs from SA 342L1 in having an
ALAT instrument panel. Optional equipment specified as standard by ALAT includes SFIM PA 85G autopilot,
Sextant Avionique Nadir self-contained navigation system, Decca 80 Doppler and night-flying equipment. An
exhaust deflector remains optional. Maximum T-O weight initially 1,900 kg (4,188 lb). French orders totalled
188 SA 342Ms each armed with four HOT missiles and gyrostabilised sight for anti-tank duties.
SA 342M ATAM: 30 French Army machines retrofitted with 640 kW (858 shp) Turbomeca Astazou fixed-shaft
turboshaft, four Matra Air-To-Air Mistrals (ATAM) and T2000 sight.
SA 342M Viviane: Up to 70 French Army machines retrofitted with Viviane stabilised direct view/IR/laser
roof-mounted sight to allow night firing of HOT missiles.
The following details apply to all SA 341 versions:
Design Features
Three-blade semi-articulated main rotor and 13-blade shrouded-fan anti-torque tail rotor, known as `Fenestron' or
`fan-in-fin'. Rotor head and rotor mast form a single unit. Main rotor blades can be folded manually for stowage.
Main reduction gearbox forward of engine, which is mounted above rear part of cabin. Intermediate gearbox
beneath engine, rear gearbox supporting the tail rotor. Small horizontal stabiliser on tailboom, ahead of tail rotor
fin.
Structure
Each blade has a single leading-edge spar of plastics material reinforced with glass fibre, a laminated glass-fabric
skin and honeycomb filler. Tail rotor blades are of die-forged light alloy, with articulation for pitch change only.
Cockpit structure is based on a welded light-alloy frame which carries the windows and doors. This is mounted
on a conventional semi-monocoque lower structure consisting of two longitudinal box sections connected by
frames and bulkheads. Central section, which encloses the baggage hold and fuel tank and supports the main
reduction gearbox, is constructed of light-alloy honeycomb sandwich panels. Rear section, which supports the
engine and tailboom is of similar construction. Honeycomb sandwich panels are also used for the cabin floors
and transmission platform. Tailboom is of conventional sheet metal construction, as are the horizontal tail
surfaces and the tail fin.
Landing Gear
Steel tube skid type. Wheel can be fitted at rear end of each skid for ground handling. Provision for alternative
float or ski landing gear.
Power Plant
One Turbomeca Astazou IIIA turboshaft, installed above fuselage aft of cabin and delivering 440 kW (590 shp)
for take-off (maximum continuous rating also 440 kW; 590 shp). Main fuel tank in fuselage, usable capacity 445
litres (117.7 US gal; 98 Imp gal). Provision for 90 litre (23.8 US gal; 19.8 Imp gal) auxiliary tank beneath
baggage compartment and/or 200 litre (52 US gal; 44 Imp gal) ferry tank inside rear cabin. Total possible usable
fuel capacity 735 litres (193.4 US gal; 161 Imp gal).
Accommodation
Crew of one or two on side by side seats in front of cabin, with bench seat to the rear for a further three persons.
The bench seat can be folded into floor wells to leave a completely flat cargo floor. Cargo tie-down points in
cabin floor.
Systems
Hydraulic system, pressure 40 bars (570 lb/sq in), serves three pitch change jacks for main rotor head and one for
tail rotor. 28 V DC electrical system supplied by 4 kW engine-driven generator and 40 Ah battery. Optional 26 V
AC system, supplied by 0.5 kVA alternator at 115/200 V 400 Hz.
Optional communications equipment includes UHF, VHF, HF, intercom systems and homing aids. Optional
navigation equipment includes radio compass, radio altimeter and VOR. Blind-flying instrumentation standard on
341B and F, optional on other versions. A variety of operational equipment can be fitted, according to role,
including a 700 kg (1,540 lb) cargo sling, 135 kg (300 lb) rescue hoist, one or two stretchers (internally), or
photographic and survey equipment.
Armament
Military loads can include two pods of Matra or Brandt 2.75 in or 68 mm rockets, four AS 11 or two AS 12
wire-guided missiles with APX-Bzu 334 gyrostabilised sight, four or six HOT wire-guided missiles with APX
397 gyrostabilised sight, two forward-firing 7.62 mm machine guns, reconnaissance flares or smoke markers.
Main rotor diameter
Tail rotor diameter
Main rotor blade chord (constant)
Length overall
10.50 m (34 ft 5 in)

0.695 m (2 ft 3{3/8}in)
0.30 m (11 in)
5.85 m (19 ft 2 in)
11.97 m (39 ft 3{5/16}in)
Length of fuselage
9.53 m (31 ft 3{3/16}in)
2.015 m (6 ft 7{5/16}in)
2.72 m (8 ft 11{1/8}in)
Height overall
3.15 m (10 ft 2{5/8}in)
Skid track
2.015 m (6 ft 7{5/16}in)
Main cabin doors, each:

Height
1.05 m (3 ft 4{9/16}in)
Width
1.00 m (3 ft 3 in)
Height to sill
0.63 m (2 ft 0 in)
Auxiliary cabin doors, each:

Height
1.05 m (3 ft 4{9/16}in)
Width
0.48 m (1 ft 6 in)
Height to sill
0.63 m (2 ft 0 in)
Cabin: Length
2.20 m (7 ft 2{9/16}in)
Max width
1.32 m (4 ft 4 in)
Max height
1.21 m (3 ft 11{5/8}in)
Floor area
1.50 m2(16.1 sq ft)
Volume
1.80 m3(63.7 cu ft)
Baggage hold volume
0.45 m3(15.9 cu ft)
Areas
Main rotor blades, each
Tail rotor blades, each
1.57 m2(16.9 sq ft)

0.007 m2(0.075 sq ft)
Main rotor disc
86.5 m2(931 sq ft)
Tail rotor disc
0.37 m2(3.98 sq ft)
Fin
0.45 m2(4.84 sq ft)
Tailplane
1.80 m2(19.4 sq ft)

Weight empty: 341G
341H
917 kg (2,022 lb)

908 kg (2,002 lb)

341G/H
1,800 kg (3,970 lb)
341M
2,100 kg (4,630 lb)
Max disc loading:

19.5 kg/m2(4 lb/sq ft)
341G/H
Performance
Never-exceed speed at S/L:
SA 341
167 kt (310 km/h; 193 mph)

SA 341
142 kt (264 km/h; 164 mph)
Econ cruising speed at S/L:

SA 341
126 kt (233 km/h; 144 mph)

SA 341
540 m (1,770 ft)/min
Service ceiling:
5,000 m (16,400 ft)
SA 341
SA 341
2,850 m (9,350 ft)

SA 341
2,000 m (6,560 ft)
Range at S/L with max fuel:

SA 341
Range with pilot and 500 kg (1,102 lb) payload:

SA 341
193.5 n miles (360 km; 223 miles)
AEROSPATIALE GAZELLE PRODUCTION

Year
SA 341/342
Civil
Military
Total
Para-
military
1970
60
60
1971
140
140
1972
1973
7
23
5
44
12
70
1974
24
172
201
1975
1976
23
8
133
29
5
6
161
43
1977
19
20
1978
1979
15
3
72
26
5
2
92
31
1980
1981
90
123
91
123
1982
27
27
1983
57
57
1984
1985
43
43
1986
1987
21
28
21
28
1988
15
15
1989
1990
1991
Total
3
123
1,089
3
27
1,239
UPDATED
Aerospatiale SA 342 Gazelle (Jane's/Mike Keep)
Aerospatiale SA 342L1 with improved Fenestron tail rotor
Aerospatiale SA 342M ATAM Gazelle equipped with four Mistral air-to-air missiles
(Matra)
Aerospatiale SA 342M retrofitted with Viviane roof-mounted sight and equipped with HOT
missiles
(2001)
Gunter Endres MRAeS
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Aerospatiale SA 330 Puma

Type
Medium-sized transport helicopter.
Programme
The twin-engined SA 330 Puma was developed initially to meet a French Army requirement for a medium-sized
hlicoptre de manoeuvre, capable of operating by day and night in all weathers and climates. In 1967, the SA
330 was selected for the RAF Tactical Transport Programme, and was included in the joint production agreement
between Aerospatiale and Westland in the UK.
The first of two SA 330 prototypes flew on 15 April 1965, and the last of six preproduction models on 30 July
1968, followed in September by the first production aircraft.
On 25 April 1978, the SA 330J became the first helicopter outside the Soviet Union to be certificated for
all-weather operations, including flight in icing conditions.
Versions
SA 330B: Initial military production version; delivered to ALAT (French Army Air Corps) from Spring 1969;
two 984 kW (1,320 shp) Turmo IIIC_4 turboshaft engines. First flown January 1969.
SA 330B Orchide: Prototype for battlefield surveillance version, fitted with ESB Orchide 360 radar and
datalink system.
SA 330C: Military export version; similar to SA 330B with provision for fixed or retractable undercarriage;
some fitted with surveillance radar and flotation gear.
SA 330E: Westland-built version for Royal Air Force (RAF), designated HC Mk 1. Forty built.
SA 330F: First civil version with 1,070 kW (1,435 shp) Turmo IVA engines. First flown 26 September 1969;
French certification 12 October 1970; FAA IFR certification 23 June 1971.
SA 330G: Uprated model for civil and military markets; two 1,174 kW (1,575 shp) Turmo IVC engines;
composite main rotor blades.
SA 330H: Export military version of SA 330G.
SA 330J/L: Civil (J) and military (L) versions introduced in 1976 with main rotor blades of composite
materials. Increased maximum T-O weight.
IAR-330L: Licence-built by IAR Brasov in Romania (see under upgrades).
Oryx: Upgraded Puma by Denel (Atlas Aviation) in South Africa (see under upgrades).
Customers
A total of 697 SA 330 Pumas had been sold by 1987 when Aerospatiale ceased production to concentrate on the
AS 330 Super Puma. Sole source.
Design Features
Four-blade main rotor, with a fully articulated hub and integral rotor brake. Attachment of each blade to its sleeve
by two quick-disconnect pins enables blades to be folded back quickly by manual methods. The five-blade tail
rotor has flapping hinges only, and is located on the starboard side of the tailboom. Mechanical shaft and gear
drive. Main gearbox on top of cabin behind engines, has two separate inputs from the engines and five reduction
stages. Drive to the tail rotor is via shafting and an intermediate angle gearbox, terminating at a right-angle tail
rotor gearbox. The hydraulically controlled rotor brake, installed on the main gearbox, permits stopping of the
rotor 15 seconds after engine shutdown.
Structure
Each of the moulded blades is made up of a glass fibre roving spar, a composite glass fibre and carbonfibre fabric
skin, with Moltoprene/honeycomb filler. The leading-edge is covered with a stainless steel protective section.
The fuselage is a conventional all-metal semi-monocoque structure. Local use of titanium alloy under engine
installation, which is outside the main fuselage shell. Monocoque tailboom supports the tail rotor on the starboard
side and a horizontal stabiliser on the port side.
Systems
Optional blade de-icing system, with heating mat protected by titanium shielding on leading-edge of each main
and tail rotor blade.
Landing Gear
Messier-Hispano-Bugatti semi-retractable tricycle type, with twin wheels on each unit. Main units retract upward
hydraulically into fairings on sides of fuselage; self-centring nose unit retracts rearward. Hydraulic differential
disc brakes, controlled by foot pedals. Lever-operated parking brake. Emergency pop-out flotation units can be
mounted on rear landing gear fairings and forward fuselage.
Power Plant
Two Turbomeca Turmo IVC turboshaft engines, each with maximum rating of 1,175 kW (1,575 shp) and fitted
with intake anti-icing. 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 in four flexible
tanks and one auxiliary tank beneath cargo compartment floor, with total capacity of 1,544 litres (407.7 US gal;
339.5 Imp gal). Provision for additional 1,900 litres (502 US gal; 418 Imp gal) in four auxiliary ferry tanks
installed in cabin. External auxiliary tanks (two each 350 litres; 92.3 US gal; 77 Imp gal capacity) can be fitted.
For long-range missions (mainly offshore) one or two special internal tanks each 215 litres (56.7 US gal; 47.25
Imp gal) can be fitted in the cabin. Each engine is supplied normally by a pair of interconnected primary tanks,
the lower halves of which have self-sealing walls for protection against small calibre projectiles.
Accommodation
Crew of one or two side by side on anti-crash seats on flight deck, with jump-seat for third crew member if
required. Door on each side of flight deck on later versions. Internal doorway connects flight deck with folding
seat in doorway for an extra crew member or cargo supervisor. Dual controls standard. Accommodation in main
cabin for 16 individually equipped troops, six stretchers and six seated patients, or equivalent freight. The
number of troops can be increased to 20 in the high-density version. Strengthened floor for cargo-carrying, with
lashing points. Jettisonable sliding door on each side of main cabin; or port-side door with built-in steps and
starboard-side door in VIP or airline configurations. A hatch in the floor below the centreline of the main rotor is
provided for carrying loads of up to 3,200 kg (7,055 lb) on an internally mounted cargo sling. A fixed or
retractable rescue hoist (capacity 275 kg; 606 lb) can be mounted externally on the starboard side of the fuselage.
The cabin can be equipped in 8/9/12-seat VIP, 17-seat commuter or 20-seat high-density layouts, with baggage
compartment and/or toilet facilities in the rear of cabin.
Systems
Two independent hydraulic systems, each 172 bars (2,500 lb/sq in), supplied by self-regulating pumps driven by
the main gearbox. Three-phase 200 V AC electrical power supplied by two 15 kVA 400 Hz 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. 28.5 V 10 kW DC power provided from the AC system by two
transformer-rectifiers. Main aircraft battery used for self-starting and emergency power in flight. De-icing of
engines and engine air intakes by warm air bled from compressor. Anti-snow shield for Winter operations.
Optional communications equipment includes VHF, UHF, tactical HF and HF/SSB radio installations and
intercom system. Navigational equipment includes radio compass, radio altimeter, VLF Omega, Decca navigator
and flight log, Doppler, and VOR/ILS with glide path. Autopilot, with provision for coupling to self-contained
navigation and microwave landing systems. Full IFR instrumentation available optionally. 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.
Armament
(optional)
A wide range of armament can be carried, including side-firing 20 mm cannon, axial-firing 7.62 mm machine
guns, missiles and rockets.
Main rotor diameter
15.00 m (49 ft 2 in)
Tail rotor diameter
3.04 m (9 ft 11 in)
9.20 m (30 ft 2 in)
Blade chord, main rotor
0.60 m (1 ft 11 in)
Ground clearance of tail rotor

Length overall
2.00 m (6 ft 6 in)
18.5 m (59 ft 6 in)
Length of fuselage
14.06 m (46 ft 1 in)
Length, blades folded
14.80 m (46 ft 6 in)
Width, blades folded

Height overall
3.50 m (11 ft 5 in)

5.14 m (16 ft 10 in)
4.38 m (14 ft 4 in)
Width over wheel fairings
3.00 m (9 ft 10 in)
Wheel track
2.38 m (7 ft 10 in)
Wheelbase
4.045 m (13 ft 3 in)

Height
1.35 m (4 ft 5 in)
Width
1.35 m (4 ft 5 in)
Height to sill
1.00 m (3 ft 3 in)

Length
0.98 m (3 ft 2 in)
Width
0.70 m (2 ft 3 in)
Cabin: Length
6.05 m (19 ft 10 in)
Max width
1.80 m (5 ft 10 in)
Max height
1.55 m (5 ft 1 in)
Floor area
7.80 m2(84 sq ft)
Usable volume
11.40 m3(403 cu ft)
Areas
Main rotor disc
4.00 m2(43 sq ft)

0.28 m2(3.01 sq ft)
177.0 m2(1,905 sq ft)
Tail rotor disc
7.30 m2(78.6 sq ft)
1.34 m2(14.4 sq ft)

Weight empty, standard aircraft:
SA 330J
3,766 kg (8,303 lb)
SA 330L
3,615 kg (7,970 lb)
7,400 kg (16,315 lb)
Certification for T-O weight of 7,500 kg (16,535 lb)

(for cargo-sling mission only)
Performance
(SA 330J/L. A: at 6,000 kg; 13,230 lb AUW, B: at
7,400 kg; 16,315 lb AUW):
Never-exceed speed:
A
158 kt (294 km/h; 182 mph)
142 kt (263 km/h; 163 mph)
Max cruising speed:

A
146 kt (271 km/h; 168 mph)
139 kt (258 km/h; 160 mph)

A
552 m (1,810 ft)/min
366 m (1,200 ft)/min
Service ceiling (30 m; 100 ft/min rate of climb):

A
6,000 m (19,680 ft)
4,800 m (15,750 ft)

A, ISA
4,400 m (14,435 ft)
A, ISA + 20C
3,700 m (12,135 ft)
B, ISA
2,300 m (7,545 ft)
B, ISA + 20C
1,600 m (5,250 ft)

A, ISA
4,250 m (13,940 ft)
A, ISA + 20C
3,600 m (11,810 ft)
B, ISA
1,700 m (5,575 ft)
B, ISA + 20C
1,050 m (3,445 ft)
Max range at normal cruising speed, no reserves:

A
SA 330 PUMA
CIVIL/PARAMILITARY
PRODUCTION
DELIVERIES
Year
1971
1972
1973
1974
8
16
1975
1976
1977
15
1978
26
1979
14
1980
1981
1982
13
4
Total
126
UPDATED
Aerospatiale SA 330 Puma (Jane's/Mike Keep)
Aerospatiale SA 330 Puma in service in Canada's Northwest Territories
Self-protection decoying Matra Saphir system on an SA 330 Puma in UN service in Bosnia
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Aerospatiale SA 318C Alouette Astazou

Type
Turbine-driven general purpose helicopter.
Programme
Developed from the SE 313B Alouette II, the prototype Alouette II Astazou flew for the first time on 31 January
1961. Extension of the Alouette II airworthiness certificate to the Alouette II Astazou was subsequently granted
in France (18 February 1964) and the USA (25 November 1964). A total number of 1,305 Alouette II had been
sold to 126 operators in 46 countries by the Spring of 1975, the final year of manufacture.
Design Features
Three-blade main rotor, two-blade anti-torque rotor. All-metal main rotor blades on articulated hinges, with
hydraulic drag-hinge dampers. Blades may be folded towards rear. Main rotor driven through planetary gearbox,
with freewheel or autorotation. Take-off drive for tail rotor at lower end of main gearbox, from where a torque
shaft runs to a small gearbox which supports the tail rotor and houses the pitch-change mechanism. Cyclic and
collective pitch controls are powered.
Structure
Glazed cabin has light metal frame. Centre and rear fuselage have a triangulated steel tube framework.
Landing Gear
Skid type, with removable wheels for ground manoeuvring. Raised skid gear available for flying crane operation.
Pneumatic floats for normal operation from water and emergency flotation gear, inflatable in the air are available.
Power Plant
One 530 shp Turbomeca engine derated to 360 shp and fitted with a centrifugal clutch. Fuel tank, capacity 580
litres (153 US gal; 127.5 Imp gal), in centre-fuselage.
Accommodation
Glazed cabin seats pilot and passenger side by side in front and three passengers behind. Can be adapted for
flying crane (payload 600 kg; 1,322 lb), rescue (hoist capacity 120 kg; 265 lb), liaison, observation, training,
agricultural, photographic, ambulance and other duties. As an ambulance can accommodate two stretchers and a
medical attendant internally.
Main rotor diameter
Tail rotor diameter
10.20 m (33 ft 5{5/8}in)

1.91 m (6 ft 3 in)
12.10 m (39 ft 8 in)
Fuselage length, tail rotor turning
9.75 m (31 ft 11 in)
Width overall, blades folded

Height overall
Skid track
2.38 m (7 ft 9 in)
2.75 m (9 ft 0 in)
2.38 m (7 ft 9 in)

Weight empty
Max T-O weight
890 kg (1,961 lb)

1,650 kg (3,630 lb)
Performance
Service ceiling
Hovering ceiling in ground effect
Hovering ceiling out of ground effect
Range: with max fuel at S/L
with 600 kg (1,322 lb) payload
110 kt (205 km/h; 127 mph)

97 kt (180 km/h; 112 mph)
396 m (1,300 ft)/min
3,300 m (10,800 ft)
1,550 m (5,085 ft)
900 m (2,950 ft)
with 480 kg (1,058 lb) payload
Max endurance at S/L
5 h 18 min
AEROSPATIALE ALOUETTE PRODUCTION

Year
SA 318
Civil
SA 316/319
Military
Para-
Civil
Total
Military
Para-
military
military
1960
231
1961
25
53
89
1962
1963
3
5
67
31
27
7
46
87
1
3
144
134
1964
1965
6
4
11
2
17
5
5
5
102
54
8
8
149
78
1966
18
70
96
1967
16
81
84
194
1968
14
44
10
76
153
1969
12
109
141
1970
1971
33
30
3
3
7
4
23
30
50
89
5
10
121
166
1972
24
19
50
12
109
1973
1974
14
1
1
10
1
1
15
25
75
55
10
4
116
96
1975
13
29
33
84
12
27
1977
16
23
1978
12
13
32
1979
14
17
4
2
2
10
2
1
9
13
1976
1980
1981
1982
1983
1984
Total
181
533
105
229
1,097
250
3
117
2,262
VERIFIED
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Aerospatiale SA 316B Alouette III

Indian Army and Navy name: Chetak
Type
Single-turboshaft general purpose helicopter.
Programme
Alouette III helicopter was developed from the Alouette II, with larger cabin, greater power, improved
equipment and higher performance. The prototype flew for the first time on 28 February 1959, and a
total of 1,443 Alouette IIIs were delivered for civil and military operation in 74 countries by the end of
1984, which was the final year of production by Aerospatiale although Brasov of Romania continued
manufacturing the SA 316B for a short period. All Romanian production has now ceased.
Those aircraft delivered before 1969 were designated SE 3160. The subsequent Artouste-engined SA
316B has strengthened main and rear rotor transmissions, higher AUW and increased payload. It flew
for the first time on 27 June 1968; first deliveries were made in 1970, and this version received FAA
Type Approval on 25 March 1971. The SA 319B, with Astazou engine, is described separately, but is
included in the total sales figure above.
The sale of Alouette IIIs to India, Romania and Switzerland included licence agreements for
manufacture of the aircraft in those countries. Quantities involved were 250 in India, 180 in Romania
and 60 in Switzerland. Remains in limited production by Hindustan Aeronautics Limited (HAL) (which
see) in India.
UPDATED
Aerospatiale Alouette III (Jane's/Mike Keep)
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Aerospatiale SA 315B Lama

Indian Army name: Cheetah
Type
Single-turboshaft general purpose helicopter.
Programme
Design of the SA 315B Lama began in late 1968, initially to meet a requirement of the Indian armed
forces, and a prototype was flown for the first time on 17 March 1969. French certification was granted
on 30 September 1970 and FAA Type Approval on 25 February 1972.
The Lama combines features of the Alouette II and III, having the airframe (with some
reinforcement) of the former and the dynamic components, including the 649 kW (870 shp) Artouste
IIIB power plant and rotor system, of the SA 316 Alouette III.
A total of 418 Lamas was manufactured by Aerospatiale and production is now only carried out by
Hindustan Aeronautics Limited (HAL) of India. Helibras of Brazil produced seven SA 315B Gavio
helicopters. HAL had produced a total of 245 by January 1999. For technical description see under
Hindustan Aeronautics Limited (HAL).
AEROSPATIALE LAMA PRODUCTION
Year
SA 315B
Military
Para-military
Total
Civil
1969
1970
1971
1972
2
7
14
1973
20
1974
29
1975
1976
1
20
1
22
8
20
22
15
45
16
18
5
7
21
26
1977
1978
29
19
9
10
12
2
50
31
1979
1980
1981
1982
17
16
17
21
1
2
6
7
8
10
25
26
33
21
1983
1984
5
9
1985
1986
10
9
1987
1988
1989
1990
1991
1
1
2
5
2
6
6
Total
270
88
60
5
10
16
11
7
9
2
5
2
418
UPDATED
Aerospatiale SA 315B Lama on construction work in the Alps
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AMERICA
Sikorsky S-70C/H-60
Republic of China Air Force name: Super Blue Hawk
Republic of China Navy name: Thunderhawk
Type
Twin-engined multirole transport helicopter.
Programme
Commercial or military H-60 for non-FMS customers.
Versions
S-70C-1: Total 14 aircraft, based on Black Hawk, supplied to Republic of China Air Force, Taiwan.
S-70C-2: Total of 24, based on Black Hawk, with undernose radar delivered to People's Republic of China;
final delivery December 1985. Believed non-operational due to spares embargo.
S-70C(M)-1 Thunderhawk: Total of 10 SH-60B Seahawks delivered to Taiwanese Navy for shipboard
deployment; given the name Thunderhawk. Equipment includes AlliedSignal AN/AQS-18(V) dipping sonar,
Telephonics AN/APS-128PC radar and Litton AN/ALR-606(V)-2 ESM integrated with radar antenna; no
MAD. Second order for 11 placed in 1997, designated S-70C(M)-2.
S-70C-6 Super Blue Hawk: Four Search and Rescue (SAR) versions capable of all-weather and night
operations delivered in April 1998.
S-70C-14: Two VIP-configured aircraft delivered to Brunei in 1986, based on Black Hawk.
Westland WS-70L: Black Hawk delivered to GKN Westland. Rolls-Royce also obtained one Black Hawk,
which was used testbed for Rolls-Royce Turbomeca RTM 322 turboshaft engine.
Design Features
Certified to FAR Pt 21.25; roles include utility transport, external lift, maritime and environmental survey,
forestry and conservation, mineral exploration and heavy construction support; options include de-icing kit for
main and tail rotors, cargo hook for 3,630 kg (8,000 lb) loads, rescue hoist, aeromedical evacuation kit and
winterisation kit.
Flying Controls
As for UH-60.
Structure
As for UH-60.
Power Plant
Two 1,212 kW (1,625 shp) General Electric CT7-2C or 1,285 kW (1,723 shp) CT7-2D turboshafts, or
equivalent military T700s. Rolls-Royce Turbomeca RTM 322 in demonstrator G-RRTM. Combined
transmission rating (continuous) 2,334 kW (3,130 shp). Maximum fuel capacity 1,370 litres (362 US gallons;
301 Imp gallons).
Accommodation
Flight deck crew of two, with provision for 12 passengers in standard cabin configuration and up to 19
passengers in high-density layout. Forward-hinged door on each side of flight deck for access to cockpit area.
Large rearward-sliding door on each side of main cabin.
Cabin: Length
Max width
3.84 m (12 ft 7 in)

2.34 m (7 ft 8 in)
Max height
1.37 m (4 ft 6 in)
Floor area
Volume
8.18 m2 (88.0 sq ft)

10.96 m3 (387.0 cu ft)
0.52 m3 (18.5 cu ft)

Weight empty
Max external load
Max T-O weight
Max disc loading
Max power loading
4,607 kg (10,158 lb)

3,630 kg (8,000 lb)
9,185 kg (20,250 lb)
43.7 kg/m2 (8.96 lb/sq ft)
3.94 kg/kW (6.47 lb/shp)
Performance
(ISA, at max T-O weight)
Service ceiling
Service ceiling OEI
195 kt (361 km/h; 224 mph)

157 kt (290 km/h; 180 mph)
145 kt (268 km/h; 167 mph)
10.25 m/s (2,020 ft)/min
4,360 m (14,300 ft)
1,095 m (3,600 ft)

Range at 135 kt (250 km/h; 155 mph) at 915 m
(3,000 ft) with max standard fuel, 30 min reserves
Range, max fuel, no reserves
1,204 m (3,950 ft)

UPDATED
Sikorsky S-70C(M)-1 Thunderhawk operated by Taiwanese Navy
Sikorsky S-70C-6 Super Blue Hawk rescue helicopter operated by Taiwan's Air Force
(1999)
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HELICOPTERS IN SERVICE - ROTARY-WING - CIVIL/MILITARY, BRAZIL
Helibras (Eurocopter) Esquilo and Fennec

Type
Single- and twin-engined Brazilian assembled versions of Eurocopter Ecureuil and Fennec (see
Eurocopter section).
Programme
Deliveries began 1979; aeromedical version launched February 1989. Production totalled more than 400
by January 1999.
Current Versions
Esquilo: Civil versions of single-engined AS 350B2 and AS 350B3 and twin-engined AS 355N (Arrius)
Ecureuil.
Fennec: Military versions of single-engined AS 550U2 and AS 550A2 and twin-engined AS 555U2
and AS 555A2. Brazilian Air Force designations CH-50 (AS 550U2), CH-55 (AS 555U2), TH-50 (AS
550U2) and VH-55 (VIP AS 550U2). Brazilian Navy designations UH-12 (AS 550U2) and UH-12B
(AS 555U2). Brazilian Army designation HA-1 (AS 550A2).
Accommodation
(Aeromedical version): Doctor, nurse and two stretcher patients in addition to pilot.
Equipment
(Aeromedical version): Electrocardiograph, respirator, pacemaker, stretchers, battery-operated
incubator, oxygen/compressed air cylinders, first aid kit, and four-way socket for 115 V AC (60 Hz) and
12 V DC power.
Armament
(HA-1): Can include a 20 mm gun and 2.75 in unguided rockets, or anti-tank missiles and HeliTOW
sighting system.
Armament
(UH-12/12B): Two Avibrs LM-70/7 pods each containing seven SBAT 70 mm rockets, or two FN
Herstal twin 7.62 mm MAG machine gun pods and a door-mounted MAG pedestal.
UPDATED
Brazilian Navy UH-12B (AS 555U2) Fennec built by Helibras

(1998)
AS 350B Esquilo (Helibras/Daniel Bauchere)

(1999)
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, UNITED STATES OF
AMERICA
Sikorsky S-70B/H-60
US Navy designations: SH-60B Seahawk, SH-60F and HH-60H, MH-60R Strikehawk
US Coast Guard designation: HH-60J Jayhawk
Spanish Navy designation: HS.23
Taiwanese Navy designation: S-70CM-1 Thunderhawk
Type
Twin-engined, ASW, and anti-ship surveillance and targeting helicopter.
Programme
Naval development of Sikorsky UTTAS (UH-60A Black Hawk) utility helicopter; won US Navy
LAMPS Mk III competition for shipboard helicopter in 1977; first flight of first of five prototypes 12
December 1979; first 18 SH-60Bs authorised FY82. First flight production Seahawk 11 February 1983.
Changed USN planning in 1993 which resulted in premature end to SH-60B/F production; SH-60F to
be withdrawn from aircraft carriers; remanufacture of SH-60B/Fs as SH-60R to begin in 1998.
Versions
SH-60B: Initial production version for ASW/ASST, as detailed under main description.
SH-60F: CV Inner Zone ASW helicopter, known as CV-Helo, for close in ASW protection of aircraft
carrier groups; US$50.9 million initial US Navy contract for full-scale development and production
options placed 6 March 1985; Seahawk prototype modified as SH-60F test aircraft; first flight 19 March
1987; initial fleet deployment with USS Nimitz in 1991. Production terminated with delivery of final
example 1 December 1994. To be phased out of carrier operations; conversions planned to SH-60R.
SH-60F has all LAMPS Mk III avionics, fairings and equipment removed, including cargo hook and
RAST system main and tail probes, but installation provisions retained. Replaced by integrated ASW
mission avionics including AlliedSignal AN/AQS-13F dipping sonar, MIL-STD-1553B databus, dual
Teledyne Systems AN/ASN-150 tactical navigation computers and AN/ASM-614 avionics support
equipment, automatic flight control system with quicker automatic transition and both cable and
Doppler autohover, tactical datalink with other aircraft, communications control system, multifunction
keypads and displays for each of four crew members; internal/external fuel system and extra weapon
station to port allowing carriage of three Mk 50 homing torpedoes; provision for surface search radar,
FLIR, night vision equipment, passive ECM, MAD, air-to-surface missile capability, sonobuoy
datalink, chaff/sonobuoy dispenser, Attitude and Heading Reference System (AHRS), Navstar GPS,
fatigue monitoring system and increase of maximum T-O weight to 10,659 kg (23,500 lb); secondary
missions include SAR and plane guard.
HH-60H: US Navy procurement of planned 42 achieved following resumption of deliveries on 1
December 1994, when first example of follow-on batch of 24 handed over at Stratford, Connecticut;
used for strike-rescue/special warfare support (HCS), designated HH-60H, in September 1986; first
flight (163783) 17 August 1988; accepted by USN 30 March 1989; in service with HCS-4 at Norfolk,
Virginia, January 1990; initial procurement ended with 18th delivery July 1991. Missions are to recover
four-man crew at 250 n miles (463 km; 288 miles) from launch point or fly 200 n miles (371 km; 230
miles) and drop eight SEALs from 915 m (3,000 ft).
Close derivative of SH-60F, with same T700-GE-401C engines and HIRSS as SH-60B/F; equipment
includes nose-mounted AN/AAS-44(V) electro-optical suites, General Instrument AN/APR-39A(XE)2
RWR, Hughes AN/AVR-2A(V) laser warning receiver, Honeywell AN/AAR-47 missile plume detector,
Loral AN/ALE-47 chaff/flare dispenser, Sanders AN/ALQ-144 IR jammer, ALQ-144 'disco ball', night
vision goggle cockpit and two cabin-mounted M60D 7.62 mm machine guns; provision for weapon
pylons; required to operate from decks of FFG-7, DD-963, CG-47 and larger vessels, as well as
unprepared sites. Cubic AN/ARS-6 personnel locator system installed from FY91. Some equipped with
Seahawk-type Indal RAST (recovery assist, secure and traverse) equipment. Armament development
authorised October 1991 for installation of Hellfire ASM, 70 mm (2.75 in) rockets and forward-firing
guns.
HH-60J Jayhawk: Ordered in parallel with HH-60H; adapted for US Coast Guard Medium-Range
Recovery (MRR) role; 42 funded, last delivered in 1996; five more required. First flight 8 August 1989;
first delivery to USCG at Elizabeth City CGAS) 16 June 1990.
When carrying three 455 litre (120 US gallon; 100 Imp gallon) external tanks, HH-60J can fly out
300 n miles (556 km; 345 miles) and return with six survivors in addition to four-man crew, or loiter for
1 hour 30 minutes when investigating possible smugglers; other duties include law enforcement, drug
interdiction, logistics, aids to navigation, environmental protection and military readiness; compatible
with decks of `Hamilton' and `Bear' class USCG cutters. Equipment includes AlliedSignal RDR-1300C
search/weather radar, AN/ARN-147 VOR/ILS, KDF 806 direction-finder, GPS, Tacan, VHF/UHF-DF,
TacNav, dual U/VHF-FM radios, HF radio, IFF, V/U/HF IFF crypto computers, NVG-compatible
cockpit, rescue hoist and external cargo hook.
SH-60J: Mitsubishi (which see) is manufacturing SH-60J Seahawk for JMSDF to replace Sikorsky
SH-3 Sea Kings by mid-1990s; total 90 required; including two US-built development aircraft.
UH-60J/UH-60JA: Japanese variants of Black Hawk (see Mitsubishi).
XSH-60J: Japan Maritime Self-Defence Force (JMSDF) placed US$27 million order for two
S-70B-3s for installation of Japanese avionics and mission equipment; first flights 31 August and early
October 1987; 1,007 hour test programme by Japan Defence Agency Technical Research and
Development Institute between 1 June 1989 and 7 April 1991 to evaluate largely Japanese avionics for
SH-60J, but AN/APS-124 radar.
MH-60R Strikehawk: Remanufacturing programme for SH-60B, SH-60F and HH-60H models (see
under Upgrades and Conversions).
CH-60S Knighthawk: Potential key element in 1996 US Navy Helicopter Master Plan (see in Under
Development section).
S-70B-1: Spanish Navy received six from December 1988 (designated HS.23); similar to USN
SH-60B, but with AlliedSignal AN/AQS-13F dipping sonar.
S-70B-2: Royal Australian Navy selected Seahawk for Role Adaptable Weapon System (RAWS)
full-spectrum ASW helicopter with autonomous operating capability; order for eight confirmed 9
October 1984; eight more ordered May 1986; first flight at West Palm Beach 4 December 1987; 14
originally planned to be assembled in Australia, but announced late 1988 Sikorsky would assemble first
eight; ASTA in Australia designated to assemble remainder in early 1989; first S-70B-2 handed over in
USA 12 September 1989; formal acceptance at Nowra, New South Wales, 4 October 1989; S-70B-2 has
substantially different avionics to USN version: Thomson Thorn Super Searcher radar (capable of
tracking 32 surface targets) and Rockwell Collins advanced integrated avionics including cockpit
controls and displays, navigation receivers, communications radios, airborne target handoff datalink and
Tactical Data System (TDS); final delivery 11 September 1991.
All 16 to receive new FLIR and ESM by 2002 under A$120 million (US$90 million) contract
awarded to Hawker de Havilland Victoria.
S-70B-6: Hybrid SH-60B/F for Greece; five (plus three options) selected December 1991 and ordered
17 August 1992; armament includes NFT Penguin ASMs; avionics include AN/AQS-18(V)-3 dipping
sonar, AN/APS-143(V3) radar and AN/ALR-66(V)-2 ESM; first two delivered fourth quarter of 1994,
with balance following in 1995.
S-70B-7: Six Seahawks ordered by Royal Thai Navy in October 1993; equipped for coastal
surveillance, maritime patrol and SAR; first handed over at Stratford on 6 March 1997, all delivered in
1997.
S-70B-28: Initial batch of four ordered by Turkish Navy on 14 February 1997, with further batch of
four subject to negotation. Original contract includes supply of AGM-114 Hellfire ASM and deliveries
expected to begin in 2000 for service aboard MEKO 200 frigates in ASW and surveillance roles. Turkey
has ultimate requirement for up to 28 S-70Bs and is also considering acquisition of Aerospatiale Exocet
anti-ship missiles.
S-70C(M)-1 Thunderhawk: Delivery began July 1990 to Taiwanese Navy of 10 SH-60B Seahawks;
given S-70C designation (which see).
Customers
Total of 394 Seahawks delivered (see table).
SEAHAWK DELIVERIES
SH-60B series
Year
SS-60F HH60-H HH-60J Total
US Spain Japan Australia Greece Taiwan Thailand US

Navy
Navy
1983
1984
9
27
1985
1986
1987
24
24
22
1988
16
1989
1990
1991
6
6
6
6
1992
1993
6
9
1994
1995
1996
1997
14
8
2
1998
Totals 181
9
27
2
26
24
24
2
6
(14)
22
2
8
19
18
4
6
6
10
43
54
12
7
35
25
4
2
1
29
27
11
7
2
394
17
9
2
3
1
6
16
2
8
10
29
81
2
14
8
42
42
Notes: Kits in parentheses that are not included in totals (appear also under year of completion)
Costs
US$20.25 million (1992) USN programme unit cost. SH-60R flyaway cost expected US$16 million to
US$18 million (1996).
Design Features
SH-60B Seahawk designed to provide all-weather detection, classification, localisation and interdiction
of surface ships and submarines, either controlled through datalink from mother ship or operating
independently; secondary missions include SAR, vertical replenishment, medevac, fleet support and
communications relay.
New features include more powerful navalised GE T700-GE-401 engines, additional fuel, sensor
operator's station, port-side internal launchers for 25 sonobuoys, pylon on starboard side of tailboom for
MAD bird, lateral pylons for two torpedoes or external tanks, chin-mounted ESM pods, sliding cabin
door, rescue hoist, electrically actuated blade folding, rotor brake, folding tail, short-wheelbase
tailwheel landing gear with twin tailwheels stressed for lower crash impact, DAF Indal RAST recovery
assist, secure and traversing for haul-down landings on small decks and moving into hangar, hovering
in-flight refuelling system, and emergency flotation system; pilots' seats not armoured. SH-60B gives 57
minutes more listening time on station and 45 minutes more ship surveillance and targeting time than
LAMPS Mk I.
For operation in Gulf during Iran-Iraq war, 25 SH-60Bs fitted with upper and lower Sanders
AN/ALQ-144 IR jammers, Tracor AN/ALE-39 chaff/flare dispensers, Honeywell AN/AAR-47
electro-optical missile warning, and a single 7.62 mm machine gun in door, for a weight penalty of
169 kg (369.5 lb); seven Seahawks fitted with Ford Aerospace AN/AAS-38 FLIR on port weapon pylon
with instantaneous relay to parent ship.
First Block I SH-60B update, introduced in production Lot 9, delivered from October 1991, includes
provision for NFT AGM-119 Penguin anti-ship missile, Mk 50 advanced lightweight torpedo, Rospatch
AN/ARR-84 99-channel sonobuoy receiver (replacing ARR-75), Chelton AN/ARC-182 V/UHF FM
radio and Rockwell Collins Class 3A Navstar GPS; before production cutbacks, 115 Penguin-capable
Seahawks to come from retrofitting back to Lot 5 but only 28 launch kits so far ordered.
Block II development, including airborne low-frequency sonar and inverse synthetic aperture radar,
began 1991 with preliminary design contract award to IBM; EMD contract August 1993; for retrofitting
from 1999; new sonar decision announced December 1991 in favour of Hughes/Thomson Sintra
FLASH (Folding Light Acoustic Sonar for Helicopters); 158 to replace AN/AQS-13F in SH-60F; plus
185 for installation in SH-60B; associated AT&T AN/UYS-2 enhanced modular signal processor;
Telephonics multimode radar; improved version of AN/AYK-14 mission computer; improved ESM;
maximum weight increased to 10,659 kg (23,500 lb).
Flying Controls
As for UH-60.
Structure
Basically as for UH-60 plus marine corrosion protection; single cabin door, starboard side, narrower
than on UH-60.
Power Plant
Two 1,260 kW (1,690 shp) intermediate rating General Electric T700-GE-401 turboshafts in early
aircraft; 1,342 kW (1,800 shp) T700-GE-401C turboshafts introduced in 1988 and on HH-60H/J.
Transmission rating 2,535 kW (3,400 shp). Internal fuel capacity 2,233 litres (590 US gallons; 491 Imp
gallons). Hovering in-flight refuelling capability. Two 455 litre (120 US gallon; 100 Imp gallon)
auxiliary fuel tanks on fuselage pylons optional (three on HH-60J). Hover Infra-Red Suppressor
Subsystem (HIRSS) exhaust cowling fitted to HH-60H.
Accommodation
Pilot and airborne tactical officer/back-up pilot in cockpit, sensor operator in specially equipped station
in cabin. Dual controls standard. Sliding door with jettisonable window on starboard side.
Accommodation heated, ventilated and air conditioned.
Systems
Generally as for UH-60A.
Avionics
Refer also to Current Versions for variants other than SH-60B.
Comms: Collins AN/ARC-159(V)2 UHF, Collins AN/ARC-174(V)2 HF, Hazeltine
AN/APX-76A(V) and AlliedSignal AN/APX-100(V)1 IFF transponders, TSEC/KG-45(E-1)
communications security set, TSEC/KY-75 voice security set, Telephonics OK-374/ASC
communications system control group. Satellite communications planned for SH-60R.
Radar: Texas Instruments AN/APS-124 search radar (Thomson Thorn SuperSearcher for Australia;
Telephonics AN/APS-128PC for Taiwan).

Flight: Collins AN/ARN-118(V) Tacan, Teledyne Ryan AN/APN-127 Doppler, Collins AN/ARA-50
UHF DF, Honeywell AN/APN-194(V) radar altimeter.
Mission: Sikorsky sonobuoy launcher, Edmac AN/ARR-75 and R-1651/ARA sonobuoy receiving
sets (AN/ARR-84 receiver in Australian Seahawks and for USN Block 1 upgrade), Texas Instruments
AN/ASQ-81(V)2 towed MAD (CAE AN/ASQ-504(V) internal MAD in Australian Seahawks),
Raymond MU-670/ASQ magnetic tape memory unit, Astronautics IO-2177/ASQ altitude indicator,
Fairchild AN/ASQ-164 control indicator set, Fairchild AN/ASQ-165 armament control indicator set,
IBM AN/UYS-1(V)2 Proteus acoustic processor (Computing Devices UYS-503 for Australia) and
CV-3252/A converter display, Control Data AN/AYK-14 (XN-1A) digital computer, Raytheon
AN/ALQ-142 ESM, Sierra Research AN/ARQ-44 datalink and telemetry (Rockwell Collins DHS-901
in Australian Seahawks). SH-60F has AlliedSignal AN/AQS-13F dipping sonar (AN/AQS-18 in
Taiwanese S-70s). During 1990-91 Gulf War, pod-mounted Hughes AN/AAQ-16 FLIR fitted to five
SH-60Bs and Texas Instruments AN/AAQ-17 FLIR deployed on one SH-60B; GEC-Marconi Sea Owl
IR turret evaluated later in 1991; Texas Instruments FLIR/laser designator under test on SH-60B in
early 1994; option to procure 90 systems. Australian examples also acquired AN/AAQ-16 FLIR for
Gulf War.
Self-defence: ESM systems include Raytheon E-Systems AN/APR-39 RWR on HH-60H; none on
SH-60F. Australian Seahawks fitted with AN/ALE-47 chaff/flare dispensers and AN/AAR-47 missile
detectors for Gulf War.
Equipment
External cargo hook (capacity 2,722 kg; 6,000 lb) and rescue hoist (272 kg; 600 lb) standard. SH-60B, F
and R have provision for eight sonobuoys.
Armament
Includes two Mk 46 torpedoes and (IOC 1993) NFT AGM-119B Penguin Mk 2 Mod 7 anti-ship
missiles. Block I upgrade integrates Penguin and Honeywell Mk 50 Advanced Lightweight Torpedo
from 1993. HH-60H has two pintle-mounted M60D machine guns and cleared in 1996 for Rockwell
AGM-114 Hellfire ASMs, 70 mm (2.75 in) rocket pods and forward-firing guns. Hellfire to be included
in SH-60B/R armament for attacking small ships.
As UH-60A except: Length overall, rotors and tail
pylon folded:
SH-60B
12.47 m (40 ft 11 in)
HH-60H
12.51 m (41 ft 0 in)
HH-60J
Length of fuselage:
HH-60J
Height:
13.13 m (43 ft 1 in)

15.87 m (52 ft 1 in)
3.26 m (10 ft 8 in)
3.79 m (12 ft 5 in)

overall, pylon folded
5.18 m (17 ft 0 in)

4.04 m (13 ft 3 in)
Wheelbase
Main/tail rotor clearance
4.83 m (15 ft 10 in)

1.83 m (6 ft 0 in)
66 mm (2 in)
Areas
As for UH-60A.
Weight empty:
SH-60B ASW
6,191 kg (13,648 lb)
HH-60H
6,114 kg (13,480 lb)
HH-60J
Useful load: HH-60J
Internal payload:
HH-60H
Mission gross weight:
SH-60B ASW
SH-60B ASST
Max gross weight:
SH-60B Utility, HH-60H
HH-60J
Max disc loading:
6,086 kg (13,417 lb)

3,551 kg (7,829 lb)
1,860 kg (4,100 lb)
9,182 kg (20,244 lb)
8,334 kg (18,373 lb)
9,926 kg (21,884 lb)
9,637 kg (21,246 lb)
47.2 kg/m2 (9.67 lb/sq ft)
HH-60J
45.9 kg/m2 (9.39 lb/sq ft)
Max power loading:

HH-60J
3.92 kg/kW (6.44 lb/shp)

3.80 kg/kW (6.25 lb/shp)
Performance
HH-60H
HH-60J
Dash speed at 1,525 m (5,000 ft), tropical day:
SH-60B
Vertical rate of climb at S/L, 32.2C (90F):
147 kt (272 km/h; 169 mph)

146 kt (271 km/h; 168 mph)
126 kt (234 km/h; 145 mph)
SH-60B
11.7 m/s (700 ft)/min
Vertical rate of climb at S/L, 32.2C (90F), OEI:

SH-60B
2.3 m/s (450 ft)/min

UPDATED
Sikorsky HH-60J Jayhawk rescue and law enforcement helicopter for US Coast
Guard
Sikorsky SH-60B Seahawk twin-turbine ASW/ASST helicopter, with additional side

views of HH-60H (centre) and HH-60J Jayhawk (bottom) (Jane's/Dennis Punnett)
A US Navy SH-60F Seahawk lowers its active sonar transducer
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, UNITED STATES OF AMERICA
Sikorsky S-70A/H-60
US Army designations: UH-60A, UH-60L and UH-60Q Black Hawk, AH-60L, EH-60A, MH-60A, MH-60K and
MH-60L
US Air Force designations: UH-60A, HH-60G, MH-60G Pave Hawk
US Marine Corps designation: VH-60N
Israel Defence Force name: Yanshuf (Owl)
Type
Twin-engined multirole transport helicopter.
Programme
UH-60A declared winner of US Army Utility Tactical Transport Aircraft System (UTTAS) competition against Boeing
Vertol YUH-61A 23 December 1976; first flight of first of three YUH-60A competitive prototypes 17 October 1974;
2,000th H-60 delivered May 1994. Licences to build S-70 held by GKN Westland, Korean Air Lines and Mitsubishi.
Versions
UH-60A Black Hawk: Initial production version, designed to carry crew of three and 11 troops; also can be used without
modification for medevac, reconnaissance, command and control, and troop supply; cargo hook capacity 3,630 kg
(8,000 lb); one UH-60A can be carried in C-130, two in C-141 and six in C-5.
Medevac kits delivered from 1981; missile qualification completed June 1987, with day and night firing of Hellfire in
various flight conditions; Airborne Target Handover System (ATHS) qualified; cockpit lighting suitable for night vision
goggles fitted to production UH-60s since November 1985 and retrofitted to those built earlier; US Army began testing
Honeywell Volcano mine dispensing system July 1987; Volcano container is disposable and dispenses 960 Gator anti-tank
and anti-personnel mines; usage monitor to measure certain rotor loads installed in 30 UH-60As; wire strike protection
added to UH-60s and EH-60s during 1987; accident data recorders also fitted. Total 1,049 built for US Army (including 66
conversions to EH-60A) before production change to UH-60L in 1989. Detailed description refers to UH-60A/L except
where indicated.
Enhanced Black Hawk: Incorporates active and passive self-defence systems, retrofitted by Corpus Christi Army Depot,
Texas, to new build UH-60A/Ls; first 15 delivered to US Army in South Korea November 1989. Equipment includes Tracor
AN/ARN-148 Omega navigation receiver, Motorola AN/LST-5B satellite UHF communications transceiver, AlliedSignal
AN/ARC-199 HF-SSB, and AEL AN/APR-44(V)3 specific threat RWR complementing existing AN/APR-39 general threat
RWR; M134 Minigun can be fitted on each of two pintle mounts, replacing M60 machine gun.
GUH-60A: At least 20 grounded airframes for technical training.
JUH-60A: At least seven used temporarily for trials.
HH-60D Night Hawk: One prototype (82-23718) completed for abandoned USAF combat rescue variant.
EH-60A: (Designation EH-60C reserved, but not adopted by US Army.) Prototype YEH-60A (79-23301) ordered in
October 1980 to carry 816 kg (800 lb) Quick Fix IIB battlefield ECM detection and jamming system. TRW Electronic
Systems Laboratories was prime contractor for AN/ALQ-151(V)2 ECM kit, with installation by Tracor Aerospace; four
dipole antennas on fuselage and deployable whip antenna; Hover Infrared Suppressor Subsystem (HIRSS) standard.
YEH-60A first flight 24 September 1981; order for Tracor Aerospace to modify 40 UH-60As to EH-60A standard under
US$51 million contract placed October 1984; first delivery July 1987 as part of US Army Special Electronics Mission
Aircraft (SEMA) programme; 66 funded by FY87 excluding prototype; programme completed 1989.
Intercepts/locates AM, FM, CW and SSB radio emissions from upper HF to mid-VHF ranges over bandwidths of 8, 30 or
50 kHz; jams VHF communications with Fairchild AN/TLQ-17A; jams radar with ITT AN/ALQ-136(V)2 pulsed and
Northrop Grumman AN/ALQ-162(V)2 CW transmitters. Protective systems of UH-60A/L (M-130 chaff/flare and
AN/ALQ-144 IR jammer) augmented by Sanders AN/ALQ-156(V)2 missile plume detector and Litton AN/APR-39(V)2
RWR. Used by regular army and Guard (D Coy, 135th Aviation of Kansas ArNG). Contract for conversion of 32 EH-60s to
Advanced Quick Fix was due 1995 for 1997 deployment, but deferred in favour of Low-Rate Initial Production (LRIP) plan
of four, all allocated for test duties. IBM/Loral prime contractor, but procurement halted pending further trials.
Improvements to include AN/APR-39A(V)2 RWR, new PRC-118 wideband datalink, AEL/Sanders TACJAM-A ECM
subsystem, IBM High-Accuracy Locating System - Exploitable (CHALS-X) and UH-60L engines and gearbox for increase
in maximum weight from 7,845 kg (17,295 lb) to 10,206 kg (22,500 lb).
UH-60C: Designation for command and control version; now under development. Rockwell ASC-15B/C console kits
have been fitted to more than 50 US Army aircraft as UH-60A(C). Army Aviation Command and Control System (A2C2S)
UH-60C prototypes being tested at Fort Hood, Texas, as part of Force XXI Developmental Test Exercise. System
architecture incorporates Enhanced Communications Interface Terminal (ECIT) with five operator workstations for staff of
commander, operations officer, fire support officer, intelligence officer and one other; all stations interfaced on wideband
fibre optic bus and system also includes 760 mm (30 in) colour, flat panel display. UH-60C will be able to communicate
digitally with tactical aircraft, other helicopters, armoured fighting vehicles and troops; this capability successfully
demonstrated in September 1994 during field exercise with a development AH-64D Apache. Communications suite will
include Have Quick II, SINCGARS/SIP and JTIDS.
MH-60A: About 30 modified for Army 160th Special Operations Aviation Regiment (SOAR); fitted with Hughes
AN/AAQ-16 FLIR, Tracor AN/ARN-148 Omega/VLF navigation, M-130 chaff/flare dispensers, AN/ALQ-144 IR jammer,
night vision equipment, multifunction displays, auxiliary fuel tanks and door-mounted Minigun; interim equipment, pending
MH-60K, but replaced by MH-60L in late 1990 and passed to 1-245 Aviation Regiment, Oklahoma ArNG.
HH/MH-60G Pave Hawk: Replaced US Air Force HH-60D Night Hawk rescue helicopters, which were not funded;
converted from UH-60A/L, including 10 originally delivered to 55th Aerospace Rescue and Recovery Squadron (now
Special Operations Squadron) at Eglin AFB, Florida, in 1982-83, initially remaining as UH-60As; all progressively fitted
with aerial refuelling probe, 443 litres (117 US gallons; 97.5 Imp gallons) internal auxiliary fuel tank and fuel management
panel; mission avionics and modified instrument panel; some retrofitted with replacement internal tank of 700 litres (185 US
gallons; 154 Imp gallons); GE-701C engines fitted to 10 examples, but others expected to follow.
Further procurement began in FY87, all designated MH-60G until 1 January 1992, when 82 in combat rescue role
redesignated HH-60G, balance of 16 remaining as MH-60G for special operations units. All have rescue hoist, Doppler/INS,
electronic map display, Tacan, AlliedSignal AN/APN-239 lightweight weather/ground-mapping radar, secure HF, and
Satcom; MH-60G additionally has ESSS (see Armament paragraph) for weapons and additional fuel carrying capability,
plus door-mounted 0.50 in machine guns and Hughes AN/AAQ-16 Pave Low III FLIR as fitted in MH-53H/J; individual
aircraft configurations vary, as only 10 per cent of fleet is to full `G' standard.
HH-60G UCN/IEW: Prototype HH-60G UCN/IEW (Upgraded Communications/Navigation/Integrated Electronic
Warfare) aircraft, also known as Block 152, is undergoing a six-month test evaluation at Nellis AFB, Nevada. Developed to
provide combat search and rescue, the new upgrade features improved navcom systems integrated into a 1553 databus,
integrated EW suite; and a .50 calibre machine gun in addition to current 7.62 mm minigun and M240 machine gun. A total
of 49 HH-60G Pave Hawks are planned to be converted via retrofit kits.
MH-60K: US Army Special Operations Aircraft (SOA); prototype ordered in January 1988; first flight 10 August 1990.
Deliveries delayed by software problems with special operations equipment; first 10 accepted in 1992 in non-operational
state; remaining 12 initially stored, then delivered with new software installed, October to December 1993.
Features include provision for additional 3,141 litres (829 US gallons; 691 Imp gallons) of internal and external fuel (see
Power Plant), plus flight refuelling capability, integrated avionics system with electronic displays, Hughes AN/AAQ-16
FLIR, Texas Instruments AN/APQ-174B terrain-following, ground-mapping and air-to-ground ranging radar,
T700-GE-701C engines and uprated transmission, external hoist, wire-strike protection, rotor brake, tiedown points, folding
tailplane, AFCS similar to that of SH-60B, strengthened pintle mounts for 0.50 in machine guns, provision for Stinger
missiles, missile warning receiver, pulse radio frequency jammer, CW radio jammer, laser detector, chaff/flare dispensers,
and IR jammer.
MH-60L DAP: Direct Action Penetrator (DAP) flown by the US Army's 160th Special Operations Aviation Regiment as
an attack or troop assault helicopter. Can be equipped with variety of offensive weapon systems, including mini-guns,
chain-guns, 2.75 in rocket pods, and Hellfire and Stinger missiles.
UH-60J: Designation of Japanese-built S-70A-12 for Japanese Air and Maritime Self-Defence Forces. See under
Mitsubishi.
UH-60JA: Japanese Ground Self-Defence Force version; requirement for 50 to 70 units; deliveries began in 1995. See
under Mitsubishi.
UH-60L: Replaced UH-60A in production for US Army from October 1989; prototype first flight 22 March 1988; two
preseries aircraft; first delivery 7 November 1989 to Texas ArNG. Powered by T700-GE-701C engines with uprated
2,535 kW (3,400 shp) transmission. Current production aircraft fitted with Hover InfraRed Suppression System (HIRSS) to
cool exhaust in hover as well as forward flight; older UH-60s retrofitted. Composites wide-chord main rotor blades of
improved design flight tested at West Palm Beach, beginning 8 December 1993; new blade 16 per cent wider than current
titanium rotor and has anhedral tip angled down at 20; testing reveals much lower vibration plus anticipated benefits in
payload, speed and manoeuvrability; projected retrofit from 1998.
UH-60L Firehawk: Upgrade of UH-60L for firefighting (see Upgrades and Conversions section).
MH-60L: Similar to MH-60A; for 160th SOAR, US Army; further modified as below.
AH-60L: `Direct Action Penetrator'. Upgrade of MH-60L in 1990 with FLIR, radar and standard UH-60 external stores
support system; armament mix includes multiple 30 mm Chain Guns, racks of four Hellfires and 70 mm rocket pods, 40 mm
grenade launcher of trainable 7.62 mm Gatling guns.
UH-60M: Proposed enhanced version for US Army. Cancelled early 1989 in favour of UH-60L.
VH-60N: Nine for US Marine Corps Executive Flight Detachment of squadron HMX-1 at Quantico, Virginia, to replace
UH-1Ns; deliveries started November 1988; known as VH-60A until redesignated 3 November 1989. Additional equipment
includes more durable gearbox, weather radar, SH-60B-type flight control system and ASI, cabin soundproofing, VIP
interior, cabin radio operator station, EMP hardening, 473 litre (125 US gallons; 104 Imp gal) internal fuel tank and
extensive avionics upgrading.
UH-60P: South Korean Army version of UH-60L (S-70A-18) with minor avionics modifications to meet local
requirements; first of three UH-60Ls delivered by Sikorsky 10 December 1990; balance of 80 UH-60Ps being assembled
locally by Korean Airlines with increasing indigenous content, in US$500 million, five year programme. Aircraft from
follow-on batch of 57 currently being delivered, with 100th UH-60P handed over in late 1996; negotiations for third batch of
between 60 and 80 helicopters now in progress, for delivery from 1999 onwards.
UH-60Q: `Dustoff' medical evacuation/armed search and rescue version for US Army (see under Upgrades and
Conversions section).
UH-60V: Command and control version fitted with Symetrics Industries improved data modem allowing helicopters,
armoured fighting vehicles and troops to communicate digitally; this capability successfully demonstrated in September
1994 during field exercise with development example of AH-64D Apache. Not yet deployed operationally but army intent to
use digital communications likely to lead to acquisition of further examples.
UH-60X Super Black Hawk: Study into modernisation to extend service life by another 20 years (see Upgrades and
Conversions section).
Exports: S-70A-1: FMS deal for Royal Saudi Land Forces Army Aviation Command; 12 delivered January to April 1990
to squadron based at King Khaled Military City; modified to Desert Hawk and one (delivered December 1990) fitted with
VIP interior; Desert Hawk has 15 troop seats, blade erosion protection using polyurethane tape and spray-on coating, Racal
Jaguar 5 frequency-hopping radio, provision for searchlights, internal auxiliary fuel tanks, and external hoist.
S-70A-1L: Medical evacuation version for Saudi Arabia; infrared filtered searchlight, rescue hoist, improved
AN/ARC-217 HF com, AN/ARN-147 VOR/ILS, AN/ARN-149 ADF, air conditioning and provision for six stretchers; eight
delivered from December 1991; further eight required.
S-70A-2: Reserved designation for Germany; not yet ordered.
S-70A-3: Reserved designation for Spain; not yet ordered.
S-70A-4: Reserved designation for Switzerland; not yet ordered.
S-70A-5: Two for Philippine Air Force, delivered March 1984.
S-70A-6: Reserved designation for Thailand (transport); not yet ordered.
S-70A-7: Reserved designation for Peru; not yet ordered.
S-70A-9: Royal Australian Air Force; 39 to replace Bell UH-1s; deliveries ran from October 1987 to 1 February 1991;
first completed by Sikorsky, remainder assembled by Hawker de Havilland in Australia; aircraft transferred to Australian
Army in February 1989, but RAAF continues to maintain them.
S-70A-10: Reserved designation for Israel; not yet ordered.
S-70A-11: Three to Jordan in 1986-87.
S-70A-12: Japan Self-Defence Forces acquiring UH-60J version of Mitsubishi SH-60J for search and rescue.
Sikorsky-built prototype, plus two CKD kits, delivered late 1990. Further production by Mitsubishi (which see).
S-70A-14: Two VIP for Brunei, delivered November and December 1986.
S-70A-15: Reserved designation for Sweden; not yet ordered.
S-70A-16: Reserved for GKN Westland Helicopters.
S-70A-17: Turkish Jandarma ordered six in September 1988; deliveries completed December 1988; further six (including
two VIP) delivered from late 1990 to Turkish National Police. See also S-70A-28.
S-70A-18: Korea (see UH-60P).
S-70A-19: Reserved for GKN Westland of UK.
S-70A-20: Reserved designation for Thailand (VIP); not yet ordered.
S-70A-21: Two VIP versions to Egypt, 1990.
S-70A-22: Korean VIP version. Three aircraft built by Sikorsky.
S-70A-23: Reserved designation for Algeria; not yet ordered.
S-70A-24: Two UH-60Ls for Mexico. Delivered 1991.
S-70A-25/26: Moroccan Gendarmerie ordered two Black Hawks with different seating arrangements in 1991; delivered
October 1992; began operations 11 November 1992; fitted with colour weather radar.
S-70A-27: Hong Kong. Two delivered 16 December 1992 to Royal Hong Kong Auxiliary Air Force; unit became
Government Flying Service 1 April 1993. Fitted with FLIR and searchlight. One additional aircraft delivered 1995.
S-70A-28: Turkish follow-on batch; 95 ordered 8 December 1992, of which first five to Jandarma on 4 January 1993,
followed by 40 to armed forces during 1993-94; balance of 45 to have been co-produced by TAI Turkey, but programme
suspended. Turkey signed new contract for 50 aircraft in February 1999.
S-70A-29: Reserved registration.
S-70A-30: One VIP transport ordered for Argentine Air Force, January 1994; delivered 4 September 1994.
Malaysia ordered two S-70 Black Hawks in 1996. Direct transfers of UH-60A and UH-60L to other export customers.
S-70C: Commercial version, described separately and under SH-60B Seahawk.
S-70A-50: (Israel). Request for 15 UH-60Ls revealed by US DoD in April 1997; first so-called `Peace Hawk' handed over
at Stratford, Connecticut, on 23 March 1998, being airlifted (with four others) to Israel by C-5 on 27 May 1998. Deliveries
completed by end of 1998.
S-70 Maple Hawk: Unsuccessful contender in contest to supply Canadian Armed Forces with new SAR helicopter; EHI
EH 101 Cormorant selected in December 1997.
S-70 Battle Hawk: Offered to Australian Army for Air 87 armed reconnaissance requirement but not selected. Based on
MH-60K; two -701C engines and 2,535 kW (3,400 shp) transmission; up to 680 kg (1,500 lb) extra payload; improved
electromagnetic and corrosion protection; belly turret with 20 mm GIAT THL 20 cannon slaved to Elbit Toplite II FLIR/day
TV/laser designator-ranger targeting sensor or Elbit Midash helmet sight; and full `glass cockpit' with Collins active matrix
colour LCDs and HOCAS controls.

US BLACK HAWK PROCUREMENT
FY
Lot
73
First
aircraft*
73-21650
77
15
77-22714
78
56
78-22960
79
92
79-23265
80
94
80-23416
81
80
81-23547
82
96
82-23660
83
96
83-23837
84
96
84-23933
85
104
85-24387
86
10
96
86-24483
87
11
102
88
12
72
16
202
88-26015
89
13
72
18
53
89-26123
90
14
76
22
14
90-26218
91
15
671
15
85
91-26318
92
16
52
13
93
17
60
93-26473
94
18
63
94-26533
95
19
68
95-26596
96
20
65
97
21
348
98
22
28
99
23
22
00
24
19
Total
Army
1,612
USN
USAF
FMS
Remarks
RDT&E
Includes YEH-60B
(78-23013)
MYP1, 18 December 1981
MYP2, 31 October 1984
87-24579
MYP3, 11 January 1988
92-26408
23
MYP4, 28 April 1992
96-26664
158
112
98-26795
Myp5, 18 July 19976
51
Notes: Procurement to terminate with FY96 batch

Notes: 1Includes 22 MH-60K for special operations
2For Saudi Arabia (13), Colombia (5) and Egypt (2)
3For Colombia
4For Bahrain
5For Saudi Arabia
6MYP5 (FY97-01) originally to consist of 108 aircraft (58 Army, 42 Navy and 8 USAF), with 36 in first
year and 18 per year thereafter; however, additional aircraft have been purchased (or requested) in each of
the first three years and further increases appear possible in remianing two years (FY00 and FY01)
7For Egypt
8For Israel
* Serial numbers not always consecutive; batches include transfers to USAF and Foreign Military Sales
programme
Customers
Total delivered 1,971 at 1 January 2000.
BLACK HAWK DELIVERIES
1978-83 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 Total
Argentine
Australia
13
17
39
(+13) (+11) (+14)

Bahrain
Brazil
Brunei
Chile
Chine
Colombia
4
2
15
24
5
Egypt
11
Hong
Kong
Israel
15
Japan
32
15
(+2)
Jordan
Korea:
RoKAF
FMS
Co-prod
3
(+13)
(24) (24) (16) (15) (9)
Malaysia
(12) (12) (3)

1
Mexico
Morocco
2
2
Philippines
Saudi
Arabia
Taiwan
11
10
21
Turkey
40
18
22
79
UK:
Westland
USA:
Air Force
Army
Navy
476
11
16
18
26
123 120 102 99
82
72
72
7
49
40
5
60
63
8
64
69
54
35
91
21
1,601
DEA
SOA
Totals
476
134 146 110 117
118
118
129
10
67
65
108 80
23
67
70
70
66
56
1,971
Notes: Kits in parentheses; NOT to be included in totals (appear also under year of completion for Australia)
Yearly totals of US Army aircraft in period 1978 to 1983 were two, 35, 67, 119, 126 and 126 respectively
DEA: Drug Enforcement Agency (USA)
SOA: Special Operations Aircraft
Costs
UH-60L US$8.6 million (1997) US Army unit cost; MH-60G US$10.2 million.
Design Features
Represented new generation in technology for performance, survivability and ease of operation when introduced to replace
UH-1 as US Army's main squad-carrying helicopter; adapted to wide variety of other roles, including several maritime
applications. Four-blade main rotor; one-piece forged titanium rotor head with elastomeric blade retention bearings
providing all movement and requiring no lubrication; hydraulic drag dampers; bifilar self-tuning vibration absorber above
head; blades have 18 twist, and tips swept at 20; thickness and camber vary over the length of blades, based on Sikorsky
SC-1095 aerofoil; blades tolerant up to 23 mm hits and spar tubes pressurised with gauges to indicate loss of pressure
following structural degradation.
Two pairs of tail rotor blades fastened in cross-beam arrangement, mounted to starboard; tail rotor pylon tilted to port to
produce lift as well as anti-torque thrust and to extend permissible CG range; fixed fin large enough to allow controlled
run-on landing following loss of tail rotor.
Flying Controls
Rotor pitch control powered by two independent hydraulic systems; Hamilton Standard AFCS with digital three-axis
autopilot provides speed and height control and coupled modes. Full-time autostabilisation includes feet-off heading hold
cancelling torque-induced yaw at all airspeeds and during hover; positive fuselage attitude control provided by electrically
driven variable incidence tailplane moving from +34 in hover to -6 during autorotation; angle is controlled by combined
sensing of airspeed, collective-lever position, pitch attitude rate and lateral acceleration.
Structure
Main blade spar is formed and welded into oval titanium tube, with Nomex core, graphite trailing-edge, and covered by
glass fibre/epoxy skin; titanium leading-edge abrasion strip and Kevlar tip. New main blades, with modified tips and 16 per
cent increase in chord, under development for UH-60L; available for retrofit from 1997. Cross-beam composites tail rotor,
eliminating all rotor head bearings. Light-alloy airframe designed to retain 85 per cent of its flight deck and passenger space
intact after vertical impact at 11.5 m (38 ft)/s, lateral impact at 9.1 m (30 ft)/s, and longitudinal impact at 12.2 m (40 ft)/s;
also withstands simultaneous 20 g forward and 10 g downward impact; glass fibre and Kevlar used for cockpit doors,
canopy, fairings and engine cowlings; glass fibre/Nomex floors; tailboom folds to starboard and main rotor mast can be
lowered for transport/storage.
Landing Gear
Non-retractable tailwheel type with single wheel on each unit. Energy absorbing main gear with a tailwheel which gives
protection for the tail rotor in taxying over rough terrain or during a high-flare landing. Axle assembly and main gear oleo
shock-absorbers by General Mechatronics. Mainwheel tyres size 26 10.00-11, pressure 8.96 to 9.65 bars (130 to 140 lb/sq
in); tailwheel tyre size 15 6.00-6, pressure 6.21 to 6.55 bars (90 to 95 lb/sq in). Alaskan-based H-60s have Airglass
Engineering ski undercarriage.
Power Plant
Two 1,210 kW (1,622 shp) intermediate rating General Electric T700-GE-700 turboshafts initially. From late 1989
(UH-60L), two T700-GE-701C engines, each developing intermediate 1,342 kW (1,800 shp). (T700-GE-701A engines with
maximum T-O rating of 1,285 kW; 1,723 shp optional in export models.) Transmission rating 2,109 kW (2,828 shp) in
UH-60A, uprated to 2,535 kW (3,400 shp) in models with T700-GE-701C engines. Two crashworthy, bulletproof fuel cells,
with combined usable capacity of 1,361 litres (360 US gallons; 299.5 Imp gallons), aft of cabin. Single-point pressure
refuelling, or gravity refuelling via point on each tank. Auxiliary fuel can be carried internally in one of several optional
arrangements, or externally by the ESSS system. Two external tanks each of 872 litres (230 US gallons; 192 Imp gallons);
up to two internal tanks, each of 700 litres (185 US gallons; 154 Imp gallons).
Accommodation
Two-man flight deck, with pilot and co-pilot on armour protected seats. A third crew member is stationed in the cabin at the
gunner's position adjacent forward cabin windows. Forward-hinged jettisonable door on each side for access to flight deck
area. Main cabin open to cockpit to provide good communication with flight crew and forward view for squad commander.
Accommodation for 11 fully equipped troops, or 14 in high-density configuration. Eight troop seats can be removed and
replaced by four litters for medevac missions, or to make room for internal cargo. An optional layout is available to
accommodate a maximum of six litter patients. Cabin heated and ventilated. External cargo hook, having a 3,630 kg
(8,000 lb) lift capability, enables UH-60A to transport a 105 mm howitzer, its crew of five and 50 rounds of ammunition.
Rescue hoist of 272 kg (600 lb) capacity optional. Large rearward-sliding door on each side of fuselage for rapid entry and
exit. (Executive interiors for seven to 12 passengers available for the S-70A.)
Systems
Solar 67 kW (90 hp) T-62T-40-1, AlliedSignal or Sundstrand APU. An optional winterisation kit provides a second
hydraulic accumulator installed in parallel with the APU hydraulic start accumulator, maintaining engine start capability at
low-ambient temperatures; Bendix 30 to 40 kVA and 20 to 30 kVA electrical power generators; 17 Ah Ni/Cd battery.
Engine fire extinguishing system. Rotor blade de-icing system standard on US Army aircraft, optional for export. Electric
windscreen de-icing.
Avionics
Configurations vary between aircraft, particularly on HH/MH-60G versions. Additional avionics and self-protection
equipment installed in Enhanced Black Hawk, as described under Current Versions. Improvements offered from 1996 for
new-build and retrofit S-70 series include glass cockpit and digital avionics.
Comms: Raytheon E-Systems AN/ARC-186 VHF-FM, GTE Sylvania AN/ARC-115 VHF-AM, Magnavox AN/ARC-164
UHF-AM, Collins AN/ARC-186(V) VHF-AM/FM, AlliedSignal AN/APX-100 IFF transponder, Magnavox TSEC/KT-28
voice security set, and intercom. HH/MH-60G has AN/URC-108 Satcom.
Radar: MH-60K has Texas Instruments AN/APQ-147A terrain-following/terrain-avoidance radar; HH/MH-60G has
AlliedSignal AN/APN-239 (RDR-1400C) radar. AH-60L and some export S-70s also equipped with radar.
Flight: Hamilton Standard AFCS with digital three-axis autopilot, AlliedSignal AN/ARN-123(V)1 VOR/marker
beacon/glide slope receiver, Emerson AN/ARN-89 ADF, Honeywell Plessey Electronic Systems AN/ASN-128 Doppler,
AN/ASN-43 gyrocompass, Honeywell AN/APN-209(V)2 radar altimeter. HH/MH-60G has GEC-Marconi AN/ASN-137
Doppler, Rockwell Collins AN/ASN-149 GPS and Litton ring laser gyro INS (replacing Carousel IV).
Instrumentation: HH/MH-60G has Teldix KG-10 map display. US Army MH-60 special operations versions to receive
Elbit ANVIS 7 NVG/HUD as retrofit; already fitted in UH-60A/L.
Mission: HH/MH-60G has Hughes AN/AAQ-16 FLIR.
Self-defence: Baseline UH-60 Black Hawk has Raytheon E-Systems AN/APR-39(V)1 RWR, Sanders AN/ALQ-144 IR
countermeasures set and Tracor M-130 chaff/flare dispenser. MH-60K has Honeywell AN/AAR-47 missile warning system,
Northrop Grumman AN/ALQ-136 pulse radio frequency jammer, Northrop Grumman AN/ALQ-162 CW radio jammer,
E-Systems AN/APR-39A and AN/APR-44 pulse/CW warning receivers, Perkin-Elmer AN/AVR-2 laser detector, Tracor
M-130 chaff/flare dispenser and Sanders AN/ALQ-144 IR countermeasures set. HH/MH-60G has chaff/flare dispenser
(Tracor M-130 being replaced by AN/ALE-40, but AN/ALE-47 to follow) and Sanders AN/ALQ-144 IR countermeasures
set.
Equipment
HH/MH-60 have Lucas Western internal rescue hoist with 76 m (250 ft) of cable.
Armament
New production UH-60As and Ls from c/n 431 onward incorporate hardpoints for an External Stores Support System
(ESSS). This consists of a combination of fixed provisions built into the airframe and four removable external pylons from
which fuel tanks and a variety of weapons can be suspended. Able to carry more than 2,268 kg (5,000 lb) on each side of the
helicopter, the ESSS can accommodate two 870 litre (230 US gallon; 191.5 Imp gallon) fuel tanks outboard, and two 1,703
litres (450 US gallon; 375 Imp gallon) tanks inboard. This allows the UH-60A to self-deploy 1,200 n miles (2,222 km; 1,381
miles) without refuelling. The ESSS also enables the Black Hawk to carry Hellfire laser-guided anti-armour missiles, gun or
M56 mine dispensing pods, ECM packs, rockets and motorcycles. Up to 16 Hellfires can be carried externally on the ESSS,
with another 16 in the cabin to provide the capability to land and reload. (Laser designation provided by Bell OH-58
helicopter or ground troops.) Two pintle mounts in cabin, adjacent forward cabin windows on each side, can each
accommodate a 0.50 in calibre General Electric GECAL 50 or 7.62 mm six-barrel Minigun.
Main rotor diameter
16.36 m (53 ft 8 in)
0.53 m (1 ft 8 in)
Tail rotor diameter
3.35 m (11 ft 0 in)
Length overall: rotors turning

rotors and tail pylon folded
19.76 m (64 ft 10 in)

12.60 m (41 ft 4 in)
Length of fuselage:
UH-60A/MH-60G, excl flight refuelling probe
15.26 m (50 ft 0 in)
MH-60G, incl retracted refuelling probe
17.38 m (57 ft 0 in)
Width:
UH-60A fuselage
MH-60G with auxiliary tanks
Max depth of fuselage
Height: overall, tail rotor turning
in air-transportable configuration
Tailplane span
Wheel track
Wheelbase
2.36 m (7 ft 9 in)
5.46 m (17 ft 11 in)
1.75 m (5 ft 9 in)
5.13 m (16 ft 10 in)
3.76 m (12 ft 4 in)
2.67 m (8 ft 9 in)
4.38 m (14 ft 4 in)
2.70 m (8 ft 10 in)
8.83 m (28 ft 11 in)
1.98 m (6 ft 6 in)
Cabin doors (each):

Height
1.37 m (4 ft 6 in)
Width
1.75 m (5 ft 9 in)
Cabin: volume
11.61 m3 (410.0 cu ft)
Areas
4.34 m2 (46.70 sq ft)
0.41 m2 (4.45 sq ft)
Main rotor disc

Tail rotor disc
210.15 m2 (2,262 sq ft)

8.83 m2 (95.03 sq ft)
Fin
3.00 m2 (32.3 sq ft)
Tailplane
4.18 m2 (45.0 sq ft)

Weight empty:
UH-60A
5,118 kg (11,284 lb)
UH-60L
5,224 kg (11,516 lb)
Payload:
internal, UH-60A/L
1,197 kg (2,640 lb)
underslung, UH-60A/L
3,629 kg (8,000 lb)
Mission T-O weight:

UH-60A
7,484 kg (16,500 lb)
UH-60L
7,907 kg (17,432 lb)
HH-60G
8,119 kg (17,900 lb)
MH-60K
11,113 kg (24,500 lb)
Max alternative T-O weight:

UH-60A
9,185 kg (20,250 lb)
UH-60L
11,113 kg (24,500 lb)
Max disc loading:

UH-60L at mission T-O weight
UH-60L at max alternative T-O weight
36.7 kg/m2 (7.52 lb/sq ft)

52.9 kg/m2 (10.83 lb/sq ft)
Max power loading:

UH-60L at mission T-O weight
3.04 kg/kW (5.00 lb/shp)
UH-60L at max alternative T-O weight
4.20 kg/kW (6.91 lb/shp)
Performance
(UH-60A at mission T-O weight, except where indicated)
UH-60L
195 kt (361 km/h; 224 mph)
160 kt (296 km/h; 184 mph)
Max level speed at max T-O weight
158 kt (293 km/h; 182 mph)
Max cruising speed:

UH-60A
139 kt (257 km/h; 160 mph)
UH-60L
159 kt (294 km/h; 183 mph)
Single-engine cruising speed at 1,220 m (4,000 ft) and 35C

(95F)
Vertical rate of climb at 1,220 m (4,000 ft) and 35C (95F):
105 kt (195 km/h; 121 mph)
UH-60A
2.1 m/s (411 ft)/min
UH-60L
7.9 m/s (1,550 ft)/min
Service ceiling:
UH-60A
5,790 m (19,000 ft)
UH-60L
5,835 m (19,140 ft)
Hovering ceiling:
IGE at 35C
2,895 m (9,500 ft)
OGE, ISA
3,170 m (10,400 ft)
OGE at 35C:
UH-60A
1,705 m (5,600 ft)
UH-60L
2,330 m (7,640 ft)
Range with max internal fuel at max T-O weight, 30 min

reserves:
UH-60A
UH-60L

Range with external fuel tanks on ESSS pylons:

with two 870 litre (230 US gallon; 191.5 Imp gallon)
tanks
with two 870 litre (230 US gallon; 191.5 Imp gallon) and
two 1,703 litre (450 US gallon; 375 Imp gallon) tanks
Endurance:
880 n miles (1,630 km; 1,012 miles)

1,200 n miles (2,222 km; 1,381 miles)
UH-60A
2 h 18 min
UH-60L
2 h 6 min
MH-60G with max fuel
4 h 51 min
VERIFIED
Special operations MH-60K
The Egyptian government uses two S-70A Black Hawks for VIP transport
UH-60L Black Hawk of the US Army

(1999)
Sikorsky UH-60L Black Hawk combat assault helicopter, with additional lower side view and lower
front view of MH-60K special operations variant (Jane's/Dennis Punnett)
Sikorsky HH-60G Pave Hawk is used on long-range search and rescue missions
Sikorsky is now offering a glass cockpit and digital Automated Flight Control System (AFCS) for the
S-70 Black Hawk. Among the options is an Electronic Flight Information System (EFIS)
MH-60L DAP
(2002)
The USAF's first Sikorsky HH-60G Pave Hawk Combat SAR helicopter with the Block 152
modification, seen at its rollout in April 2000 (Lt D Huxsoll/USAF)
(2002)
Gnter Endres MRAeS
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7 Images
HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, RUSSIAN FEDERATION
Mil Mi-24, Mi-25 and Mi-35

NATO reporting name: Hind
Type
Twin-turbine gunship helicopter, with transport capability.
Programme
Development began second half of 1960s, as first fire support helicopter in former USSR, with
accommodation for eight armed troops; 12 prototypes built; first flight 19 September 1969; first
reported in West 1972; photographs became available 1974, when two units of approximately squadron
strength based in the former East Germany; reconfiguration of front fuselage changed primary role to
gunship; new version first observed 1977; used operationally in Chad, Nicaragua, Ceylon (now Sri
Lanka), Angola, Afghanistan, Chechnya and Iran/Iraq war, when at least one Iranian F-4 Phantom II
destroyed by AT-6 (NATO `Spiral') anti-tank missile from Mi-24; low-rate production continued for
export until 1994. Late models still available from Rostvertol.
Versions
Mi-24A (`Hind-A, B and C'): Early versions with pilot and co-pilot/gunner in tandem under large-area
continuous glazing; large flight deck; about 250 built, including:
Mi-24BMT: Modified 1973 for minesweeping.
Mi-24D: (Type 24-6; `Hind-D'): Interim gunship version; design began 1971; entered production at
Arsenyev and Rostov plants 1973; about 350 built 1973-77. Basically as late model `Hind-A' with
TV3-117 engines and port-side tail rotor, but entire front fuselage redesigned above floor forward of
engine air intakes; heavily armoured separate cockpits for weapon operator and pilot in tandem; flight
mechanic optional, in main cabin; transport capability retained; USUP-24 gun system, with
rangefinding; undernose JakB-12.7 four-barrel 12.7 mm machine gun in turret, slaved to adjacent
KPS-53A electro-optical sighting pod, for air-to-air and air-to-surface use; Falanga P (Phalanx)
anti-tank missile system; nosewheel leg extended to increase ground clearance of sensor pods;
nosewheels semi-exposed when retracted.
Mi-24DU: Dual-control training version has no gun turret. (See also Mi-25.) Detailed description
refers to Mi-24D, except where indicated.
Mi-24K (korrektirovchik: corrector) (`Hind-G2'): As Mi-24R, but with large camera in cabin,
f8/1,300 mm lens on starboard side; six per helicopter regiment for reconnaissance and artillery fire
correction; gun and B-8V-20 rocket pods retained. No target designator pod under nose; upward
hingeing cover for IR sensor. About 150 built 1983-89.
Mi-24P (Type 24-3; `Hind-F'): Development started 1974; about 620 built 1981-90; first shown in
service in 1982 photographs; P of designation refers to pushka = cannon; as Mi-24V, but nose gun turret
replaced by GSh-30-2 twin-barrel 30 mm gun (with 750 rounds) in semi-cylindrical pack on starboard
side of nose; bottom of nose smoothly faired above and forward of sensors.
Mi-24PS: Special version for Russian Ministry of Internal Affairs; prototype exhibited at Moscow
Air Show '95. Equipment includes undernose FLIR, searchlight on port side, loadspeaker pack on
starboard side; hoist, climbdown ropes, stations for radio operator.
Mi-24RKR (`Hind-G1'): Identified at Chernobyl after April 1986 accident at nuclear power station; no
undernose electro-optical or RF missile guidance pods; instead of wingtip weapon mounts, has
`clutching hand' mechanisms on lengthened pylons, to obtain six soil samples per sortie for NBC
(nuclear/biological/chemical) warfare analysis; air samples sucked in via pipe on port side, aft of doors;
datalink to pass findings to ground; lozenge-shaped housing with exhaust pipe of air filtering system
under port side of cabin; bubble window on starboard side of main cabin; small rearward-firing marker
flare pack on tailskid; crew of four wear NBC suits; six helicopters are deployed per regiment
throughout RFAS ground forces. Designation (also appearing as Mi-24RCh) indicates Razvedchik:
reconnaissance/chemical. About 150 built 1983-89.
Mi-24RR: Derivative of Mi-24R for radiation reconnaissance.
Mi-24U: unarmed dual-control trainers (first flight 1972).
Mi-24V (Types 20-1 and 24-2; `Hind-E'): As Mi-24D, but modified wingtip launchers and four
underwing pylons; weapons include up to eight 9M114 (NATO AT-6 `Spiral') radio-guided
tube-launched anti-tank missiles in pairs in Shturm V (Attack) missile system; ASP-17V enlarged
undernose automatic missile guidance pod on port side, with fixed searchlight to rear; R-60 (K-60;
NATO AA-8 Àphid') air-to-air missiles optional on underwing pylons; pilot's HUD replaces former
reflector gunsight. Deliveries to former Soviet Air Force began 29 March 1976; about 1,000 built at
Arsenyev and Rostov 1976-86. (See also Mi-35.)
Mi-24VM: Proposed upgrade first shown in model form at Moscow Air Show '95 (see under
Upgrades and Conversions).
Mi-24VP: Variant of Mi-24V with twin-barrel 23 mm GSh-23 gun, with 450 rounds, in place of
four-barrel 12.7 mm gun in nose; photographed 1992; small production series built at Rostov.
Mi-24 Ecological Survey Version: Modification by Polyot industrial research organisation, to assess
oil pollution on water and seasonal changes of water level. First seen 1991 with large flat sensor
`tongue' projecting from nose in place of gun turret; large rectangular sensor pod on outer starboard
underwing pylon; unidentified modification replaces rear cabin window on starboard side.
Mi-25: Export Mi-24D, including those for Afghanistan, Cuba and India.
Mi-35: Export Mi-24V. Unarmed, dual-control trainer version also produced for India.
Mi-35M: Upgraded Mi-24/35 designed to meet the latest air mobility requirements of the Russian
Army (see under Upgrades and Conversions).
Mi-35M1: Upgrade of latest production standard of Mi-24VP.
Mi-35P: Export Mi-24P.
ATE `Super Hind': Upgrade configuration proposed by South Africa's Advanced Technologies and
Engineering. Derived from Denel/Kentron PZL W-3WB Huzar upgrade. Extended nose in front of
cockpit with undernose Kentron IR/EO sight and 20 mm chain gun, cheek fairing to port for
ammunition feed, designator, improved displays, new night vision systems and provision for
Denel/Kentron Ingwe or Mokopa ATMs. Prototype ZU-BOI rolled out at Grand Central Airport,
Midrand, by 15 February 1999.
Tamam Mi-24 HMOSP: Israeli upgrade configuration. US$20 million contract placed for upgrade of
25 (possibly Indian) Mi-24s based on existing Helicopter Multimission Optronic Stabilised Payload
System, with TV, FLIR and automatic target tracker, integrated with helmet sight, digital moving map,
integrated DASS and a new mission planning system. Cockpits can be reorganised to put pilot in front,
weapon operator in rear.
Customers
More than 2,500 produced at Arsenyev and Rostov.
Design Features
Typical helicopter gunship configuration, with stepped tandem seating for two crew and heavy weapon
load on stub-wings; fuselage unusually wide for role, due to requirement for carrying eight troops;
dynamic components and power plant originally as Mi-8, but soon upgraded to Mi-17-type power plant
and port-side tail rotor. Main rotor blade section NACA 230, thickness/chord ratio 11 to 12 per cent; tail
rotor blade section NACA 230M; stub-wing anhedral 12, incidence 19; wings contribute
approximately 25 per cent of lift in cruising flight; fin offset 3.
Structure
Five-blade constant-chord main rotor; forged and machined steel head, with conventional flapping, drag
and pitch change articulation; each blade has aluminium alloy spar, skin and honeycomb core; spars
nitrogen pressurised for crack detection; hydraulic lead/lag dampers; balance tab on each blade;
aluminium alloy three-blade tail rotor; main rotor brake; all-metal semi-monocoque fuselage pod and
boom; 5 mm hardened steel integral side armour on front fuselage; all-metal shoulder wings with no
movable surfaces; swept fin/tail rotor mounting; variable incidence horizontal stabiliser.
Landing Gear
Tricycle type; rearward-retracting steerable twin-wheel nose unit; single-wheel main units with
oleo-pneumatic shock-absorbers and low-pressure tyres, size 720 320 mm on mainwheels, 480
200 mm on nosewheels. Main units retract rearward and inward into aft end of fuselage pod, turning
through 90 to stow almost vertically, discwise to longitudinal axis of fuselage, under prominent blister
fairings. Tubular tripod skid assembly, with shock-strut, protects tail rotor in tail-down take-off or
landing.
Power Plant
Two Klimov TV3-117MT turboshafts, each with maximum rating of 1,434 kW (1,923 shp), side by side
above cabin, with output shafts driving rearward to main rotor shaft through combining gearbox. There
is 5 mm hardened steel armour protection for engines. Main fuel tank in fuselage to rear of cabin, with
bag tanks behind main gearbox. Internal fuel capacity 1,500 kg (3,307 lb); can be supplemented by
1,000 kg (2,205 lb) auxiliary tank in cabin (Mi-24D); provision for carrying (instead of auxiliary tank)
up to four external tanks, each 500 litres (132 US gallons; 110 Imp gallons), on two inner pylons under
each wing. Optional deflectors and separators for foreign objects and dust in air intakes; and infra-red
suppression exhaust mixer boxes over exhaust ducts.
Accommodation
Pilot (at rear) and weapon operator on armoured seats in tandem cockpits under individual canopies;
dual flying controls, with retractable pedals in front cockpit; if required, flight mechanic on jump-seat in
cabin, with narrow passage between flight deck and cabin. Front canopy hinged to open sideways to
starboard; footstep under starboard side of fuselage for access to pilot's rearward-hinged door; rear seat
raised to give pilot unobstructed forward view; anti-fragment shield between cockpits. Main cabin can
accommodate eight persons on folding seats, or four stretchers; at front of cabin on each side is a door,
divided horizontally into two sections, hinged to open upward and downward respectively, with integral
step on lower portion. Optically flat bulletproof glass windscreen, with wiper, for each crew member.
Systems
Cockpits and cabin heated and ventilated. Dual electrical system, with three generators, giving 36, 115
and 208 V AC at 400 Hz, and 27 V DC. Retractable landing/taxying light under nose; navigation lights;
anti-collision light above tailboom. Stability augmentation system. Electrothermal de-icing system for
main and tail rotor blades. AI-9 V APU mounted transversely inside fairing aft of rotor head.
Avionics
Comms: R-860/863 and Karat M24 com; SPU-8 intercom.
Flight: VUAP-1 autopilot, ARK-15M radio compass, ARK-U2 radio compass, RV-5 radio altimeter.
Instrumentation: Blind-flying instrumentation, and ADF navigation system with DISS-1SD
Doppler-fed mechanical map display. Air data sensor boom forward of top starboard corner of
bulletproof windscreen at extreme nose.
Mission: Undernose pods for electro-optics (starboard) and Raduga-F semi-automatic missile
guidance (port). Many small antennae and blisters, including SRO-2 Khrom (NATO Òdd Rods') IFF
transponder.
Self-defence: Sirena-3M radar warning antennae on each side of front fuselage and on trailing-edge of
tail rotor pylon. Infra-red jammer (L-166V-11E Jspanka microwave pulse lamp: `Hot Brick') in `flower
pot' container above forward end of tailboom. ASO-2V flare dispensers under tailboom forward of
tailskid assembly initially; later triple racks (total of 192 flares) on sides of centre-fuselage.
Equipment
Gun camera on port wingtip. Colour-coded identification flare system.
Armament
One remotely controlled YakB-12.7 four-barrel Gatling-type 12.7 mm machine gun, with 1,470 rounds,
in VSPU-24 undernose turret with field of fire 60 to each side, 20 up, 60 down; gun slaved to
KPS-53AV undernose sighting system with reflector sight in front cockpit; four 9M17P Skorpion
(NATO AT-2 `Swatter') anti-tank missiles on 2P32M twin rails under endplate pylons at wingtips; four
underwing pylons for UB-32 rocket pods (each 32 S-5 type 57 mm rockets), B-8V-20 pods each
containing 20 80 mm S-8 rockets, 130 mm S-13 and 250 mm S-24 rockets, UPK-23-250 pods each
containing a GSh-23L twin-barrel 23 mm gun, GUV pods each containing either one four-barrel
12.7 mm YakB-12.7 machine gun with 750 rounds and two four-barrel 7.62 mm 9-A-622 machine guns
with total 1,100 rounds or an AGS-17 Plamia 30 mm grenade launcher, up to 1,500 kg (3,300 lb) of
conventional bombs, mine dispensers, night flares or other stores. R-60 (AA-8 Àphid'), R-73 (AA-11
Àrcher') and Igla air-to-air missiles fitted experimentally. Helicopter can be landed to install reload
weapons carried in cabin. PKV reflector gunsight for pilot. Provisions for firing AKMS guns from cabin
windows.
Mi-24P
17.30 m (56 ft 9 in)
Mi-35M
17.20 m (56 ft 5 in)
0.58 m (1 ft 10 in)

Mi-24P
3.91 m (12 ft 10 in)
Mi-35M
3.84 m (12 ft 7 in)
Wing span:
Mi-24P
6.66 m (21 ft 10 in)
Mi-35M
5.06 m (16 ft 7 in)
Width of fuselage
1.70 m (5 ft 7 in)
Length overall:
excl rotors and gun
17.51 m (57 ft 5 in)
rotors turning
Mi-24P
21.35 m (70 ft 0 in)
Mi-35M
21.27 m (67 ft 9 in)

Mi-24P
3.97 m (13 ft 0 in)
Mi-35M
4.44 m (14 ft 6 in)
Span of horizontal stabiliser

Wheel track
Wheelbase
3.27 m (10 ft 9 in)

3.03 m (9 ft 11 in)
4.39 m (14 ft 5 in)
Main cabin: Length
Mi-24P
2.83 m (9 ft 3 in)
Mi-35M
2.60 m (8 ft 6 in)
Width
Mi-24P
1.46 m (4 ft 9 in)
Mi-35M
1.18 m (3 ft 10 in)
Height
1.20 m (3 ft 11 in)
Areas
Main rotor disc:
Mi-24P
235.06 m2 (2,530.2 sq ft)
Mi-35M
232.35 m2 (2,501.0 sq ft)
Tail rotor disc:

Mi-24P
11.99 m2 (129.06 sq ft)
Mi-35M
11.58 m2 (124.66 sq ft)

Weight empty:
Mi-24P
8,570 kg (18,894 lb)
Mi-35M
8,090 kg (17,835 lb)
Max internal load:

Mi-24P
Max external stores: Mi-24P
Mi-35M
Max slung cargo
1,500 kg (3,306 lb)

2,400 kg (5,290 lb)
2,860 kg (6,305 lb)
2,400 kg (5,290 lb)
Max combat payload:

Mi-35M
Normal T-O weight: Mi-24P
Mi-35M
Max T-O weight:
2,860 kg (6,305 lb)

11,200 kg (24,690 lb)
10,900 kg (24,030lb)
Mi-24P
12,000 kg (26,455 lb)
Mi-35M, strike configuration
11,500 kg (25,353 lb)
Mi-35M, ferry, four external tanks
12,000 kg (26,455 lb)
Max disc loading:

Mi-24P
51.1 kg/m2 (10.46 lb/sq ft)
Mi-35M
51.7 kg/m2 (10.58 lb/sq ft)
Performance
Max level speed:
Mi-24P
172 kt (320 km/h; 198 mph)
Mi-35M
168 kt (312 km/h; 194 mph)
Cruising speed:
Mi-24P
145 kt (270 km/h; 168 mph)
Mi-35M
140 kt (260 km/h; 161 mph)

Mi-24P
117 kt (217 km/h; 135 mph)

Mi-24P
12.5 m/s (2,460 ft/min)
Mi-35M
12.4 m/s (2,440 ft/min)
Service ceiling:
Mi-24P
4,500 m (14,750 ft)
Mi-35M
5,700 m (18,700 ft)

Mi-24P, ISA
1,500 m (4,920 ft)
Mi-35M, ISA
3,100 m (10,180 ft)
Mi-35M, ISA + 10C
2,150 m (7,060 ft)
Combat radius:
Mi-24P, with max military load
Mi-24P, with two external fuel tanks
Mi-24P, with four external fuel tanks
Range:
Mi-24P, standard internal fuel
Mi-35M
Mi-24P, with four external tanks
540 n miles (1,000 km; 620 miles)
Mi-35M, with four external tanks
585 n miles (1,085 km; 674 miles)
Max endurance: Mi-24P
4h
UPDATED
The Berkutay aerial display team uses four Mi-24 Hinds for aerobatics (Paul
Jackson)
(1998)
Mi-35 upgraded version in desert camouflage at Moscow Air Show '97 (Paul
Jackson)
(1998)
Mil Mi-24P gunship, known to NATO as `Hind-F' (Jane's/Mike Keep)
The Mi-35M differs in having laser beam-riding developments of the 9M114

`Kokon' (AT-6 `Spiral') anti-tank missile
Other armaments include AO-20 250 kg fragmentation bombs or S-8 80 mm

rockets
Mi-24 helicopter gunship
The Mil Mi-35M displays a range of weaponry (Gnter Endres)
Gnter Endres MRAeS
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AMERICA
Bell 406 (AHIP)

US Army designations: OH-58D Kiowa and OH-58D(I) Kiowa Warrior
Type
Two-seat scout and attack helicopter.
Programme
Bell won US Army Helicopter Improvement Program (AHIP) 21 September 1981; first flight of
OH-58D 6 October 1983; deliveries started December 1985; first based in Europe June 1987. First
OH-58D(I) retrofit contract awarded January 1992. First 117 conversions at Amarillo, Texas; then Fort
Worth; produced as Kiowa Warrior from 202nd aircraft. Production completed in 2000.
Current versions
OH-58D(I) Kiowa Warrior: Armed version, to which all planned OH-58Ds are being modified;
integrated weapons pylons, uprated transmission and engine, lateral CG limits increased, raised gross
weight, EMV protection of avionics bays, localised strengthening, RWR, IR jammer, video recorder,
SINCGARS radios, laser warning receiver and tilting vertical fin, armament same as Prime Chance,
integrated avionics and lightened structure.
Prime Chance: Fifteen special armed OH-58Ds modified from September 1987 under Operation
Prime Chance for use against Iranian high-speed boats in Gulf; delivery started after 98 days, in
December 1987; firing clearance for Stinger, Hellfire, 0.50 in gun and seven-tube rocket pods
completed in seven days. Further conversion for development trials.
MultiPurpose Light Helicopter (MPLH): Further modification of Kiowa Warrior; features include
squatting landing gear, quick-folding rotor blades, horizontal stabiliser and tilting fin to allow helicopter
to be transported in cargo aircraft and flown to cover 10 minutes after unloading from C-130. Later
additions include cargo hook for up to 907 kg (2,000 lb) slung load and fittings for external carriage of
six outward-facing troop seats or two stretchers. All Kiowa Warriors have MPLH capability.
Further modifications for Warrior, currently under consideration, include improved SINCGARS
(secure speech) radios; improved data modem; improved master processor and mast-mounted sight
processor; video cross-link; INS/GPS; digital map display.
OH-58X Light Utility Variant: Contender for anticipated US Army requirement; fourth development
OH-58D (69-16322) modified in 1992 with partial stealth features (including chisel nose); concept
subsequently discarded.
OH-58D KIOWA PROCUREMENT
FY
83
85
86
Lot
1
2
3
Qty
16
44
39
87
88
89
90
4
5
6
7
36
36
36
36
8
9
10
11
12
13
14
15
36
36
36
15
18
16
13
13
424
91
92
93
94
95
96
97
98
Total
!Plus five prototypes
OH-58D(I) KIOWA WARRIOR RETROFIT
FY
92
93
94
Lot
1
2
3
Qty
28
39
38
95
96
4
5
38
33
97
6 16
Total
192
Customers
US Army: initial plan to modify 592 OH-58A to OH-58D reduced to 477; reduced again to 207, but
Congressionally mandated re-orders increased total to 398 (excluding five prototypes) by 1996 from
new goal of 507. Taiwan ordered 12 OH-58Ds in February 1992, plus 14 options, subsequently
converted to firm orders. Deliveries started in July 1993.
Costs
US$7.46 million (1993) programme unit cost.
Design features
Four-blade Bell soft in plane rotor with carbon composites yoke, elastomeric bearings and composites
blades. Transmission rating: Kiowa 339 kW (455 shp) continuous; Kiowa Warrior 410 kW (550 shp)
continuous. Main rotor 395 rpm; tail rotor 2,381 rpm. McDonnell Douglas/Northrop mast-mounted
sight containing TV and IR optics and laser designator/ranger; Honeywell integrated control of mission
functions, navigation, communications, systems and maintenance functions based on large electronic
primary displays for pilot and observer/gunner; hands-on cyclic and collective controls for all combat
functions; airborne target handover system in all OH-58Ds operates air-to-air as well as air-to-ground
using digital frequency-hopping; system indicates location and armament state of other helicopters;
some OH-58Ds have real-time video downlink capable of relaying of US Army and Air Force aircraft to
headquarters 22 n miles (40 km; 25 miles) away or, via satellite, to remote locations.
Flying controls
Fully powered controls, including tail rotor, with four-way trim and trim release; Stability and Control
Augmentation System (SCAS) using AHRS gyro signals; automatic bob-up and return to hover mode;
Doppler blind hover guidance mode; co-pilot/observer's cyclic stick can be disconnected from controls
and locked centrally.
Structure
Basic OH-58 structure reinforced; armament cross-tube fixed above rear cabin floor; avionics occupy
rear cabin area, baggage area and nose compartment.
Landing gear
Light-alloy tubular skids bolted to extruded cross-tubes.
Power plant
One Allison 250-C30R (T703-Ad-700) turboshaft, (C30R/3 with improved diffuser in Kiowa Warrior)
with an intermediate power rating of 485 kW (650 shp) at S/L, ISA, FADEC. Transmission rating:
Kiowa 339 kW (455 shp) continuous; Kiowa Warrior 410 kW (550 shp) continuous. One self-sealing
crash-resistant fuel cell, capacity 424 litres (112 US gallons; 93 Imp gallons) located aft of the cabin
area. Refuelling point on starboard side of fuselage. Oil capacity 5.7 litres (1.5 US gallons; 1.2 Imp
gallons).
Accommodation
Pilot and co-pilot/observer seated side by side. Door on each side of fuselage. Accommodation is heated
and ventilated.
Systems
Single hydraulic system with three-axis SCAS, pressure 69 bars (1,000 lb/sq in), for main and tail rotor
controls. Maximum flow rate 11.34 litres (3 US gallons; 2.5 Imp gallons)/min. Open-type reservoir.
Primary electrical power provided by 10 kVA 400 Hz three-phase 120/208 V AC alternator with 200 A
28 V DC transformer-rectifier unit for secondary DC power. Back-up power provided by 500 VA
400 Hz single-phase 115 V AC solid-state inverter and 200 A 28 V DC starter/generator.
Avionics
Comms: Five com transceivers, datalink and secure voice equipment. Phase 1 additions, introduced on
production line in 1991 in preparation for Kiowa Warrior, include AN/ARC-201 SINCGARS secure
voice/data radio and Have Quick II radio.
Flight: Plessey (PESC) AN/ASN-157 Doppler strapdown INS. Honeywell embedded GPS/INS unit
installed from mid-point of Lot 12 and all subsequent production and retrofit Kiowa Warriors.
Instrumentation: Equipped for day/night VFR. Multifunction displays for vertical and horizontal
situation indication, mast-mounted sight day/night viewing and communications control, with selection
via control column handgrip switches.
Mission: Mast-mounted sight houses 12 magnification TV camera, autofocusing IR thermal imaging
sensor and laser range-finder/designator, with automatic target tracking and in-flight automatic
boresighting; turret may be trained 190 port and 190 starboard in azimuth; 30 in elevation. Night
vision goggles; AHRS; and Airborne Target Handoff Subsystem (ATHS). Phase 1 additions include
doubled computer capacity to 88 kbits, added weapons selection/aiming and multitarget
acquisition/track displays, video recorder, data transfer system, ANVIS display and symbology system
and EMV hardening.
Self-defence: AN/APR-39(V)1 or -39A(V)1 RWR. Phase 1 adds AN/ALQ-144 IR jammer, second
RWR (AN/APR-44(V)3) and AN/AVR-2 laser detection system.
Equipment
NBC mask in Phase 1 and Warrior aircraft.
Armament
Four Stinger air-to-air or Hellfire air-to-surface missiles, or two seven-round 70 mm in rocket pods, or
one 0.50 in machine gun, mounted on outriggers on cabin sides; port side only for gun.
Main rotor diameter
Main rotor blade chord (mean)
Tail rotor diameter
Length:
10.67 m (35 ft 0 in)

0.24 m (9 in)
1.65 m (5 ft 5 in)

fuselage
12.85 m (42 ft 2 in)

10.44 m (34 ft 3 in)
Width, rotors folded, clean

armament fitted, pylons folded for air
transport (MPLH)
1.97 m (6 ft 5 in)
2.59 m (8 ft 6 in)
overall
2.39 m (7 ft 10 in)
3.93 m (12 ft 10 in)
Horizontal stabiliser span

Skid track
2.29 m (7 ft 6 in)
1.97 m (6 ft 5 in)
Cabin doors (port and stbd, each):

Height
1.04 m (3 ft 5 in)
Width
Height to sill
0.91 m (3 ft 0 in)
0.66 m (2 ft 2 in)
Areas
1.30 m2 (13.95 sq ft)
0.13 m2 (1.43 sq ft)
Main rotor disc
89.37 m2 (962.0 sq ft)
Tail rotor disc
2.14 m2 (23.04 sq ft)
Fin
0.87 m2 (9.33 sq ft)

(armed Kiowa Warrior)
Weight empty
Max useful load
Max fuel weight
Mission weight
Kiowa Warrior
1,492 kg (3,289 lb)

998 kg (2,200 lb)
341 kg (752 lb)
Max disc loading
27.90 kg/m2 (5.72 lb/sq ft)
Max power loading:

Kiowa Warrior
6.09 kg/kW (10.00 lb/shp)
2,359 kg (5,200 lb)

2,495 kg (5,500 lb)
Performance
(Kiowa Warrior at mission weight)
130 kt (241 km/h; 149 mph)

128 kt (237 km/h; 147 mph)
Max cruising speed

114 kt (211 km/h; 131 mph)

110 kt (204 km/h; 127 mph)
Max rate of climb:

at S/L, ISA
at 1,220 m (4,000 ft), 35C (95F)
7.8 m/s (1,540 ft)/min

over 6.1 m/s (1,200 ft)/min
Vertical rate of climb:

at S/L, ISA
8.1 m/s (1,600 ft)/min
Service ceiling
Hovering ceiling:
4,575 m (15,000 ft)
IGE, ISA
OGE, ISA
3,050 m (10,000 ft)

2,105 m (6,900 ft)
OGE, 35C (95F)

Range with max fuel, no reserves
Endurance
1,220 m (4,000 ft)

3 h 5 min
UPDATED
Stealth Kiowa Warrior: Over a three year period, beginning in 1987, Bell
Helicopter Textron Inc used Independent Research and Development funds to
design and prototype a modification kit for the OH-58D Kiowa Scout to
significantly reduce detection by radar-directed threat weapon systems. This now
declassified effort was sponsored by the Low Observables Technology and
Application Office, US Army Laboratory Command, Adelphi, Maryland, and
supported by the OH-58D Program Management Office, US Army Aviation
Systems Command, St, Louis, Missouri. The design is an example of an effective
low-cost kit approach to reduce the radar cross-section of a fielded helicopter
system. It incorporates both shaping and absorptive lightweight materials to
optimise radar attenuation for nap of the earth missions.
During 1990, vehicle testing against threat radar systems proved the
effectiveness of the stealth kit for a variety of operational conditions. This
demonstrated improvement in vehicle survivability led, in 1991, to procurement of
a group of kits and modification of a selected number of OH-58D aircraft. A total
of 18 aircraft was made to the stealth configuration and delivered to a Special
Operations unit at Fort Bragg, North Carolina
Bell OH-58D scout and attack helicopter
Bell OH-58D Kiowa scout and attack helicopter (Jane's/Dennis Punnett)
Quick-folding system for OH-58D Multipurpose Light Helicopter
Bell OH-58D rotor head
The Bell Kiowa Warrior is powered by the Allison 250-C30R/3 `hot-and-high'

engine
(1998)
Gnter Endres MRAeS
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AMERICA
Bell 206 Kiowa

US Army designation: OH-58
Canadian military designation: CH-136
Type
Turbine-powered light observation helicopter.
Programme
On 8 March 1968 the US Army named Bell as the winner of its reopened light observation helicopter
competition and awarded the company the first increment of a total order for 2,200 OH-58 helicopters.
Versions
OH-58A: Generally similar to the Model 206A and each powered by a 236.5 kW (317 shp) Allison
T63-A-700 turboshaft. Major difference concerns the main rotor, that of the Kiowa having an increased
diameter. There are also differences in the internal layout and avionics. The first OH-58A was delivered
to the US Army 23 May 1969 and deployment in Vietnam began early Autumn 1969. A total of 74
COH-58As, generally similar to the OH-58A, was delivered to the Canadian Forces, and designated
CH-136.
Under a co-production agreement with the Australian government, 56 Model 206B-1 Kiowa military
light observation helicopters (similar to the OH-58A) were delivered over an eight year period. The
initial 12 206B-1s were built by Bell. Commonwealth Aircraft Corporation was prime Australian
licensee, with responsibility for final assembly of the remainder. Only the engines and avionics were
supplied from US sources.
OH-58A+ Arrow Falcon: Civil conversion for restricted use (see Upgrades and Conversions).
OH-58B: Delivery of 12 helicopters to the Austrian Air Force was completed in 1976.
OH-58C: Under a US Army development qualification contract placed on 30 June 1976, Bell
converted an OH-58A to an improved standard. This involved installation of a flat glass canopy to
reduce glint, an uprated Allison T63-A-720 turboshaft and an IR reduction package. Two additional
OH-58As were modified to OH-58C configuration, for preproduction flight testing by Bell and the US
Army, and production modification of 435 OH-58As to OH-58C standard was completed in March
1985 at Bell Helicopters Amarillo plant. An additional 150 modifications were carried out by Israel
Aircraft Industries (IAI) for the US Army in West Germany. The final configuration includes a new
instrument panel, modifications to reduce vulnerability in combat, CONUS (Continental US) navigation
equipment, day optics, improved avionics and improved maintenance features. The additional power
significantly improves high-altitude, hot-weather performance.
In September 1985, Bell began to deliver to the US Army improved tail rotor configuration kits for
installation in the OH-58A and OH-58C. The kit increases the amount of tail rotor thrust available,
giving the pilot more capability to correct an uncommanded yaw at low speeds, as experienced during
nap of the earth flying.
OH-58D: Designation of major improvement programme (see separate entry).
The following description refers to OH-58C aircraft:
Design features
Two-blade semi-rigid seesaw-type main rotor, employing preconing underslinging to ensure smooth
operation. Blades are of standard Bell `droop snoot' section. Transmission improvements include a
four-pinion upper planetary, with new thrust bearing and `fly dry' capability. Shaft to tail rotor
single-stage bevel gearbox protected by cover. Main rotor/engine rpm ratio 1:17.44; main rotor 354
rpm. Tail rotor/engine rpm ratio 1:2.353.
Flying controls
Each blade is connected to the head by means of a grip, pitch change bearings and a tension-torsion
strap assembly. Rotor brake available as optional kit.
Structure
Main rotor blades have a D-shape aluminium spar, bonded aluminium alloy skin, honeycomb core and a
trailing-edge extension. Two tail rotor blades have bonded aluminium skin but no core, main rotor
blades do not fold, but modification to permit manual folding is possible. Forward cabin section is made
up of two aluminium alloy beams and 25 mm (1 in) thick aluminium honeycomb sandwich. Rotor,
transmission and engine are supported by upper longitudinal beams. Upper and lower structures are
interconnected by three fuselage bulkheads and a centrepost to form an integrated structure.
Intermediate section is of aluminium alloy semi-monocoque construction. Aluminium monocoque
tailboom. A low-glare canopy design reduces the solar glint signature. The windscreens are slightly
convex to assist rain removal and increase their strength. The tail unit has a fixed stabiliser of
aluminium monocoque construction, with inverted aerofoil section. Fixed vertical tail fin in sweptback
upper and ventral sections, made of aluminium honeycomb with aluminium alloy skin.
Landing gear
Aluminium alloy tubular skids bolted to extruded cross-tubes. Tubular steel skid ventral fin to protect
tail rotor in tail-down landing. Special high-skid gear (0.25 m; 10 in greater ground clearance) available
for use in areas with high brush. Pontoons or stowed floats, capable of in-flight inflation, available as
optional kits.
Power plant
One 313 kW (420 shp) Allison T63-A-720 turboshaft. `Black Hole' exhaust stacks and hot metal shroud
for infra-red suppression. Fuel tank below and behind aft passenger seat, total usable 276 litres (73 US
gallons; 61 Imp gallons). Refuelling point on starboard side of fuselage, aft of cabin. Oil capacity 5.6
Accommodation
Forward crew compartment seats pilot and co-pilot/observer side by side. Entrance to this compartment
is provided by single door on each side of fuselage. The cargo/passenger compartment, which has its
own doors, one on each side, provides approximately 1.13 m3 (40 cu ft) of cargo space, or provision for
two passengers by installation of two seat cushions, seat belts and shoulder harnesses. A redesigned
instrument panel houses new avionics, and all flight instruments have been modified for night
operations using night vision goggles. An improved defrost/defog air circulation system increases the
aircraft's mission readiness.
Systems
Hydraulic system, pressure 41.5 bars (600 lb/sq in), for cyclic, collective and directional controls.
Maximum flow rate 7.57 litres (2 US gallons; 1.65 Imp gallons)/min. Open reservoir. Electrical supply
from 150 A starter/generator. One 24 V 13 Ah Ni/Cd battery.
Avionics
C-6533/ARC intercommunication subsystem, AN/ARC-114 VHF-FM, AN/ARC-115 VHF-AM,
AN/ARC-116 UHF-AM, AN/ARN-89 ADF, AN/ASN-43 gyro-magnetic compass, AN/APX-100 IFF
transponder TSEC/KY-28 communications security set, C-8157/ARC control indication, MT-380/ARC
mounting, TS-1843/APX transponder test set and mounting, KIT-1A/TSEC computer and mounting,
duplicate AN/ARC-114, AN/APR-39 radar warning, ID-1351 C/A HBI, ID-1347 C/ARN CDI; and
provisions for AN/ARN-123(V)1 CONUS nav, AN/APN-209 radar altimeter and YG-1054 proximity
warning.
Armament
Standard equipment is the M27 armament kit, utilising the 7.62 mm Minigun.
Main rotor diameter
Tail rotor diameter
Length:
10.77 m (35 ft 4 in)

1.65 m (5 ft 5 in)
0.33 m (1 ft 1 in)
5.96 m (19 ft 6 in)
overall rotors turning

fuselage
12.49 m (40 ft 11 in)

9.93 m (32 ft 7 in)
Height: over tail fin

overall
Stabiliser span
2.54 m (8 ft 4 in)
2.91 m (9 ft 6 in)
1.97 m (6 ft 5 in)
Width over skids
1.92 m (6 ft 3 in)
Areas
Main rotor blades (total)
Main rotor disc
Tail rotor blades (total)
Tail rotor disc
Stabiliser
3.55 m2 (38.26 sq ft)

90.93 m2 (978.8 sq ft)
0.22 m2 (2.37 sq ft)
2.14 m2 (23.04 sq ft)
0.90 m2 (9.65 sq ft)

Weight empty: OH-58A
OH-58C
Operating weight:
OH-58A
OH-58C
OH-58A
OH-58C
Max zero-fuel weight:
OH-58A
OH-58C
Max disc loading:
OH-58A
OH-58C
664 kg (1,464 lb)

825 kg (1,818 lb)
1,049 kg (2,313 lb)
1,104 kg (2,434 lb)
1,360 kg (3,000 lb)
1,451 kg (3,200 lb)
1,145 kg (2,252 lb)
1,200 kg (2,646 lb)
14.9 kg/m2 (3.07 lb/sq ft)
15.9 kg/m2 (3.27 lb/sq ft)
Performance
(OH-58A at observation mission gross weight of 1,255 kg; 2,768 lb, ISA except where indicated;
OH-58C at mission gross weight of 1,311 kg; 2,890 lb)
Never-exceed speed at S/L:
OH-58A, OH-58C
Cruising speed for max range:
120 kt (222 km/h; 138 mph)
OH-58A, OH-58C
Loiter speed for max endurance:
OH-58A, OH-58C
102 kt (188 km/h; 117 mph)

49 kt (91 km/h; 56 mph)

OH-58A
9.05 m/s (1,780 ft)/min
OH-58C
9.15 m/s (1,800 ft)/min
Service ceiling:
OH-58A
5,760 m (18,900 ft)
OH-58C
5,640 m (18,500 ft)
Hovering ceiling:
IGE: OH-58A, B
4,025 m (13,200 ft)
OGE: OH-58A
2,680 m (8,800 ft)
OH-58C
2,955 m (9,700 ft)
OGE (armed scout mission):

OH-58A at 1,360 kg (3,000 lb)
1,830 m (6,000 ft)
OH-58C at 2,500 kg (3,200 lb)
2,500 m (8,200 ft)
Max range at S/L, 10% reserves:

OH-58A, OH-58C
Max range at S/L, armed scout mission at

1,451 kg (3,200 lb), no reserves:
OH-58C
Endurance at S/L, no reserves:

OH-58A, OH-58C
3 h 30 min
UPDATED
US Army OH-58C Kiowa helicopter carrying two twin FIM-92 Stinger launchers
(2002)
A HELD laser designator being used in a Canadian Forces Kiowa helicopter

(2002)
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, CANADA
Bell 412
Canadian Forces designation: CH-146 Griffon
UK forces designation: Griffon HT. Mk 1
Type
Four-blade, twin-engined utility helicopter.
Programme
Bell announced on 8 September 1978 its intention to develop this variant of the twin-turbine Model 212
with a four-blade rotor of advanced design. The Model 412 was Bell's first production helicopter with a
four-blade rotor, although the US company has flown many helicopters with multiblade rotors for
research purposes. Introduction of the new rotor not only improved performance and reduced noise, but
also reduced vibration significantly without requiring a costly redesign of the fuselage structure to
introduce nodal suspension. A pendulum absorber kit, to reduce internal vibration levels, became
standard in mid-1984.
Two new fully certificated 212s were modified for the Model 412 development and certification
programme. The first began flight trials on 4 August 1979 and the second in December. FAA type
approval for VFR operation was received on 9 January 1981, with IFR certification following on 13
February. The first delivery was made to ERA Helicopters of Alaska on 18 January 1981. Production
transferred to Canada in February 1989. Production licence obtained by IPTN of Indonesia and Agusta
of Italy (which see).
Versions
412: Initial model powered by two 671 kW (900 shp) Pratt & Whitney Canada PT6T-3B turboshaft
engines. In production between 1981 and 1990, total of 210 built in USA, 18 in Canada.
412HP: Improved transmission giving better OGE hover; FAR Pt 29 certification 5 February 1991,
first delivery later that month.
412SP: Special Performance version with increased maximum T-O weight, new seating options and
55 per cent greater standard fuel capacity. Superseded by 412HP early 1991.
Military 412: Announced by Bell June 1986; fitted with Lucas Aerospace chin turret and Honeywell
Head Tracker helmet sight similar to that in AH-1S; turret carries 875 rounds, weighs 188 kg (414 lb)
and can be removed in under 30 minutes; firing arcs 110 in azimuth, +15 and -45 in elevation; other
armament includes twin dual FN Herstal 7.62 mm gun pods, single FN Herstal 0.50 in pod, pods of 7 or
19 2.75 in rockets, M240E1 pintle-mounted door guns, FN Herstal four-round 70 mm rocket launcher
and a 0.50 in gun or two Giat M621 20 mm cannon pods.
Current versions
412CF: Canadian Forces contract placed for 100 CH-146s (modified 412EP) to replace older Bell
models for armed support, troop/cargo transport, medevac, SAR and patrol. First flight 30 April 1994;
first deliveries 14 October 1994; now completed.
412EP (Enhanced Performance): PT6T-3D engine, Dual-Digital Automatic Flight Control System
(DDAFCS), three-axis in basic aircraft but customer option for four-axis and EFIS. Also customer
option for SAR fit. Now standard current model, to which detailed description refers.
AB412EP Griffon: Agusta-built military derivative.
BH 412EP Sentinel: Developed by Heli-Dyne with Multi-Mission Equipment Package (MMEP) to
allow quick change between ASV, ASW and SAR configurations (see under upgrades and conversions).
NBell-412: Indonesian Aerospace (formerly IPTN) has licence to produce up to 100 Model 412SPs.
Customers
Total civil USA/Canada production 473 units by January 2002.
Design features
Four-blade main rotor with blades retained within central metal star fitting by single elastomeric
bearings; shorter rotor mast than 212; blades can be folded; rotor brake standard; two-blade tail rotor;
main rotor rpm 314.
Flying controls
As 212 with automatic tailplane incidence control.
Structure
Main rotor blade spar unidirectional glass fibre with 45 wound torque casing of glass fibre cloth;
Nomex rear section core with trailing-edge of unidirectional glass fibre; leading-edge protected by
titanium abrasion strip and replaceable stainless steel cap at tip; lightning protection mesh embedded;
provision for electric de-icing heater elements; main rotor hub of steel and light alloy; all-metal tail
rotor. Crash-resistant self-sealing fuel cells in 412CF.
Landing gear
High skid, emergency pop-out float or non-retractable tricycle gear optional. Spats optional for latter.
Optional ski gear for 412CF.
Power plant
Pratt & Whitney Canada PT6T-3D Turbo Twin-Pac, rated at 1,424 kW (1,910 shp) for T-O and
maximum continuous. In event of engine failure, remaining engine can deliver up to 850 kW (1,140
shp) for 2 minutes, or 723 kW (970 shp) for 30 minutes. Transmission rating 1,022 kW (1,370 shp) for
T-O, 828 kW (1,110 shp) maximum continuous; OEI rating 764 kW (1,025 shp). Optional 30 kW (40
shp) for accessory drives from main gearbox. Seven interconnected rupture-resistant fuel cells, with
automatic shut-off valves (breakaway fittings), have a combined capacity of 1,249 litres (330 US
gallons; 275 Imp gallons). Two 76 or 310 litre (20 or 82 US gallon; 16.7 or 68.3 Imp gallon) auxiliary
fuel tanks, in any combination, can increase maximum total capacity to 1,870 litres (494 US gallons;
411 Imp gallons). Single-point refuelling on starboard side of cabin.
Accommodation
Generally as for Bell 212.
Systems
As Bell 212 except inverters are 450 VA.
Avionics (civil models)
Generally as for Bell 212. Optional IFR avionics include AlliedSignal Gold Crown III and dual
Honeywell AFCS.
Avionics (412CF)
Fully integrated cockpit, designed and manufactured by Canadian Marconi.
Comms: Dual Collins AN/ARC-210 VHF/UHF, Collins AN/ARC-217 HF and Magnavox VHF/AM
radios. AlliedSignal AN/APX-100 IFF transponder. Provisions for secure voice com, VHF/FM.
Flight: AN/ARN-147 VOR/ILS and marker beacon receiver. Collins AN/ARN-149 ADF, DM-442
DME and MAGR GPS; Canadian Marconi CMA2012B Doppler.
Instrumentation: Cockpit lighting compatible with NVGs. Provision for nav/map display, encoding
altimeter, radar altimeter and FLIR.
Self-Defence: Provision for rapid fitment of Litton AN/APR-39A(V)2 RWR, Loral AN/AAR-47
MAWS and Loral AN/ALE-39 chaff/flare dispenser.
Equipment (412CF)
Provisions for armoured floor, energy-absorbing crew seats, observers' bubble window, SX-16 Nightsun
searchlight, cargo hook, 272 kg (600 lb) capacity external rescue hoist, wire strike protection system
and heavy-duty heater, depending upon mission.
Main rotor diameter
14.02 m (46 ft 0 in)

at root
at tip
0.40 m (1 ft 4 in)
0.22 m (8 in)
Tail rotor diameter

2.62 m (8 ft 7 in)
0.29 m (11 in)
Length:
17.12 m (56 ft 2 in)
fuselage, excl rotors

12.92 m (42 ft 4 in)

3.48 m (11 ft 5 in)

Stabiliser span
4.57 m (15 ft 0 in)

2.87 m (9 ft 5 in)
Width over skids

Door sizes
2.84 m (9 ft 4 in)
as Bell 212
0.79 m3 (28.0 cu ft)
Areas
Main rotor disc
Tail rotor disc
154.40 m2 (1,661.9 sq ft)

5.38 m2 (57.86 sq ft)

Weight empty, standard equipped:
VFR
IFR
412CF
Max external hook load
Max T-O and landing weight, internal or external
load
Max disc loading
Max power loading
3,018 kg (6,654 lb)

3,066 kg (6,759 lb)
3,402 kg (7,500 lb)
2,041 kg (4,500 lb)
5,397 kg (11,900 lb)
35.0 kg/m2 (7.16 lb/sq ft)
4.02 kg/kW (6.61 lb/shp)
Performance
140 kt (259 km/h; 161 mph)
Max cruising speed:

at S/L
at 1,525 m (5,000 ft)
Long-range cruising speed at 1,525 m (5,000 ft)
122 kt (226 km/h; 140 mph)

124 kt (230 km/h; 143 mph)
130 kt (241 km/h; 150 mph)
Service ceiling, OEI, 30 min power rating

OGE
Range at 1,525 m (5,000 ft), long-range cruising
speed, standard fuel, no reserves
Endurance
2,070 m (6,800 ft)

3,110 m (10,200 ft)
1,585 m (5,200 ft)
3 h 42 min

T-O
(FAR 1436) (412 EP)

92.8 EPNdB
Flyover
93.4 EPNdB
Approach
95.6 EPNdB
BELL 412 CIVIL PRODUCTION DELIVERIES
Year/Model
1981
1982
1983
1984
412
51
22
18
-
1985
1986
1987
1988
19
12
21
21
1989
1990*
1991
1992
1993
1994
1995
1996
1997
1998
24
14
17
16
24
24
18
25
38
34
1999
2000
2001
Total
29
24
22
473

UPDATED
Bell 412SP twin-turboshaft helicopter
Bell 412EP twin-turboshaft utility helicopter. Wheeled gear no longer available

Canadian Forces' CH-146 (412CF) on training mission

(1998)
Rogerson Kratos flight displays for the new Integrated Instrument Display System
(IIDS) and Electronic Flight Instrument System (EFIS) developed for the Bell 412
(1998)
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AMERICA
Bell 214
Type
Single-engined utility helicopter.
Programme
This development of the UH-1, known as the Model 214 Huey Plus, was first announced in 1970. The
prototype was a scaled-up, strengthened and improved Model 205, powered by a 1,415 kW (1,900 shp)
Lycoming engine, and this was followed by a 214A demonstration aircraft, which was shipped to Iran
for evaluation. This resulted in an order for 287 aircraft, announced by Bell on 22 December 1972. The
first 214A flew on 13 March 1974 and deliveries began on 26 April 1975. A further 50 214As and 350
twin-engined 214STs were to be built in Iran, but the fall of the Shah put an end to these plans.
Versions
214A: Powered by a 2,185 kW (2,930 shp) Lycoming LTC4B-8D turboshaft engine, an improved
version of the T55-L-7C fitted to the original Model 214A demonstrator when it went to Iran. It has the
1,528 kW (2,050 shp) transmission and rotor drive system developed for the KingCobra experimental
gunship helicopter and embodies Bell's NodaMatic nodalised beam concept to minimise vibration. 296
delivered to the Iranian Imperial forces.
214B BigLifter: Commercial version of the 214A, announced on 4 January 1974, providing better lift
capability than any commercial helicopter then in production. Powered by a 2,183 kW (2,930 shp)
Lycoming T5508D turboshaft, it has the same rotor drive and transmission system as the 214A. The
engine is flat-rated at a maximum 1,677 kW (2,250 shp) and the transmission at 1,528 kW (2,050 shp)
for take-off, with a maximum continuous power output of 1,379 kW (1,850 shp). Advanced rotor hub
with elastomeric bearings on the flapping axis; raked tips to main and tail rotors. Other features include
an automatic flight control system with stability augmentation and attitude retention; nodalised
suspension; separate dual-hydraulic systems; a large engine deck which serves as a maintenance
platform; addition of an engine fire extinguishing system; push-out escape windows in the cargo doors,
and commercial avionics.
214B-1: As 214B, but with restricted internal gross weight of 5,669 kg (12,500 lb).
214C: Search and rescue variant of 214A. Total of 39 delivered to Iran.
214ST: Stretched twin-engined military version originally developed for production and service in
Iran; but later transformed into commercial transport (described separately).
Power plant
One 2,183 kW (2,930 shp) Lycoming T5508D turboshaft engine. Standard fuel capacity 772 litres (204
US gallons; 170 Imp gallons); maximum with auxiliary tank is 1,434 litres (379 US gallons; 316 Imp
gallons).
Accommodation
One or two pilots and 14 to 15 passengers.
Main rotor diameter
Tail rotor diameter
Length
Height
Width
15.24 m (50 ft 0 in)

3.00 m (9 ft 10 in)
18.42 m (60 ft 5 in)
4.09 m (13 ft 5 in)
2.84 m (9 ft 4 in)

Weight empty
Max external load
Max T-O weight
3,472 kg (7,655 lb)

2,787 kg (6,145 lb)
3,628 kg (8,000 lb)
6,620 kg (13,800 lb)
Performance
Max cruising speed
Max rate of climb
Service ceiling
OGE
140 kt (259 km/h; 161 mph)

140 kt (259 km/h; 161 mph)
9.7 m/s (1,910 ft/min)
4,875 m (16,000 ft)
4,572 m (15,000 ft)
3,200 m (10,500 ft)
Max range at 1,523 m (5,000 ft) with standard

fuel, no reserves:
Range with optional fuel

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AMERICA
Bell 209 SuperCobra

US Navy/Marine Corps designation: AH-1W
Type
Two-seat, twin-engined close support and attack helicopter.
Programme
A T700-GE-401 testbed helicopter, then designated AH-1T+, made its first flight 16 November 1983
and was evaluated by the US Marine Corps, beginning December 1983. Early 1984 Congressional
approval was given for the procurement of 44 production AH-1W SuperCobras, 22 each in FY85 and
FY86. The first AH-1W, delivered on 27 March 1986, was scheduled to undergo a seven month test
programme with Naval Air Systems Command. A second AH-1W began a three month electromagnetic
interference test programme Spring 1986.
The first AH-1T uprated to AH-1W standard for the USMC was later fitted with a larger main rotor
based on Bell's Model 680 bearingless research rotor. This test aircraft/rotor was flown approximately
100 hours.
Current versions
AH-1W SuperCobra: Enhanced development of Cobra series; designation applied to both new-built
aircraft and conversions from AH-1T Improved SeaCobra. Missions of AH-1W include anti-armour,
escort, multiple-weapon fire support, including air-to-air with Sidewinder, armed reconnaissance, search
and target acquisition.
Following abandonment of the proposed Integrated Weapon System (IWS) project in July 1995 and
the Marine Observation and Attack Aircraft programme which was intended to provide a replacement
for both the AH-1W SuperCobra and the UH-1N Iroquois, the US Marine Corps has opted for a
two-stage upgrade of the AH-1W. Under present plans, this will be completed by FY11, allowing the
AH-1W to be retained in the active inventory beyond 2020. Phase I is the Night Targeting System
(NTS), under which USMC AH-1Ws are currently being fitted with the Israeli Tamam laser NTS for
dual TOW/Hellfire day, night and adverse weather capability. NTS integrates FLIR laser designation
and range-finding, plus automatic boresighting, and includes an onboard video cassette recorder in the
gunner's cockpit. Conversion of a prototype was authorised in December 1991, with an initial batch of
25 sets being built by Tamam for delivery from January 1993; joint production with Kollsman was
approved in May 1994 and a total of 250 sets is required by the USMC, with a further 12 ordered for
Turkey and 53 for Taiwan in 1994. A total of 105 USMC AH-1Ws has so far been earmarked for
retrofit in seven lots, with deliveries of modified aircraft to operational units beginning in June 1994.
A further improvement programme, involving installation of an Embedded Global Positioning
System/Inertial Navigation System (EGI), is also to be undertaken. Two prototype conversions were
delivered to test units for trials in November 1995 and March 1996 and it is intended to fit EGI to
new-build aircraft from Lot IX onwards, as well as to older AH-1Ws as a retrofit programme.
AH-1Z: Phase II dynamics and cockpit upgrade (see under Upgrades and Conversions).
Venom: Unsuccessful contender for British Army attack helicopter competition. Based on AH-1W
and offered by Bell Helicopter with GEC-Marconi as prime contractor, it would have included avionics
from the AH-1W IWS, but was rejected on 13 July 1995 in favour of the McDonnell Douglas/Westland
WAH-64D Apache.
AH-1RO Dracula: Derivative of AH-1W for Romania, which intended to purchase initial batch of 96.
These would have featured the basic AH-1W airframe married to Romanian-specified weapons and
Israeli avionics suite; final assembly was to be undertaken in Romania, but project suspended in
October 1998 and now abandoned.
AH-1Z KingCobra: Selected by Turkey mid-2000. Licensed production to begin in 2002 by Turkish
Aerospace Industries (TAI). Initial batch of 50 is expected to be followed by further batches of 50 and
45 for 145 total by 2011.
ARH-1Z Viper: Proposed unsuccessfully for Australian Army Air-87 armed reconnaissance
helicopter.
MH-1W: Multimission proposal aimed principally at South America. Includes nose-mounted sighting
system, with steerable FLIR, laser range-finder, video recorder and automatic target tracker. Armament
could include a 20 mm turreted gun and up to four 70 mm rocket pods on the stub wings. Additional
provisions for anti-tank and air-to-air missiles.
Customers
US Marine Corps; total of 179 funded to date, including 10 diverted to Turkey. Deliveries to USMC
began on 27 March 1986; procurement augmented by remanufacture of 43 AH-1Ts to AH-1W; last
completed in 1993; 100th new/converted AH-1W delivered 8 August 1991. Export customers include
Turkey and Taiwan.
AH-1W PROCUREMENT
Lot
USMC New-Build
Qty
Delivered
22
II
221
September 1987 to November 1988
III
342
July 1990 to November 1991
IV
V
5
14
March 1992 to June 1992

June 1992 to February 1993
VI
VII
202
22
VIII
17
September 1995 to April 1996
IX
X
12
11
1996 to 1997
1997 to 1998
Total
March 1986 to June 1987
October 1993 to September 1994

August 1994 to September 1995
179
Taiwan New-Build
I
83
March 1993 to July 1993
II
III
IV
V
VI et seq
9
9
8
8
21
November 1993 to July 1994

May 1995 to August 1995
April 1996 to August 1996
1996-1997
From 1998
Total
63
USMC AH-1T to AH-1W

Retrofit
Prototypes
I
II
2
12
9
January 1989
June 1989 to December 1989
December 1989 to May 1990
III
54
7
8
43
March 1991 to May 1991
IV
V
Total
1
November 1991 to March 1992

July 1993 to October 1993
One non-flying training airframe not included in Lot II total

Includes five transferred to Turkey
3 One non-flying training airframe not included in Lot I total
4 One non-flying training airframe (159229) not included in Lot III total
2
Costs
US$10.7 million (1996) projected unit cost.
Design features
Two-blade main rotor similar to that of Bell 214 with strengthened rotor head incorporating Lord
Kinematics Lastoflex elastomeric and Teflon-faced bearings. Blade aerofoil Wortmann FX-083
(modified); normal 311 rpm. Tail rotor also similar to that of Bell 214 with greater diameter and blade
chord; normal 1,460 rpm. Rotor brake standard. Stub-wings, NACA 0030 section at root; NACA 0024
at tip; incidence 14; sweepback 14.7.
Structure
Main rotor blades have aluminium spar and aluminium-faced honeycomb aft of spar; tail rotor has
aluminium honeycomb with stainless steel skin and leading-edge. Airframe conventional all-metal
semi-monocoque.
Landing gear
Non-retractable tubular skid type. Ground handling wheels optional.
Power plant
Two General Electric T700-GE-401 turboshafts, each rated at 1,285 kW (1,723 shp). Transmission
rating 1,515 kW (2,032 shp) for take-off; 1,286 kW (1,725 shp) continuous. Fuel (JP5) contained in two
interconnected self-sealing rubber fuel cells in fuselage, with protection from damage by 0.50 in
ballistic ammunition, total usable capacity 1,128 litres (298 US gallons; 248 Imp gallons). Gravity
refuelling point in forward fuselage, pressure refuelling point in rear fuselage. Provision for carriage on
underwing stores stations of two or four external fuel tanks each of 291 litre (77 US gallon; 64 Imp
gallon) capacity; or two 378 litre (100 US gallon; 83 Imp gallon) tanks; or two 378 and two 291 litre
tanks; large tanks on outboard pylons only. Oil capacity 19 litres (5 US gallons; 4.2 Imp gallons).
Accommodation
Crew of two in tandem, with co-pilot/gunner in front seat and pilot at rear. Cockpit is heated, ventilated
and air conditioned. Dual controls; lighting compatible with night vision goggles, and armour protection
standard. Forward crew door on port side and rear crew door on starboard side, both upward-opening.
Inflatable body and head restraint system by Simula of Phoenix, Arizona, nearing end of development in
mid-1995; retrofit provisions installed in 1996 production, with system to be incorporated in 1997
production.
Systems
Three independent hydraulic systems, pressure 207 bars (3,000 lb/sq in), for flight controls and other
services. Electrical system comprises two 28 V 400 A DC generators, two 24 V 34.5 Ah batteries and
three inverters: main 115 V AC, 1 kVA, single-phase at 400 Hz, standby 115 V AC, 750 VA,
three-phase at 400 Hz and a dedicated 115 V AC 365 VA single-phase for AIM-9 missile system.
AiResearch environmental control unit.
Avionics
Comms: Two AN/ARC-210(V) radios, KY-58 TSEC secure voice set; AN/APX-100(V) IFF.
Flight: AN/ASN-75 compass set, AN/ARN-89B ADF, AN/ARN-118 Tacan, AN/APN-154(V) radar
beacon set and Teledyne AN/APN-217 Doppler-based navigation system being replaced by Embedded
Global Positioning System/Inertial Navigation System (EGI), which adds Honeywell CN-1689(V) EGI
and Collins AN/ARN-153(V) Tacan. Installation began with Lot IX production in October 1996 and
will also involve retrofit of earlier aircraft. AN/APN-194 radar altimeter. Collins CDU-800
control/display unit and dual Collins ICU-800 processors.
Instrumentation: Kaiser HUD compatible with PNVS-5 and Elbit ANVIS-7 night vision goggles.
Mission: Tamam/Kollsman Night Targeting System (NTSF-65) comprising FLIR, laser
range-finder/designator, TV camera, day/night video tracker and full in-flight boresighting; being
retrofitted (within M-65 sighting system for TOW missiles) from 1993 (see Design Features); first
redelivery in June 1994; alternative McDonnell Douglas Electronic Systems NightHawk system also
offered for export SuperCobras, following 1992-93 flight testing.
Self-defence: AN/APR-39(V) pulse radar signal detecting set, AN/APR-44(V) CW radar warning
system and AN/ALQ-144(V) IR countermeasures set. Dual AN/ALE-39 chaff system with one
MX-7721 dispenser mounted on top of each stub-wing. Improved countermeasures suite in USMC
AH-1Ws will replace AN/APR-39 and AN/APR-44 by AN/APR-39(XE2) radar warning and adds
AN/AVR-2 laser warner and AN/AAR-47 plume detecting set.
Armament
Electrically operated General Electric undernose A/A49E-7(V4) turret, housing an M197 three-barrel
20 mm gun. A 750-round ammunition container is located in the fuselage directly aft of the turret; firing
rate is 675 rds/min; a 16-round burst limiter is incorporated in the firing switch. Gun can be tracked
110 to each side, 18 upward, and 50 downward, but barrel length of 1.52 m (5 ft 0 in) makes it
imperative that the M197 is centralised before wing stores are fired. Underwing attachments for up to
four LAU-61A (19-tube), LAU-68A, LAU-68A/A, LAU-68B/A or LAU-69A (seven-tube) 2.75 in
Hydra 70 rocket launcher pods; two CBU-55B fuel-air explosive weapons; four SUU-44/A flare
dispensers; two M118 grenade dispensers; Mk 45 parachute flares; or two GPU-2A or SUU-11A/A
Minigun pods. Provision for carrying totals of up to eight TOW missiles, eight AGM-114 Hellfire
missiles, two AIM-9L Sidewinder or AGM-122A Sidearm missiles, on outboard underwing stores
stations. Canadian Marconi TOW/Hellfire control system enables AH-1W to fire both TOW and
Hellfire missiles on same mission. Hughes AGM-65D Maverick capability demonstrated August 1990;
under consideration for USMC which has unsatisfied requirement for up to 12 Maverick-capable
AH-1W SuperCobras.
Main rotor diameter
Tail rotor diameter
Wing span
Wing aspect ratio
fuselage
Width overall
14.63 m (48 ft 0 in)

0.84 m (2 ft 9 in)
2.97 m (9 ft 9 in)
0.30 m (1 ft 0 in)
8.89 m (29 ft 2 in)
3.28 m (10 ft 9 in)
3.7
17.68 m (58 ft 0 in)
13.87 m (45 ft 6 in)
3.28 m (10 ft 9 in)

overall
Ground clearance, main rotor turning
Elevator span
Width over skids
4.11 m (13 ft 6 in)

4.44 m (14 ft 7 in)
2.74 m (9 ft 0 in)
2.11 m (6 ft 11 in)
2.24 m (7 ft 4 in)
Areas
6.13 m2 (66.0 sq ft)
0.45 m2 (4.835 sq ft)
Main rotor disc
168.11 m2 (1,809.6 sq ft)
Tail rotor disc
6.94 m2 (74.70 sq ft)
Vertical fin
2.01 m2 (21.70 sq ft)
Horizontal tail surfaces
1.41 m2 (15.20 sq ft)

Weight empty
Mission fuel load (usable)
4,672 kg (10,300 lb)

946 kg (2,086 lb)
Max useful load (fuel and disposable

ordnance)
2,018 kg (4,450 lb)

6,690 kg (14,750 lb)
Max disc loading
39.8 kg/m2 (8.15 lb/sq ft)
4.42 kg/kW (7.26 lb/shp)
Performance
Max cruising speed
Service ceiling
OGE
190 kt (352 km/h; 219 mph)

152 kt (282 km/h; 175 mph)
150 kt (278 km/h; 173 mph)
4.05 m/s (800 ft)/min
more than 4,270 m (14,000 ft)
more than 3,660 m (12,000 ft)
4,495 m (14,740 ft)
915 m (3,000 ft)
Range at S/L with standard fuel, no

reserves
Max endurance with standard fuel

3h
UPDATED
Bell AH-1W SuperCobra
Bell AH-1W main rotor system
Bell AH-1W SuperCobra, with added side view (bottom) of AH-1T Improved
SeaCobra (Jane's/Dennis Punnett)
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AMERICA
Bell 209 HueyCobra and SeaCobra

US Army designations: AH-1E, AH-1F, AH-1G, AH-1P, AH-1Q, AH-1R, AH-1S and TH-1S
US Navy/Marine Corps designations: AH-1J and AH-1Tm
Type
Single- and twin-engine close support and attack helicopters.
Programme
Bell Helicopter Textron initiated the Model 209 in March 1965 as a company-funded development of
the UH-1B/C Iroquois intended specifically for armed helicopter missions. The original design
combined the basic transmission and rotor system and (in its standard form) the power plant of the
UH-1C with a new, streamlined fuselage designed for maximum speed, armament load and crew
efficiency. Relatively small, its low silhouette and narrow profile make it easy to conceal with small
camouflage nets or to move under cover of trees. Tandem seating provides the best possible field of
view for the crew of two.
The Model 209 prototype made its first flight 7 September 1965, and the US Army's intention to
order the aircraft was announced 11 March 1966, the initial model being known as the AH-1G
HueyCobra. Total orders for all versions of the HueyCobra and SeaCobra exceeded 1,400.
Versions
AH-1E: Formerly Enhanced Cobra Armament System or Up-gun AH-1S; with AH-1P improvements
plus universal 20 mm gun turret (invariably fitted with long-barrel 20 mm cannon); improved wing
stores management system for 70 mm rockets; automatic compensation for off-axis gun firing; 10 kVA
alternator for increased power. A total of 98 new build aircraft delivered 1978-79. All remaining
upgraded.
AH-1F: Fully upgraded TOW version, previously designated Modernised AH-1S; 149 manufactured
for US Army in 1979-86, including 50 transferred to Army National Guard; also 378 AH-1Gs converted
to full AH-1F standard between November 1979 and June 1982, including 41 TAH-1F trainers;
improvements of AH-1P and AH-1E added, plus new fire-control system having laser range-finder and
tracker, ballistics computer, low-airspeed sensor probe, Kaiser pilot's head-up display, Doppler
navigation system, IFF transponder, infra-red jammer above engine, hot metal and plume infra-red
suppressor, closed-circuit refuelling, new secure voice communications, Kaman composite rotor blades.
Later modifications have included C-Nite equipment fitted to 50 US Army AH-1Fs (reduced from
planned 500), Air-To-Air Stinger (ATAS) and Cobra Fleet Life Extension (C-Flex), engine air filter,
redesigned swashplate, M43 nuclear/biological/chemical mask, AN/AVR-2 laser warning and improved
SCAS roll modifications. C-Nite FLIR for TOW sight delivered 1990 to US Army's Aviation Battalion
in South Korea. C-Flex items already completed include Nite Fix lighting, AH-1G to AH-1S upgrade
and K-Flex driveshaft; remaining C-Flex work includes rotor improvements, improved TOW test set
and radio upgrade.
AH-1G HueyCobra: Original version for the US Army, powered by a single 1,044 kW (1,400 shp)
Avco Lycoming T53-L-13 turboshaft, derated to 820 kW (1,100 shp) for T-O and maximum continuous
rating. Development contract for two preproduction aircraft placed 4 April 1966, followed on 13 April
by an initial order for 110 aircraft plus long-lead-time spares, deliveries of which began in June 1967.
Total production, including small number of export units came to 1,127. All surviving aircraft converted
to AH-1F standard.
AH-1J SeaCobra: Initial twin turboshaft version for US Marine Corps, powered by a 1,342 kW
(1,800 shp) Pratt & Whitney Canada T400-CP-400 coupled free-turbine turboshaft, a military version of
the PT6T-3 Turbo Twin-Pac. Total of 69 delivered to US Marine Corps between mid-1970 and
February 1975, the last two being converted later as prototypes for the AH-1T. A further 202
TOW-capable AH-1Js were supplied to the Imperial Iranian Army Aviation from 1974, the US Army
acting as purchasing agent. All USMC SeaCobras withdrawn.
AH-1P: First batch of 100 new-production TOW Cobras (formerly called Production AH-1S),
delivered 1977-78, two becoming AH-1F prototypes; improvements include flat-plate canopy, upturned
exhaust, improved nap of the earth (NOE) instrument panel, continental US (CONUS) navigation
equipment, radar altimeter, improved communication radios, uprated engine and transmission, push/pull
anti-torque control and, from 67th aircraft onwards, Kaman composite rotor blades with tapered tips.
AH-1Q HueyCobra: Interim anti-armour version for US Army, converted from AH-1G to fire
Hughes TOW anti-tank missiles. Total of 92 converted; subsequently upgraded to Mod AH-1S standard.
AH-1S: Formerly AH-1S(MOD); first ordered as TOW-capable version of AH-1G in 1975;
programme included conversion of earlier AH-1Gs and three-stage production of new aircraft with
various degrees of upgrading; all versions designated AH-1S until March 1987, when new-build AH-1s
allotted dormant UH-1 Iroquois suffixes AH-1P, AH-1E and AH-1F. 92 AH-1Qs (early TOW-capable
AH-1G) upgraded by 1979; 87 AH-1Qs upgraded in 1986-88 with Textron Lycoming T53-L-703
engines, Kaman rotor blades (see AH-1P) and TOW system, but retaining original curved canopies;
total includes 15 in TH-1S Night Stalker configuration for training AH-64 crews to operate night vision
system and Integrated Helmet and Display Sighting System (IHADSS).

AH-1T Improved SeaCobra: Improved version of twin-engined AH-1J for US Marine Corps. Last
two AH-1Js modified as prototypes under a US Army Aviation Systems Command contract, with
uprated components for significantly increased payload and performance. Incorporates features of
AH-1J airframe, but embodies dynamic system of Bell Model 214, some technology developed for Bell
Model 309 KingCobra, an upgraded power plant (1,469 kW; 1,970 shp T400-WV-402) and
transmission capable of transmitting the full rated engine power. Initial contract for 10 announced 23
June 1975; total of 57 built, of which 51 were subsequently modified to TOW configuration. First
AH-1T flew 20 May 1976, and was delivered to US Marine Corps 15 October 1977. All have been
converted to AH-1W SuperCobra standard (described separately).
Design features
Kaman composite blades, fitted from 67th AH-1P onwards, tolerate hits by 23 mm shells, have tungsten
carbide bearing sleeves and outer 15 per cent of blade is tapered in chord and thickness; tailboom
strengthened against 23 mm hits; airframe has infra-red suppressant paint finish.
Power plant
One 1,342 kW (1,800 shp) Textron Lycoming T53-L-703 turboshaft. Fuel capacity 980 litres (259 US
gallons; 216 Imp gallons). IR suppression nozzle on AH-1F.
Accommodation
Flat-plate canopy has seven planes of viewing surfaces, designed to minimise glint and reduce
possibility of visual detection during nap of the earth (NOE) flying; it also provides increased headroom
for pilot. Improved instrument layout and lighting, compatible with use of night vision goggles.
Improved, independently operating window/door ballistic jettison system to facilitate crew escape in
emergency.
Systems
10 kVA 400 Hz AC alternator with emergency bus added to electrical system. Hydraulic system
pressure 103.5 bars (1,500 lb/sq in), maximum flow rate 22.7 litres (6 US gallons; 5 Imp gallons)/min.
Open reservoir. Battery-driven Abex standby pump, for use in event of main hydraulic system failure,
can be used for collective pitch control and for boresighting turret and TOW missile system. Improved
environmental control and fire detection systems.
Avionics
Standard lightweight avionics equipment (SLAE) includes AN/ARC-114 FM, AN/ARC-164 UHF/AM
voice com, and E-Systems (Memcor Division) AN/ARC-115 VHF/AM voice com (compatible with
KY-58 single-channel secure voice system). Other avionics include AN/ASN-128 Doppler nav system
in AH-1F; HSI; VSI; radar altimeter; push/pull anti-torque controls for tail rotor; co-pilot's standby
magnetic compass. C-Flex upgrade includes introduction of Magnavox AN/ARC-164(V) UHF/AM,
Collins AN/ARC-186 VHF/AM-FM, ITT AN/ARC-201 (SINCGARS) VHF/FM, and LaBarge
AN/ARN-89B D/F.
Armament
M65 system with eight Hughes TOW missiles, disposed as two two-round clusters on each outboard
underwing station. Inboard wing stations remain available for other stores. M28 (7.62/40 mm) turret in
earlier HueyCobras replaced by new electrically powered General Electric universal turret, designed to
accommodate 20 mm weapon and improve standoff capability, although only 20 mm M197 three-barrel
cannon (with 750 rounds) mounted in this turret. Rate of fire 675 rds/min. Turret position is controlled
by pilot or co-pilot/gunner through helmet sights, or by co-pilot using M65 TOW missile system's
telescopic sight unit. Field of fire up to 110 to each side of aircraft, 20.5 upward and 50 downward.
Also equipped with Baldwin Electronics M138 wing stores management subsystem, providing means to
select and fire, singly or in groups, any one of five types of external 2.75 in rocket store. These mounted
in launchers each containing 7 or 19 tubes, additional to TOW missile capability.
In addition to these installations, first AH-1F introduced fire-control subsystem which includes Kaiser
head-up display for pilot, Teledyne Systems digital fire-control computer for turreted weapon and
underwing rockets, omnidirectional airspeed system to improve cannon and rocket accuracy, Hughes
laser range-finder (accurate over 10,000 m; 32,800 ft), and Rockwell AN/AAS-32 automatic airborne
laser tracker. Other operational equipment includes Hughes LAAT stabilised sight, GEC Avionics
M-143 air data subsystem, AlliedSignal AN/APX-100 solid-state IFF transponder, Sanders
AN/ALQ-144 infra-red jammer (above engine), suppressor for infra-red signature from engine hot metal
and exhaust plume, and AN/APR-39 radar warning receiver.
Main rotor diameter
Main rotor blade chord (from 67th AH-1P
onward)
Tail rotor diameter
Wing span
Width of fuselage
Width over TOW pods
Elevator span
Width over skids
13.41 m (44 ft 0 in)

0.76 m (2 ft 6 in)
2.59 m (8 ft 6 in)
0.305 m (1 ft 0 in)
3.28 m (10 ft 9 in)
16.18 m (53 ft 1 in)
0.99 m (3 ft 3 in)
4.09 m (13 ft 5 in)
3.56 m (11 ft 8 in)
2.11 m (6 ft 11 in)
2.13 m (7 ft 0 in)
Areas
Main rotor disc
Tail rotor disc
141.26 m2 (1,520.23 sq ft)

5.27 m2 (56.75 sq ft)

(AH-1S)
Mission weight
2,993 kg (6,598 lb)

4,524 kg (9,975 lb)
4,535 kg (10,000 lb)
32.10 kg/m2 (6.58 lb/sq ft)

4.72 kg/kW (7.75 lb/shp)
Max disc loading

Max power loading
Performance
(AH-1S at max T-O weight, ISA)
Never-exceed speed (VNE) (TOW configuration)
Max level speed (TOW configuration)
Max rate of climb at S/L, normal rated power
Service ceiling, normal rated power
Range at S/L with max fuel, 8% reserves
g limits
170 kt (315 km/h; 195 mph)

123 kt (227 km/h; 141 mph)
8.2 m/s (1,620 ft)/min
3,720 m (12,200 ft)
3,720 m (12,200 ft)
+2.5/-0.5
VERIFIED
Bell AH-1F HueyCobra (Textron Lycoming T53-L-703 turboshaft) (Jane's/Dennis

Punnett)
Gnter Endres MRAeS
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AMERICA
Bell 205
US military designations: UH-1D/H/V, EH-1H and HH-1H
Canadian military designation: CH-118 Iroquois
Spanish military designation: HU.10B
Type
Single-rotor general purpose helicopter.
Programme
Although basically similar to the earlier Model 204, the Model 205 introduced a longer fuselage,
increased cabin space to accommodate more passengers as well as other changes.
Versions
CH-118: Similar to UH-1H, for Mobile Command, Canadian Forces. First of 10 delivered on 6 March
1968. Originally designated CUH-1H.
EH-1H: Electronic countermeasures configuration, with the Quick Fix I airborne communications
interception, emitter locating and jamming system, including an AN/APR-39(V)2 radar warning
receiver, XM130 chaff/flare dispenser and AN/ALQ-144 infra-red jammer. The FY81 budget added
US$5.1 million to convert initial Quick Fix IA systems in the EH-1H to Phase IB configuration, plus
survivability equipment to protect the aircraft against known and postulated threats, including hot
metal/plume suppression. However, the Quick Fix mission has been taken over by the much larger
Sikorsky EH-60A version of the Black Hawk utility transport helicopter (which see).
HH-1H: It was announced on 4 November 1970 that a fixed price contract worth more than US$9.5
million had been received from the USAF for 30 HH-1H aircraft (generally similar to the UH-1H) for
use as local base rescue helicopters. Deliveries were completed during 1973.
UH-1D: This US Army version of the Model 205 Iroquois has an 820 kW (1,100 shp) Lycoming
T53-L-11 turboshaft, 14.63 m (48 ft) rotor, normal fuel capacity of 832 litres (220 US gallons; 183 Imp
gallons) and overload capacity of 1,968 litres (520 US gallons; 433 Imp gallons). Relocation of the fuel
cells increased cabin space to 6.23 m3 (220 cu ft), providing sufficient room for a pilot and 12 troops, or
six litters and a medical attendant, or 1,815 kg (4,000 lb) of freight. A contract for a service test batch of
seven YUH-1Ds was announced in July 1960 and was followed by further very large production orders
from the US Army and from many other nations of the non-Communist world. First YUH-1D flew on
16 August 1961 and delivery to US Army field units began on 9 August 1963. The UH-1D was
superseded in production for the US Army by the UH-1H, but 352 UH-1Ds were built subsequently
under licence in Germany for the German Army and Air Force. Prime contractor was Dornier.
UH-1H: Following replacement of the original T53-L-11 turboshaft by the 1,044 kW (1,400 shp)
T53-L-13, the version of the Model 205 for the US Army was designated UH-1H. Deliveries of an
initial series of 319 aircraft for the US Army began in September 1967. Another 914 ordered
subsequently in several batches, with delivery extending into 1976.
Under a licensing agreement concluded in 1969, the Republic of China produced UH-1Hs for the
Nationalist Chinese Army, with much of the manufacturing and assembly process carried out at
Taichung, Taiwan. Total procurement 118.
UH-1V: Approximately 220 UH-1Hs converted by US Army as a medevac version. Avionics and
equipment in this version include a radio altimeter, AEL AN/ARN-124 DME, glide slope and rescue
hoist.
The 7,000th Model 205/205A helicopter was completed in 1973.
AB 205A: Agusta-built version of the Bell 205 UH-1D. Also built in Germany by Dornier.
Model 205A-1: Civil and export designation of UH-1H. Also built in Italy by Agusta, Japan by Fuji
and Taiwan by AIDC. First flight 22 March 1967; FAA certification 25 October 1968. A total of 332
produced by Bell at Fort Worth, Texas between 1968 and 1980.
AB 205A-1: Agusta-built Bell Model 205A-1 (UH-1H).
US Army: The US Army plans to retain at least 2,700 improved UH-1Hs in service beyond 2000 to
perform such operations as resupply, troop transport, command and control, electronic warfare, medical
evacuation and minefield emplacement. To make such a plan realistic, a product improvement
programme for the army's UH-1H fleet introduced improved or new avionics and equipment including
an AN/ALQ-144 infra-red jammer, AN/APN-209 radar altimeter, AN/APR-39 radar warning receiver,
AN/ARC-164 UHF/AM radio, AN/ARN-124 DME, XM130 chaff/flare dispenser, NOE
communications (FM/HF), communications security, infra-red suppressor (hot metal and plume),
altimeter lighting (5 V), crashworthy auxiliary fuel system, closed-circuit refuelling, fuel tank vent,
improved main input drive shaft and main rotor mast plug. In addition, it is planned to introduce, as a
minimum, new composite main rotor blades; improved stabiliser bar, tail rotor hub and servo cylinders;
a split engine deck, and improved oil filtration; a night vision compatible cockpit; built-in Vibrex
connections; an improved AN/ASN-43 gyromagnetic compass; and Doppler navigation.
A US Army Request for Proposal for composite main rotor blades for the UH-1H was issued on 16
November 1981. The army's schedule called for a qualified blade to be ready for production after 32
months. Procurement of 6,000 blades was anticipated in 1985-89, at a cost of US$20,000 or less per
blade in FY81. Bell tendered a joint proposal with Boeing, and this team was awarded a US$19 million
development contract during 1982 by the US Army Aviation Research and Development Command.
Bell designed the composite blade for the UH-1H, but both companies fabricated test blades and
supported laboratory and flight testing to ensure compliance with army requirements. The composite
rotor blades provide a 6 per cent improvement in the UH-1H's hovering capability and a 5 to 8 per cent
reduction in fuel flow in forward flight. Bell provided manufacturing tools and fixtures and transferred
specific manufacturing knowledge to Boeing, so that both companies were equally capable and
qualified to manufacture production blades, for which contracts are expected to exceed US$100 million.
The first flight of the composite rotor blades on a UH-1H took place in early 1985. Production
deliveries began in January 1988.
US Army: UH-1V. See Versions.
The following description refers specifically to the military UH-1H:
Design features
Two-blade semi-rigid main rotor. Stabilising bar above and at right angles to main rotor blades.
Underslung feathering axis head. Two-blade all-metal tail rotor. Shaft drive to both main and tail rotor.
Transmission rating 820 kW (1,100 shp). Main rotor rpm 294 to 324.
Flying controls
Small synchronised elevator on rear fuselage is connected to the cyclic control to increase allowable CG
travel.
Structure
Interchangeable main blades built up of extruded aluminium spars and laminates. Tail rotor blades of
honeycomb construction. Blades do not fold. The fuselage is a conventional all-metal semi-monocoque
structure.
Landing gear
Tubular skid type. Lock-on ground handling wheels and inflated nylon float bags available.
Power plant
One 1,044 kW (1,400 shp) Textron Lycoming T53-L-13 turboshaft, mounted aft of the transmission on
top of the fuselage and enclosed in cowlings. Five interconnected rubber fuel cells, total capacity 844
litres (223 US gallons; 186 Imp gallons), of which 799 litres (211 US gallons; 176 Imp gallons) are
usable. Overload fuel capacity of 1,935 litres (511 US gallons; 425 Imp gallons) usable, obtained by
installation of kit comprising two 568 litre (150 US gallon; 125 Imp gallon) internal auxiliary fuel tanks
interconnected with the basic fuel system.
Accommodation
Pilot and 11 to 14 troops, or six litters and a medical attendant, or 1,759 kg (3,880 lb) of freight. Crew
doors open forward and are jettisonable. Two doors on each side of cargo compartment; front door is
hinged to open forward and is removable, rear door slides aft. Forced air ventilation system.
FM, UHF, VHF radio sets, IFF transponder, Gyromatic compass system, direction-finder set, VOR
receiver and intercom standard. Optional nav/com systems. Standard equipment includes bleed air
heater and defroster, comprehensive range of engine and flight instruments, power plant fire detection
system, 30 V 300 A DC starter/generator, navigation, landing and anti-collision lights, controllable
searchlight, hydraulically boosted controls. Optional equipment includes external cargo hook, auxiliary
fuel tanks, rescue hoist, 150,000 Btu muff heater.
Main rotor diameter
Tail rotor diameter
Length: overall (main rotor fore and aft)
fuselage
Height:
overall, tail rotor turning (excl fin tip antenna)
Stabiliser span
Width over skids
14.63 m (48 ft 0 in)

2.59 m (8 ft 6 in)
0.53 m (1 ft 9 in)
0.213 m (8.4 in)
17.62 m (57 ft 9{5/8} in)
12.77 m (41 ft 10 in)
4.41 m (14 ft 5 in)
3.60 m (11 ft 9 in)
2.84 m (9 ft 4 in)
2.91 m (9 ft 6 in)
Cabin: Max width
Max height
Volume (excl flight deck)
2.34 m (7 ft 8 in)
1.25 m (4 ft 1 in)
Areas
Main rotor disc
Tail rotor disc
168.11 m2 (1,809.56 sq ft)

5.27 m2 (56.7 sq ft)

Basic operating weight (troop carrier mission)
Mission weight
Max zero-fuel weight
Max disc loading
Max power loading
Performance
(at max T-O weight)
2,363 kg (5,210 lb)

2,520 kg (5,557 lb)
4,100 kg (9,039 lb)
4,309 kg (9,500 lb)
3,660 kg (8,070 lb)
25.6 kg/m2 (5.25 lb/sq ft)
4.13 kg/kW (8.63 lb/shp)

Max level and cruising speed
110 kt (204 km/h; 127 mph)

110 kt (204 km/h; 127 mph)

Service ceiling
110 kt (204 km/h; 127 mph)

8.1 m/s (1,600 ft)/min
3,840 m (12,600 ft)
4,145 m (13,600 ft)
OGE
1,220 m (4,000 ft)
Range with max fuel, no allowances, no reserves,

at S/L
BELL 205A-1 CIVIL PRODUCTION

Year
1968
1969
1970
1971
1972
1973
1974
Qty
33
28
34
7
18
27
30
1975
1976
1977
1978
1979
1980
39
34
10
23
25
24
Total
332
VERIFIED
UH-1D (205) operated by the German Border Patrol (Gnter Endres)
A Bell 205 with a fixed tank, used for firefighting (Frontier Helicopters)
(1998)
Gnter Endres MRAeS
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AMERICA
Bell 204
US military designations: UH-1A/B/C/E/F/L, HH-1K and TH-1F/L Iroquois
Swedish military designation: Hkp 3B
Type
Single-rotor general purpose helicopter.
Programme
In 1955, the Bell Model 204 won a US Army design competition for a utility helicopter suitable for
front-line casualty evacuation, general production version was originally designated HU-1, giving rise
to the nickname `Hueycopter', which survived the change of designation to UH-1. Official US Army
name for the UH-1 series is Iroquois.
Versions
HH-1K: Sea-air rescue version for US Navy, which placed a contract for 27 late in 1968, for delivery in
1970. The aircraft has the UH-1E airframe, T53-L-13 turboshaft engine (derated to 820 kW; 1,100 shp)
and revised avionics.
RH-2 (Research Helicopter 2): One UH-1A was used as a flying laboratory for new instrument and
control systems. Installations included an electronic control system and high-resolution radar in a large
fairing above the flight deck, enabling the pilot to detect obstacles ahead of the aircraft in bad visibility.
TH-1F: Training version of UH-1F for USAF.
TH-1L: Training version for the US Navy. Similar to UH-1E but with 1,044 kW (1,400 shp)
Lycoming T53-L-13 turboshaft (derated to 820 kW; 1,100 shp) and improved electronics. Contract for
45 received 16 May 1968; the first of these was delivered to the US Navy at Pensacola, Florida, 26
November 1969.
UH-1: Nine preproduction models.
UH-1A: Initial production version, incorporating changes requested as a result of service testing.
Six-seater, powered by a 641 kW (860 shp) Lycoming T53-L-1A turboshaft engine, derated to 574 kW
(770 shp). Deliveries to the US Army began 30 June 1959 and were completed March 1961. Thirteen,
operated by utility Tactical Transport Helicopter Company in Vietnam, were modified to carry 16
2.75 in air-to-surface rockets and two 0.30 in machine guns. A total of 14 was delivered for use as
helicopter instrument trainers with dual controls and a device for simulated instrument instruction.
UH-1B: Development of UH-1A, initially with 716 kW (960 shp) T53-L-5 turboshaft. Subsequent
deliveries with 820 kW (1,100 shp) T53-L-11. Crew of two and seven troops, or three stretchers, two
sitting casualties and medical attendant, or 1,360 kg (3,000 lb) of freight. Rotor diameter 13.41 m
(44 ft). Normal fuel capacity 625 litres (165 US gallons; 137 Imp gallons); overload capacity 1,250
litres (330 US gallons; 274 Imp gallons). For armed support duties, a rocket pack and electrically
controlled machine gun could be mounted on each side of cabin. Other armament installations tested on
UH-1B. Deliveries began March 1961. This version was superseded by the UH-1C on the Bell assembly
line, but production continued by Fuji in Japan in order to fulfil an order of 89 UH-1Bs for the JGSDF.
UH-1C: In September 1965, Bell introduced its Model 540 `door hinge' rotor, with blades of
increased 69 mm (2.72 in) chord, on this developed version of the UH-1B, offering some increase in
speed and a substantial increase in manoeuvrability through resistance to blade stall. Through reduced
vibration and stress levels, the 540 rotor eliminated previous limitations on maximum level flight speed.
T53-L-11 turboshaft, accommodation and armament as for UH-1B. Normal fuel capacity 916 litres (242
US gallons; 201 Imp gallons); overload 2,241 litres (592 US gallons; 493 Imp gallons). Superseded
UH-1B in production for US Army, but itself superseded by AH-1G.
UH-1E: In March 1962, Bell won a design competition for an assault support helicopter for the US
Marine Corps, to replace Cessna O-1B/C fixed-wing aircraft and Kaman OH-43D helicopters.
Designated UH-1E, this version is generally similar to the UH-1B/C, but has a personnel hoist, rotor
brake and marine electronics. The 540 rotor and increased fuel capacity (as UH-1C) were introduced in
1965.
UH-1F: Following a design competition, it was announced in June 1963 that an initial batch of 25
UH-1F helicopters, based on the UH-1B were to be built for the USAF in 1963-64, and many more
later, for missile site support duties. Each has a 948 kW (1,272 shp) General Electric T58-GE-3
turboshaft (derated to 820 kW; 1,100 shp), a 14.63 m (48 ft) rotor, normal fuel capacity of 945 litres
(250 US gallons; 208 Imp gallons) and overload capacity of 1,552 litres (410 US gallons; 341 Imp
gallons). This version can handle up to 1,815 kg (4,000 lb) of cargo at missile site silos, or carry a pilot
and 10 passengers. The first UH-1F flew 20 February 1964. Subsequent contracts for a further 121
aircraft were completed in 1967. First delivery to an operational unit was made to the 4486th Test
Squadron at Eglin AFB in September 1964. This model was used for classified psychological warfare
missions in Vietnam.
UH-1L: Utility version of TH-1L for US Navy. Eight ordered, and delivered during 1969.
UH-1M: US Army version fitted with Hughes Aircraft Iroquois night fighter and night tracker
(Infant) system to detect and acquire ground targets under low ambient lighting conditions, two sensors
mounted on nose of cabin serve a low-light level TV system with three cockpit displays and a
direct-view system using an image intensifier at cockpit/gunner's station. Three UH-1Ms deployed with
hunter-killer helicopter groups in Vietnam in early 1970 to evaluate system.
XH-40: Three prototypes, the first of which flew in 1956.
YH-40: Six service test models.
HueyTug: It was announced on 3 September 1968 that a UH-1C had been retrofitted with a 2,125 kW
(2,850 shp) Lycoming T55-L-7C turboshaft and 15.24 m (50 ft) `door-hinge' rotor as the prototype of a
new flying crane version able to lift a 3 ton external payload. Associated modifications, all of which
could be applied retrospectively to existing UH-1s, include substitution of a 1,491 kW (2,000 hp)
transmission and larger tail rotor, reinforcement of the airframe and fitment of a larger tailboom, and
use of a stability control and augmentation system instead of the normal stabiliser bar.
Model 204B: Commercial and military export version of UH-1B, with 10 seats, 820 kW (1,100 shp)
T5311A turboshaft and 14.63 m (48 ft) rotor. Tailboom incorporates a 0.99 m3 (35 cu ft) baggage
compartment, cabin doors with jettisonable emergency exits, passenger steps on each side of cabin,
improved outside lights, commercial radio equipment, fire detection and extinguishing systems. First
flight 8 March 1962; received FAA certification 4 April 1963.
AB 204B: Agusta-built version of Bell 204B manufactured in Italy.
The following description applies to the commercial Model 204B except where indicated:
Design features
Two-blade all-metal semi-rigid main rotor with interchangeable blades. Usual Bell stabilising bar above
and at right angles to main rotor blades. Underslung feathering axis hub. Two-blade all-metal tail rotor
of honeycomb construction. Blades do not fold. Shaft-drive to both main and tail rotors. Main rotor rpm
295 to 324 (294 to 317 in UH-1F only).
Flying controls
travel.
Structure
Main blades built up of extruded aluminium spars and laminates. Blade chord 53.3 cm (21 in). All-metal
tail rotor blades. The fuselage is a conventional all-metal semi-monocoque structure.
Tail surface
travel.
Landing gear
Tubular skid type. Lock-on ground handling wheels available.
Power plant
One 820 kW (1,100 shp) Lycoming T5309A turboshaft engine mounted above fuselage aft of cabin.
Two fuel tanks on CG, immediately aft of cabin, total capacity 916 litres (242 US gallons; 201 Imp
gallons).
Accommodation
Crew of two side by side, with dual controls. Standard model has bench seats for eight passengers, three
abreast in centre row and five abreast in rear row. Optional layouts include individual chairs with tip-up
seats or special interiors to customer's requirements, with optional settee, cabinet, writing table and
glass-panelled dividing wall between crew and passenger compartments. Two doors on each side, front
one hinged to open forward, rear one sliding aft. Compartment for 182 kg (400 lb) of baggage.
Passenger seats removable to provide 3.96 m3 (140 cu ft) of accessible cargo space for loads of up to
1,360 kg (3,000 lb) weight. Forced air ventilation system.
Electronics and equipment
Standard equipment includes hydraulic power boost on cyclic, collective and tail rotor flying controls.
Optional equipment includes full all-weather flight instrumentation, multichannel select VHF
transceivers, visual omni-range and ILS course indicator with heading and glide slope presentation,
ADF, VHF marker beacon receivers, Sperry C-4 navigation compass, Lear VGI 5 in all-attitude flight
indicator, and external sling for 1,820 kg (4,000 lb) of freight.
UH-1B, E
13.41 m (44 ft 0 in)
204B, UH-1D, F
14.63 m (48 ft 0 in)
Tail rotor diameter
2.59 m (8 ft 6 in)
Length overall (main rotor fore and aft):

204B
UH-1B, E
17.37 m (57 ft 0 in)

16.15 m (53 ft 0 in)
UH-1D
16.42 m (53 ft 10 in)
UH-1F
17.40 m (57 ft 1 in)
Length of fuselage:
UH-1B, E
12.98 m (42 ft 7 in)
204B, UH-1D, F
13.59 m (44 ft 7 in)
Overall height:
UH-1B, E
3.87 m (12 ft 8 in)
UH-1D
4.08 m (13 ft 5 in)
UH-1F
3.81 m (12 ft 6 in)
Skid track
2.39 m (7 ft 10 in)
(204B)
Cabin: Length
Max width
2.59 m (8 ft 6 in)
2.39 m (7 ft 10 in)
Max height
Baggage compartment
1.47 m (4 ft 10 in)
0.85 m3 (30 cu ft)
Areas
204B, UH-1D, F
Main rotor disc:
UH-1B, E
UH-1B, and E (540 rotor), 204B, UH-1D, F
Tail rotor disc
3.58 m2 (38.5 sq ft)

141.2 m2 (1,520 sq ft)
168.0 m2 (1,808 sq ft)
5.27 m2 (56.8 sq ft)

Weight empty: UH-1B
2,050 kg (4,519 lb)
UH-1B (540 rotor)
2,196 kg (4,842 lb)
204B
UH-1C (incl armoured crew seats)
2,086 kg (4,600 lb)
UH-1D
2,140 kg (4,717 lb)
UH-1E
2,155 kg (4,750 lb)
UH-1E (540 rotor)
2,293 kg (5,055 lb)
UH-1F
2,010 kg (4,430 lb)
2,300 kg (5,071 lb)
Max payload: UH-1C
1,205 kg (2,656 lb)

UH-1B, 204B (normal), UH-1E
3,856 kg (8,500 lb)
UH-1B and E (540 rotor)
4,309 kg (9,500 lb)
UH-1C, D and H, 204B (external load)
4,309 kg (9,500 lb)
UH-1F
4,082 kg (9,000 lb)
Max zero-fuel weight:

UH-1C
Max disc loading:
UH-1C
3,596 kg (7,927 lb)

30.5 kg/m2 (6.25 lb/sq ft)
Max power loading:

UH-1C
Performance
(at max T-O weight)
Max level speed:
3.91 kg/hp (8.63 lb/hp)
UH-1C at S/L
128 kt (238 km/h; 148 mph)
Max permissible diving speed:

UH-1C
157 kt (290 km/h; 180 mph)
Max cruising speed:

204B
117 kt (217 km/h; 135 mph)
UH-1C at S/L
128 kt (238 km/h; 148 mph)

204B
UH-1C at 1,525 m (5,000 ft)
104 kt (193 km/h; 120 mph)

124 kt (230 km/h; 143 mph)

UH-1C
7.1 m/s (1,400 ft)/min
UH-1H, 204B
8.1 m/s (1,600 ft)/min
Vertical rate of climb at S/L: UH-1C at 3,855 kg

(8,500 lb) AUW
Service ceiling: 204B (3,400 kg; 7,500 lb AUW)
UH-1C
204B (at 3,400 m; 7,500 ft AUW)
UH-1C
2.75 m/s (540 ft)/min

4,815 m (15,800 ft)
3,500 m (11,500 ft)
4,175 m (13,700 ft)
3,230 m (10,600 ft)

204B
UH-1C at 3,855 kg (8,500 lb) AUW
732 m (2,400 ft)

3,050 m (10,000 ft)
Range with max fuel, no allowances:

204B
UH-1C

BELL 204B CIVIL PRODUCTION

Year
1962
1963
1964
1965
1966
1967
Total
Qty
1
13
9
16
13
17
69
UPDATED
Bell 204B single-engine utility helicopter operated by Ventura County (Paul

Tompkins)
(2002)
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AMERICA
Bell 47
US military designations: H-13, UH-13, OH-13 Sioux, TH-13 (formerly HTL), TH-13T.
British Army designation: Sioux AH.Mk 1 and 2.
Type
Three-seat general utility helicopter.
Programme
First flight of prototype 8 December 1945, powered by a 112 kW (150 hp) six-cylinder Franklin engine.
Bell granted first civil helicopter Type Certificate in the USA on 8 March 1946. Model 47B replaced by
the Model 47D (H-13D and H-13E for US Army and HTL-4 for US Navy), which had a plexiglass
`goldfish bowl' canopy and was the first to be built in large numbers, totalling 490 units. From 1953,
total of 265 47G (OH-13G) built for the US Army. This was a substantially redesigned version with a
149 kW (200 hp) Franklin 6V4-220-C23AB engine and the inclusion of two dorsal fuel tanks. The
Model G was produced in G-2, G-3, G-4 and G-5 variants, and there was also the 47J (see under
versions). More than 5,000 of all models built between 1946 and 1974, including licence production by
Agusta in Italy as the AB-47, Kawasaki in Japan as the KH-4, and by Westland in the UK as the AH.Mk
1 and 2 Sioux for the British Army.
Versions
47G-2: First model with the Lycoming VO-435-A1B, replacing the previously used Franklin piston
engine. Take-off power 149 kW (200 hp). Produced for US Army as H-13H, USAF as H-13J. Built
between 1957 and 1960.
47G-2A/A-1: Improvements to main rotor, rotor blades, cabin and increased fuel capacity. Model -2A
built in 1961 and 1962, Model -2A1 in 1963.
47G-3: More powerful 168 kW (225 hp) Franklin 6VS-335 engine. Soon replaced by 47G-3B.
47G-3B: Turbocharged 194 kW (260 hp) Lycoming TVO-435 engine. US Army observation version
designated OH-13S.
47G-3B-1: Three-seater with out-standing high-altitude performance over a wide range of
temperatures. Basically similar to earlier Model 47G-3, but Lycoming TVO-435-B1A supercharged
engine uprated to 200 kW (270 hp), fuel capacity increased, cabin widened by 20 cm (8 in) and AUW
increased by 45 kg (100 lb). A 4.5 kg (10 lb) weight was added to each blade-tip to improve
autorotation characteristics and manoeuvrability. Received FAA Type Approval Pt 25 January 1963.
Two-seat instrument training version with additional avionics for US Army, designated TH-13T. Total
415 delivered between 1964 and 1968.
47G-3B-2: Basically similar to earlier Model 47G-3B-1, but Lycoming TVO-435-G1A supercharged
engine uprated to 207 kW (280 hp), fuel capacity increased to 216 litres (57 US gallons; 48 Imp
gallons). FAA Type Certificate issued 17 January 1968.
47G-4A: Basic three-seat utility helicopter with 226 kW (305 hp) (derated to 207 kW; 280 hp)
Lycoming VO-540-B1B3 engine. Cyclic and collective flying controls are hydraulically boosted.
Airframe approved for 1,200 hours between overhauls. Dynamic components, cabin and centre-frame
interchangeable with 47G-3B-2. Deliveries began in December 1965.
47G-5: Low-cost model in which non-essential structures and components were eliminated to reduce
initial price and increase maximum useful load to 540 kg (1,191 lb). Powered by 196 kW (265 hp)
Lycoming VO-435-B1A engine. Standard items include tinted plexiglass canopy, doors, heavy-duty
battery, 70 A 12 V alternator, synchronised elevator and twin 108 litre (28.5 US gallon; 24 Imp gallon)
fuel tanks. The standard Model 47 rotor system, with stabilising bar, and hydraulically boosted controls,
retained.
47H-1: De luxe version of 47G with enclosed soundproofed cabin, leather upholstery and baggage
compartment in tailboom.
H-13J: Specially furnished for use by President Eisenhower.
47J Ranger: Redesigned with fully enclosed cabin, bench-seat for three passengers and additional
baggage space for commercial air taxi and corporate markets. Supplied to US Navy as HTL-7 and to US
Coast Guard and US Marine Corps.
47J-2/-2A Ranger: More powerful 227 kW (305 hp) Lycoming VO-540-B1B engine, increased fuel
capacity and higher gross weight. Model -2A incorporated boosted collective system and improved
blade inertia.
OH-13: Three-seat observation and medical evacuation version.
TH-13: Two-seat or three-seat training version.
Upgrades
Soloy: Developed and manufactured turbine kits for the Bell 47. Licence now transferred to Hiller
Aircraft.
The following description refers specifically to the Model 47G-4A except where noted:
Design features
Two-blade semi-rigid main rotor with interchangeable blades or all-metal bonded construction and
stabilising bar below at right angles to blades. Two-blade all-metal tail rotor.
Flying controls
Conventional swashplate assembly for cyclic-pitch and collective-pitch control. Brake on main rotor
optional. Through centrifugal clutch and two-stage planetary transmission. Shaft drive to tail rotor.
Main rotor rpm 333 to 370. Small synchronised elevator at rear end of fuselage responds to the fore and
aft motion of the cyclic-pitch control, to provide better stability and allow a greatly increased CG travel.
Structure
Fuselage built in three sections: centre, tail and cabin. Centre-section has a welded steel-tube structure
to carry the engine and cabin. Rear section is a triangular in cross-section steel tube structure which
serves as tail rotor drive shaft support.
Landing gear
Tubular skid type with small ground handling wheels and tie-down and towing attachments. Cross-tubes
serve as supports for external loads such as litters or cargo bins. For amphibious operation, two
air-inflated nylon floats are easily attached.
Power plant
One vertically mounted 226 kW (305 hp) (derated to 207 kW; 280 hp) Lycoming VO-540-B1B3
six-cylinder horizontally opposed fan-cooled engine with clutch, drive shaft and rotor assembly in an
integral unit. Two interconnected saddle-mounted fuel tanks (216 litres; 57 US gallons; 48 Imp gallons
total capacity) on CG and with gravity feed. See also Versions.
Accommodation
Side by side seats for three in cabin enclosed by a blue-tinted free-blown plexiglass canopy. Door on
each side, with sliding windows. For fair weather or specialised operations the doors are quickly
removable. Can carry 455 kg (1,000 lb) cargo externally on under-fuselage hook.
Electronics and equipment
Standard equipment includes complete VFR flight and engine instruments, hydraulic boost controls, 28
V 50 A generator, electric starter, ground handling wheels, heavy-duty battery and so on. Additional
accessories available in FAA-approved kits include pontoons, night flying equipment, dusting and
spraying equipment, cargo carriers, litters, dual controls, heater-defroster, rotor brake, inertial reel and
shoulder harness, ARC, King or Narco 360-channel VHF transceivers, fire extinguisher, first aid kit and
so on.
Main rotor diameter
Tail rotor diameter
Length overall (main rotor fore and aft)
Length of fuselage
Width, rotors fore and aft
Width over skids
11.31 m (37 ft 1{1/8} in)

0.28 m (11 in)
1.78 m (5 ft 10 in)
13.17 m (43 ft 2 in)
9.90 m (32 ft 6 in)
2.59 m (8 ft 6 in)
2.29 m (7 ft 6 in)
2.82 m (9 ft 3 in)
Cabin: Length
Max width
Max height
1.50 m (4 ft 11 in)
1.52 m (5 ft 0 in)
1.37 m (4 ft 6 in)
Areas
Main rotor blade (each)
1.59 m2 (17.14 sq ft)
Tail rotor blade (each)
0.11 m2 (1.20 sq ft)
Main rotor disc

Tail rotor disc
100.61 m2 (1,083 sq ft)

2.49 m2 (26.8 sq ft)

Weight empty, with oil and equipped:
47G-3B-2
47G-4A
47G-5
OH-13S
TH-13T
Max T-O weight:
OH-13S, Ag-5, 47G-5
47G-3B-2, 47G-4A, TH-13T
878 kg (1,937 lb)

852 kg (1,880 lb)
776 kg (1,712 lb)
999 kg (2,203 lb)
1,133 kg (2,499 lb)
1,293 kg (2,850 lb)
1,338 kg (2,950 lb)
Performance
(at max T-O weight, except where indicated. 47G-5 figures for aircraft with synchronised elevator and
second fuel tank)
all except Ag-5
Ag-5
Recommended cruising speed at 1,525 m
(5,000 ft): OH-13S, TH-13T, 47G-3B-2
47G-4A
47G-5, Ag-5
47G-3B-2, TH-13T
47G-4A
OH-13S
91 kt (169 km/h; 105 mph)

78 kt (145 km/h; 90 mph)
72 kt (133 km/h; 83 mph)
77 kt (143 km/h; 89 mph)
74 kt (137 km/h; 85 mph)
5.0 m/s (990 ft)/min
4.05 m/s (800 ft)/min
2.8 m/s (550 ft)/min
Service ceiling:
47G-3B-2
5,608 m (18,400 ft)
47G-4A
47G-5, Ag-5
OH-13S
3,415 m (11,200 ft)

3,200 m (10,500 ft)
TH-13T
5,120 m (16,800 ft)
5,640 m (18,500 ft)

47G-3B-2
5,060 m (16,600 ft)
47G-4A
47G-5, Ag-5
2,347 m (7,700 ft)

1,800 m (5,900 ft)
OH-13S
5,500 m (18,000 ft)
TH-13T
47G-3B-2
4,875 m (16,000 ft)

3,750 m (12,300 ft)
47G-4A
47G-5, Ag-5
OH-13S
1,190 m (3,900 ft)

412 m (1,350 ft)
4,510 m (14,800 ft)
TH-13T
Range with max fuel at 1,525 m (5,000 ft), no
reserves:
47G-3B-2, OH-13S, TH-13T
47G-4A
47G-5, Ag-5
3,200 m (10,500 ft)

UPDATED
Bell 47, the world's first certified commercial helicopter
Bell 47
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, UNITED KINGDOM
Westland WAH-64 Apache Longbow

Type
Twin-turboshaft day/night attack helicopter.
Programme
Westland selected 13 July 1995 to build McDonnell Douglas (now Boeing) AH-64D Apache for Army
Air Corps (AAC) and Royal Marines. Total 67 ordered, scaled back from original requirement for 91;
contract finalised 25 March 1996. Some 240 British companies involved in 2.5 billion programme,
responsible for about half of Apache work. Engine integration trials conducted in early 1998; first RTM
322-powered aircraft flew 29 May 1998; first production aircraft made maiden flight in the USA 25
September 1998. No.1 aircraft handed over to GKN Westland at Mesa, Arizona, 28 September 1998.
First eight will be built and flown by Boeing at Mesa, with remaining 59 provided to GKN Westland in
kit form. First completed aircraft (No.3, ZJ168) delivered to UK on 28 May 1999. First delivery to AAC
in 2000; IOC with nine aircraft in December 2000; final delivery due 2003. Agreement signed between
UK and Netherlands on 5 September 1996, for joint support of their Apache fleets.
Design Features
UK version similar to US Army Apache Longbow, but powered by two 2,088 kW (2,800 shp)
Rolls-Royce Turbomeca RTM 322-01/12 turboshaft engines. It also differs in having manual blade
folding; manual back-up to fly-by-wire (FBW) system; de-icing; Marconi HIDAS helicopter integrated
defensive aids system, including Sky Guardian 2000 RWR, Type 1223 LWR, Vinten 455 chaff/flare
dispenser and Sanders AN/AAR-57(V) common missile warning system. Standard US fit of
AN/APR-48 RFI also included. There are additional provisions for Bristol Aerospace CRV-7 70 mm
rockets and Shorts Starstreak air-to-air missile. For general specification see under Boeing.
UPDATED
UK-specific changes from US AH-64D

(1999)
First Apache for the UK, ZJ166, pictured at Mesa, USA

(1999)
The first WAH-64 Apache Longbow arrives at RNAS Yeovilton, UK

(2000)
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Westland Sea King/Commando

Type
Twin-turboshaft multirole medium helicopter.
Programme
Licence to develop/manufacture Sikorsky S-61 obtained 1959; developed initially for Royal Navy as advanced ASW helicopter
with prolonged endurance; SAR, tactical troop transport, casualty evacuation, cargo-carrying, long-range self-ferry secondary
roles; ordered for Royal Navy 1967; first flight of production HAS. Mk 1 (XV642) 7 May 1969.
First Commando variant, optimised for tactical troop transport, logistic support, cargo transport and medevac, flew 12
September 1973; first flight HC. Mk 4 26 September 1979; first Commando with composites main rotor blades 14 November
1985. The final UK-built Sea King/Commando model delivered to Royal Air Force 15 May 1997.
Versions
Commando Mk 1: Designation of first five Commandos, ordered on behalf of the Egyptian Air Force by the Saudi Arabian
government. Minimally modified version; essentially a standard Sea King Mk 41 aircraft, able to transport up to 21 troops.
Commando Mk 2: Major production version flew for the first time (G-17-12) on 16 January 1975. Saudi Arabian order included
17 Mk 2s and two VIP Mk 2Bs for the Egyptian Air Force. Four Mk 2s (three Mk 2As and one VIP Mk 2C) delivered to Qatar
Emiri Air Force. The Egyptian Air Force also received in 1979-80 four Commando Mk 2Es equipped with Elettronica IHS-6
ECM/ESM for an electronic warfare role.
Commando Mk 3: Eight ordered by Qatar. First flown (QA30) 14 June 1982. Provision for armament, including Exocet
missiles and anti-tank missiles. Based on Advanced Sea King.
Sea King HC. Mk 4: Royal Navy utility Commando Mk 2; folding main rotor blades; folding tail pylon; non-retractable landing
gear; 28 equipped troops or 2,720 kg (6,000 lb) cargo internally; 3,628 kg (8,000 lb) maximum slung load; parachuting/abseiling
equipment; Decca TANS with chart display and Decca 71 Doppler nav system; 7.62 mm cabin machine gun; can operate in Arctic
or tropics. Two Mk 4Xs with less operational equipment delivered to RAE (including for Blue Kestrel radar trials) 1982-83; one
Mk 4 to Empire Test Pilots' School 3 May 1989. A total of 37 Mk 4s will be upgraded with GEC enhanced communications suite
(ECS).
Sea King AEW. Mk 2A: Developed mid-1982 to give Royal Navy airborne early warning capability; 10 (plus trials vehicle)
converted from HAS. Mk 2As; Thorn EMI Searchwater radar in air pressurised container on swivel mounting. GEC Enhanced
Communications Suite (ECS) providing secure speech facility and new Racal radar and processor to be fitted under four year
contract.
Sea King HAR. Mk 3: Uprated version for SAR with RAF; first flight 6 September 1977; 16 HAR. Mk 3s delivered by 1979,
plus three in 1985. Two flight crew, air electronics/winch operator and loadmaster/winchman; up to six stretchers, or two
stretchers and 11 seated survivors, or 19 persons; nav system includes Decca TANS F computer, accepting Mk 19 Decca nav
receiver and Type 71 Doppler inputs; MEL radar; No. 78 Squadron helicopters fitted with RWR and chaff/flare dispensers. The
Mk 3 production line is to be reopened to fulfil an order of six aircraft for the RAF. These aircraft will have digital radar, FLIR,
GPS, night vision goggles (NVG) and other improvements, which are to be retrofitted into earlier aircraft.
Sea King HAR. Mk 3A: Order for six aircraft officially announced 19 February 1992 and effected in October 1992.
Designated HAR. Mk 3A, these have Racal RNAV2 computer, Racal Doppler 91, BAe GM9 compass, Smiths-Newmark SN500
flight control system, Collins HF9000 HF radio, Cossor STR2000 series GPS, Motorola MX-1000(R) mountain rescue radio,
Thorn EMI ARI5955/2 search radar, Rockwell Collins AN/ARC-182 VHF/UHF, AlliedSignal VOR/ILS and AlliedSignal
DME/ADF. Accommodation comprises two flight crew, air electronics/winch operator and loadmaster/winchman; up to six
stretchers, or two stretchers and 11 seated survivors, or 19 persons; nav system of initial production Mk 3 includes Decca TANS F
computer, accepting Mk 19 Decca nav receiver and Type 71 Doppler inputs; Thorn EMI ARI5955 radar; No. 78 Squadron
helicopters fitted with RWR and chaff/flare dispensers.
Sea King HAR. Mk 5: Four HAS. Mk 5s with ASW avionics stripped 1987-88 for SAR; operational from 1 April 1988 with No.
771 Squadron at Culdrose.
Sea King HAS. Mk 5: Updated ASW/SAR version for Royal Navy; 30 new aircraft handed over 2 October 1980 to July 1986;
one HAS. Mk 1, 20 HAS. Mk 2s and 35 HAS. Mk 2As brought to same standard by 1987 at Fleet Air Arm workshops; four
became HAR. Mk 5s and others HAS. Mk 6s; nav/attack system utilises TANS G coupled to Decca 71 Doppler and MEL Sea
Searcher radar (in larger radome); Racal MIR-2 Orange Crop ESM, passive sonobuoy dropping equipment, and associated GEC
Avionics LAPADS acoustics processing and display equipment; four crew, with sonar operator also monitoring LAPADS as
additional crew station; cabin enlarged by moving rear bulkhead 1.72 m (5 ft 73/4 in) aft; maximum T-O weight 9,525 kg
(21,000 lb).
Racal GPS navigation systems being installed.
Sea King AEW. Mk 5: Three aircraft converted from HAS.Mk 5 in 1995; generally as HAS.Mk 2A, with external Thomson
Thorn Searchwater radar.
Sea King HAS. Mk 6: Uprated Royal Navy ASW version; large blade aerial under starboard side of nose; five new aircraft
ordered from October 1987 and delivered January to August 1990; 25 HAS. Mk 5s being retrofitted to standard at Royal Navy
Fleetlands workshop using Westland supplied kits; 44 more kits followed; first flight of conversion (Mk 5 XZ581) 15 December
1987; first flight of new Mk 6 (ZG816) 7 December 1989; entered service (ZA136) with Intensive Flight Trials Unit within No.
824 Squadron (detached from Culdrose to Prestwick) 15 April 1988.
AQS-920G-DS enhanced sonar system (31 ordered from Maritime Aircraft Systems Division of GEC Avionics under 1987
contract, plus upgrade to standard of 112 previous AQS-902C sonobuoy processing systems), replacing Mk 5's analogue
computing element of Plessey 195 dipping sonar with digital processor (changing designation to GEC Ferranti 2069: 44 ordered
initially in June 1989 and delivered from August 1991), and presenting integrated information from sonobuoys and dipping sonar
on single CRT display; sonar dunking depth increased from 75 m (245 ft) to about 213 m (700 ft); GEC-Plessey PTR 446
improved IFF; upgraded ESM to Orange Reaper standard; two GEC Sensors AD3400 VHF/UHF secure speech radios; CAE
Electronics internal MAD retrofit awarded to Westland, December 1991 for 73 conversion kits (clearance trials completed 1989);
227 to 363 kg (500 to 800 lb) weight-saving offers improved performance (equivalent to 30 minutes extra fuel).
Contract placed with GKN Westland for installation of Racal GPS system.
Sea King AEW Mk 7: Re-designation of AEW Mk 2A after completion of Mission Systems Update (MSU), central to which is
the replacement of the Thorn EMI searchwater radar with the improved Racal Searchwater 2000 set, comprising a high-powered
pulse Doppler radar and new secure datalink. The Radar Systems Update (RSU) is integrated with a Rockwell Collins Joint
Tactical Information Distribution System (JTIDS), Link 16 terminal and the Racal Defence Electronics central tactical system
with Barco RFD 251A flat-panel displays and a Ring Laser Gyro (RLG) inertial navigation system/global positioning system
(INS/GPS). Have Quick II secure speech radios and a Mk XII IFF system were added in 1995. Upgraded aircraft will enter
service in late 2001.
Advanced Sea King: Rolls-Royce Gnome H.1400-IT engines, 1,092 kW (1,465 shp); uprated main gearbox with emergency
lubrication and strengthened main lift frames; composite main and tail rotor blades; improved search radar; maximum AUW
9,752 kg (21,500 lb) for improved payload/range; through-life costs reduced.
Sea King Mk 41: SAR version in service with the German Navy.
Sea King Mk 42/42A: ASW/SAR version in service with the Indian Navy.
Sea King Mk 42B: Advanced Sea King ASW/ASV version for Indian Navy; 20 ordered; GEC Avionics AQS-902 sonobuoy
processor and tactical processing system; MEL Super Searcher radar; integrated Alcatel HS-12 dipping sonar; Chelton 700 series
homing; Marconi Hermes ESM; BAe Sea Eagle missile capability; first flight (IN513) 17 May 1985.
Sea King Mk 42C: Assault transportation version in use with the Indian Navy.
Sea King Mk 43/43A/43B: Norwegian Air Force SAR helicopter; AlliedSignal RDR-1500 spine radar. Nine survivors upgraded
to Mk 43B standard with additional AlliedSignal RDR-1300C nose radar, Racal Doppler 91, RNAV2 and Mk 32 Decca, plus
FLIR Systems Inc 2000F FLIR. Further two Mk 43Bs ordered November 1993 for 1995 delivery from new production.
Sea King Mk 45: ASW/ASV version in service with the Pakistan Navy. Upgraded by Mann Aviation Flight Systems.
Sea King Mk 47: ASW/anti-ship version in service with the Egyptian Air Force.
Sea King Mk 48: SAR version in service with the Belgian Air Force. Upgraded in conjunction with SABCA in 1995 with
AlliedSignal RDR 1500B search radar, FLIR systems FLIR 2000F, Racal RNS252 navigation and Canadian Marconi CMA 3012
GPS. Smiths Newmark SN500 AFCS being fitted; first aircraft converted early 1999.
Sea King Mk 50/50A: ASW/utility version in service with the Australian Navy. Life extension programme completed
November 1996, including Racal RNS252 navigation system, and radar upgrade, AlliedSignal KDF806A automatic direction
finder; Collins TACAN ARN118, V/UHF ARC 182 and HF9000; BAe Compass GM9; additional troop seats; heavy duty cargo
floor and Engine Air Particle Separation (EAPS).
Upgrades
A wide variety of sensor systems and defensive systems upgrades are available for all variants. Includes night vision compatible
cockpit; missile approach warning system and IR flood lighting; laser warners; radar warning receivers; chaff and flare
dispensers; dorsal-mounted advanced radar systems; FLIR; GPS; main gearbox; emergency lubrication; engine particle separator
(EAPS); composite main rotor blades; and Smiths Newark Automated Flight Control System (AFCS).
Customers
Total Sea King/Commando production: 328. Royal Navy also received four Sikorsky S-61Ds for development 1966-67.
Following details refer to the Advanced Sea King:
Design features
Based on SH-3 airframe and rotor system; Rolls-Royce Gnome turboshaft engines; transmission rating 2,200 kW (2,950 shp);
specialised equipment to UK requirements; composite rotor blades; new five-blade tail rotor for increased capability in sidewind;
unbraced tail stabiliser; increased fuel capacity. Automatic main rotor blade folding and spreading is standard; for shipboard
operation the tail pylon can also be folded. Commando has stub wings instead of sponsons.
Structure
Light-alloy stressed skin; optional tail pylon folding.
Flying controls
Mk 31 AFCS provides radio altitude displays for both pilots; artificial horizon displays; three-axis stabilisation in pilot-controlled
manoeuvres; attitude hold, heading hold and height hold in cruising flight; controlled transition manoeuvres to and from the
hover; automatic height control and plan position control in the hover; and an auxiliary trim facility.
Landing gear
Non-retractable tailwheel type, with twin-wheel main units. Oleo-pneumatic shock-absorbers. Mainwheel tyres size 6.50-10,
tailwheel tyre size 6.00-6.
Power plant
Two 1,238 kW (1,660 shp) (maximum contingency rating) Rolls-Royce Gnome H.1400-1T turboshafts, mounted side by side
above cabin. Transmission rating 2,013 kW (2,700 shp). Fuel in six underfloor bag tanks, total capacity 3,714 litres (981 US
gallons; 817 Imp gallons). Internal auxiliary tank, capacity 863 litres (228 US gallons; 190 Imp gallons), may be fitted for
long-range ferry purposes. Pressure refuelling point on starboard side, two gravity points on port side. Flat plate debris guard for
engine air intakes. Optional Centrisep air cleaner unit.
Accommodation
Crew of four in ASW role; accommodation for up to 22 survivors or 18 if radar fitted in SAR role; and up to 28 troops in utility
role. Alternative layouts for nine stretchers and two attendants; or 15 VIPs. Commando has crew of two on flight deck, with
seating along cabin sides, and single jump seat, for up to 28 troops; overload capacity 45 troops. Two-section airstair door at front
on port side, cargo door at rear on starboard side. Entire accommodation heated and ventilated. Cockpit doors and windows, and
two windows each side of cabin, can be jettisoned in an emergency.
Systems
Three main hydraulic systems. Primary and auxiliary systems operate main rotor control. System pressure 103.5 bars (1,500 lb/sq
in); flow rate 22.7 litres/min at 87.9 bars (6 US gal; 5 Imp gal/min at 1,275 lb/sq in). Unpressurised reservoir. Utility system for
main landing gear, sonar and rescue winches, blade folding and rotor brake. System pressure 207 bars (3,000 lb/sq in); flow rate
41 litres/min at 186.2 bars (10.8 US gal; 9 Imp gal/min at 2,700 lb/sq in). Unpressurised reservoir. Electrical system includes two
20 kVA 200 V three-phase 400 Hz engine-driven generators, a 26 V single-phase AC supply fed from the aircraft's 40 Ah Ni/Cd
battery through an inverter, and DC power provided as a secondary system from two 200 A transformer-rectifier units.
Avionics
(ASW models): As equipped for this role, the Sea King is a fully integrated all-weather hunter/killer weapon system, capable of
operating independently of surface vessels, and the following equipment and weapons can be fitted to achieve this task: GEC
Ferranti 2069, GEC-Plessey Type 195, AlliedSignal AN/AQS-13B or Alcatel HS-312 dipping sonar, GEC Avionics Doppler
navigation system, MEL Super Searcher radar in dorsal radome, transponder beneath rear fuselage, Honeywell AN/APN-171
radar altimeter, BAe GM9B Gyrosyn compass system, Louis Newmark Mk 31 automatic flight control system.
Observer/navigator has tactical display on which sonar contacts are integrated with search radar and navigational information.
Radio equipment comprises Collins AN/ARC-182 UHF/VHF and homer, Ultra D 403M standby UHF, Collins 718U-5 HF radio,
Racal B693 intercom, Telebrief system and IFF provisions. CAE Electronics AN/ASQ-504(V) internal MAD ordered for Royal
Navy Sea Kings in 1987 and fitted from 1988 onwards. Whittaker Electronic Systems AN/ALQ-167 Yellow Veil modular
jamming equipment installed internally in Mk 5 from about 1986.
(Non-ASW models): A wide range of radio and navigation equipment may be installed, including VHF/UHF communications,
VHF/UHF homing, radio compass, Doppler navigation system, radio altimeter, VOR/ILS, radar and transponder, of Collins,
GEC-Plessey, Honeywell and GEC Avionics manufacture. A Honeywell compass system and a Louis Newmark automatic flight
control system are also installed.
Equipment
Two No 4 marine markers, four No 2 Mk 2 smoke floats, Ultra Electronics mini-sonobuoys, in ASW versions. Sea Kings
equipped for search and rescue have a Breeze BL 10300 variable speed hydraulic rescue hoist of 272 kg (600 lb) capacity
mounted above the starboard side cargo door. Second electric hoist optional.
Armament
Up to four Mk 46, Whitehead A244S or Sting Ray homing torpedoes, or four Mk 11 depth charges or one Clevite simulator. For
secondary role a mounting is provided on the rear frame of the starboard door for a general purpose machine gun. Sea King is also
in service with Exocet in Pakistan and Qatar and with Sea Eagle in India.
Main rotor diameter
Tail rotor diameter
18.90 m (62 ft 0 in)

3.16 m (10 ft 4 in)

11.10 m (36 ft 5 in)

22.15 m (72 ft 8 in)
main rotor folded

rotors and tail folded
17.42 m (57 ft 2 in)

14.40 m (47 ft 3 in)
Height:
5.13 m (16 ft 10 in)
rotors spread and stationary

4.85 m (15 ft 11 in)

4.72 m (15 ft 6 in)
Fuselage: Length
17.02 m (55 ft 10 in)
Max width
2.16 m (7 ft 1 in)
Width: overall, rotors folded

with flotation bags
without flotation bags
Wheel track (c/l of shock-absorbers)
Wheelbase
4.98 m (16 ft 4 in)

4.77 m (15 ft 8 in)
3.96 m (13 ft 0 in)
7.14 m (23 ft 5 in)
Cabin door (port):

Height
Width
1.68 m (5 ft 6 in)
0.91 m (3 ft 0 in)
Cargo door (stbd):

Height
1.52 m (5 ft 0 in)
Width
Height to sill
1.73 m (5 ft 8 in)
1.14 m (3 ft 9 in)
Cabin: Length
7.59 m (24 ft 11 in)
Max width
Max height
1.98 m (6 ft 6 in)
1.92 m (6 ft 3 in)
Floor area (incl area occupied by radar, sonar)
13.94 m2 (150 sq ft)
Volume
28.03 m3 (990 cu ft)
Areas
Main rotor disc
Tail rotor disc
280.6 m2 (3,020.3 sq ft)

7.8 m2 (83.9 sq ft)
Main rotor blades (each) (Commando)
4.14 m2 (44.54 sq ft)
Tail rotor blades (each) (Commando)
0.23 m2 (2.46 sq ft)
Tailplane (Commando)
1.80 m2 (19.40 sq ft)

(A: anti-submarine; B: anti-surface vessel; C: airborne early warning; D: SAR; E: troop transport; F: external cargo; G: VIP)
Basic weight: with sponsons
without sponsons
5,447 kg (12,009 lb)

5,426 kg (11,963 lb)
Weight empty, equipped (typical):

A
7,331 kg (16,163 lb)
7,625 kg (16,810 lb)
C
D
7,417 kg (16,353 lb)

6,087 kg (13,409 lb)
E
F
5,620 kg (12,390 lb)

5,572 kg (12,308 lb)
G
Max T-O weight
Max underslung or internal load
6,998 kg (15,429 lb)

9,752 kg (21,500 lb)
3,628 kg (8,000 lb)
34.75 kg/m2 (7.12 lb/sq ft)
Max disc loading

Max power loading
4.44 kg/kW (7.29 lb/shp)
Performance
Never-exceed speed (VNE, British practice) at S/L
122 kt (226 km/h; 140 mph)

110 kt (204 km/h; 126 mph)

564 m (1,850 ft)/min

246 m (808 ft)/min

1,220 m (4,000 ft)
Max contingency ceiling (1 h rating)

1,067 m (3,500 ft)

1,707 m (5,600 ft)
OGE
1,067 m (3,500 ft)
Radius of action:
A (2 h on station, incl three torpedoes)
B (2 h on station, incl two Sea Eagles)

C (2 h 24 min on station)

D (picking up 20 survivors)
E (28 troops)

F (1,814 kg; 4,000 lb external load)

G

580 n miles (1,075 km; 668 miles)
Range with max standard fuel, at 1,830 m (6,000 ft)

Ferry range with max standard and auxiliary fuel, at 1,830 m
(6,000 ft)
800 n miles (1,482 km; 921 miles)

940 n miles (1,742 km; 1,082 miles)
Performance
(at typical mid-mission weight)
Never-exceed speed (VNE, British practice) at S/L
146 kt (272 km/h; 169 mph)

132 kt (245 km/h; 152 mph)
SEA KING/COMMANDO PRODUCTION

Qty
First flights
Variant
Customer
HAS. Mk 1
Fleet Air Arm
56
7 May 1969 - May 1972
Converted to Mk 2
HAS. Mk 2
Fleet Air Arm
21
18 Jun 1976 - 13 Jul 1977 (13)
Converted to Mk 5
7 Feb 1979 - 24 Aug 1979 (8)
Converted to Mk 5
Conversions
849 Squadron
AEW. Mk
2A
Fleet Air Arm
HAR. Mk 3
Royal Air Force
19
6 Sep 1977 - 1 Dec 1978 (15)

14 Aug 1980 (1)
22 May 1985 - 21 Aug 1985 (3)
HAR. Mk
3A
Royal Air Force
HC. Mk 4*
Fleet Air Arm
6
40
Operators
9 Feb 1995 26 Sep 1979 - 20 Sep 1982 (15)

8 Dec 1983 - 9 Aug 1984 (8)
22, 202 Squadrons
Mk 4*
Mk 4X*
MoD(PE)
MoD(PE)
HAS. Mk 5
Fleet Air Arm
1
2
30
10 Sep 1985 - 10 Dec 1985 (14)

2 Jun 1990 - 18 Sep 1990 (3)
772, 845, 846, 848 Squadrons
10 Apr 1989
19 Jan 1982 - 19 Nov 1982
ETPS
DRA
26 Aug 1980 - 2 Sep 1982 (17)
See text
9 Aug 1984 - 23 Apr 1985 (8)

Jan 1986 - Jul 1986 (5)
Fleet Air Arm
Conversions
771 Squadron
AEW. Mk 5 Fleet Air Arm
Conversions
849 Squadron
HAS. Mk 6
Fleet Air Arm
7 Dec 1989 - 27 Jun 1990
See text
Mk 41
German Navy
22
6 Mar 1972 - 21 Aug 1974 (21)
1/MFG 5
Mk 42
Indian Navy
12
1971 - 23 Jul 1971 (6)

17 Jul 1973 - 4 May 1974 (6)
INAS 330, 336

INAS 330, 336
Mk 42A
Mk 42B
Indian Navy
Indian Navy
3
20
23 Nov 1979 - 12 Feb 1980

17 May 1985 - 11 Apr 1990
INAS 330, 336

INAS 339
Mk 42C*
Mk 43
Indian Navy
Norwegian Air Force
6
10
25 Sep 1986 - 5 Jan 1988

19 May 1972 - 30 Sep 1972
INAS 330, 336

Skv 330
Mk 43A
Mk 43B
Norwegian Air Force

Norwegian Air Force
1
3
6 Jul 1978
28 Jul 1992 - 1995
Skv 330
Skv 330
Mk 45
Pakistan Navy
30 Aug 1974 - 10 Dec 1974
111 Squadron
Mk 45A
Pakistan Navy
Conversion
111 Squadron
Mk 47
Egyptian Navy
11 Jul 1975 - 5 Nov 1975
(Alexandria)
Mk 48
Belgian Air Force
19 Dec 1975 - 1976
40 Squadron
Mk 50
Australian Navy
30 Jun 1974 - Apr 1975
HS 817
Mk 50A
Mk 1*
Australian Navy
Egyptian Air Force
2
5
7 Dec 1982 - 9 Feb 1983

12 Sep 1973 - 29 Sep 1973
HS 817
Mk 2*
Mk 2A*
Egyptian Air Force

Qatari Emiri Air Force
17
3
16 Jan 1975 - 27 Jan 1976

9 Aug 1975 - 16 Mar 1976
8 Squadron
Mk 2B*
Mk 2C*
Egyptian Air Force

2
1
13 Mar 1975 - 25 Jul 1975

9 Oct 1975
8 Squadron
Mk 2E*
Egyptian Air Force
1 Sep 1978 - 4 Dec 1978
Mk 3*
Mk 41/42B

Destroyed predelivery
8
2
14 Jun 1982 - 5 Oct 1983
HAR. Mk 5
Total
10
9 Squadron
328
* Commando variant
UPDATED
GKN Westland Sea Kings on UN duty in Bosnia-Herzegovina
The first of the Royal Air Force's six new Mk 3A Search and Rescue Sea Kings
Westland Sea King HAS. Mk 5 anti-submarine helicopter (Jane's/Dennis Punnett)
Barco Display Systems RFD 251A 20.1 in rugged flat-panel colour displays are being fitted to AEW Mk 2A
Sea Kings as part of the MSU to Mk 7 configuration
(2001)
Royal Navy Sea King Mk 5

(2001)
The Belgium Air Force utilises five Sea King Mk 48 on SAR duties
(2001)
Gnter Endres MRAeS
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Westland Lynx
Type
Twin-engined multipurpose helicopter.
Programme
Developed within Anglo-French helicopter agreement confirmed 2 April 1968; Westland given design leadership; first flight of
first of 13 prototypes (XW835) 21 March 1971; first flight of fourth prototype (XW838) 9 March 1972, featuring production type
monobloc rotor head; first flights of British Army Lynx prototype (XX153) 12 April 1972, French Navy prototype (XX904) 6 July
1973, production Lynx (RN HAS. Mk 2 XZ229) 20 February 1976; first Royal Navy operational unit (No. 702 Squadron) formed
on completion of intensive flight trials December 1977; AH. Mk 5 first flew (ZE375) 23 February 1985. Production shared 70 per
cent Westland, 30 per cent Aerospatiale.
Battlefield Lynx mockup displayed at 1988 Farnborough Air Show (converted demonstrator G-LYNX), featuring wheeled
landing gear, exhaust diffusers and provision for anti-helicopter missiles each side of fuselage; first flight of wheeled prototype
(converted trials AH. Mk 7 XZ170) 29 November 1989; first flight of South Korean Super Lynx 16 November 1989 (also first
Lynx with Sea Spray Mk 3).
Versions
Lynx AH. Mk 1: British Army general purpose and utility version; 113 built and most converted to Mk 7 (see below).
Lynx HAS. Mk 2: Version for Royal Navy, for advanced shipborne anti-submarine and other duties. Gem 2 engines. Ferranti Sea
Spray search and tracking radar in modified nose. Total of 60 delivered, plus 26 to French Navy, designated HAS. Mk 2(FN). First
production aircraft (XZ227) flown on 20 February 1976. By 1989, all 53 active Royal Navy first-series Lynx had been modified to
Mk 3 or later standards (see below).
Lynx HAS. Mk 3: Second Royal Navy version for advanced shipborne anti-submarine and other duties; similar to Mk 2, with
GEC-Marconi Sea Spray search and tracking radar in modified nose; can carry Sea Skua. Mk 2's Gem 2 engines replaced by two
835 kW (1,120 shp) Gem 41-1 engines; 23 delivered; seven more in HAS. Mk 3S configuration; first flight, ZF557, 12 October
1987. This version has two GEC-Marconi AD3400 UHF radios with secure speech facility; additionally, ZD560 built in
approximately Mk 7 configuration, delivered to Empire Test Pilots' School. Further 53 obtained through modification of all
existing HAS. Mk 2s. Lynx HAS. Mk 3ICE is Mk 3 lacking some operational equipment for general duties aboard Antarctic survey
vessel, HMS Endurance; three converted, of which two to Mk 3SICE.
Those used by Armilla Patrol in Arabian Gulf modified to HAS. Mk 3GM (Gulf Mod), with better cooling, or HAS. Mk 3S/GM,
also with Mk 3S modifications (to which standard all 3GMs converted). Augmenting new-build Mk 3Ss, 36 modified by Royal
Navy Aircraft Yard at Fleetlands from April 1989; Mk 3S is Phase 1 of Mk 8 conversion programme, involving GEC-Marconi AD
3400 secure speech radios (blade aerial beneath mid-point of tailboom) and upgraded ESM; programme continues, including Mk
3S/GM. Phase 2 is Lynx HAS. Mk 3CTS, adding RAMS 4000 central tactical system; prototype (XZ236 ex-Mk 3) flew 25 January
1989; further six for Royal Navy trials (one ex-Mk 3; five ex-Mk 3S); deliveries to Operational Flight Trials Unit, Portland, from
April 1989. CTS service clearance granted August 1991; Mk 3CTS has flotation bag each side of nose.
Lynx Mk 4. Second batch of 14 aircraft ordered for French Navy in May 1980 with Gem 41-1 engines and uprated transmission
to permit an increase in AUW to 4,763 kg (10,500 lb). All supplied `green' for equipment installation by Aerospatiale and
subsidiaries.
Lynx AH. Mk 5: Similar to AH. Mk 1. Two trials aircraft ZD285 and ZD559. Nine AH. Mk 5s ordered for Army Air Corps.
Initial example (ZE375) flew on 23 February 1985 and was used for engine trials. Remainder transferred to AH. Mk 7 contract,
although ZE376 flew initially as Mk 5.
Lynx AH. Mk 7: Uprated British Army version, with improved systems, reversed-direction tail rotor with improved composite
blades to reduce noise and enhance extended period hover at high weights; 13 ordered, eight from Mk 5 contract (two cancelled);
first flight (ZE376) 7 November 1985; seven converted to Mk 9.
Royal Navy workshops at Fleetlands converted Mk 1s to Mk 7s; first (XZ641) redelivered 30 March 1988; box-type exhaust
diffusers added from early 1989; last conversion mid-1994. Interim version was Lynx AH. Mk 1GT with uprated engines and
rotors, but lacking Mk 7's improved electronic systems; first conversion (XZ195) 1991. GEC-Marconi AWARE-3 radar warning
receiver selected 1989 for retrofit, designated ARI23491 Rewarder; Mk 1 XZ668 to Westland for trial installation 22 November
1991. (GEC-Marconi Sky Guardian Mk 13 installed in some Lynx AH. Mk 7s for Gulf War, 1990-91; later uprated to Mk 15.)
BERP (extended tip chord) blades retrofitted to Mk 7 from 1993.
Subject to results of study contract awarded to GKN Westland on 1 December 1998, Army Air Corps Mks 7 and 9 will be
modified to a common equipment standard (wheeled landing gear, MIL-STD-1553B databus; avionics management system;
GPS/INS/Doppler navigation; improved communications; civil navigation equipment; improved defensive aids); Mk 7 will replace
Gazelles and be designated LUH (Light Utility Helicopter); Mk 9 role to be unchanged.
Lynx Mk 8 HMA (formerly known as HAS. Mk 8): Entered service with Royal Navy 1995. Equivalent to export Super Lynx;
passive identification system; 5,125 kg (11,300 lb) maximum T-O weight; improved (reversed-direction) tail rotor control; BERP
composite main rotor blades; Racal RAMS 4000 central tactical system (CTS eases crew's workload by centrally processing sensor
data and presents mission information on multifunction CRT display; 15 systems ordered 1987, 106 September 1989); original Sea
Spray Mk 1 radar repositioned in new chin radome; GEC-Marconi Sea Owl thermal imager (5 or 30 magnifying system on
gimballed mount, with elevation +20 to -30 and azimuth +120 to -120; ordered October 1989) in former radar position; MIR-2
ESM updated; three Mk 3s used in development programme as tactical system (XZ236), dummy Sea Owl/chin radome (ZD267)
and avionics (ZD266) testbeds.
Definitive Mk 8 (Phase 3) conversions begun 1992 with addition of Sea Owl, further radar and navigation upgrades, (including
RACAL RNS252 `Super TANS'), composites BERP main rotor blades and reversed-direction tail rotor. Conversion programme
covers 44 aircraft in two phases. All conversions due to be completed by the year 2003.
Lynx AH. Mk 9: UK Army Air Corps equivalent of export Battlefield Lynx; tricycle wheel landing gear; maximum T-O weight
5,125 kg (11,300 lb); advanced technology composites main rotor blades; exhaust diffusers; no TOW capability; first flight of
prototype (converted company demonstrator XZ170) 29 November 1989; 16 new aircraft (beginning ZG884, flown 20 July 1990)
ordered for delivery from 1991, plus eight Mk 7 conversions (contract awarded November 1991); some outfitted as advanced
command posts, remainder for tactical transport role. Deliveries from 22 May 1991.
Battlefield Lynx: Upgraded export army Lynx; approximately equivalent to Lynx AH. Mk 9 (see previous entry). Demonstrator
G-LYNX fitted with two 1,007 kW (1,350 shp) LHTEC T800 turboshafts as Battlefield Lynx 800 private venture (LHTEC funding
power plants and gearboxes, Westland providing airframe for full flight demonstration programme); first flight 25 September
1991; programme terminated early 1992 after 17 hours.
Super Lynx: Export model approximately equivalent to Mk 8 HMA.
Lynx Mk 21A: Five remaining Brazilian Navy Lynx Mk 21 upgraded to Super Lynx Mk 21A standard. Contract placed in
February 1994 includes nine new-build aircraft.
Other versions and operators where orders completed: Royal Netherlands Navy upgraded five UH-14As and eight SH-14Cs to
SH-14D standard, with Alcatel dipping sonar, UHF radios, RWR, FLIR Systems Inc 2000HP FLIR, Trimble Type 2200 GPS, new
radar altimeter, composites rotor blades and Mk 42 Gem power plants. Nine SH-14Bs, already with sonar, raised to SH-14D
standards, but in interim SH-14Cs upgraded to SH-14B through deletion of MAD and addition of sonar. UH-14As are first full
SH-14D conversions, from 1990; programme designated STAMOL (Standaardisatie en Modernisering Lynx); standard fleet
comprising 16 with sonar and six with provisions for sonar installation. Completed early 1993.
Denmark upgrading its eight Mk 80A and Mk 90A Lynx to Super Lynx standard; includes building of replacement airframes for
integration with existing fleet's engines, transmission, rotor system, flying controls, hydraulic systems, avionics and electrical
systems, upgrade and modifications of main rotor blades, tail rotor and fuel systems. Completion due in 2004. Will be known as
Mk 90B when upgraded.
80 million contract awarded in June 1998 for upgrading 17 German Navy Mk.88 Sea Lynx to Super Lynx standard, following
on from a 100 million order for seven new Super Lynx Series 100s. The modification includes fitting the Marconi Sea Spray 3000
radar, Racal Doppler 91, RNS 252 and Rockwell Collins GPS. It will be fitted to accommodate the FLIR system fitted to the new
aircraft and will also be capable of deploying the Sea Skua air-to-surface missile. GKN Westland will carry out the first trial
installation, with Eurocopter Deutschland subcontracted to modify the remaining 16 aircraft. Trial installation is scheduled for
mid-2001.
Current Versions
Super Lynx Series 100: Upgraded export naval Lynx introduced in September 1996, powered by Rolls-Royce Gem 42-1 turboshaft
engines, approximately equivalent to Lynx. Mk 8 HMA; operated by South Korean, Portuguese and Brazilian navies and applied to
new Mk 88As sold to Germany.
Super Lynx Series 200: More powerful alternative option with 1,007 kW (1,350 shp) LHTEC CTS800 engine with dual-channel
Full Authority Digital Electronic Control (FADEC), LCD flat panel electronic power system displays, but otherwise conventional
cockpit of Series 100.
Super Lynx Series 300: Also powered by the LHTEC CTS800, but with full 'glass' cockpit with six LCD colour flat panel
displays, night vision goggle-compatible, and digital core avionics based around dual-redundant MIL-STD-1553B and ARINC 429
databuses; includes new navigation system, attitude and heading reference system and communications suite. Mission sensors and
systems can be integrated into the avionics system and controlled via control and display units. South Africa, which announced
intention to purchase on 18 November 1998, has deferred its four aircraft. Launch customer, the Royal Malaysian Navy will take
delivery of the first of its six aircraft in 2003. The Royal Thai Navy has approved funding for two.
Demonstrator made its first flight with CTS800-4N turboshaft engines at Yeovil on 12 June 2001.
Lynx ACH: Advanced Compound Helicopter. Technology demonstrator project, publicly announced 22 May 1998 and due to
begin in 1999, partly funded by UK MoD. Target is 50 per cent speed increase by means of wings attached at cabin roof level and
variable area exhaust nozzles; additional thrust derived from RTM322 turboshafts in place of Gems (uprated gearbox taken from
W30-200); BERP rotor blades; flaps on wing trailing-edges, with pitching moment neutralised by all-moving tailplane; and
trimming rudder to reduce tail rotor loads.
Performance will include maximum level speed of 250 kt (463 km/h; 288 mph); ceiling of 6,100 m (20,000 ft); 20 per cent
additional payload/range; 50 per cent more propulsive efficiency; and between 25 and 50 per cent improvement in lift/drag ratio.
Following description refers to military general purpose and naval versions with Gem 2 engines, except where indicated:
Customers
See table.
Design Features
Compact design suited to hunter-killer ASW and missile-armed anti-ship naval roles from frigates or larger ships (superseding
ship-guided helicopters), armed/unarmed land roles with cabin large enough for squad, or other tasks; manually folding tail pylon
on naval versions; single four-blade semi-rigid main rotor (foldable), each blade attached to main rotor hub by titanium root plates
and flexible arm; rotor drives taken from front of engines into main gearbox mounted above cabin ahead of engines; in flight,
accessory gears (at front of main gearbox) driven by one of two through shafts from first stage reduction gears; four-blade tail
rotor, drive taken from main ring gear; single large window in each main cabin sliding door; provision for internally mounted
armament, and for exterior universal flange mounting each side for other weapons/stores.
Super Lynx has increased take-off weight; all-weather day/night capability; extended payload range; swept-tip BERP
composites main rotor blades offering improved speed and reduced vibration; and reversed direction tail rotor for improved
control.
Flying Controls
Rotor head controls actuated by three identical tandem servojacks and powered by two independent hydraulic systems; control
system incorporates simple stability augmentation system; each engine embodies independent control system providing
full-authority rotor speed governing, pilot control being limited to selection of desired rotor speed range; in event of one engine
failure, system restores power up to single-engine maximum contingency rating; main rotor can provide negative thrust to increase
stability on deck after touchdown on naval versions; hydraulically operated rotor brake mounted on main gearbox; sweptback
fin/tail rotor pylon, with starboard half-tailplane.
Structure
Conventional semi-monocoque pod and boom, mainly light alloy; glass fibre access panels, doors, fairings, pylon
leading/trailing-edges, and bullet fairing over tail rotor gearbox; composites main rotor blades; main rotor hub and inboard flexible
arm portions built as complete unit, as titanium monobloc forging; tail rotor blades have light-alloy spar, stainless steel
leading-edge sheath and rear section as for main blades.
Landing Gear
(General purpose military version): Non-retractable tubular skid type. Provision for a pair of adjustable ground handling wheels on
each skid. Flotation gear optional. Battlefield Lynx and AH.Mk 9 equivalent have non-retractable tricycle gear with twin
nosewheels.
(Naval versions): Non-retractable oleo-pneumatic tricycle type. Single-wheel main units, carried on sponsons, fixed at 27 toe-out
for deck landing; can be manually turned into line and locked fore and aft for movement of aircraft into and out of ship's hangar.
Twin-wheel nose unit steered hydraulically through 90 by the pilot to facilitate independent take-off into wind. Sprag brakes
(wheel locks) fitted to each wheel prevent rotation on landing or inadvertent deck roll. These locks disengage hydraulically and
re-engage automatically in event of hydraulic failure. Maximum vertical descent 2.29 m (7 ft)/s; with lateral drift 0.91 m (3 ft)/s
for deck landing. Flotation gear, and hydraulically actuated harpoon deck lock securing system, optional.
Power Plant
Currently available options include two Rolls-Royce Gem 42-1 turboshafts, each rated at 835 kW (1,120 shp), or two LHTEC
CTS800-4N, each rated at 995 kW (1,334 shp). Transmission rating 1,372 kW (1,840 shp). Exhaust diffusers for IR suppression
optional on Battlefield Lynx.
Two Rolls-Royce Gem 2 turboshafts, each with maximum contingency rating of 671 kW (900 shp) in original Lynx AH. 1,
HAS. 2 and early export variants. Later versions have Gem 41-1, 41-2, or 42-1 engines, all with maximum contingency rating of
835 kW (1,120 shp). Transmission rating 1,372 kW (1,840 shp). Engines of British and French Lynx in service converted to Mk 42
standard during regular overhauls from 1987 onwards. Danish, Netherlands and Norwegian Lynx similarly retrofitted. Fuel in five
internal tanks; usable capacity 957 litres (253 US gallons; 210 Imp gallons) when gravity-refuelled; 985 litres (260 US gallons; 217
Imp gallons) when pressure-refuelled. For ferrying, two tanks each of 441 litres (116 US gallons; 97 Imp gallons) in cabin,
replacing bench tank. Maximum usable fuel 1,867 litres (493 US gallons; 411 Imp gallons). Engine oil tank capacity 6.8 litres (1.8
US gallons; 1.5 Imp gallons). Main rotor gearbox oil capacity 28 litres (7.4 US gallons; 6.2 Imp gallons).
Accommodation
Pilot and co-pilot or observer on side-by- side seats. Dual controls optional. Individual forward-hinged cockpit door and large
rearward-sliding cabin door on each side; cockpit doors jettisonable; windows of cabin doors also jettisonable. Cockpit accessible
from cabin area. Maximum high-density layout (military version) for one pilot and 10 armed troops or paratroops, on lightweight
bench seats in soundproofed cabin. Alternative VIP layouts for four to seven passengers, with additional cabin soundproofing.
Seats can be removed quickly to permit carriage of up to 907 kg (2,000 lb) of freight internally. Tiedown rings provided. In
casualty evacuation role, with a crew of two, Lynx can accommodate up to six Alphin stretchers and a medical attendant. Both
basic versions have secondary capability for search and rescue (up to nine survivors) and other roles.
Systems
Two independent hydraulic systems, pressure 141 bars (2,050 lb/sq in). Third hydraulic system provided in naval version when
sonar equipment, MAD or hydraulic winch system installed. No pneumatic system. 28 V DC electrical power supplied by two
6 kW engine-driven starter/generators and an alternator. External power sockets. 24 V 23 Ah (optionally 40 Ah) Ni/Cd battery
fitted for essential services and emergency engine starting. 200 V three-phase AC power available at 400 Hz from two 15 kVA
transmission-driven alternators. Cabin heating and ventilation system. Optional supplementary cockpit heating system. Electric
anti-icing and demisting of windscreen, and electrically operated windscreen wipers, standard; windscreen washing system.
Avionics
(General): Avionics common to all roles (general purpose and naval versions).
Comms: Collins VOR/ILS; DME; Collins AN/ARN-118 Tacan; I-band transponder (naval version only); GEC-Plessey PTR
446, Collins APX-72, Siemens STR 700/375 or Italtel APX-77 IFF.
Flight: Marconi duplex three-axis automatic stabilisation equipment; BAe GM9 Gyrosyn compass system; Decca Tactical Air
Navigation System (TANS); Decca 71 Doppler, E2C standby compass. Marconi Mk 34 AFCS. Additional units fitted in naval
version, when sonar is installed, to provide automatic transition to hover and automatic Doppler hold in hover.
(Army): Flight: Decca Doppler 91 and RSN252 navigation; Honeywell/Smiths AN/APN-198 radar altimeter; Rockwell Collins
206A ADF and VIR 31A VOR/ILS on latest versions.

Mission: British Army Lynx equipped with TOW missiles have roof-mounted Hughes sight manufactured under licence by
British Aerospace. Roof sight upgraded with night vision capability in far infra-red waveband; first test firing of TOW with added
Marconi thermal imager took place in October 1988. Optional equipment, according to role, can include lightweight sighting
system with alternative target magnification, vertical and/or oblique cameras, flares for night operation, low-light level TV,
infra-red linescan, searchlight, and specialised communications equipment. Some have infra-red formation flying lights and
provision for crew's NVGs. For surveillance, some AAC Lynx carry Chancellor Helitele in external (port) ball housing, complete
with datalink.
Self-defence: Sanders AN/ALQ-144 infra-red jammer installed beneath tailboom of some British Army Lynx from 1987; later
augmented by exhaust diffusers. Requirement for RWR satisfied by 1989 selection of Marconi AWARE-3 (ARI23491) system;
Marconi Sky Guardian Mk 13 (later Mk 15) on some aircraft from 1990.
(Navy): Comms: Rotal Navy helicopters have two GEC-Marconi AD 3400 VHF/UHF transceivers, Dowty D403M standby UHF
radio, Collins 718U-5 HF transceiver, Plessey PTR446 D-band transponder and Pilkington ARI 5983 I-band transponder.
Radar: Marconi ARI5979 Sea Spray Mk 1 lightweight search and tracking radar, for detecting small surface targets in
low-visibility/high-sea conditions in original versions. Super Lynx has Sea Spray Mk 3000 or AlliedSignal RDR 1500 360 scan
radar in chin fairing. UK Mk 8 upgraded with Sea Spray Mk 3000 below fuselage.
Flight: GPS on Royal Navy and Netherlands Lynx from 1997.
Mission: Optional AlliedSignal AN/AQS-18 or Thomson Sintra HS-312 sonars. Detection of submarines by dipping sonars or
magnetic anomaly detector. Dipping sonars operated by hydraulically powered winch and cable hover mode facilities within the
AFCS. Racal MIR-2 Orange Crop passive radar detection system in Royal Navy Lynx; similar Racal Kestrel retrofitted to Danish
Mk 90. Matra AF 530 or APX-334 stabilised sight in French naval Lynx. Optional GEC Sandpiper FLIR on Royal Navy Lynx;
FLIR Systems 2000HP specified for Netherlands SH-14D upgrade; FLIR Systems Safire optional for Danish Lynx. Vinten Vipa 1
reconnaissance pod, or Agiflite reconnaissance camera system.
Self-defence: Tracor M-130 chaff/flare dispensers and Ericsson Radar Electronics AN/ALQ-167(V) D- to J-band anti-ship
missile jamming pods installed on Royal Navy Lynx patrolling Arabian Gulf, 1987. Two Loral Challenger IR jammers above
cockpit of Royal Navy Lynx during 1990-91 Gulf War. RWR in Netherlands SH-14Ds from 1996.
Equipment
All versions equipped as standard with navigation, cabin and cockpit lights; adjustable landing light under nose; and anti-collision
beacon. For search and rescue, with three crew, both versions can have a waterproof floor and a 272 kg (600 lb) capacity clip-on
hydraulic hoist on starboard side of cabin. Cable length 30 m (98 ft). Electric hoist on CTS800-powered aircraft.
Armament
For armed escort, anti-tank or air-to-surface strike missions, army version can be equipped with two 20 mm cannon mounted
externally so as to permit carriage also of anti-tank missiles or pintle-mounted 7.62 mm machine gun inside cabin. External pylon
can be fitted on each side of cabin for variety of stores, including two Minigun or other self-contained gun pods; two rocket pods;
or up to eight HOT, Hellfire, TOW, or similar air-to-surface missiles. Additional six or eight missiles carried in cabin. For ASW
role, armament includes two Mk 44, Mk 46, A244S or Sting Ray homing torpedoes, one each on an external pylon on each side of
fuselage, and six marine markers; or two Mk 11 depth charges. Alternatively, up to four Sea Skua semi-active homing missiles; on
French Navy Lynx, four AS.12 or similar wire-guided missiles. Self-protection FN HMP 0.50 in machine gun pod optional on
Royal Navy Lynx.
Super Lynx as standard naval Lynx, including four Sea Skua or two Penguin, or Marte Mk.2/s anti-ship missiles.
(A: early military version, B: Battlefield Lynx, N: early naval version, S: Super Lynx)
Main rotor diameter
12.80 m (42 ft 0 in)
Tail rotor diameter

A, N
B, S
Length overall:
2.21 m (7 ft 3 in)
2.36 m (7 ft 9 in)
7.66 m (25 ft 1 in}
A, N, both rotors turning

B, S
15.165 m (49 ft 9 in)

15.24 m (50 ft 0 in)
main rotor blades and tail folded

N
S
B, rotors folded
10.62 m (34 ft 10 in)

10.85 m (35 ft 7 in)
13.24 m (43 ft 5 in)
Width overall, main rotor blades folded:

A
3.75 m (12 ft 3 in)
B
N, S
3.02 m (9 ft 11 in)
2.94 m (9 ft 7 in)
Height overall: both rotors stopped:

A
N
3.505 m (11 ft 6 in)

3.48 m (11 ft 5 in)
tail rotor turning:

B
S
3.73 m (12 ft 3 in)

3.67 m (12 ft 0 in)
main rotor blades and tail folded:

N
S
3.20 m (10 ft 6 in)

3.25 m (10 ft 8 in)
Tailplane half-span:
A, N
B, S
Skid track: A
Wheel track: N
B, S
Wheelbase: N
B,S
1.78 m (5 ft 10 in)
1.32 m (4 ft 4 in)
2.03 m (6 ft 8 in)
2.78 m (9 ft 1 in)
2.80 m (9 ft 2 in)
2.94 m (9 ft 7 in)
3,02 m (9 ft 11 in)
Cabin, from back of pilots' seats:
Min length
2.06 m (6 ft 9 in)
Max width
Max height
1.78 m (5 ft 10 in)
1.42 m (4 ft 8 in)
Floor area
Volume
Cabin doorway: Width
Height
3.72 m2 (40.04 sq ft)

5.2 m3 (184 cu ft)
1.37 m (4 ft 6 in)
1.19 m (3 ft 11 in)
Areas
Main rotor disc
Tail rotor disc A, N
128.71 m2 (1,385.4 sq ft)

3.84 m2 (41.28 sq ft)
B, S
4.37 m (47.04 sq ft)

(A, B, N and S as above)
Manufacturer's empty weight:
A
N
2,578 kg (5,683 lb)

2,740 kg (6,040 lb)
Manufacturer's basic weight:

A
B
N
S
2,658 kg (5,860 lb)

3,178 kg (7,006 lb)
3,030 kg (6,680 lb)
3,291 kg (7,255 lb)
Operating weight empty (including crew and appropriate armament):

B, anti-tank (eight TOW)
B, reconnaissance
B, transport (unladen)
S, ASW (two torpedoes)
S, ASV (four Sea Skuas)
3,949 kg (8,707 lb)

3,444 kg (7,592 lb)
3,496 kg (7,707 lb)
4,618 kg (10,181 lb)
4,373 kg (9,641 lb)
S, surveillance and targeting

S, search and rescue
Max underslung load: B, S
Max T-O weight: A
N (Gem Mk 41)
N (Gem Mk 42)
B
S
Max disc loading: A
3,708 kg (8,174 lb)

3,778 kg (8,329 lb)
1,361 kg (3,000 lb)
4,535 kg (10,000 lb)
4,763 kg (10,500 lb)
4,876 kg (10,750 lb)
5,125 kg (11,300 lb)
5,330 kg (11,750 lb)
35.2 kg/m2 (7.22 lb/sq ft)
N (Gem Mk 41)
37.0 kg/m2 (7.58 lb/sq ft)
N (Gem Mk 42)
37.9 kg/m2 (7.76 lb/sq ft)
B, S
39.8 kg/m2 (8.16 lb/sq ft)

A
N (Gem Mk 41)
N (Gem Mk 42)
B, S
3.31 kg/kW (5.43 lb/shp)

3.47 kg/kW (5.71 lb/shp)
3.55 kg/kW (5.84 lb/shp)
3.74 kg/kW (6.14 lb/shp)
Performance
(at normal max T-O weight at S/L, ISA, except where indicated, Gem 41/42 engines, A, B, N and S as above)
Never-exceed speed (VNE), Mk 9:
clean
156 kt (289 km/h; 180 mph)
IR exhaust diffusers fitted
145 kt (269 km/h; 167 mph)
Max continuous cruising speed:
A
N
A (ISA + 20C)
N (ISA + 20C)
S
140 kt (259 km/h; 161 mph)

125 kt (232 km/h; 144 mph)
130 kt (241 km/h; 150 mph)
114 kt (211 km/h; 131 mph)
138 kt (256 km/h; 159 mph)
Speed for max endurance:

A, N (ISA and ISA + 20C)
70 kt (130 km/h; 81 mph)
Max forward rate of climb:

A
N
A (ISA + 20C)
N (ISA + 20C)
12.6 m/s (2,480 ft)/min

11.0 m/s (2,170 ft)/min
8.9 m/s (1,760 ft)/min
7.8 m/s (1,540 ft)/min
Max vertical rate of climb:

A
N
A (ISA + 20C)
N (ISA + 20C)
7.9 m/s (1,550 ft)/min

5.85 m/s (1,150 ft)/min
6.5 m/s (1,280 ft)/min
4.1 m/s (800 ft)/min

A
N
3,230 m (10,600 ft)

2,575 m (8,440 ft)
Typical range, with reserves:

A, troop transport
B, tactical transport
Radius of action:
B, anti-tank, 2 h on station with four TOWs
S, anti-submarine, 2 h on station, dipping sonar and one
torpedo
S, point attack with four Sea Skuas
S, surveillance, 3 h 50 min on station

Max range: A
N

Max ferry range with auxiliary cabin tanks:

A
N
Max endurance: A
N (ISA + 20C)
724 n miles (1,342 km; 834 miles)

565 n miles (1,046 km; 650 miles)
2 h 57 min
2 h 50 min
LYNX/SUPER LYNX PRODUCTION

Variant
AH. Mk 1
Customer
Army Air
Qty
113*
First flights
11 Feb 1977 - 24 Jan 1984
Operators
Note A
Corps
Fleet Air Arm
60
20 Feb 1976 - 26 May 1981
Converted to Mk 3
HAS. Mk 2
(FN)
French Navy
26
4 May 1977 - 5 Sep 1979
31F, 34F, 20S
HAS. Mk 3
Fleet Air Arm
30
4 Jan 1982 - 21 Oct 1988
815, 702 Squadrons
French Navy
14
1 Apr 1982 - 26 Aug 1983
31F, 34F, 20S
21 Nov 1984 - 23 Feb 1985

None built
DRA
-
23 Apr 1985 - 5 Jun 1987
Note A
Conversions
815,702 Squadrons
653, 669 Squadrons
HAS. Mk 2
HAS. Mk 4
(FN)
Mk 5
AH. Mk 6
AH. Mk 7
MoD(PE)
Royal Marines
Army Air Corps
HAS. Mk 8
Fleet Air Arm
AH. Mk 9
Army Air Corps
16*!
20 Jul 1990 - 21 Jun 1992
Mk 21
Brazilian Navy
30 Sep 1977 - 14 Apr 1978
Mk 21A
9!
Mk 22
Brazilian Navy
Egyptian Navy
Mk 23
Argentine Navy
Mk 24
Iraqi Army
Royal Netherlands
Navy
Iraqi Army (armed)
Royal Netherlands
Navy
Mk 251
Mk 26
Mk 272
4*
11*
-
Five upgraded to Mk
21A
12 June 1996 - 24 April 1997 1 EHEAA
None built
10
None built
Withdrawn from
service
-
23 Aug 1976 - 16 Sep 1977
7 Squadron
None built
6 Oct 1978 - 12 Nov 1979
860 Squadron
17 May 1978 - 23 Jun 1978
Withdrawn from
service7
Svrnets
Flyvetjneste
Mk 28
Qatari Police
3*
2 Dec 1977 - 12 Apr 1978
Mk 80
Royal Danish Navy
3 Feb 1980 - 15 Sep 1981
9 Jul 1980 - 24 Mar 1981
860 Squadron
None built
None built
None built
None built
23 Jan 1981 - 11 Sep 1981
Skv 337
Embargoed
Mk 813
Mk 82
Mk 83
Mk 84
Mk 85
Mk 86
Mk 87
Royal Netherlands
Navy
Egyptian Army
Royal Saudi Army
Qatari Army
UAE Army
Norwegian
Coastguard
Argentine Navy
Mk 88
German Navy
199
Mk 88A
Mk 89
German Navy
Nigerian Navy
7!
3
1 May 1999
29 Sep 1983 - 14 Mar 1984
Mk 904
Royal Danish Navy
19 Apr 19886
Mk 955
Mk 99
Portuguese Navy
3!
1993
Subtotal
South Korean Navy

South Korean Navy
12!
13!
394
26 May 1981 - 10 Dec 1988 3/MFG 3

3/MFG 3
101 Squadron
Svrnets
Flyvetjneste
EHM8
16 Nov 1989 - 14 May 1991 627 Squadron
3 July 1999
Lynx 3
14 Jun 1984
Demonstrator
2
18 May 1979, Feb 1999
Prototypes
13
21 Mar 1971 - 5 Mar 1975
Total
410
Notes
Note A: Army Air Corps 651, 652, 654, 655, 656, 657, 659, 661, 662, 663, 664, 665, 667 and 671
Squadrons; 847 Squadron (Royal Marine Commando)
1 Netherlands designation UH-14A; all to SH-14D
2 Netherlands designation SH-14B; all to SH-14D
3 Netherlands designation SH-14C; all to SH-14D
4 Plus one conversion from demonstrator; others from Mk 80; all now being upgraded to Super Lynx
standard
5 Plus two conversions from Mk 3
6 Completion and first flight at Vaerlse, Denmark
7 Sold
8 Esquadrilha de Helicopteros de Marinha
9 Surviving 17 being upgraded to Super Lynx standard 1998-2001
* Army version
! Super/Battlefield Lynx
UPDATED
Mk 9 Army Lynx
Mk 8 Royal Navy Lynx with Sea Owl thermal imager and chin radome
Westland Lynx HAS. Mk 8, based on the Super Lynx advanced export version (Jane's/Dennis Punnett)
Westland Battlefield Lynx for export, equivalent to the British Army's Lynx AH. Mk 9 (Jane's/Dennis Punnett)
Nine new Mk 21A Super Lynx are being delivered to the Brazilian Navy and its five existing Mk 21 Lynx are
being upgraded to the same standard
The first Mk 88A Super Lynx for the German Navy

(2000)
Super Lynx 300 completes its first flight with LHTEC CTS800-4N engines
(2002)
Gnter Endres MRAeS
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7 Images
Boeing AH-64 Apache

US Army designations: AH-64A and D
Israel Defence Force name: Pethen (Cobra)
Type
Day/night twin-engined attack helicopter.
Programme
Original Hughes Model 77 entered for US Army Advanced Attack Helicopter (AAH) competition; first flights of two
development prototype YAH-64s 30 September and 22 November 1975; selected by US Army December 1976; named Apache
late 1981.
Deliveries started 26 January 1984; 800th delivered July 1993; 867 by December 1994, at which time US Army had ordered
821 (excluding prototypes) with export contracts totalling 104 AH-64As; latter total increased to 213 by July 1995.
Self-deployment capability shown by 14th Apache with four 871 litre (230 US gallons; 191 Imp gallons) external tanks, which
flew 1,020 n miles (1,891 km; 1,175 miles) Mesa - Santa Barbara - Mesa - Tucson - Mesa with 45 minutes fuel remaining on 4
April 1985; initial operating capability achieved by 3rd Squadron, 6th Cavalry Regiment, July 1986; 33 of 35 planned AH-64A
battalions, including seven National Guard and two Army Reserve, combat-ready by July 1994; first combat use (11 AH-64As) in
operation Just Cause, Panama, December 1989; used extensively (288) during January/February 1991 Gulf War against Iraq,
including first air strike of conflict. First AH-64As issued to Army National Guard in 1987; fourth ArNG unit (1-211 AvRgt in
Utah) established 1990; first overseas regiment 2/6 Cavalry Regiment, Illesheim, Germany, September 1987; eighth in Europe
(3-4 AvRgt at Finthen) equipped 1990; battalion consists of 18 AH-64As and 13 Bell OH-58 Kiowas; more than 160 AH-64As
based in Germany at peak strength, but force now reduced. Deployed to South Korea March 1994, with 17th Aviation Brigade
(5-501st AVN) at Camp Eagle.
An 11 month programme to integrate air-to-air Stinger began October 1987; four missiles mounted in pairs on wingtips; five
firings early 1989; air-to-air development programme included firing two AIM-9 Sidewinders in hover and at 80 kt (148 km/h;
92 mph) at White Sands, New Mexico, November 1987; laser ranging and tracking tests on Bell UH-1 and LTV A-7 flown in
1989; M230 Chain Gun being improved for air-to-air use; Matra Mistral captive carry tests completed. New missile control
system by Base 10 Defense of Trenton, New Jersey, used for two more Stinger firings during 1990; Sidearm anti-radiation missile
from AH-64A hit RF emitter on armoured vehicle at US Naval Weapons Center 25 April 1988.
Boeing awarded four year, US$15.9 million contract on 27 May 1998 to design, manufacture and flight test new centre fuselage
section incorporating advanced composites materials. In a separate development, a modified AH-64D Apache Longbow prototype
made initial flight with Rotorcraft Pilot's Associate (RPA) advanced cockpit management system featuring updated controls and
displays, including Boeing-developed four-axis, full authority, advanced digital flight control system. On 27 May 1999, Boeing
and Canada's Derlan Aerospace signed an agreement to develop components for a revolutionary new transmission which will
have significantly reduced operating support and acquisition costs, weigh less and transfer more power from the engines to the
rotor system.
Versions
AH-64A: Production for US Army and export. All to be upgraded to AH-64D; last in 2010. Retrofit from 1993 with SINCGARS
secure radios and GPS; first installed in Apaches of 5-501 Aviation Regiment on deployment to Camp Eagle, South Korea.
Detailed description refers to AH-64A except where indicated.
AH-64B: Cancelled in 1992. Was planned near-term upgrade of 254 AH-64As with improvements derived from operating
experience in 1990-91 Gulf War, including GPS, SINCGARS radios, target handover capability, better navigation, and improved
reliability including new rotor blades.
AH-64C: Previous designation for upgrade of AH-64As to near AH-64D standard, apart from omission of Longbow radar and
retention of -701 engines; provisions for optional fitment of both. Designation abandoned late 1993; all Apaches to become
AH-64D, including those not fitted with radar.
GAH-64A: At least 17 AH-64As grounded for technical instruction.
JAH-64A: Seven AH-64As for special testing, of which one reverted to standard.
Current Versions
AH-64D Apache Longbow: Current improvement programme based on Westinghouse mast-mounted Longbow millimetre-wave
radar and Lockheed Martin Hellfire with RF seeker; includes more powerful GE T700-GE-701C engines, larger generators for 70
kVA peak loads, Plessey AN/ASN-157 Doppler navigation, MIL-STD-1553B databus allied to dual 1750A processors, and a
vapour cycle cooling system for avionics; early user tests completed April 1990.
Full-scale development programme, lasting 4 years 3 months, authorised by Defense Acquisition Board August 1990, but
airframe work extended in December 1990 to 5 years 10 months to coincide with missile development; supporting modifications
being incorporated progressively; first flight of AH-64A (82-23356) with dummy Longbow radome 11 March 1991; first
(89-0192) of six AH-64D prototypes flown 15 April 1992; second (89-0228) flew 13 November 1992; fitted with radar in
mid-1993 and flown 20 August 1993; No 3 (85-25410) flown 30 June 1993; No 4 (90-0423) on 4 October 1993; No 5 (formerly
AH-64C No 1) 19 January 1994 (first Apache with new Hamilton Standard lightweight flight management computer); No 6 flown
4 March 1994; last two mentioned converted from 85-25408 and 85-25477 and lack radar. First preproduction AH-64D flown 29
September 1995. Six AH-64Ds to fly 3,300 hour test programme; first remanufactured production aircraft flown 17 March 1997
and delivered to US Army 31 March 1997. IOC scheduled for June 1998. Initial AH-64D battalion (1-227 AvRgt) to be based at
Fort Hood, Texas; second (3-101 AvRgt) at Fort Campbell, Kentucky.
Five year US$1.9 billion agreement for remanufacture signed 16 August 1996. The contract covers 232 AH-64Ds over a five
year period, with the entire US Army fleet of 758 AH-64As to be upgraded in remanufacture programme lasting 10 years,
although only the initial 232 to carry Longbow radar. Production rate to rise from one per month in 1997 to five per month in
1999. Contract also includes 227 Longbow radars (since increased to 500), 13,311 Hellfire missiles and 3,296 launchers.
Agreement reached with US Army for a US$2.3 billion contract to remanufacture a further 269 AH-64As to the AH-64D
Apache Longbow configuration from FY2001, to bring total to 501 and programme to 2006. First flight of Apache with initial
enhancements incorporating COTS technologies for reduced costs, and first of second 269 unit batch, made on 13 July 2001.
First flight of AH-64D with four new colour flat-panel MultiPurpose Displays (MPDs) 12 September 1997. Starting with the
27th production aircraft all Apache Longbows, including those ordered by the United Kingdom and the Netherlands, will be
equipped with the Honeywell (AlliedSignal) Guidance and Control Systems MPDs.
Capability exists to convert any AH-64D to Apache Longbow configuration in 4 to 8 hours; this potential was demonstrated in
June 1994 when army personnel removed Longbow radar, associated equipment and T700-GE-701C engines from AH-64D
prototype and installed them on second (non-radar) aircraft, which was then test flown for 30 minutes. AH-64D to equip 26
battalions; company strength to be three with radar plus five without; three companies per battalion. Longbow can track flying
targets and see through rain, fog and smoke that defeat FLIR and TV; RF Hellfire can operate at shorter ranges; it can lock on
before launch or launch on co-ordinates and lock on in flight; Longbow scans through 360 for aerial targets or scans over 270 in
90 sectors for ground targets; mast-mounted rotating antenna weighs 113 kg (250 lb). Production of RF Hellfire by Longbow
LLC, a joint venture between Lockheed Martin and Northrop Grumman. Initial limited-rate production contract awarded in
December 1995 for 352 missiles, of which first delivered to US Army Missile Command in November 1996. Further 1,056
missiles and 203 launchers subject of US$233.7 million LRIP contract awarded in 1996.
Further modifications include `manprint' cockpit with large colour flat-panel MultiPurpose Displays (MPDs) replacing standard
monochrome MultiFunction Displays (MFDs), air-to-air missiles, digital autostabiliser, integrated GPS/Doppler/INS/air
data/laser/radar altimeter navigation system, digital communications, faster target hand-off system, and enhanced fault detection
with data transfer and recording. AH-64D No 1 made first Hellfire launch on 21 May 1993; first RF Hellfire launch 4 June 1994;
first demonstration of digital air-to-ground data communications with Symetrics Industries improved data modem, 8 December
1993.
Training of US Army instructors began summer 1994, in anticipation of Force Development Test and Experimentation
(FDT&E) trial, using three prototypes, starting October 1994; followed by Initial Operational Test and Evaluation (IOT&E)
January to March 1995. Successful completion of FDT&E and IOT&E precursor to start of modification programme in 1996;
long-lead contract awarded to McDonnell Douglas December 1994 covering start-up funds for initial batch of remanufactured
Apaches.
Test successes of 1994 include June trial in which Apache Longbow tracked moving ground target with radar and scored direct
hit with RF Hellfire; communication of digital data with Joint-STARS and UH-60 Black Hawk via improved data modem in
September; demonstration of new tri-service embedded GPS/INS in October; and RF Hellfire ripple-launch capability in
November, when single Apache scored hits on three targets at close, medium and long range with three missiles; time of
engagement, from detection to target impacts, less than 30 seconds.
Initial Operational Test and Evaluation exercises at Fort Hunter, California, in 1995 pitted six AH-64Ds against eight
AH-64As. Test results indicated 400 per cent more lethality (hitting more targets) and 720 per cent higher survivability than the
AH-64A; demonstrated ability to use Target Acquisition Designation Sight (TADS) or fire-control radar as targeting sight;
detected, classified, displayed, prioritised more than 1,000 targets and initiated precision attack in less than 30 seconds; met or
exceeded Army's situational awareness requirements (classified); available 91 per cent of time. Hit moving and stationary targets
on smoky battlefield from 7.25 km (4.5 miles) away during test at China Lake, California.
AH-64D deliveries to US Army began 31 March 1997.
Initial AH-64D battalion (1-227 AvRgt) at Fort Hood, Texas fully equipped by end July 1998 and attained combat ready status
on 19 November 1998, after eight month training programme at company and battalion level which included four live fire
exercises and more than 2,500 flight hours. Second unit is 2-101 AvRgt at Fort Campbell, Kentucky; third will be 1-2 AvRgt in
South Korea.
First flight with Rolls-Royce Turbomeca RTM 322 turboshaft engines 29 May 1998.
NAH-64D: New-built AH-64Ds for Royal Netherlands Air Force, without Longbow radar.
WAH-64D: Assembled by Westland; British Army version with Longbow radar and two Rolls-Royce/Turbomeca RTM322
turboshafts.
Customers
US Army 827, (including six prototypes) of which last delivered 30 April 1996. Confirmed export deliveries totalled 116 by
mid-1998. Total of 97 of orders for 213 aircraft still to be delivered. UK announced order for 67, July 1995. Netherlands signed
contract on 24 May 1995 for 30 Apaches for 1998 service; radar not required; US Army has supplied 10 AH-64As on lease basis
for period 1996-99; all delivered 13 November 1996. Boeing has identified a further export potential for the AH-64D of 725 units.
APACHE PROCUREMENT
Qty
US Army
FY73 Prototypes
FY79 Preproduction
3
3
FY82
FY83
11
48
FY84
FY85
112
138
FY86
FY87
116
101
FY88
FY89
77
54
FY90
FY91
132
12
FY92
FY94
10
10
Subtotal
Exports
Date
827
Qty
Israel
September 1990
18
Saudi Arabia
April 1993
12
Egypt (Lot 1)
February 1994
24
Egypt (Lot 2)
1996
12
Greece
February 1995
20
UAE (Lot 1)
October 1993
20
UAE (Lot 2)
1996
10
Netherlands
UK
May 1998
1999
30
67
Singapore
Subtotal
221
Total
1,048
APACHE PRODUCTION
Lot
FY
Qty
US
Export
First
aircraft
73
31
73-22247
79
32
79-23257
1
2
82
83
11
48
82-23355
83-23787
84
112
84-24200
4
5
85
86
138
116
85-25351
86-8940
6
7
87
88
101
67
87-0407
88-0197
89
10
54
18
88-0275
89-0192
9
10
90
90
60
72
6
36
90-0280
90-0415
11
90/92
22
34
91-0112
12
94
103
10
94-0328
13
95
12
95-0108
98 et seq
1054
221
98-0101
Subtotal
827
Total
Notes: 1 Prototypes; 73-22247 was static test airframe
1,048
2 Preproduction
3 Partial
4
replacement for 24 transferred to Israel, 1993

AH-64D/WAH-64D; all other aircraft are AH-64A version
Costs
New US$18 million. Longbow radar costs US$2 million (1990) without supporting modifications compared with US$9.96 million
flyaway cost of AH-64A. Longbow R&D contract (for four prototypes) US$194.6 million. Programme cost (807 aircraft at 1991
values) US$1,169 million. Latest Egyptian request costed at US$318 million for 12 Apaches plus four spare Hellfire launchers, 34
70 mm (2.75 in) rocket launchers, six spare T700 engines, one spare TADS/PNVS system and miscellaneous spares.
Design Features
AH-64 is required to continue flying for 30 minutes after being hit by 12.7 mm bullets coming from anywhere in the lower
hemisphere plus 20; also survives 23 mm hits in many parts; Target Acquisition and Designation System (TADS) and Pilot Night
Vision System (PNVS) sensors mounted in nose; low-airspeed sensor above main rotor hub; avionics in lateral containers;
chin-mounted Chain Gun fed from ammunition bay in centre-fuselage; four weapon pylons on stub wings (six when air-to-air
capability is installed); engines widely separated, with integral particle separators and built-in exhaust cooling fittings; four-blade
main rotor with lifting aerofoil blade section and swept tips; blades can be folded or easily removed; tail rotor consists of two
teetering two-blade units crossed at 55 to reduce noise; airframe meets full crash-survival specifications. Two AH-64s will fit in
C-141, six in C-5 and three in C-17A.
Main transmission, by Litton Precision Gear Division, can operate for 1 hour without oil; tail rotor drive, by Aircraft Gear
Corporation, has grease lubricated gearboxes with Bendix driveshafts and couplings; gearboxes and shafts can operate for 1 hour
after ballistic damage; main rotor shaft runs within airframe-mounted sleeve, relieving transmission of flight loads and allowing
removal of transmission without disturbing rotor; AH-64A has flown aerobatic manoeuvres and is capable of flying at 0.5 g.
Flying Controls
Fully powered controls with stabilisation and automatic flight control system; automatic hover hold; tailplane incidence
automatically adjusted by Hamilton Standard control to streamline with downwash during hover and to hold best fuselage attitude
during climb, cruise, descent and transition.
Structure
Main rotor blades (by Tool Research and Engineering Corporation, Composite Structures Division) tolerant to 23 mm cannon
shells, have five U-sections forming spars and skins bonded with structural glass fibre tubes, laminated stainless steel skin and
composites rear section; blades attached to hub by stack of laminated steel straps with elastomeric bearings. Teledyne Ryan
produces all fuselages, wings, tail, engine cowlings, canopies and avionics containers.
Landing Gear
Menasco trailing arm type, with single mainwheels and fully castoring, self-centring and lockable tailwheel. Mainwheel tyres size
8.50-10, tailwheel tyre size 5.00-4. Hydraulic brakes on main units. Main gear is non-retractable, but legs fold rearward to reduce
overall height for storage and transportation. Energy absorbing main and tail gears are designed for normal descent rates of up to
3.05 m (10 ft)/s and heavy landings at up to 12.8 m (42 ft)/s. Take-offs and landings can be made at structural design gross weight
on terrain slopes of up to 12 (head-on) and 10 (side-on).
Power Plant
Two 1,265 kW (1,696 shp) General Electric T700-GE-701 turboshafts, derated for normal operations to provide reserve power for
combat emergencies, and with automatic OEI rating of 1,285 kW (1,723 shp); -701C engines from 604th (89-0192) AH-64A
onward (1990) giving 1,409 kW (1,890 shp) maximum continuous and 1,447 kW (1,940 shp) OEI. Engines mounted one on each
side of fuselage, above wings, with key components armour-protected. Upper cowlings let down to serve as maintenance
platforms. Two crash-resistant fuel cells in fuselage, combined capacity 1,421 litres (375 US gallons; 312 Imp gallons).
Modifications ordered September 1993 for carriage of four 871 litre (230 US gallons; 192 Imp gallons) Brunswick Corporation
external tanks on 437 Apaches. Total internal and external fuel 4,910 litres (1,295 US gallons; 1,078 Imp gallons). New,
crashworthy, ballistically self-sealing internal fuel tank entered evaluation phase in fourth quarter of 1997; tank holds 492 litres
(130 US gallons; 108 Imp gallons) and is interchangeable with ammunition storage magazine. `Black Hole' IR suppression system
protects aircraft from heat-seeking missiles: this eliminates an engine bay cooling fan, by operating from engine exhaust gas
through ejector nozzles to lower the gas plume and metal temperatures.
Accommodation
Crew of two in tandem: Co-Pilot/Gunner (CPG) in front, pilot behind on 48 cm (19 in) elevated seat. Crew seats, by Simula Inc,
are of lightweight Kevlar. Teledyne Ryan canopy, with PPG transparencies and transparent acrylic blast barrier between cockpits,
is designed to provide optimum field of view. Crew stations are protected by Ceradyne Inc lightweight boron armour shields in
cockpit floor and sides, and between cockpits, offering protection against 12.7 mm armour-piercing rounds. Sierracin electric
heating of windscreen. Seats and structure designed to give crew a 95 per cent chance of surviving ground impacts of up to 12.8 m
(42 ft)/s.
Systems
AiResearch totally integrated pneumatic system includes a shaft-driven compressor, air turbine starters, pneumatic valves,
temperature control unit and environmental control unit. Parker Bertea dual-hydraulic systems, operating at 207 bars (3,000 lb/sq
in), with actuators ballistically tolerant to 12.7 mm direct hits. Redundant flight control system for both rotors. In the event of a
flying control system failure, the system activates Honeywell secondary fly-by-wire control. Bendix electrical power system, with
two 35 kVA fully redundant engine-driven AC generators, two 300 A transformer-rectifiers and URDC standby DC battery.
AlliedSignal GTP 36-55(H) 93 kW (125 shp) APU (36-155(BH) in AH-64D) for engine starting and maintenance checking.
DASA (TST) electric blade de-icing.
Avionics
Comms: AN/ARC-164 UHF, AN/ARC-186 UHF/VHF; retrofit of SINCGARS secure radio from 1993; KY-28/58/TSEC crypto
secure voice, C-8157 secure voice control; AN/APX-100 IFF unit with KIT-1A secure encoding; Tempest C-10414 intercom.
Radar: Optional Lockheed Martin/Northrop Grumman AN/APG-78 Longbow mast-mounted 360 radar, presenting up to 256
targets on tactical situation display; detects air targets in air-to-ground mode; air-to-air mode for flying targets only.
Flight: Plessey Electronic Systems AN/ASN-137 lightweight Doppler navigation system (upgrade to AN/ASN-157 on
AH-64D), Litton LR-80 (AN/ASN-143) strapdown AHRS, AN/ARN-89B ADF, GPS retrofit from 1993, Honeywell Digital
Automatic Stabilisation Equipment (DASE), Astronautics Corporation HSI, Pacer Systems omnidirectional, low-airspeed air data
system, remote magnetic indicator, BITE fault detection and location. Doppler system, with AHRS, permits nap of the earth
navigation and provides data for storing target locations. Marconi air data system, comprising two omnidirectional Airspeed And
Direction Sensors (AADSs) mounted on engine cowlings and a High Integration Air Data Computer (HIADC) installed in
avionics bay.
Instrumentation: Honeywell all-raster symbology generator processes TV data from IR and other sensors, superimposes
symbology, and distributes the combination to CRT and helmet-mounted displays; Honeywell AN/APN-209 radar altimeter video
display unit, AH-64D with `Manprint' (manpower integration) cockpit instrumentation including Litton Canada upfront display
and two Bendix/King 15 15 cm (6 6 in) monochrome CRT displays. AH-64A's 1,200 cockpit switches reduced to
approximately 200 on AH-64D.
Mission: Lockheed Martin Orlando Aerospace target acquisition and designation sight and AN/AAQ-11 pilot's night vision
sensor (TADS/PNVS) comprises two independently functioning, fully integrated systems mounted on nose.
Contract for new sensor system, known as Arrowhead, awarded to Team Apache Systems (TAS) to give helicopters greater
night vision and targeting capabilities.
TADS consists of a rotating turret (120 in azimuth, 30/-60 in elevation) housing sensor subsystems, optical relay tube in the
CPG's cockpit, three electronic units in the avionics bay, and cockpit-mounted controls and displays; used principally for target
search, detection and laser designation, with CPG as primary operator (can also provide back-up night vision to pilot in event of
PNVS failure). Once acquired by TADS, targets can be tracked manually or automatically for autonomous attack with gun,
rockets or Hellfire missiles. TADS daylight sensor consists of TV camera with narrow and wide angle fields of view (050' and 4
0'); narrow and wide angle direct view optics (4 and 18); laser spot tracker; and International Laser Systems laser
rangefinder/designator. Night sensor, in starboard half of turret, incorporates FLIR sight with narrow, medium and wide angle
fields of view (3 6', 10 6' and 50).
PNVS consists of FLIR sensor (30 40 field of view) in rotating turret (90 in azimuth, +20/-45 in elevation) mounted
above TADS; electronic unit in the avionics bay; and pilot's display and controls; provides pilot with thermal imaging for nap of
the earth flight to, from and within battle area at night or in adverse daytime weather, at altitudes low enough to avoid detection.
PNVS imagery displayed on monocle in front of one of pilot's eyes; flight information including airspeed, altitude and heading is
superimposed on this imagery to simplify piloting. Monocle is part of Honeywell integrated helmet and display sighting system
(HADSS) worn by both crew members. Retrofit of Rockwell Collins Automatic Target Handover System in AH-64A; transmits
1,200 bits/s. AH-64D to have Symetrics Industries improved data modem for transmission of target data (and eventually real-time
imagery) between helicopters, tactical jet, Joint-STARS airborne command posts, HQs and ground units at 16,000 bits/s, plus
radio frequency interferometer beneath radome for identification of hostile transmitters.

Self-defence: Aircraft survivability equipment (ASE) consists of Aerospace Avionics AN/APR-39 passive RWR, Sanders
AN/ALQ-144 IR jammer, AN/AVR-2 laser warning receiver, AN/ALQ-136 radar jammer and chaff dispensers, and Lockheed
Martin AN/APR-48A radar frequency interferometer. Sanders AN/ALQ-212 Advanced Threat Infra-Red Countermeasures
(ATIRCM) system and ITT Industries AN/ALQ-211 Suite of Integrated RF Countermeasures (SIRFC) system currently under
development. ATIRCM combines next-generation directable IRCM system with Sanders AN/AAR-57 Common Missile Warning
System (CMWS); SIRFC currently at EMD stage, with contractor tests on Apache Longbow prototype undertaken in 1999,
followed by operational test and evaluation from early 2000 and production decision in mid-2000.
Armament
Boeing M230 Chain Gun 30 mm automatic cannon, located between the mainwheel legs in an underfuselage mounting with
Smiths Industries electronic controls. Normal rate of fire is 625 rds/min of HE or HEDP (High-Explosive Dual-Purpose)
ammunition, which is interoperable with NATO Aden/DEFA 30 mm ammunition. Maximum ammunition load is 1,200 rounds.
New `Sideloader' system demonstrated June 1994; cuts normal loading time of 20 minutes by up to half and reduces number of
personnel required from two to one; under US Army consideration for fleetwide adoption. Gun mounting is designed to collapse
into fuselage between pilots in the event of a crash landing. Four underwing hardpoints, with Aircraft Hydro-Forming pylons and
ejector units, on which can be carried up to 16 Hellfire anti-tank missiles or up to 76 2.75 in FFAR (Folding Fin Aerial Rockets)
in their launchers or a combination of Hellfires and FFAR. Planned modification adds two extra hardpoints for four Stinger, four
Mistral or two Sidewinder (including Sidearm anti-radiation variant) missiles. Hellfire remote electronics by Rockwell; Bendix
aerial rocket control system; multiplex (MUX) system units by Honeywell. Co-Pilot/Gunner (CPG) has primary responsibility for
firing gun and missiles, but pilot can override his controls to fire gun or launch missiles.
Main rotor diameter
Tail rotor diameter
14.63 m (48 ft 0 in)

0.53 m (1 ft 9 in)
2.79 m (9 ft 2 in)
Length overall:
tail rotor turning
both rotors turning
15.54 m (51 ft 0 in)

17.76 m (58 ft 3{1/8} in)
Wing span:
clean
over empty weapon racks
5.23 m (17 ft 2 in)

5.82 m (19 ft 1 in)
Height:
over tailfin
3.55 m (11 ft 7 in)
over tail rotor
4.30 m (14 ft 1 in)

overall (top of air data sensor)
3.84 m (12 ft 7 in)

4.66 m (15 ft 3 in)
overall, AH-64D
Main rotor ground clearance (turning)
4.95 m (16 ft 3 in)

3.59 m (11 ft 9 in)
Distance between c/l of pylons:

inboard pair
3.20 m (10 ft 6 in)
outboard pair
Tailplane span
4.72 m (15 ft 6 in)

3.40 m (11 ft 2 in)
Wheel track
Wheelbase
2.03 m (6 ft 8 in)
10.59 m (34 ft 9 in)
Areas
Main rotor disc
Tail rotor disc
168.11 m2 (1,809.5 sq ft)

6.13 m2 (66.0 sq ft)

Weight empty:
AH-64A, D
5,165 kg (11,387 lb)
AH-64D with Longbow
5,352 kg (11,800 lb)
Max fuel weight:

internal
1,108 kg (2,442 lb)
external (four Brunswick tanks)

Structural design gross weight
2,712 kg (5,980 lb)

6,650 kg (14,660 lb)
Primary mission gross weight

Design mission gross weight
6,552 kg (14,445 lb)

8,006 kg (17,650 lb)
Max T-O weight: -701 engine

-701C engine, ferry mission, full fuel
Max disc loading
9,525 kg (21,000 lb)

10,107 kg (22,283 lb)
60.12 kg/m2 (12.31 lb/sq ft)
Performance
(A: AH-64A at 6,552 kg; 14,445 lb AUW with -701 engines, B: AH-64A with -701C engines, L: Apache Longbow at 7,530 kg;
16,601 lb with -701C engines; ISA except where indicated)
197 kt (365 km/h; 227 mph)
Max level and max cruising speed:

A
L
158 kt (293 km/h; 182 mph)

141 kt (261 km/h; 162 mph)

B
16.5 m/s (3,240 ft)/min
15.7 m/s (3,090 ft)/min
Max vertical rate of climb at S/L:

A
12.7 m/s (2,500 ft)/min
B
L
12.85 m/s (2,530 ft)/min

7.9 m/s (1,555 ft)/min
Service ceiling:
A
6,400 m (21,000 ft)

A
B
Hovering ceiling:
3,290 m (10,800 ft)

3,800 m (12,480 ft)
IGE: A
B
4,570 m (15,000 ft)

5,245 m (17,210 ft)
L
OGE: A
4,115 m (13,500 ft)

3,505 m (11,500 ft)
B
L
4,125 m (13,530 ft)

2,990 m (9,810 ft)
Max range, internal fuel (30 min reserves):

A
B
L
Ferry range, max internal and external fuel, still air, 45 min
reserves
Endurance at 1,220 m (4,000 ft) at 35C
Max endurance, internal fuel
g limits at low altitude and airspeeds up to 164 kt (304 km/h;
189 mph)

1,024 n miles (1,899 km; 1,180 miles)
1 h 50 min
3 h 9 min
+3.5/-0.5
Weights For Typical Mission Performance

A: anti-armour at 1,220 m/4,000 ft and 35C, four Hellfire and 320 rounds of 30 mm ammunition; B: as A, but with 1,200 rounds;
C: as A, but with six Hellfire and 540 rounds; D: anti-armour at 610 m/2,000 ft and 21C, 16 Hellfire and 1,200 rounds; E: air
cover at 1,220 m/4,000 ft and 35C, four Hellfire and 1,200 rounds; F: as E but at 610 m/2,000 ft and 21C, four Hellfire, 19
rockets, 1,200 rounds; G: escort at 1,220 m/4,000 ft and 35C, 19 rockets and 1,200 rounds; H: escort at 610 m/2,000 ft and 21C,
38 rockets and 1,200 rounds:
Mission fuel: A
727 kg (1,602 lb)
G
E
741 kg (1,633 lb)

745 kg (1,643 lb)
C
B
902 kg (1,989 lb)

1,029 kg (2,269 lb)
D
H
1,063 kg (2,344 lb)

1,077 kg (2,374 lb)
1,086 kg (2,394 lb)
Mission gross weight:

A
6,552 kg (14,445 lb)
E
G
6,874 kg (15,154 lb)

6,932 kg (15,282 lb)
B, C
D
7,158 kg (15,780 lb)

7,728 kg (17,038 lb)
F
H
7,813 kg (17,225 lb)

7,867 kg (17,343 lb)
Typical Mission Performance

(A-H as above)
Cruising speed at intermediate rated power:
C
147 kt (272 km/h; 169 mph)
148 kt (274 km/h; 170 mph)
150 kt (278 km/h; 173 mph)
B
E, H
151 kt (280 km/h; 174 mph)

153 kt (283 km/h; 176 mph)
A
G
154 kt (285 km/h; 177 mph)

155 kt (287 km/h; 178 mph)
Max vertical rate of climb at intermediate rated power:

B, C
H
137 m (450 ft)/min

238 m (780 ft)/min
F, G
E
262 m (860 ft)/min

293 m (960 ft)/min
D
A
301 m (990 ft)/min

448 m (1,470 ft)/min
Mission endurance (no reserves):

A, E, G
1 h 50 min
C
D, F, H
1 h 47 min
2 h 30 min
2 h 40 min
UPDATED
Co-pilot/gunner's controls in the front cockpit of the AH-64 Apache

(1998)
The Greek Army purchased 20 AH-64A Apaches

(1998)
Boeing AH-64D Apache Longbow tandem-seat advanced attack helicopter (Jane's/Mike Keep)
Boeing AH-64A attack helicopters
Northrop Grumman mast-mounted Longbow millimetre-wave radar
Boeing AH-64D Apache Longbow
AH-64D Apache Longbow lifts off
Gnter Endres MRAeS
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Boeing 114 and 414 Chinook

US Army designations: CH-47 and MH-47 Chinook
Royal Air Force designations: Chinook HC. Mk 2 and HC. Mk 3
Spanish Army designation: HT.17
Type
Tandem-rotor, twin-turbine transport helicopter.
Programme
Design of all-weather medium transport helicopter for US Army began 1956; first flight of first of five YCH-47As 21 September
1961. Performance increased in CH-47C by uprated transmissions and 2,796 kW (3,750 shp) T55-L-11A; integral fuel capacity
increased to 3,944 litres (1,042 US gal; 867.6 Imp gal); first flight 14 October 1967.
Versions
CH-47A: Initial production version, powered by two 1,640 kW (2,200 shp) Lycoming T55-L-5 or 1,976 kW (2,650 shp) T55-L-7
turboshaft engines. Withdrawn from service. Total 354 built for US Army.
CH-47B: Developed version with 2,125 kW (2,850 shp) T55-L-7C turboshaft engines, redesigned rotor blades with cambered
leading-edge, blunted rear rotor pylon, and strakes along ramp and fuselage for improved flying qualities. First of two prototypes
flew for the first time early October 1966. Deliveries began 10 May 1967. Withdrawn from service. Total 108 built for US Army.
CH-47C: Developed version with uprated transmissions and 2,796 kW (3,750 shp) T55-L-11A; integral fuel capacity increased
to 3,944 litres (1,042 US gal; 867.6 Imp gal); first flight 14 October 1967; 270 delivered to US Army from Spring 1968; 182 US
Army CH-47Cs retrofitted with composite rotor blades; integral spar inspection system (ISIS) introduced 1973 together with
crashworthy fuel system retrofit kit. Transmissions of some As and Bs upgraded to CH-47C standard.
Boeing 234: Commercial version, now out of production; described separately.
Current Versions
CH-47C: Agusta (Meridionali) built 136 by 31 December 1995. Production line open but no orders received recently (see under
Agusta).
CH-47D: US Army contract to modify one each of CH-47A, B and C to prototype Ds placed 1976; first flight 11 May 1979;
first production contract October 1980; first flight 26 February 1982; first delivery 31 March 1982; initial operational capability
(IOC) achieved 28 February 1984. First multiyear production contract awarded 8 April 1985 for 240 aircraft; second multiyear
production contract for 144 CH-47Ds awarded 13 January 1989, bringing total CH-47D (and MH-47E) ordered to 472; further
two Gulf War attrition replacements authorised August 1992 (these new-build); seven ex-Australian rebuilds funded June 1993
for delivery January to November 1995.
CH-47D update included strip down to bare airframe, repair and refurbish, fit AlliedSignal T55-L-712 turboshafts, uprated
transmissions with integral lubrication and cooling, composite rotor blades, new flight deck compatible with night vision goggles
(NVG), new redundant electrical system, modular hydraulic system, advanced automatic flight control system, improved avionics
and survivability equipment, Solar T62-T-2B APU operating hydraulic and electrical systems through accessory gear drive,
single-point pressure refuelling, and triple external cargo hooks. Principal external change is large, rectangular air intake in
leading-edge of rear sail. Composites account for 10 to 15 per cent of structure. About 300 suppliers involved.
Test programme began late 1995 of Chinook with vibration-reducing dynamically tuned fuselage.
CHINOOK PROCUREMENT
FY
CH-47D
CH-47E
81
82
83
19
24
84
85
36!
48
86
87
48
48
88
48!!
89
48
90
481
1*
91
482
6*
92
483
4*
24
93
98
Total
75
1
482
14
25
!One crashed on test

!!One to YMH-47E
* Modified from CH-47D
1 This batch includes one aircraft subsequently further modified to MH-47E configuration under separate contract
2 Total includes six which were updated to CH-47D standard and then further modified to MH-47E under separate contract
3 This batch includes two of original three prototypes (remaining prototype used as maintenance trainer at Fort Eustis, Virginia)
and 11 from Italian production; total includes four which were updated to CH-47D standard and then further modified to MH-47E
under separate contract
4 Gulf War attrition replacements, 2 August 1992 (are sole new-build aircraft in this table)
5 Former Australian Air Force CH-47Cs; contract 2 June 1993
MH-47D Special Operations Aircraft: Two battalions equipped with 11 CH-47D SOA fitted with refuelling probes (first
refuelling July 1988), thermal imagers, AlliedSignal RDR-1300 weather radar, improved communications and navigation
equipment, and two pintle-mounted 7.62 mm machine guns. Navigator/commander's station also fitted.
GCH-47D: At least 12 Chinooks grounded for engineer training.
JCH-47D: Two CH-47Ds modified for special testing.
MH-47E: Special Forces variant; planned procurement 51, deducted from total 472 CH-47D conversions but only 25 received,
including 14 not covered by multiyear production contract; prototype development contract 2 December 1987; long-lead items for
next 11 helicopters authorised 14 July 1989; firm order for 11, plus option on next 14, awarded 30 June 1991; Lot 2 (14
helicopters) confirmed 23 June 1992. Prototype (88-0267) flew 1 June 1990; delivered 10 May 1991; initial production aircraft
flown 1992. Following mission software problems, deliveries began January 1994; last of 26 (including prototype) received April
1995.
Equipment includes IBM-AlliedSignal integrated avionics with four-screen NVG compatible EFIS; dual MIL-STD-1553 digital
databusses; AN/ASN-145 AHRS; jamming-resistant radios; Rockwell Collins CP1516-ASQ automatic target hand-off system;
inertial AN/ASN-137 Doppler, Rockwell Collins AN/ASN-149(V)2 GPS receiver and terrain-referenced positioning navigation
systems; Rockwell Collins ADF-149; Perkin-Elmer AN/AVR-2 laser, E-Systems AN/APR-39A laser and Honeywell
AN/AAR-47 missile warning systems; ITT AN/ALQ-136(V) pulse jammer and Northrop Grumman AN/ALQ-162 CW jammer;
Tracor M-130 chaff/flare dispensers; Texas Instruments AN/APQ-174A radar with modes for terrain-following down to 30 m
(100 ft), terrain-avoidance, air-to-ground ranging and ground-mapping; Hughes AN/AAQ-16 FLIR in chin turret; digital moving
map display; Elbit ANVIS-7 night vision goggles; uprated T55-L-714 turboshafts with FADEC; increased fuel capacity;
additional troop seating (44 maximum); OBOGS; rotor brake; 272 kg (600 lb) rescue hoist with 61 m (200 ft) usable cable; two
M-2 0.50 in window-mounted machine guns (port forward: starboard aft); provisions for Stinger AAMs using FLIR for sighting.
MH-47E has nose of Commercial Chinook to allow for weather radar, if needed; forward landing gear moved 1.02 m (3 ft 4 in)
forward to allow for all-composite external fuel pods (also from Commercial Chinook) that double fuel capacity; Brooks &
Perkins internal cargo handling system. See also Chinook HC. Mk 3, below.
Chinook HC. Mk 2/2A: RAF version; Mk 1 designation CH47-352; all survivors of original 41 HC. Mk 1s upgraded to HC. Mk
1B; UK MoD authorised Boeing to update 33 (later reduced to 32) Mk 1Bs to Mk 2, equivalent to CH-47D, October 1989;
changes include new automatic flight control system, updated modular hydraulics, T55-L-712F power plants with FADEC,
stronger transmission, improved Solar 71 kW (95 shp) T62-T-2B APU, airframe reinforcements, low IR paint scheme, long-range
fuel system and standardisation of defensive aids package (IR jammers, chaff/flare dispensers, missile approach warning and
machine gun mountings). Smiths Industries HUMS being installed. Requirement exists for FLIR. Conversion continued from
1991 to July 1995. Chinook HC. Mk 1B ZA718 began flight testing Chandler Evans/Hawker Siddeley dual-channel FADEC
system for Mk 2 in October 1989. Same helicopter to Boeing, March 1991; rolled out as first Mk 2 19 January 1993; arrived RAF
Odiham 20 May 1993; C(A) clearance November 1993. Final Mk 1 withdrawn from service, May 1994, at which time 11 Mk 2s
received. Further three new-build Mk 2s ordered 1993, for delivery from mid-1995; decision to order further 14 Mks 2A/3
announced March 1995. Mk 2A has dynamically tuned fuselage. Total RAF procurement 58 CH-47C/D/Es. First HC. Mk 2A
handed over in USA 6 December 1997; arrived UK for clearance trials 18 December; remainder delivered by end of 1998.
Chinook HC. Mk 3: Eight of 14 additional RAF Chinooks announced March 1995 assigned to Special Forces; configuration
similar to MH-47E, including large fuel panniers, weather radar and refuelling probes. First flight mid October 1998; deliveries
from March 2000.
HT.17 Chinook: Spanish Army version.
Boeing 414: Export military version; superseded by CH-47D International Chinook (see below).
CH-47D International Chinook: Boeing 414-100 first sold to Japan; Japan Defence Agency ordered two for JGSDF and one for
JASDF Spring 1984; first flight (N7425H) January 1986 and, with second machine, delivered to Kawasaki April 1986 for fitting
out; co-production arrangement (see under Kawasaki). International Chinook available in four versions with combinations of
standard or long-range (MH-47E type) fuel tanks and T55-L-712 SSB or T55-L-714.
CH-47SD `Super D': Latest variant on offer for export; embodies some improvements first installed on the MH-47E for US
special operations forces. AlliedSignal T55-L-714A turboshaft with FADEC chosen as standard power plant; single-point
pressure refuelling and jettison capability on both sides of aircraft, with fuel contained in two ballistic and crash-resistant tanks;
total usable capacity is 7,828 litres (2,068 US gallons; 1,722 Imp gallons); CH-47SD also has Smiths digital fuel quantity gauging
system in place of Ragen analogue system. Simplified structure offers benefits in maintainability and reliability.
CH-47SD also incorporates modernised NVG-compatible cockpit with avionics control management system (ACMS), utilising
proven military and commercial off-the-shelf equipment on single console to reduce pilot workload and with provisions for
growth. Avionics suite is comparable to that of baseline CH-47D, but features two embedded INS/GPS units as well as
AN/ARN-147 VOR/ILS and AN/ARN-149 ADF, plus space and power provisions for Tacan. Rollout scheduled for 31 October
1999.
CH-47F Improved Cargo Helicopter (ICH): Boeing programme for improved Chinook configuration for US Army involving
the development and production of a new version that will remain operational and cost-effective until a new cargo helicopter is
developed between 2015 and 2020 under the current Army Aviation Modernisation Plan (see under Upgrades and Conversions).
Customers
Total 735 CH-47A/B/C built and 479 CH-47D/MH-47E conversions authorised for US Army. Another 166 built by Boeing for
export customers together with 45 kits. Agusta (Meridionali) production totals 136, with Kawasaki having built 54 by January
1999. Total Chinook orders, including civil, amount to 1,155 (see table for details).
CHINOOK PRODUCTION
Customer
Boeing kits
Civilian
Argentina
10
Australia
Canada
14
9
Boeing
Agusta
6
Egypt
15
Greece
10
Iran
Italy
Japan
Kawasaki
38
30
35
Libya
54!
20
Morocco
Netherlands
Singapore
6
12
South Korea
30
Spain
19
Taiwan
12!!
Thailand
UK (RAF)
US Army
58!
735
(Total 1,164)
929
11
45
136
54
Rebuilds to CH-47D
Australia
Greece
Italy
23
Netherlands
Spain
7
12
UK (RAF)
32
US Army
(Total 566)
479
543
23
!Deliveries in progress
!!Civilian standard (3), rest CH-47SD
Design Features
Two three-blade intermeshing contrarotating tandem rotors; front rotor turns anti-clockwise, viewed from above; rotor
transmissions driven by connecting shafts from combiner gearbox, which is driven by rear-mounted engines. Classic rotor heads
with flapping and drag hinges; manually foldable blades, using Boeing Helicopters VR7 and VR8 aerofoils with cambered
leading-edges; blades can survive hits from 23 mm HEI and API rounds; rotor brake optional. Constant cross-section cabin with
side door at front; rear-loading ramp that can be opened in flight; underfloor section sealed to give flotation after water landing;
access to flight deck from cabin; main cargo hook mounting covered by removable floor panel so that load can be observed in
flight.
Flying Controls
Differential fore and aft cyclic for pitch attitude control; differential lateral cyclic pitch (from rudder pedals) for directional
control; automatic control to keep fuselage aligned with line of flight. Dual hydraulic rotor pitch-change actuators: secondary
hydraulic actuators in control linkage behind flight deck for autopilot/autostabiliser input; autopilot provides stabilisation, attitude
hold and outer-loop holds.
Structure
Blades based on D-shaped glass fibre spar, fairing assembly of Nomex honeycomb core and cross-ply glass fibre skin.
Landing Gear
Non-retractable quadricycle type, with twin wheels on each front unit and single wheels on each rear unit. Oleo-pneumatic
shock-absorbers in all units. Rear units fully castoring; power steering on starboard rear unit. All wheels are size 24 7.7-VII,
with tyres size 8.50-10-III, pressure 4.62 bars (67 lb/sq in). Two single-disc hydraulic brakes. Provision for fitting detachable
wheel/skis.
Power Plant
Two AlliedSignal T55-L-712 turboshafts, pod-mounted on sides of the rear pylon, each with a standard power rating of 2,237 kW
(3,000 shp) and maximum rating of 2,796 kW (3,750 shp). AlliedSignal T55-L-712 SSB engine has standard power rating of
2,339 kW (3,137 shp) and maximum of 3,217 kW (4,314 shp); transmission capacity (CH-47D and MH-47E) 5,593 kW
(7,500 shp) on two engines and 3,430 kW (4,600 shp) OEI; rotor rpm 225.
Self-sealing pressure refuelled crashworthy fuel tanks in external fairings on sides of fuselage. Total fixed fuel capacity 3,899
litres (1,030 US gal; 858 Imp gal). Provision for up to three additional long-range tanks in cargo area, each of 3,028 litres (800 US
gal; 666 Imp gal); maximum fuel capacity (fixed and auxiliary) 6,927 litres (1,830 US gal; 1,524 Imp gal). Oil capacity 14 litres
(3.7 US gal; 3.1 Imp gal).
From January 1991, 100 CH-47Ds fitted with engine air particle separator (also available for RAF variant). Standard in
MH-47E and optional in International Chinook are two AlliedSignal T55-L-714 turboshafts, each with a standard power rating of
3,108 kW (4,168 shp) continuous and emergency rating of 3,629 kW (4,867 shp). CH-47SD has T55-L-714A turboshafts with
maximum continuous rating of 3,039 kW (4,075 shp). FADEC installed on late production CH-47Ds and CH-47SD. Normal fuel
capacity in CH-475S and MH-47E is 7,828 litres (2,068 US gallons; 1,722 Imp gallons), but MH-47E can also operate with three
long-range tanks in cargo area, each containing 3,028 litres (800 US gallons; 666 Imp gallons), bringing total fuel capacity to
16,913 litres (4,468 US gallons; 3,720 Imp gallons). CH-47D SOA and MH-47E have 8.97 m (29 ft 5 in) refuelling probe on
starboard side of forward fuselage.
Accommodation
Two pilots on flight deck, with dual controls. Lighting compatible with pilots' NVGs (Nite-Op in RAF variant). Jump seat for
crew chief or combat commander. Jettisonable door on each side of flight deck. Depending on seating arrangement, 33 to 55
troops can be accommodated in main cabin, or 24 litters plus two attendants, or (see under Current Versions) vehicles and freight.
Rear-loading ramp can be left completely or partially open, or can be removed to permit transport of extra-long cargo and in-flight
parachute or free-drop delivery of cargo and equipment.
Main cabin door, at front on starboard side, comprises upper hinged section which can be opened in flight, and lower section
with integral steps. Lower section is jettisonable. Triple external cargo hook system, with centre hook rated to carry maximum
load of 11,793 kg (26,000 lb) and the forward and rear hooks 7,711 kg (17,000 lb) each, or 10,433 kg (23,000 lb) in unison.
Provisions are installed for a power-down ramp and water dam to permit ramp operation on water, for forward and rear cargo
hooks, internal ferry fuel tanks, external rescue hoist, and windscreen washers.
Systems
Hydraulic system comprises a utility system, a No.1 flight control system and a No.2 flight control system. Electrical system
includes two 40 kVA air-cooled alternators driven by transmission drive system. Solar T62-T-2B APU drives a 20 kVA generator
and hydraulic motor pump, providing electrical and hydraulic power for main engine start and system operation on the ground.
Avionics
International CH-47D: US Army CH-47D assumed to be generally similar. Specific MH-47E avionics listed under that heading.
Comms: ARC-102 HF com radio, Collins ARC-186 UHF/AM-FM, Magnavox ARC-164 UHF/AM com; C-6533 intercom;
AlliedSignal AN/APX-100 IFF.
Flight: APN-209 radar altimeter; AN/ARN-89B ADF; AN/ARN-118 Tacan; AN/ARN-123 VOR/glide slope/marker beacon
receiver; and AN/ASN-43 gyromagnetic compass. AFCS maintains helicopter stability, eliminating the need for constant small
correction inputs by the pilot to maintain desired attitude. The AFCS is a redundant system using two identical control units and
two sets of stabilisation actuators.
Instrumentation: Flight instruments are standard for IFR, and include an AN/AQU-6A horizontal situation indicator.
Mission: Chelton 19-400 satellite communications antenna on some RAF helicopters.
Self-defence: Provision for AN/APR-39A RWR, AN/ALQ-156 missile warming equipment and Tracor M-130 chaff/flare
dispensers. RAF Chinooks have Tracor M-206/M-1 chaff/flare dispensers, Marconi ARI18228 Sky Guardian RWR and (from
1990) Lockheed Martin AN/ALQ-157 IR jammers, Honeywell AN/AAR-47 missile approach warning equipment and Racal
RNS252 Super TANS INS including GPS.
Equipment
Hydraulically powered winch for rescue and cargo handling, rearview mirror, plus integral work stands and step for maintenance.
Armament
Provision for two machine guns or miniguns in crew door (starboard) and forward hold window (port).
Rotor blade chord (each)
18.29 m (60 ft 0 in)

0.81 m (2 ft 8 in)

CH-47D
11.94 m (39 ft 2 in)
Length:
fuselage:
CH-47D
CH-475D and MH-47E
MH-47E including probe
30.14 m (98 ft 10 in)

15.54 m (51 ft 0 in)
15.87 m (52 ft 1 in)
21.29 m (69 ft 10 in)
Width, rotors folded:

CH-47D
3.78 m (12 ft 5 in)
CH-47SD and MH-47E
4.78 m (15 ft 8 in)
Height to top of rear rotor head:

CH-47D
CH-47SD
MH-47E
Ground clearance, rotors turning:
front approach
rear approach:
CH-47D
MH-47E
Ground clearance, static, rear approach
Wheel track (c/l of shock-absorbers):
5.78 m (18 ft 11 in)

5.70 m (18 ft 8 in)
5.59 m (18 ft 4 in)
3.33 m (10 ft 11 in)
5.78 m (18 ft 11 in)
5.59 m (18 ft 4 in)
4.90 m (16 ft 0 in)
CH-47D
3.20 m (10 ft 6 in)
MH-47E
3.63 m (11 ft 11 in)
Wheelbase: CH-47D
MH-47E
Passenger door (fwd, stbd):
6.86 m (22 ft 6 in)

7.87 m (25 ft 10 in)
Height
Width
Height to sill
Rear-loading ramp entrance:
1.68 m (5 ft 6 in)
0.91 m (3 ft 0 in)
1.09 m (3 ft 7 in)
Height
Width
1.98 m (6 ft 6 in)
2.31 m (7 ft 7 in)
Height to sill
0.79 m (2 ft 7 in)
Length
Width: mean
9.30 m (30 ft 6 in)

2.29 m (7 ft 6 in)
at floor
Height
2.51 m (8 ft 3 in)
1.98 m (6 ft 6 in)
Floor area
21.0 m2 (226.0 sq ft)
Usable volume
41.7 m3 (1,474 cu ft)
Areas
Rotor blades (each)
Rotor discs (total)
7.43 m2 (80.0 sq ft)

525.3 m2 (5,655 sq ft)

Weight empty CH-47D/MH-47E
12,210 kg (26,918 lb)
CH-47SD
Useful load
11,550 kg (25,463 lb)

12,284 kg (27,082 lb)
CH-47D, MH-47E, CH-47SD

Max fuel weight CH-47SD, MH-47E
Max T-O weight
Max transmission loading at max T-O weight: CH-47SD,
MH-47E
12,944 kg (28,537 lb)

6,815 kg (15,025 lb)
24,494 kg (54,000 lb)
4.36 kg/kW (7.17 lb/shp)
Performance
Max level speed
MH-47E
154 kt (285 km/h; 177 mph)
CH-47SD
155 kt (287 km/h; 178 mph)

140 kt (259 km/h; 161 mph)
Max rate of climb MH-47E

CH-47SD
9.35 m/s (1,840 ft)/min

9.4 m/s (1,846 ft/min)
Service ceiling
CH-47D
3,095 m (10,150 ft)
CH-47SD
3,385 m (11,100 ft)
MH-47E
3,090 m (10,140 ft)

CH-47D
2,990 m (9,810 ft)
CH-47SD
2,835 m (9,300 ft)
MH-47E
2,985 m (9,800 ft)
IGE, ISA + 20C (68F)

CH-47D
2,410 m (7,900 ft)
CH-475D
2,180 m (7,160 ft)
MH-47E
2,410 m (7,900 ft)
OGE
1,675 m (5,500 ft)
OGE, ISA + 20C (68F)

Radius of action, MH-47E deploy special forces team
(1,814 kg; 4,000 lb) at 1,220 m (4,000 ft), 35C (95F) ambient
temperature
Range, self-deployment at 24,494 kg (54,000 lb) T-O weight
CH-475D
1,005 m (3,300 ft)

1,260 n miles (2,333 km; 1,449 miles)

651 n miles (1,707 km; 750 miles)
UPDATED
US Army Boeing CH-47D

(2000)
Boeing CH-47D military transport helicopter with additional side view (lower) of MH-47E special forces'
variant (Jane's/James Goulding)
Operational enhancements to the MH-47E have been obtained from other programmes at low risk
Gnter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, JAPAN
Mitsubishi (Sikorsky) SH-60J

Type
Anti-submarine helicopter.
Programme
Detail design of S-70B-3 version of Sikorsky SH-60B Seahawk (see under Sikorsky), to meet JMSDF
requirements, started August 1983; Japanese avionics and equipment integrated by Technical Research
and Development Institute of JDA. First flight of first of two XSH-60J prototypes (8201), based on
imported airframes, 31 August 1987; evaluation by 51st Air Development Squadron of JMSDF at
Atsugi completed early 1991; first production SH-60J (8203) flown 10 May 1991, delivered 26 August.
Following trials begun by JDA's Technical Research and Development Institute in 1995 on
all-composites rotor system with redesigned cross-sections, planforms and tips, offering 5 per cent
increase in hovering efficiency and 30 per cent vibration reduction, FY97 budget requested funding for
one upgraded SH-60JKai prototype, to have new main rotor hub and blades, active sonar, a tactical data
processing and display system, and a laser-based shipboard automatic landing system.
Current Versions
SH-60J: Basic model for JMSDF.
SH-60JKai: Upgrade proposal. See under Upgrades and conversions.
Customers
See table.
Power Plant
T700-401C engines manufactured by IHI.
Accommodation
Crew of three, plus five systems operators/observers.
Avionics
Radar: Japanese HPS-104 search radar.
Flight: Japanese automatic flight management system and ring laser gyro AHRS.
Instrumentation: Japanese controls and displays subsystem, datalink and tactical data processor.
Mission: Japanese HQS-103 sonar; NEC AN/ASQ-81D2(V) MAD; JRC AN/ARR-75-1 sonobuoy
receiver.
Self-defence: Japanese HLR-108 ESM.
Equipment
RAST, sonobuoys, rescue hoist and cargo sling.
MITSUBISHI SH/UH-60 PROCUREMENT
FY
SH-60J
UH-60J
UH-60JA UH-60J Cumulative
(JMSDF) (JMSDF) (JGSDF) (JASDF) Total

82
11
83
11
2
17
32
2
11
5
7
4
5
6
6
7
3
2
2
1
1
2
2
2
4
4
2
4
2
1
2
2
1
3
47
59
70
77
85
96
109
125
7
9
93
2
0
18
5
3
18
2
2
26
141
155
155
88
12
89
12
90
91
92
93
94
95
96
97
98
99
Totals
34
Note: 1 Sikorsky-built XSH-60Js

2 One Sikorsky built, two Mitsubishi assembled from CKD kits
UPDATED
Mitsubishi continues to manufacture the SH-60J under licence. The type is a
successor to the HSS-2B, delivered to the JMSDF
(1998)
Gnter Endres MRAeS
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Westland Wasp
Type
Five/six-seat general purpose helicopter.
Programme
Developed for naval use from the Westland Scout. Three scout prototypes modified with higher skids
engaged in deck landings and operational trials from 1959.Ordered by Royal Navy in September 1961.
Versions
WASP HAS. Mk 1: Version for Royal Navy, with folding tail and special landing gear for deck
operations. Intended primarily for operation from small platforms on frigates and destroyers in
anti-submarine weapon-carrying role, the normal load being two Mk 44 torpedoes. Also employed for
Search and Rescue, training and other subsidiary duties. First Wasp HAS. Mk 1 for Royal Navy flew 28
October 1962, and deliveries began in second half of 1963.
Design Features
Four-blade main rotor, with all-metal blades carried on fully articulated hub. Torsion blade suspension
system. Two-blade tail rotor with metal blades. Rotors driven through steel shafting. Primary gearbox at
rear of engine, secondary gearbox at base of pylon, angle gearbox at base of fin, tail rotor gearbox at top
of fin. Main rotor/engine rpm 1:71. Tail rotor/engine rpm ratio 1:15.
Flying Controls
Main rotor hub has drag and flapping hinges. Rotor brake standard. Tail rotor has flapping hinge.
Structure
The fuselage is a conventional aluminium alloy stressed skin structure. Front section forms the cabin,
fuel tank bays and aft compartment. Rear section is a tapered boom terminating in a fin which carries
the tail rotor. Horizontal stabiliser of light-alloy construction mounted on starboard side of fin opposite
tail rotor.
Landing Gear
Non-retractable four-wheel type. All four wheels castor and are carried on Lockheed shock-absorber
struts. All wheels and tubeless tyres are Dunlop, size 15 4.75-6.5, pressure 4.22 kg/cm2 (60 lb/sq in).
Dunlop dog clutch brakes. Flotation gear standard.
Power Plant
One 710 shp (derated) Rolls-Royce Bristol Nimbus 503 turboshaft engine, mounted above fuselage to
rear of cabin. Fuel in three interconnected flexible tanks in fuselage below main rotor, with total
capacity of 705 litres (186 US gallons; 155 Imp gallons). Refuelling point on starboard side of decking.
Oil capacity 7 litres (1.8 US gallons; 1.5 Imp gallons).
Accommodation
Two seats side by side at front of cabin, with bench seat for three persons at rear. Four doors, by front
and rear seats on each side of cabin. Rear seats removable for cargo carrying. Heater standard.
Systems
Delaney Galley/Westland 1 kW cabin heating and windscreen demisting system. Hydraulic system,
pressure 73.9 bars (1,050 lb/sq in), operating servo jacks for rotor head controls and rotor brake. No
pneumatic system. 28 V DC electrical supply from engine-driven generator. Limited supply by 15 or 23
Ah battery. Three-phase 115 V 400 Hz AC provided by inverter.
PTR.170 and PV.141 UHF and UHF homing radio, and standby UHF. Intercom taken from side tone of
UHF T/R. Blind-flying instrumentation standard. Equipment includes autostabilisation/autopilot system,
with radio altimeter.
Main rotor diameter
Tail rotor diameter
Length of fuselage
Overall height, tail rotor turning
9.83 m (32 ft 3 in)

2.29 m (7 ft 6 in)
6.24 m (20 ft 5 in)
12.29 m (40 ft 4 in)
9.24 m (30 ft 4 in)
2.64 m (8 ft 8 in)
2.72 m (8 ft 11 in)
3.56 m (11 ft 8 in)
Wheel track
Wheelbase
Cabin doors (fwd, each):
Height
Width
Height to sill
2.44 m (8 ft 0 in)
2.44 m (8 ft 0 in)
1.13 m (3 ft 8 in)
0.94 m (3 ft 1 in)
0.74 m (2 ft 5 in)
Cabin doors (rear, each):

Height
Width
Height to sill
1.13 m (3 ft 8 in)
1.07 m (3 ft 6 in)
0.74 m (2 ft 5 in)
Cabin: Length
1.84 m (6 ft 0 in)
Max width
Max height
1.55 m (5 ft 1 in)
1.35 m (4 ft 5 in)
Areas
1.44 m2 (15.5 sq ft)
0.17 m2 (1.82 sq ft)
Main rotor disc

Tail rotor disc
Tailplane (semi-span)
75.90 m2 (816.86 sq ft)

4.10 m2 (44.16 sq ft)
0.31 m2 (3.32 sq ft)

Manufacturer's weight empty
Max payload, external cargo
Max fuel load
Max disc loading
1,566 kg (3,452 lb)

680 kg (1,500 lb)
562 kg (1,240 lb)
2,495 kg (5,500 lb)
32.71 kg/m2 (6.70 lb/sq ft)
Performance
(at max T-O weight)
Max permissible driving speed
Max and econ cruising speed
Practical manoeuvring ceiling
104 kt (193 km/h; 120 mph)

109 kt (203 km/h; 126 mph)
96 kt (177 km/h; 110 mph)
7.3 m/s (1,440 ft)/min
3.05 m/s (600 ft)/min
3,720 m (12,200 ft)
3,810 m (12,500 ft)
2,682 m (8,800 ft)
Max range with standard fuel

Range with max fuel, including allowances
of 5 min for T-O and landing, and 15 min
cruising at best cruising height, with four
passengers

UPDATED
Westland HAS. Mk 1 Wasp five/six-seat general purpose helicopter (Jane's/Mike

Keep)
The Royal Malaysian Navy will continue to operate the Wasp until their
replacement by new Super Lynx 300s (Gnter Endres)
(2002)
Gnter Endres MRAeS
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Kaman Seasprite and Super Seasprite

US Navy designation: SH-2
Type
Shipboard ASW helicopter.
Programme
First flight 2 July 1959; successive versions for US Navy SH-2F put back into production in 1981; from 1967 all
single-engined SH-2A/B Seasprites progressively converted to twin-engined UH-2Cs with General Electric
T58-GE-8Bs; later modified to Mk I Light Airborne MultiPurpose System (LAMPS) standard to give small ships
ASW, Anti-Ship Surveillance and Targeting (ASST), SAR and utility capability. Operational deployment of
LAMPS Mk I to HSL squadrons began 7 December 1971. 16 SH-2Ds converted to SH-2F, with stronger landing
gear, T58-GE-8F engines and improved rotor; first operational unit deployed to Pacific 11 September 1973. 54
new SH-2Fs delivered by December 1989, at which time total 75 in operation; another six ordered in FY87, but
completed as SH-2G. First flight of SH-2F as YSH-2G T700 engine testbed, April 1985; first flight with full
avionics 28 December 1989 and delivered 1991, followed by the six new-build SH-2Gs. June 1987, contract for
conversion programme from SH-2F to SH-2G; 18 completed June 1994; rebuilds refurbished for further 10,000
flying hours. First production SH-2G flown March 1990; fleet introduction early 1993.
Versions
SH-2F Seasprite: Initial production version, now only operated by Republic of China Navy.
SH-2G Super Seasprite: SH-2F upgrade initiated FY87; airframe changes included replacing T58 with
T700-GE-401 engines; fuel consumption improved by over 20 per cent. Avionics improvements include
MIL-STD-1553B digital databus, onboard acoustic processor, multifunction raster display, AN/ASN-150 tactical
navigation display, and 99-channel sonobuoys. SH-2G qualified for dipping sonar, air-to-surface missiles,
forward-looking infra-red sensors and various guns, rockets and countermeasures. Magic Lantern podded laser
equipment for subsurface mine detection.
Detailed description refers to SH-2G.
SH-2G(A) Super Seasprite: Upgraded model selected by the Royal Australian Navy for deployment aboard
new ANZAC frigates and smaller offshore Patrol Combatants. Kaman/Litton highly automated Integrated
Tactical Avionics System (ITAS) built around a four-colour multifunction display cockpit architecture which
handles EFIS, engine and transmission data, tactical plots and sensor imagery. 11 ordered.
SH-2G(NZ) Super Seasprite: New build model ordered by New Zealand for deployment aboard new ANZAC
frigates. Two crew/five passenger arrangement. Four ordered. First flight 2 August 2000.
SH-2G(E) Super Seasprite: In 1994 Egypt announced its intention to buy 10 SH-2F from the US Navy
inventory. These aircraft were upgraded to SH-2G configuration and delivered in 1997/98. The Egyptian
SH-2G(E) aircraft are equipped with the AlliedSignal AQS-18A dipping sonar.
Customers
US Navy operates 16 SH-2Gs; Taiwan 12 ex-US Navy SH-2Fs; Egypt 10 SH-2Gs; 11 SH-2Gs ordered by the
Royal Australian Navy and four SH-2Gs for New Zealand for delivery in 2001.
Design features
Main rotor rpm 298; main and tail rotor blades folded manually; nose opens and folds back for shipboard
stowage; lateral pylons for torpedoes or tanks; MAD bird in holder extending from starboard sides.
Flying controls
Main rotor blades fixed on hub; pitch changed by trailing-edge tabs. Development flight tests completed of
second-generation composite Main Rotor Blades (CMRB-II) aboard a naval SH-2G. New blades have an
extended service life of 15,000 flight hours and give reduced fuel consumption and improved hover performance.
Extra lift is equivalent to 225 kg (500 lb) additional payload. Production blades will fly on the first SH-2G(A)
prototype by third quarter 1999. New all-digital Automatic Flight Control System (AFCS) is under test.
Structure
All-metal airframe with flotation hull; titanium main rotor hub and second-generation Composite Main Rotor
Blades (CMRB2) with a projected service life of 15,000 hours.
Landing gear
Tailwheel type, with forward retracting twin mainwheels and non-retractable tailwheel. Liquid spring
shock-absorbers in main gear legs; oleo-pneumatic shock-absorber in tailwheel unit, which is fully castoring for
taxying but locked fore and aft for T-O and landing. Mainwheels have 8-ply tubeless tyres size 17.5 6.25-11,
pressure 17.25 bars (250 lb/sq in); tailwheel 10-ply tube-type tyre size 5.00-5, pressure 11.04 bars (160 lb/sq in).
SH-2G CONFIGURATION COMPARISON
Air vehicle
Crew complement
Airframe
SH-2G
SH-2G(E)
SH-2G(NZ)
SH-2G(A)
3 - Pilot, co-pilot,
TACCO
New build and
conversion
3 - Pilot, co-pilot,
TACCO
2 - Pilot, TACCO
2 - Pilot, TACCO
Conversion
New build
Conversion
2 T700-GE-401
2 T700-GE-401
2 T700-GE-401
2 T700-GE-401
Propulsion system
Engines
APU
Main rotor
Tail rotor
T-62T-40-1
4 101 metal
(blades)
4 metal (blades)
T-62T-40-1
4 101 metal (blades)
4 metal (blades)
T-62T-40-1
4 Composite
(blades)
4 metal (blades)
T-62T-40-1 with 10
kVA generator
4 Composite
(blades)
4 metal (blades)
Fuel system
Internal
Conventional
bladder
Conventional bladder
Conventional
bladder
Bladder crashworthy &

ballistic self-sealing
Auxiliary
2 100 gallon
tanks
2 100 gallon tanks
2 100 gallon
tanks
2 100 gallon tanks
Electrical system
A/C
D/C
Internal lighting
2 30 kVA
generators
1 100 amp
converter
& Ni/Cd battery
Conventional
2 30 kVA
generators
2 100 amp
2 100 amp converters
converters
& Ni/Cd battery
& Ni/Cd battery
Conventional
NVG compatible
2 30 kVA generators
External lighting 2 flood, 1 landing, 2 flood, 1 hoist flood,

1 hoist flood
Hydraulic system
1 landing
1,500 psi, 0-7 gpm 1,500 psi, 0-7 gpm
2 30 kVA
generators
2 200 amp
converters
& Ni/Cd battery
NVG compatible
2 flood, 1 hoist
flood,
1 landing - NVG
2 flood, 1 hoist
flood,
1 landing, 1 RAST,
compatible
1 hoist boom
3,000 psi, 0-8 gpm 1,500 psi, 0-7 gpm
3,000 psi, 0-15 gpm

Environmental
control
system
n/a
n/a
Deck securing/
handling system
Automatic flight
controls
n/a
Hamilton Standard
FHL Harpoon/
n/a
n/a
MacTaggart Scott
3-wire
RAST
Analog ASE
Analog ASE
Analog ASE
Digital AFCS with
Vista digital hover

coupler
Auto-pilot/flight
director
Furnishings
Troop seats
Stretchers
Heels
Fast roping
Three-man bench
2 - (provisions
only)
Yes
n/a
Personal survival
n/a
packs
Three-man bench
plus
two single seats
Five, energy
absorbing
2 - (provisions only)
1 - Paraguard
1 - Paraguard
Yes
n/a
Yes
n/a
Yes
Yes
n/a
1 pilot, 1 TACCO
1 pilot, 1 TACCO
Three-man bench
n/a
n/a
n/a
Sealed
Sealed
Sealed
Yes
Yes
n/a
Provisions for seven

men
Sealed plus wet deck
cover
Energy absorbing
Emergency flotation
n/a
system
n/a
Yes
Yes
Integrated weapon SH-2G
SH-2G(E)
SH-2G(NZ)
SH-2G(A)
none
Litton
ASN-150/1553B
none
none
none
none
Litton ITAS with

dual 1553B
Kaman HOCAS (2)
Kaman/Raymond
data
loader/recorder
None
None
Trimble TASMAN
Litton LN-100G (2
each)
Doppler radar
Honeywell
APN-171B(V)
APN-217(V)3
Honeywell
APN-171B(V)
APN-217(V)6
Honeywell
APN-171B(V)
APN-217(V)6
Honeywell
APN-194(V)
n/a
VHF/UHF ADF
Rockwell DF-301E Rockwell DF-301E
Rockwell DF-301E
Rockwell
MDF-124(V)
LF ADF
none
none
none
Rockwell ARN-149
AHRS
ASN-50
ASN-50
ASN-50
Rosemount 542CBAY8
Rosemount
542CBAY8
Rockwell DME-42 Rockwell DME-442
Life raft
Cargo floor
protection
Instructor's seat
system
Computers/displays/
controls
IWS tactical
system
HOCAS
Mission data
loader/
recorder
Litton
ASN-150/1553B
none
Litton ASN-150/1553B
Navigation system
GPS/INS
Radio Altimeter
Air Data
Computer
Rosemount
542CBAY7
or 542CBAY8
DME
none
none
VOR/ILS
none
none
n/a (AHRS input

provided
by LN-100G/ITAS)
Computer
Instrument
Corp 8800M ADC
Rockwell
ARN-147(V)
VOR ILS and
marker
beacon receiver and
Rockwell
ARN-147(V)
VOR ILS and
marker
beacon receiver and
antenna
antenna
TACAN
ARN-118 TACAN ARN-118 TACAN
none
none
Compass
Standby magnetic
Standby magnetic
Standby magnetic
Standby magnetic
compass
compass
compass
compass
n/a
n/a
n/a
Dedicated RWR
display, altimeter,
airspeed, attitude
indicator
Radar
LN-66HP
LN-66HP
APS-143(V)3
Telephonics
APS-143B(V)3 with
ISAR
ESM
ALR-66
Litton LR-100
Elisra AES 210
ALE-47
ESM/RWR
ALE-47
Standby
instruments
Sensor system
ESM chaff/flares ALE-39
ALR-66 (with
exportable
threat library)
ALE-39
Countermeasures
Dispensing System
(CMDS)
Northrop Grumman
Missile approach
warning system
ESM laser
warning
FLIR
none
none
none
AAR-54 (MAWS)
none
none
none
LWS 20
none
none
FLIR systems,
AAQ-22
Raytheon AAQ-27
(AAQ-16
(ECP-485))
Video Recording none
ASW
(3 FOV)
none
UYS-503 Acoustic
L3 Ocean Systems
Data
Processor, ARR-84 AQS-18A
Panasonic AG-750 TEAC Video

VCR
Recorder
none
none
Sonobouy receiver,
ASQ-81(V)2 MAD
Weapon system
Missile
Missile control
system
Machine guns
Torpedo
none
none
(2) AGM-65D
Maverick
(2) Penguin
n/a
n/a
n/a
Penguin MCS
none
none
Provisions for door-
Mk 46
mounted machine
gun
Mk 46
ASQ-188B
Armament system
Mk 46, Mk 50
Torpedo presetter ASQ-188
Provisions for
7.62 mm
MAG-58 machine
gun
Mk 46
ITAS (integrated
torpedo
controller (torpedo presetting)
presetting)
Marine Markers
8 Mk 25 in
8 Mk 25 in
8 Mk 25 in
8 Mk 25 in
two launchers
two launchers
two launchers
two launchers
externally mounted externally mounted
Provision for
LUUIIB
Stowage of two
Mk 58
inside cabin,
illumination flaresstowage of
four Mk 64/84 inside
outboard stores
cabin
Communication system
AM/FM V/UHF
2 ARC-159
Radio
Rockwell
AN/ARC-210
Chelton tunable antenna model 1794(C) with
embedded comsec
ARC-159/ARC-182,
Rockwell
AN/ARC-210
model 1794(C) with
embedded comsec
device (2 each)
device (2 each)
COMSEC
KY-58
Whitaker WSVDE
ITT KY-100
(separate - for HF)
ITT KY-100
(separate - for HF)
HF Radio
none
none
HF-9000D
HF-9000D
Datalink
AKT-22(V)6
Acoustic
ASN-150 non-
ASN-150 non-
datalink,
synchronous tactical
ASN-150 non-
link
SATCOM
synchronous
tactical
link
none
synchronous
tactical
link
Litton (General
Atronics)
Link 11
(w/embedded
KG-40 crypto);
w/SLEW/CLEW
none
none
Rockwell SATCOM
Suite embedded
IFF
ICS
APX-72
Transponder,
KIT-1A Encoder
APX-72 Transponder
in ARC-210
1794(C)
Allied Signal
Allied Signal
APX-100
APX-100
(w/separate KIT-1C (w/embedded
encoder)
KIT-1C encoder)
Telephonics
STARCOM
ICS
Telephonics
STARCOM
ICS
AIC-14
AIC-14
none
none
none
EAS3000
none
none
none
EAS3000
CDC - ICU
CDC - ICU
Hamilton Standard
none
FCU
Miscellaneous
Cockpit voice
recorder
Flight data
recorder
ICU functions
Power plant
Two 1,285 kW (1,723 shp) General Electric T700-GE-401/401C turboshafts, one on each side of rotor pylon
structure. Thirty-minute maximum rating 1,259 kW (1,690 shp); maximum continuous 1,070 kW (1,437 shp).
Basic fuel capacity of 1,802 litres (476 US gallons; 396 Imp gallons), including up to two external auxiliary tanks
with a combined capacity of 1,516 litres (400 US gallons; 334 Imp gallons). Ship-to-air Helicopter In-Flight
Refuelling (HIFR).
Accommodation
Crew of three, consisting of pilot, co-pilot/tactical co-ordinator, and sensor operator. SH-2G(A) and SH-2G(NZ)
have crew of two, pilot and TACCO. One passenger with LAMPS equipment installed; four passengers or two
litters with sonobuoy launcher removed. Provision for transportation of internal or external cargo. Space for
additional troop seats.
Systems
Include dual 30 kVA electrical system and Turbomach T-62 gas-turbine APU.
Avionics
LAMPS Mk I mission equipment includes Canadian Marconi LN-66HP surveillance radar; General Instruments
AN/ALR-66A(V)1 radar warning/ESM; Teledyne Systems AN/ASN-150 tactical management system; dual
Collins AN/ARC-159(V)1 UHF radios; Texas Instruments AN/ASQ-81(V)2 magnetic anomaly detector;
Computing Devices AN/UYS-503 acoustic processor; Flightline Electronics AN/ARR-84 sonobuoy receiver and
AN/ARN-146 on-top position indicator; Tele-Dynamics AN/AKT-22(V)6 sonobuoy datalink; Kaman Magic
Lantern laser-based minehunting system; 15 DIFAR and DICASS sonobuoys; AN/ALE-39 chaff/flare
dispensers; AN/ASQ-188 torpedo presetter. The US Navy plans to retrofit additional self-defence equipment in
fleet SH-2Gs, consisting of Hughes AN/AAQ-16 FLIR, Sanders AN/ALQ-144 IR jammers, Loral AN/AAR-47
missile warning and Collins AN/ARC-182 VHF/UHF secure radio. Integrated Tactical Avionics System (ITAS)
being proposed for Royal Australian Navy. Mission equipment package includes Telephonics APS-143 search
radar with optional Inverse Synthetic Aperture Radar capability; Hughes AAQ-16 FLIR (Raytheon AAQ-27 for
Australia); and Litton ALR-93 Electronic Protection Measures (Elisra ESM for Australia). Comms/nav suite
incorporates dual Litton LN100G INS/GPS, Link 11 datalink and Rockwell Collins radios.
Equipment
Cargo hook for external loads, capacity 1,814 kg (4,000 lb); and folding rescue hoist, capacity 272 kg (600 lb).
Armament
Two Mk 46 or Mk 50 torpedoes; two Penguin, Maverick or Sea Skua missiles in ASUW role; eight Mk 25
marine smoke markers. Provision for pintle-mounted 7.62 mm machine gun in both cabin doorways. Penguin
missile capability for SH-2G(A).
Main rotor diameter
Tail rotor diameter
Length: fuselage, excl tail rotor
13.51 m (44 ft 4 in)

0.59 m (1 ft 11 in)
2.46 m (8 ft 1 in)
0.24 m (9 in)
12.19 m (40 ft 0 in)
overall (rotors turning)
16.08 m (52 ft 9 in)
nose and blades folded
11.68 m (38 ft 4 in)
Height: overall (rotors turning)

blades folded
Width overall, incl MAD
4.58 m (15 ft 0 in)

4.14 m (13 ft 7 in)
3.74 m (12 ft 3 in)
Stabiliser span
Wheel track (outer wheels)
2.97 m (9 ft 9 in)
3.30 m (10 ft 10 in)
Wheelbase
5.13 m (16 ft 10 in)
2.12 m (6 ft 11 in)
Areas
3.96 m2 (42.63 sq ft)
0.30 m2 (3.175 sq ft)

143.41 m2 (1,543.66 sq ft)
Main rotor disc
4.77 m2 (51.32 sq ft)
Tail rotor disc

Weight empty
Max T-O weight
3,447 kg (7,600 lb)

6,124 kg (13,500 lb)
Max disc loading
42.72 kg/m2 (8.75 lb/sq ft)
Useful load
2,296 kg (5,070 lb)
Performance
(ISA):
138 kt (256 km/h; 159 mph)
120 kt (222 km/h; 138 mph)

Rate of climb at S/L, one engine out
12.7 m/s (2,500 ft)/min

8.8 m/s (1,740 ft)/min
Service ceiling
7,285 m (23,900 ft)

4,816 m (15,800 ft)

6,340 m (20,800 ft)
OGE
5,486 m (18,000 ft)
Max range, two external tanks

Max range, three external tanks

540 n miles (1,000 km; 622 miles)
Max endurance, two external tanks
5h
Max endurance, three auxiliary tanks
5.3 h
UPDATED
Kaman SH-2G Super Seasprite shipborne helicopter
Kaman SH-2G Super Seasprite LAMPS Mk I helicopter (Jane's/Dennis Punnett)
AlliedSignal Ocean Systems' AN/ASQ-18A dipping sonar for the upgraded SH-2G(E) Super
Seasprite under test at the US Navy's flight test centre at Patuxent River, Maryland
Advanced glass cockpit developed for the SH-2G Super Seasprite
Second-generation composite main rotor blades provide enhanced performance

(1999)
Kaman SH-2G (A) Super Seasprite for Royal Australian Navy

(2001)
Kaman SH-2(G) (NZ) Super Seasprite fires a Maverick air-to-surface missile during tests at
the Yuma Proving Grounds in Arizona
(2001)
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, JAPAN
Fuji-Bell AH-1S
Type
Fuji-built Bell anti-armour helicopter.
Programme
Fuji selected FY82 as prime contractor for licensed manufacture of AH-1S for JGSDF; Kawasaki
building T53 engine; first flight 2 July 1984.
Current Versions
Fuji-Bell AH-1S: Based on US Army AH-1F (see under Bell heading).
Customers
See table. Ordered by JGSDF following operational evaluation of two Bell AH-1Es (bought 1977-78).
Later upgraded to F standard.
FUJI-BELL AH-1S PROCUREMENT (JGSDF)
FY
77
78
Qty
1*
1*
Cumulative Total
1
2
82
83
12
5
14
19
84
85
86
5
8
8
24
32
40
87
48
88
55
89
90
9
8
64
72
91
92
6
4
78
82
93
94
95
96
2
2
2
1
84
86
88
89
97
98
1
1
90
91
99
91
* Built by Bell.
Design Features
Corresponds to US Army AH-1F; cockpits to be adapted for NVGs and integrated nav/com control and
display panel. Kaman composite blades can tolerate hits by 23 mm shells and have tungsten carbide
bearing sleeves; outer 15 per cent of each blade is tapered in chord and thickness; tailboom strengthened
against 23 mm hits.
Power Plant
One 1,342 kW (1,800 shp) Kawasaki-built T53-K-703 turboshaft. Transmission rated at 962 kW (1,290
shp) for take-off and 845 kW (1,134 shp) maximum continuous. Closed-circuit refuelling. Fuel capacity
980 litres (259 US gallons; 216 Imp gallons). IR suppression nozzle on exhaust.
Accommodation
Flat-plate canopy has seven planes of viewing surfaces, designed to minimise glint and reduce
possibility of visual detection during Nap Of the Earth (NOE) flying; instrument lighting compatible
with night vision goggles. Independently operating window/door ballistic jettison system to facilitate
crew escape in emergency.
Systems
Electrical system includes 10 kVA 400 Hz AC alternator with emergency bus. Dual hydraulic systems;
pressure 103.5 bars (1,500 lb/sq in), maximum flow rate 22.7 litres (6 US gallons; 5 Imp gallons)/min;
emergency (electrical pump) pressure 69 bars (1,000 lb/sq in). Open reservoir. Battery-driven Abex
standby pump, for use in event of main hydraulic system failure, can be used for collective pitch control
and for boresighting turret and TOW missile system.
Avionics
Comms: AN/ARC-114 VHF-FM; E-Systems (Memcor) AN/ARC-115 VHF-AM with secure voice
system; UHF-AM; Toyo AN/APX-100 solid-state IFF transponder.
Flight: AN/ASN-128 Doppler nav system; HSI; radar altimeter; push/pull anti-torque controls for tail
rotor; co-pilot's standby magnetic compass.
Instrumentation: Shimadzu HUD for pilot; VSI; omnidirectional airspeed system to improve gun and
rocket accuracy; TKK M-143 air data subsystem.
Mission: Toshiba digital fire-control computer for turreted weapon and underwing rockets; NEC
C-Nite stabilised sight.
Self-defence: Sanders AN/ALQ-144 infra-red jammer (above engine).
Armament
M65L C-Nite system with eight TOW missiles, disposed as two two-round clusters on each outboard
underwing station. Inboard wing stations remain available for other stores. Electrically powered
Sumitomo universal turret designed to accommodate either 20 or 30 mm weapon, although only 20 mm
M197 three-barrel gun (with 750 rounds) normally mounted in this turret. Rate of fire 675 rds/min.
Turret position is controlled by pilot or co-pilot/gunner through helmet sights, or by co-pilot using M65
TOW missile system's telescopic sight unit. Field of fire up to 110 to each side of aircraft, 20.5 upward
and 50 downward. Tamagawa M138 wing stores management subsystem, providing means to select
and fire, singly or in groups, any one of five types of external 2.75 in rocket store. These mounted in
launchers each containing 7 to 19 tubes, additional to TOW missile capability.
Main rotor diameter
Tail rotor diameter
Wing span
Width: fuselage
over TOW pods
Elevator span
Width over skids
13.41 m (44 ft 0 in)

0.76 m (2 ft 6 in)
2.59 m (8 ft 6 in)
0.31 m (1 ft 0 in)
3.28 m (10 ft 9 in)
16.18 m (53 ft 1 in)
0.99 m (3 ft 3 in)
3.56 m (11 ft 8 in)
4.09 m (13 ft 5 in)
2.11 m (6 ft 11 in)
2.13 m (7 ft 0 in)
Areas
Main rotor disc
Tail rotor disc
141.26 m2 (1,520.2 sq ft)

5.27 m2 (56.75 sq ft)

Mission weight
2,993 kg (6,598 lb)

4,524 kg (9,975 lb)
4,535 kg (10,000 lb)

32.1 kg/m2 (6.58 lb/sq ft)
4.72 kg/kW (7.75 lb/shp)
Max disc loading

Max power loading
Performance
Never-exceed speed (VNE) (TOW
configuration)
Max level speed (TOW configuration)
Max rate of climb at S/L, normal rated
power
Service ceiling, normal rated power
Range at S/L with max fuel, 8% reserves
g limits
170 kt (315 km/h; 195 mph)

123 kt (227 km/h; 141 mph)
8.2 m/s (1,620 ft)/min
3,720 m (12,200 ft)
3,720 m (12,200 ft)
+2.5/-0.5
VERIFIED
Fuji-Bell AH-1S HueyCobra (Kawasaki T53-K-703 turboshaft) (Jane's/Dennis

Punnett)
Fuji continues production of the AH-1S for Japan's Ground Self-Defence Force
(JGSDF)
(1998)
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, INTERNATIONAL
Eurocopter EC 225 Super Puma and EC 725 Cougar

Type
Twin-turbine multirole medium helicopter.
Programme
Developed in response to an order for four Combat Search And Rescue (CSAR) from the French Air Force,
initially known as the Cougar Mk II+, using advanced technologies incorporated on the EC 155, Tiger and NH90
helicopters. Work to upgrade the Super Puma/Cougar Mk II began in 1999, leading to the first flight from
Marignane on 30 November 2000. Successful in-flight refuelling tests were completed on a Cougar Mk II in June
and October 2000. The second aircraft with the production Makila 1A4 power plant will take off in Summer
2001 for autopilot and performance tests, flights with optional de-icing system will take place at the end of the
year. JAR 29 European civil certification is scheduled for the end of 2002, to be followed by the military
qualification for the French Air Force in 2003.
Current Versions
EC 225 Super Puma: Basic civil version.
EC 725 Cougar: Military version.
Design Features
Generally similar to Super Puma/Cougar Mk II, but featuring new five-bladed main rotor, comprising a
composite spar with parabolic blade tips with an anhedral profile for low vibration levels; new Turbomeca
Makila 1A4 turboshaft engines; strengthened main gearbox to allow for higher power input from the engines and
the increased gross weight; and a new Integrated Flight and Display Systems (IFDS). A full de-icing/anti-icing
system will be certified.
Flying Controls
Generally as Mk II.
Structure
As Super Puma/Cougar Mk II.
Landing Gear
Power Plant
Two new Turbomeca Makila 1A4 turboshaft engines with dual-channel Full Authority Digital Engine Control
(FADEC). Take-off rating 1,566 kW (2,102 shp); 1,800 kW (2,413 shp) in emergency; and 2,600 kW (3,490 shp)
maximum MGB, AEO. Modular, self-contained design comprising all systems, equipment and accessories.
Accommodation
Systems
Generally as Super Puma/Cougar Mk II, but additional de-icing/anti-icing standard, and refuelling system
capability in military versions.
Avionics
As Super Puma/Cougar Mk II, but new Integrated Flight and Display System (IFDS) with four 6 8 in liquid
crystal multifunction displays and two 4 5 in LCDs for the aircraft parameters.
Max T-O weight, internal load:
Super Puma
11,000 kg (24,250 lb)
Cougar
10,400 kg (22,928 lb)
Max T-O weight, external load:

Max payload, internal load:
11,200 kg (24,692 lb)

5,700 kg (12,566 lb)
Performance
Max range:
160 kt (296 km/h; 184 mph)

738 nm (1,365 km; 848 miles)
NEW ENTRY
The Eurocopter Cougar Mk II+, now designated EC 725 on its first flight from
Marignane
(2001)
The new EC 725 is the latest member of the Cougar family

(2001)
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Sikorsky Production History

SIKORSKY HELICOPTER PRODUCTION HISTORY - ALL MODELS
CH-53E SH-60B HH-60 All
Year/Model R-4 R-5 R-6 S-51 S-52 S-55 S-56 S-58 S-61 S-62 S-64 S-65 S-70 S-76
MH-53E F/J
H/J
Types
1943
15
15
1944
1945
108 6 6
8 25 80
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
34 90
53
120
113
14
45
78
73
8
2
3
1
5
79
9
10
80
230
312
204
82
127
112
90
25
4
4
1
2
3
2
20
39
56
26
8
10
185
244
315
275
144
123
138
141
9
23
49
80
2
2
4
10
10
138
98
78
76
19
87
309
323
217
269
391
466
423
206
162
201
233
1963
1964
151
36
66
71
29
22
1965
90
13
1966
1967
1968
25
22
7
67
59
64
16
16
21
1
6
247
140
16
124
2
22
30
49
62
24
159
181
146
1969
21
13
72
106
1970
23
12
89
124
1971
1972
9
28
30
12
46
40
1973
1974
1975
16
14
24
1
1
3
24
6
17
(1)
(1)
41
21
44
1976
13
(2)
19
1977
1978
25
27
1979
1980
1981
1982
1983
1984
5
11
(3)
(4)
25
29
36
67
120
126
126
134
36
85
50
29
34
32
2
14
24
20
18
9
27
77
165
184
179
189
211
1985
1986
146
110
19
16
10
9
26
24
201
159
1987
1988
119
123
10
11
12
14
24
22
165
170
120 17
128 19
81 19
78 12
134 10
98 13
84 16
78 20
84 18
77 14
54
7
51
9
99 412 2,125 487
16
16
6
12
14
16
17
5
4
21
33
38
31
18
23
11
2
7
2
1
11
318
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
TOTAL
131 65 229 220
97 1,281 156 1,821 794 145
230
8
10
16
12
7
6
16
9
174
196
144
133
176
150
128
105
113
93
62
71
84 8,632
UPDATED
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, ITALY
Agusta-Sikorsky AS-61R (HH-3F) Pelican

Type
Twin-engined amphibious helicopter.
Programme
Agusta began production of this multipurpose search and rescue helicopter in 1974, and deliveries
began in 1976. The production line was reopened to make two for the National Civil Protection Service
(SNPC) and another 13 rescue helicopters for the Italian Air Force. These had a new radar, Loran, FLIR
and navigation computer, all of which were retrofitted in the remaining 19 of the original production
batch. Remains available for production in SAR version.
Design Features
Five-blade fully articulated all-metal main rotor. Conventional tail rotor with five aluminium blades.
Steel driveshafts. Tail rotor shaft driven through intermediate gearbox and tail gearbox. Main
rotor/engine rpm ratio 1:93.43. Tail rotor/engine rpm ratio 1:16/7. Twin turbines drive through
freewheeling units and rotor brake to main gearbox.
Flying Controls
Structure
Flanged cuffs on blades bolted to matching flanges on rotor head. Control by rotating and stationary
swashplates. Blades do not fold. The fuselage is an all-metal semi-monocoque structure of pod and
boom type. Cabin of basic square section. Rear-loading ramp. Strut-braced horizontal stabiliser on
starboard side of tail rotor pylon.
Landing Gear
Hydraulically retractable tricycle type, with twin wheels on each unit. Mainwheels retract forward into
sponsons, each of which provides 2,176 kg (4,797 lb) of buoyancy and, with boat hull, permits
amphibious operation. Oleo-pneumatic shock-absorbers. All wheels and tyres tubeless Type III rib, size
22.1 6.50-10, pressure 6.55 bars (95 lb/sq in). Hydraulic disc brakes.
Power Plant
Two 1,118 kW (1,500 shp) General Electric T58-GE-100 turboshafts, mounted side by side above
cabin, immediately forward of main transmission. Fuel in four bladder tanks beneath cabin floor, with
total capacity of 4,225 litres (1,116 US gal; 929 Imp gal), of which 4,183 litres (1,105 US gal; 920 Imp
gal) are usable. Provisions for removable internal auxiliary fuel tanks. Refuelling point on port side of
fuselage.
Accommodation
Crew of two side by side on flight deck, with dual controls. Provision for flight engineer or attendant.
Accommodation in SAR configuration for 10 passenger seats and six stretchers; utility version can
accommodate up to 26 troops on foldable, safety belt equipped seats, 15 stretchers plus two medical
attendants, or cargo. Jettisonable sliding door on starboard side at front of cabin. Internal door between
cabin and flight deck. Hydraulically operated rear-loading ramp, in two hinged sections, giving opening
with minimum width of 1.73 m (5 ft 8 in) and headroom of up to 2.21 m (7 ft 3 in). Ramp can be
operated when helicopter is on the water. Reinforced (41 kg/m2; 200 lb/sq ft loading) cargo floor in
utility version.
Systems
Primary and auxiliary hydraulic systems, pressure 103.5 bars (1,500 lb/sq in), for flying control servos.
Utility hydraulic system, pressure 207 bars (3,000 lb/sq in), for landing gear, rear ramp and winches.
Pneumatic system, pressure 207 bars (3,000 lb/sq in), for emergency blow-down landing gear extension.
Electrical system includes 24 V 22 Ah battery, two 20 kVA 115 V AC generators and one 300 A DC
generator. APU standard.
Avionics
SAR version has comprehensive suite for that role (including search/nav radar, Loran, FLIR and nav
computer).
Equipment
SAR version has 272 kg (600 lb) capacity rescue hoist. Nightsun searchlight, detachable rescue platform
for use when afloat, auxiliary flotation system, loudhailer set and sea anchor. Equipment for utility
missions can include low-response external cargo sling.
Main rotor diameter
18.90 m (62 ft 0 in)

Tail rotor diameter
Length: overall, excl radome
fuselage
Width over landing gear
0.46 m (1 ft 6 in)
3.15 m (10 ft 4 in)
11.22 m (36 ft 10 in)
22.25 m (73 ft 0 in)
17.45 m (57 ft 3 in)
4.82 m (15 ft 10 in)
4.90 m (16 ft 1 in)
overall
Wheel track
5.51 m (18 ft 1 in)

4.06 m (13 ft 4 in)
Wheelbase
5.21 m (17 ft 1 in)
Cabin door (fwd, stbd):

Height
Width
Height to sill
Rear ramp: Length
Width
1.65 m (5 ft 4 in)
1.22 m (4 ft 0 in)
1.27 m (4 ft 2 in)
4.29 m (14 ft 1 in)
1.85 m (6 ft 1 in)
Cabin (excl flight deck):
Length
Max width
Max height
Floor area
Volume
7.89 m (25 ft 10 in)

1.98 m (6 ft 6 in)
1.91 m (6 ft 3 in)
approx 15.16 m2 (168 sq ft)
approx 29.73 m3 (1,050 cu ft)
Areas
3.71 m2 (39.9 sq ft)
0.22 m2 (2.35 sq ft)
Main rotor disc
280.5 m2 (3,019 sq ft)
Tail rotor disc
7.80 m2 (83.9 sq ft)
Stabiliser
2.51 m2 (27.0 sq ft)

Weight empty
6,010 kg (13,255 lb)
Max cargo payload:

internal
2,270 kg (5,000 lb)
external
Normal T-O weight
Max T-O weight
3,628 kg (8,000 lb)

9,635 kg (21,247 lb)
10,000 kg (22,050 lb)
35.65 kg/m2 (7.30 lb/sq ft)
Max disc loading

Performance
(at normal T-O weight except where indicated):
Max level speed at S/L: normal T-O
weight
max T-O weight
141 kt (261 km/h; 162 mph)

138 kt (255 km/h; 159 mph)
Cruising speed at S/L, AUW of 9,072 kg

(20,000 lb), ISA +20C: for best range
for best endurance
Service ceiling: normal T-O weight
Min ground turning radius
Runway LCN at max T-O weight
130 kt (241 km/h; 150 mph)

75 kt (139 km/h; 86 mph)
408 m (1,340 ft)/min
3,385 m (11,100 ft)
2,195 m (7,200 ft)
11.29 m (37 ft 0 in)
approx 4.75
Typical mission profiles (ISA + 20C):

SAR: Loiter for 5 h in search area 50 n miles (92 km; 57 miles) from base, hover for 30 min to rescue
survivors, return to base and land, 10% fuel remaining
Utility: Fly 240 n miles (445 km; 276 miles) from base, pick up 24 fully equipped troops and return
to base, landing with 272 kg (600 lb) of fuel remaining
Range with max standard fuel, no
reserves
770 n miles (1,427 km; 886 miles)

UPDATED
Agusta-Sikorsky HH-3F Pelican remains in production in SAR version
Agusta-built HH-3F Pelican on SAR duty

(2001)
Gunter Endres MRAeS
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Agusta-Bell AB 212ASW
Type
Twin-engined anti-submarine and anti-surface vessel helicopter.
Design Features
The AB 212ASW is an extensively modified version of the AB 212, intended primarily for
anti-submarine search, classification and attack missions, and for attacks on surface vessels, while
operating from the decks of small ships, but suitable also for search and rescue, electronic warfare, fire
support, troop transport, liaison and utility roles. The recent SAR version has such additional features as a
hydraulically operated external hoist and a four-channel Honeywell autopilot. The 212ASW benefits from
considerable naval operational experience gained with the single-engined AB 204AS, and can operate
from the same small ship decks. More than 100 are in service with the Italian and other navies.
Structure
Apart from local strengthening and the provision of deck mooring equipment, the airframe structure
remains essentially similar to that of the commercial Model 212 and military UH-1N, described under the
Bell entry. Main differences from the civil Agusta-Bell 212 are as follows:
Power Plant
One Pratt & Whitney Canada PT6T-6 Turbo Twin Pac, rated at 1,398 kW (1,875 shp). Protection against
saltwater corrosion. Provision for one internal or two external auxiliary fuel tanks.
Accommodation
Normal crew of three or four. Can accommodate two pilots and seven passengers; or two pilots, four
stretcher patients and attendant. Single sliding door, with jettisonable emergency exit panel, on each side.
Systems
Standard duplicated hydraulic systems for flight controls, as in AB 212. The hydraulic system operates
the automatic flight control system. Self-contained hydraulic system for operation of sonar, rescue hoist
and other utilities. Electrical system capacity increased to cater for higher power demand (28 V DC, and
three phase 200/115 V or single phase 26 V AC at 400 Hz); the two standard generators are integrated
with a 20 kVA alternator.
Complete instrumentation for day and night sea operation in all weathers. Avionics installed are UHF
transceiver, HF transceiver, and Agusta AG-03-M intercom, for communications; ADF, Tacan and
homing UHF, for navigation assistance; radar altimeter, Doppler radar, ASW navigation computer, and
automatic flight control system with General Electric SR-3 gyro platform, Honeywell four-axis autopilot
with AATH (automatic approach to hover) mode for automatic navigation; IFF SIF transponder; search
radar and radar transponder; datalink; and Bendix AN/AQS-13B/F sonar for ASW search.
Weapons may consist of two Motofides 244 AS or two Mk 44/46 homing torpedoes, or two Marte Mk 2
or Sea Skua type air-to-surface missiles. Rescue hoist, capacity 272 kg (600 lb), standard. Provisions for
auxiliary installations such as a 2,270 kg (5,000 lb) capacity cargo sling, inflatable emergency pontoons,
internal and external auxiliary fuel tanks, according to mission.
ASW Mission
Basic sensor system for ASW search and attack is a Bendix AN AQS-13B/F low-frequency variable
depth sonar, with a maximum operating depth of 137 m (450 ft). Automatic navigation system permits
positioning of helicopter over any desired dip point of a complex search pattern. Position of helicopter,
computed by automatic navigation system, is integrated with sonar target information in radar tactical
display where both surface and underwater tactical situations can be continuously monitored. Additional
navigation and tactical information provided by UHF direction-finding equipment, from an A/A
mode-capable Tacan and a radar transponder. Automatic Flight Control System (AFCS) integrates basic
automatic stabilisation equipment with signal output from radar altimeter, Doppler radar, sonar cable
angle signals, and output from dry cable transducer. Effectiveness of this system results in hands-off
flight from cruise condition to sonar hover in all weathers and under rough sea conditions. Specially
designed cockpit display shows pilots all flight parameters for each phase of ASW operation. Attack
mission, is carried out with two homing torpedoes, or with depth charges.
ASV Mission
For this mission AB 212 ASW carries a Ferranti Seaspray long-range search radar, with very efficient
scanner design and installation possessing high discrimination in rough sea conditions. Provisions made
to permit incorporation of future radar system developments. Automatic navigation systems and search
radar are integrated to permit continuously updated picture of tactical situation. Provisions also
incorporated for installation of the most advanced ECM systems (Selenia or Elettronica is system most
commonly used). Surface attack is performed with air-to-surface missiles of the Marte Mk 2 or Sea Skua
type.
Standoff Missile Guidance Mission

In this mission, the AB 212ASW, with special equipment, can provide mid-course passive guidance for
the ship-launched Otomat 2 surface-to-surface missile. Equipment includes an SMA/APS series 360
search radar and a TG-2 real-time target data transmission system for guidance of the missile.
As AB 212, except:
Max width:
with torpedoes
with missiles
3.95 m (12 ft 11 in)

4.17 m (13 ft 8 in)
Weight
(A: ASW mission with Mk 46 torpedoes, B: ASV mission with AS.12 missiles, C: search and rescue
mission; all at S/L, ISA):
A, B, C
Crew of three: A, B, C
3,420 kg (7,540 lb)

240 kg (529 lb)
Mission equipment:
A (two Mk 46 torpedoes)
B (AS.12 installation and XM-58 sight)
C (rescue hoist)
490 kg (1,080 lb)

180 kg (396lb)
40 kg (89 lb)
Full fuel (normal tanks)
1,021 kg (2,250 lb)
Auxiliary external tanks

Auxiliary fuel
32 kg (70 lb)
356 kg (785 lb)
Mission T-O weight:

A
B
5,070 kg (11,176 lb)

4,973 kg (10,961 lb)
4,937 kg (10,883 lb)
Performance
(at max T-O weight except where indicated, ISA):
Never exceed speed
130 kt (240 km/h; 150 mph)
106 kt (196 km/h; 122 mph)
Max cruising speed with armament
100 kt (185 km/h; 115 mph)
396 m (1,300 ft)/min
Rate of climb at S/L, one engine out:

A
61 m (200 ft)/min

A
3,200 m (10,500 ft)

A at AUW of 4,673 kg (10,500 lb)
396 m (1,300 ft)
Search endurance (A)

with 50% at 90 kt (167 km/h; 103 mph)
cruise and 50% hovering OGE, 10% reserve
fuel
Search range (B) with 10% reserve fuel
Endurance (B), no reserves
3 h 12 min

4 h 7 min
Endurance (C) at 90 kt (167 km/h;

103 mph) search speed
5 h 4 min
Max range with auxiliary tanks, 100 kt

(185 km/h; 115 mph) cruise at S/L, 15%
reserves
Max endurance with auxiliary tanks, no
reserves

5h
UPDATED
Agusta-built AB 212ASW in service with the Italian Navy

(2001)
Gunter Endres MRAeS
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Agusta-Bell AB 47
In addition to standard Bell 47 models, including the 47G-3B-1, -3B-2, 47G-4A, 47J-2A and 47G-5,
Agusta also built two special variants of its own design, derived from the series 47J, designated 47J-3
and 47J-3B-1. Total of more than 1,100 built of all versions.
The 47J-3 differed from the standard 47J-2A in having a modified main transmission able to absorb
greater power input.
A special ASW version of the 47J-3 was evolved for the Italian Navy, for operation from the decks of
ships. This version had instrumentation for over-sea operation in reduced visibility, and a
high-efficiency rotor brake. Its armament comprised one Mk 44 torpedo.
The 47J-3B-1 is a high-altitude four-seat helicopter, powered by a Lycoming TVO-435-B1A engine,
rated at 201 kW (270 hp) for take-off and 164 kW (220 hp) for continuous operation. The engine is
equipped with an exhaust-driven supercharger, fitted with an automatic control which maintains sea
level conditions up to at least 4,300 m (14,000 ft). The 47J-3B-1 also has a high-inertia rotor and
servo-control on both the cyclic and collective pitch control systems.
Weights
Weight empty: 47J-3
47J-3B-1
825 kg (1,819 lb)

845 kg (1,863 lb)
Max T-O weight:

47J-3 and 3B-1
1,340 kg (2,950 lb)
Performance
(47J-3B-1, at max T-O weight):
Normal cruising speed at 1,525 m
(5,000 ft)
91 kt (169 km/h; 105 mph)

75 kt (138 km/h; 86 mph)
276 m (905 ft)/min
Max rate of climb at 4,300 m

(14,000 ft)
Service ceiling
5,340 m (17,500 ft)
5,030 m (16,500 ft)

Range with max fuel at 1,525 m
(5,000 ft), no reserves
Max endurance at 1,525 m
(5,000 ft), no reserves
3,720 m (12,200 ft)
240 m (785 ft)/min
338 km (210 miles)

3 h 30 min
UPDATED
Agusta-Bell AB 47 (AB 204s in background)

(2001)
Gunter Endres MRAeS
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Agusta A 129 Mangusta (Mongoose)

Type
Light anti-tank and scout helicopter.
Programme
Italian Army specification issued 1972; A 129 given go-ahead March 1978; final form settled 1980;
detail design completed 30 November 1982; first flights of five development aircraft 11 September
1983, 1 July and 5 October 1984, 27 May 1985 and 1 March 1986; first delivery October 1990. About
45 delivered to Italian Army and anti-tank squadrons, out of total order for 60. First Lot 2 A 129 with
Honeywell/OMI Helicopter IR Navigation System ( HIRNS) and helmet display delivered early 1993.
Versions
Anti-tank: Italian Army version with four-bladed rotor; also demonstrated for export (described below).
Lot 2 aircraft (from 16th production onward - MM81391) equipped with IR suppressors, IR jammers,
GMAv laser warning system, improved main computer software, auxiliary fuel tanks and folding main
rotor blades.
Current Versions
Multirole: Italian Army will receive aircraft Nos. 46 to 60 in International configuration (see below)
apart from T800 engines and avionics; main features are five-blade rotor; transmission uprated to
1,268 kW (1,700 shp); maximum take-off weight increased to 4,600 kg (10,141 lb); Otobreda/General
Dynamics TM197B 20 mm cannon in nose turret; Stinger AAMs.
Shipborne: Proposed maritime anti-ship version; no orders received by January 1999.
A 129 International: T800-powered export version; first flight of prototype powered by two
Allison/AlliedSignal LHTEC T800-LHT-800 turboshafts October 1988; demonstrated in Gulf during
1990; first flight with production standard five-blade rotor (converted prototype MMX592) 9 January
1995; tail rotor diameter slightly increased. T800-LHT-800 rated at 1,016 kW (1,362 shp) for take-off
and 946 kW (1,268 shp) for continuous operations; transmission uprated to 1,417 kW (1,900 shp); gross
weight increased to 5,000 kg (11,023 lb); maximum level speed 150 kt (278 km/h; 173 mph); M197
three-barrelled 20 mm cannon in nose turret and Stinger AAMs.
Further improvements include four colour multifunction displays in crew stations and upgraded
avionics.
Scorpion: Offered to Australia to meet requirement for an armed reconnaissance and attack
helicopter. Based on multirole version, but incorporates same A129 International features.
Design Features
Fully articulated five-blade main rotor with blades retained by single elastomeric bearing and restrained
by hydraulic drag damper and mechanical droop stop; main rotor blade folding on Lot 2 aircraft.
Main transmission has independent oil cooling system; intermediate and tail rotor gearboxes grease
lubricated; all designed for at least 30 minutes run dry; accessory gearbox can be run independently on
ground without rotor engagement by No 1 engine engaged by pilot-operated clutch.
Flying Controls
Full-time dual-electronic flight controls, with full manual reversion, provide automatic heading hold,
autohover, autopilot modes and autostabiliser modes, all selectable by pilot; gunner in front seat has
cyclic side-arm controller, normal collective lever and pedals and has full access to AFCS; electrical
inputs from AFCS integrated with hydraulic-powered control units; fly-by-wire standby system under
development.
Structure
Composite materials account for 45 per cent of fuselage weight (less engines) and 16.1 per cent total
empty weight; material used for fuselage panels, nosecone, tailboom, tail rotor pylon, engine nacelles,
canopy frame and maintenance panels; each blade has CFRP and Nomex main spar, Nomex honeycomb
leading- and trailing-edges, composites skins, stainless steel leading-edge abrasion strip and frangible
tip; control linkage runs inside driveshaft to reduce radar signature, avoid icing and improve ballistic
tolerance; blades tolerant to 12.7 mm hits, possibly also 23 mm; delta-hinged two-blade tail rotor with
broad-chord blades for ballistic tolerance. Some 70 per cent of airframe surface is composites. Bulkhead
in nose and A frame running up through fuselage to rotor pylon protect crew against roll-over; overall
infra-red suppressing paint; airframe meets MIL-STD-1290 crashworthiness covering vertical velocity
changes of 11.2 m (36 ft 9 in)/s and longitudinal changes of 13.1 m (43 ft 0 in)/s.
Landing Gear
Non-retractable tailwheel type, with single wheel on each unit. Two-stage hydraulic shock-strut in each
main unit designed to withstand normal loads and hard landings at descent rates in excess of 10 m
(32.8 ft)/s.
Power Plant
Two Rolls-Royce 1004 turboshafts, each with a maximum continuous rating of 615 kW (825 shp) for
normal twin-engined operation; intermediate contingency rating of 657 kW (881 shp) for 1 hour;
maximum contingency rating of 704 kW (944 shp) for 2 minutes; and emergency rating (S/L, ISA) of
759 kW (1,018 shp) for 20 seconds. Transmission rating is 969 kW (1,300 shp) (two engines), 704 kW
(944 shp) for single-engined operation, with emergency rating of 759 kW (1,018 shp); power input into
transmission is at 27,000 rpm from the RR 1004 and 23,000 rpm in opposite direction from T800.
Production engines licence-built in Italy by Piaggio. Fireproof engine compartment, with engines
widely spaced to improve survivability from enemy fire.
Two separate fuel systems, with cross-feed capability; interchangeable self-sealing and crash-resistant
tanks, self-sealing lines, and digital fuel feed control. Tanks can be foam-filled for fire protection.
Single-point pressure refuelling. Infra-red exhaust suppression system (from Lot 2) and low engine
noise levels. Separate independent lubrication oil-cooling system for each engine. Provision (Lot 2
aircraft) for auxiliary (self-ferry) fuel tanks on inboard underwing stations.
Accommodation
Pilot and co-pilot/gunner in separate cockpits in tandem. Elevated rear (pilot's) cockpit. External crew
field of view exceeds MIL-STD-850B. Each cockpit has a flat plate low-glint canopy with
upward-hinged door panels on starboard side, blow-out port side panel for exit in emergency, and
Martin-Baker crashworthy seat with sliding side panels of composites armour. Landing gear design and
crashworthy seats reduce impact from 50 to 20 g in crash.
Systems
Hydraulic system includes two main circuits dedicated to flight controls and two independent circuits
for rotor and wheel braking. Main system operates at pressure of 207 bars (3,000 lb/sq in) and is fed by
two independent power groups integrated and driven mechanically by the main transmission. Tandem
actuators are provided for main and tail rotor flight controls. Hydraulic system flow rate 23.6 litres (6.2
US gallons; 5.2 Imp gallons/min in each main group. Spring-type reservoirs, pressurised at 0.39 bar
(5.6 lb/sq in).
Avionics
Flight: Fully Integrated digital Multiplex System (IMS) controls navigation, flight management,
weapon control, auto-pilot, monitoring of transmission and engine condition, fuel/hydraulic/electrical
systems, caution and warning systems; IMS managed by two Agusta Sistemi/Harris central computers,
each capable of operating independently, backed by two interface units which pick up outputs from
sensors and avionic equipment and transfer them, via redundant MIL-STD-1553B databusses, to main
computers for real-time processing; processed information is presented to pilot and co-pilot/gunner on
separate graphic/alphanumeric head-down MultiFunction Displays (MFDs) with standard multifunction
keyboards for easy access to information, including area navigation using up to 100 waypoints, weapons
status and selection, radio tuning and mode selection, caution and warning, and display of aircraft
performance; conventional instruments and dials are provided as back-up; IMS computer can store up to
100 preset frequencies for HF, VHF and UHF radio management; navigation is controlled by navigation
computer of IMS coupled to Doppler radar and radar altimeter with low-airspeed indicator, normally
used for rocket aiming, providing back-up velocity data when the Doppler is beyond limits; synthetic
map presentation of waypoints, target areas and dangerous areas is shown on pilot's or co-pilot's MFD;
Litton strapdown inertial reference for both flight control and navigation is integrated into the IMS;
AFCS provides either three-axis stabilisation or full attitude and heading hold, automatic hover,
downward transition to hover or holds for altitude, heading and airspeed or groundspeed and automatic
track following.
Instrumentation: Full day/night operational capability, with equipment designed to give both crew
members a view outside helicopter irrespective of light conditions; cockpit lighting compatible with
night vision goggles.
Mission: Pilot's night vision system (HIRNS: Helicopter Infra-Red Night System) allows Nap Of
Earth (NOE) flight by night with outside view generated by Honeywell mini-FLIR sensor mounted on a
Ferranti/OMI steerable platform at nose of aircraft and presented to both crew through the monocle of
the Honeywell Integrated Helmet And Display Sighting System (IHADSS), to which it is slaved by
helmet position sensors; flight information symbology superimposed on to image, giving true head-up
reference. HeliTOW sight gives co-pilot/gunner direct view optics and FLIR, plus laser for ranging;
provision for Mast-Mounted Sight (MMS).
Self-defence: Active and passive self-protection systems (ECCM and ECM) standard on Italian Army
A 129; Have Quick II frequency-hopping radio in Lot 2; onboard nav/weapon system can connect
directly or by datalink with Italian CATRIN C3I combat information system; passive electronic warfare
systems include radar jammer and radar and laser warning receivers, chaff/flare dispensers and IR
jammer.
Armament
Four underwing attachments stressed for loads of up to 300 kg (661 lb) each; outboard stations
incorporate articulation which allows pylon to be elevated 2 and depressed 10 to increase missile
launch envelope; they are aligned with aircraft automatically, with no need for boresighting. Initial
armament of up to eight TOW 2 or 2A wire-guided anti-tank missiles (four in carriers suspended from
each outboard station), with Saab/ESCO HeliTOW aiming system; with these can be carried, on inboard
stations, either two 7.62, 12.7 or 20 mm gun pods, or two launchers each for seven air-to-surface
rockets. For general attack missions, rocket launchers can be carried on all four stations (two 19-tube
plus two seven-tube); Italian Army has specified SNIA-BPD 81 and 70 mm rockets. Multirole and
International versions can carry, in addition to the above, a Breda/Lockheed Martin M197 or Giat M621
20 mm cannon mounted in a nose turret; and Stinger AAMs. Optional upgrades offered on export
versions include an autotracking sight; provision for up to eight Hellfire anti-tank missiles with
autonomous laser designation capability; or a mix of four Hellfires and four TOWs. Other armament
options include up to eight Hot missiles; AIM-9L Sidewinder, Mistral or grenade launchers. Lucas 0.50
in self-contained gun turret qualified, but not used, by Italian Army.
Main rotor diameter
Tail rotor diameter
Wing span
Width over TOW pods
Fuselage: Length
Max width
Height: over tailfin, tail rotor horizontal
tail rotor turning
Tailplane span
11.90 m (39 ft 0 in)

2.32 m (7 ft 7 in)
3.20 m (10 ft 6 in)
3.60 m (11 ft 9 in)
14.29 m (46 ft 10 in)
12.28 m (40 ft 3 in)
0.95 m (3 ft 1 in)
2.75 m (9 ft 0 in)
3.32 m (10 ft 10 in)
3.35 m (11 ft 0 in)
2.50 m (8 ft 2 in)
Wheel track
Wheelbase
2.23 m (7 ft 3 in)
6.96 m (22 ft 9 in)
Areas
Main rotor disc
Tail rotor disc
111.2 m2 (1,197 sq ft)

4.23 m2 (45.5 sq ft)

(Italian Army):
Max internal fuel load
2,529 kg (5,575 lb)

750 kg (1,653 lb)
Max external weapons load

Max T-O weight:
standard
multirole
Max disc loading
1,200 kg (2,645 lb)

4,100 kg (9,039 lb)
4,500 kg (9,921 lb)
standard
36.9 kg/m2 (7.55 lb/sq ft)
multirole
40.5 kg/m2 (8.29 lb/sq ft)
Max power loading

standard
multirole
4.23 kg/kW (6.95 lb/shp)

3.55 kg/kW (5.84 lb/shp)
Performance
(A: Italian Army, with eight TOW, at mission T-O weight of 3,950 kg (8,708 lb), at 2,000 m (6,560 ft),
ISA+20C, except where indicated; B: International version, with mixed weapons, at mission T-O
weight of 4,600 kg (10,141 lb), at S/L, ISA, except where indicated):
Dash speed
A
B
A
B
B
Service ceiling: A
A
159 kt (294 km/h; 183 mph)

135 kt (250 km/h; 155 mph)
150 kt (277 km/h; 172 mph)
10.2 m/s (2,008 ft)/min
12.75 m/s (2,509 ft)/min
8.4 m/s (1,650 ft)/min
4,725 m (15,500 ft)
3,140 m (10,300 ft)
B
4,540 m (14,895 ft)
A
B
Basic 2 h 30 min mission profile (A) with eight TOW and 20 min fuel reserves:
1,890 m (6,200 ft)

4,050 m (13,285 ft)
Fly 54 n miles (100 km; 62 miles) to battle area, mainly in NOE mode, 90 min loiter (incl 45 min
hovering), and return to base
Max endurance, no reserves (A)
3 h 5 min
g limits
+3.5/-0.5
UPDATED
Agusta A 129 light anti-tank, attack and advanced scout helicopter (Jane's/Dennis
Punnett)
Agusta A 129 International export version powered by LHTEC T-800 turboshaft engines
(1999)
Agusta A 129 Mangusta anti-tank version in service with Italian Army
Agusta A 129 Mangusta in Italian Army multirole configuration

(1999)
Shipborne version of the Agusta A 129 Mangusta

(2001)
A 129 International: Main features

(2001)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, KOREA, SOUTH
Korean Air (Sikorsky) UH-60P

Type
Military utility helicopter.
Programme
Licence agreement to build more than 80 UH-60P in Korea (S-70A-18 variant of Sikorsky UH-60L: see
under Sikorsky) to meet domestic military requirements, signed March 1990. Seven US-built aircraft
imported 1991, followed by materials including kits and parts for licence manufacture; first
Korean-built UH-60P made first flight 15 February 1992 and delivered 26 March. Some now being
upgraded for SAR, command and control, or special land/sea missions.
Current Version
UH-60P: Generally similar to US Army UH-60L, except where noted.
Costs
US$500 million total programme cost (80 helicopters), 1990 estimate.
Power Plant
Two General Electric T700-GE-701C turboshafts and 2,535 kW (3,400 shp) transmission assembled
under licence agreement of March 1990.
Accommodation
Two pilots and two gunners, plus 11 fully equipped troops.
Avionics
Comms: Collins AN/ARN-217 HF radio.
Flight: Collins AN/ARN-147 VOR, AN/ARN-149 ADF and AN/ARN-118 Tacan; Honeywell
AN/APN-209 radio altimeter; Kollsman AAU-31/32 altimeter; Sikorsky self-contained navigation
system; Collins miniature airborne GPS receiver.
Self-defence: Litton AN/APR-39 RWR.
Equipment
External stores support system (ESSS); stretcher kit, EIS; internal/external hoist; 3,630 kg (8,000 lb)
capacity external cargo hook.
KOREAN AIR-ASSEMBLED UH-60P
1990
1991
1992
1993
13
24
24
1994
1995
16
15
1996
1997
1998
1999
Total
9
12
12
13
138
UPDATED
Korean Air-assembled Sikorsky UH-60P with external cargo hook

(1999)
Gunter Endres MRAeS
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HELICOPTERS IN SERVICE - ROTARY-WING - MILITARY, INTERNATIONAL

Eurocopter EC 145
Type
Twin-turboshaft multipurpose helicopter.
Programme
Development started in 1997 as the BK 117C-2, but re-designated in Europe as the EC 145. First flight of
European-built model at Donauwrth on 12 June 1999; Japanese-built version first flew at Gifu 15 March 2000.
Incorporates most of EC 135 technology with respect to airframe, cockpit, low noise and vibration levels and
improved passenger comfort. Commercial launch expected in early 2001.
Customers
Total orders for 40, including 32 from French Scurit Civile and eight from French Gendarmerie.
Cost
US$4.9 million (2000).
Design features
Redesigned tail rotor and forward fuselage and nose section, latter based on EC 135 and providing improved
visibility. New design rotor blades. Increased cabin length and width.
Structure
As BK 117.
Landing gear
As BK 117.
Power plant
As BK 117 C-1, but increased fuel capacity of 757 litres (200 US gallons; 167 Imp gallons).
Accommodation
Up to 10 passengers.
Systems
As BK 117.
Avionics
Re-designed avionics panel; NVG compatible.
Equipment
As BK 117 C-1.
As BK 117 C-1, except
Fuselage: length
max width
Tailsplane span (over endplate fins)
10.13 m (33 ft 2 in)

1.70 m (5 ft 7 in)
2.75 m (9 ft 0
As BK 117C-1
Cabin: length
2.97 m (9 ft 9 in)
width max
1.70 m (5 ft 7 in)
width min
1.45 m ( 4 ft 9 in)
Volume
5.90 m3 (207 cu ft)

Max T-O weight: internal load
external load
Max disc loading: internal load
external load
Max power loading: internal load
external load
3,500 kg (7,716 lb)

3,650 kg (8,046 lb)
36.8 kg/m2 (7.54 lb/sq.ft)
38.4 kg/m2 (7.86 sq ft)
4.76 kg/kW (7.83 lb/shp)
4.97 kg/kW (8.16 lb/shp)
Performance
Range with max fuel
145 kt (268 km/h; 166 mph)

Endurance, 30 min reserve
3 h 25 min
NEW ENTRY
Gunter Endres MRAeS
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Sikorsky S-80/H-53E
US Marine Corps and Navy designations: CH-53E Super Stallion and MH-53E Sea Dragon
Type
Three-engined heavylift helicopter.
Programme
Phase I development funding for CH-53E Super Stallion allocated 1973; first flight of first of two prototypes 1
March 1974; first flight of first production prototype 8 December 1975; first flight of second production
prototype March 1976; deliveries to US Marine Corps started 16 June 1981. First flight of preproduction
MH-53E, 1 September 1983; first delivery to US Navy 26 June 1986; in operational service with HM-14 at
Norfolk, Virginia, 1 April 1987; first carrier deployment by HM-15 on board USS Tripoli, 9 December 1989.
Current Versions
CH-53E Super Stallion: Used by US Marine Corps for amphibious assault, carrying heavy equipment and
armament, and recovering disabled aircraft; also used by US Navy for vertical onboard delivery and recovery
of damaged aircraft from aircraft carriers. Detailed description refers to CH-53E, but applicable also to
MH-53E and S-80 export versions, except where indicated.
Planned improvements for CH-53E include, uprated GE T64-GE-416 engines, Omega navigation system,
ground proximity warning system, flight crew night vision system (Elbit ANVIS 7 NVG/HUD systems already
fitted), improved internal cargo handling system, missile alerting system, chaff/flare dispensers, nitrogen fuel
inerting system, and facility for refilling hydraulic system inside cargo compartment. CH-53E will possibly be
equipped with self-defence air-to-air missiles; initial trials of AIM-9 Sidewinder conducted at Naval Air Test
Center, Patuxent River, Maryland, but no recent developments reported.
Full-scale development of Helicopter Night Vision System (HNVS) for CH-53E began June 1986, in
co-operation with Northrop Electro-Mechanical Division; HNVS includes Lockheed Martin Pilot Night Vision
System (PNVS) and Honeywell Integrated Helmet and Display Sighting System (IHADSS) from Bell AH-1S
surrogate trainer; HNVS will allow low-level operations in night and adverse weather; HNVS ground testing
began 1988; operational evaluation began August 1989. Smaller-scale capability authorised 1993, with
contract to EER Systems for installation of Hughes AN/AAQ-16B FLIR, Teledyne Ryan Electronics
AN/APN-217 Doppler and Rockwell Collins GPS 3A; total 24 upgrades initially authorised; subsequent
contracts for 99 HNVS with work scheduled for completion in May 1999. USMC has also evaluated
engine-suppression system as means of reducing IR signature, and new multiple cargo hook concept.
MH-53E Sea Dragon: Airborne mine countermeasures helicopter able to tow through water hydrofoil sledge
carrying mechanical, acoustic and magnetic sensors; nearly 3,785 litres (1,000 US gallons; 833 Imp gallons)
extra fuel carried in enlarged sponsons made of composites; improved hydraulic and electrical systems;
minefield, navigation and automatic flight control system with automatic towing and approach and departure
from hover modes.
Delivery effected 1994 of MH-53E retrofitted with upgraded avionics package by EER Systems, comprising
two 15.2 cm (6 in) horizontal situation display colour screens, Fairchild mission data loader and Rockwell
Collins GPS 3A; upgrade of entire MH-53E fleet planned but may be reduced to around 30 as result of defence
budget trimming. One MH-53E to West Palm Beach, Florida, for installation of T64-GE-419 engines, late
1993. Trials during 1994 verified performance gains, including recovery and flyaway capability in event of
engine failure during hover; retrofit of entire MH-53E fleet underway.
S-80E: Export version of CH-53E. None sold to date.
S-80M: Export version of MH-53E; total of 11 delivered to Japan for Japanese Maritime Self-Defence Force
(JMSDF).
Customers
US Navy and Marine Corps and Japan.
SEA DRAGON and SUPER STALLION DELIVERIES
Year
USN/USMC
1980
1981
2
14
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
24
20
18
10
9
12
13
12
14
6
8
14
17
17
5
Japan
1
3
2
4
1
1997
1998
Totals
4
3
222
11
Costs
US$24.36 million (1992) projected average unit cost.
Design Features
Fully articulated seven-blade main rotor; blade twist 14; hydraulic powered blade folding for main rotor; tail
pylon folds hydraulically to starboard; four composite-blades tail rotor on pylon canted 20 to port to derive
some lift from tail rotor and extend CG range; cranked, strut braced tailplane; rotor brake standard; fuselage
stressed for 20 g vertical and 10 g lateral crash loads.
Flying Controls
Fully powered, with autostabilisation and autopilot. See also Current Versions and Avionics.
Structure
Fuselage has watertight primary structure of light alloy, steel and titanium; glass fibre/epoxy cockpit section;
extensive use of Kevlar in transmission fairing and engine cowlings; main rotor blades have titanium spar,
Nomex honeycomb core and glass fibre/epoxy composites skin; titanium and steel rotor head; Sikorsky
Inflight Blade Inspection Method (IBIM) sensors detect blade spar cracks occurring in service; tail rotor of
aluminium; pylon and tailplane of Kevlar composites.
Landing Gear
Retractable tricycle type, with twin wheels on each unit. Main units retract into rear of sponsons on each side
of fuselage. Fully castoring nosewheels.
Power Plant
Three General Electric T64-GE-416 turboshafts, each with a maximum rating of 3,266 kW (4,380 shp) for 10
minutes, intermediate rating of 3,091 kW (4,145 shp) for 30 minutes and maximum continuous power rating of
2,756 kW (3,696 shp). Transmission rated at 10,067 kW (13,500 shp) for take-off. Retrofit underway with
3,539 kW (4,750 shp) T64-GE-419 turboshafts.
Self-sealing bladder fuel cell in forward part of each sponson, each with capacity of 1,192 litres (315 US
gallons; 262 Imp gallons). Additional two-cell unit, with capacity of 1,465 litres (387 US gallons; 322 Imp
gallons), brings total standard internal capacity to 3,849 litres (1,017 US gallons; 847 Imp gallons). (Total
internal capacity of MH-53E is 12,113 litres; 3,200 US gallons; 2,664 Imp gallons.)
Optional drop tank outboard of each sponson of CH-53E, total capacity 4,921 litres (1,300 US gallons;
1,082 Imp gallons). (MH-53E can carry seven internal range extension tanks, total capacity 7,949 litres; 2,100
US gallons; 1,748 Imp gallons.) Forward extendable probe for in-flight refuelling. Alternatively, aircraft can
refuel by hoisting hose from surface vessel while hovering.
Accommodation
Crew of three. Main cabin of CH-53E will accommodate up to 55 troops on folding canvas seats along walls
and in centre of cabin or 24 litters. Door on forward starboard side of main cabin. Hydraulically operated
rear-loading ramp. Typical freight loads include seven standard 1.02 1.22 m (3 ft 4 in 4 ft) pallets. Dual
and single-point central hooks for slung cargo, capacity 16,330 kg (36,000 lb).
Systems
Hydraulic system, with four pumps, for collective, cyclic pitch/roll, yaw and feel augmentation flight control
servo mechanisms; engine starters; Engine Air Particle Separators (EAPS); engine and hydraulic oil
replenishment in flight; landing gear actuation; cargo winches; loading ramp; and blade and tail pylon folding.
System pressure 207 bars (3,000 lb/sq in), except for engine starter system which is rated at 276 bars
(4,000 lb/sq in). (Separate hydraulic system in MH-53E to power AMCM equipment.) Electrical system
includes three 115 V 400 Hz 40 to 60 kVA AC alternators, and two 28 V 200 A transformer-rectifiers for DC
power. Solar APU.
Avionics
Flight: Hamilton Standard automatic flight control system, using two digital onboard computers and a
four-axis autopilot. Retrofit test flown late 1993, comprising four Canadian Marconi CM A-2082 15.2 cm
(6 in) square colour displays, tied with GPS, Doppler and AHRS; installation by Teledyne Ryan.
Equipment
MH-53E equipment includes Westinghouse AN/AQS-14 towed sonar, AN/AQS-17 mine neutralisation device,
AN/ALQ-141 electronic sweep and Edo AN/ALQ-166 towed hydrofoil sled for detonating magnetic mines.
Armament
Window mount provisions for 7.62 mm and .50 cal weapons.
Main rotor diameter
Tail rotor diameter
Length overall:
rotors turning
rotor and tail pylon folded
Length of fuselage
24.08 m (79 ft 0 in)

0.76 m (2 ft 6 in)
6.10 m (20 ft 0 in)
30.19 m (99 ft in)
18.44 m (60 ft 6 in)
22.35 m (73 ft 4 in)
Width of fuselage
Width overall, rotor and tail pylon folded:
CH-53E/S-80E
2.69 m (8 ft 10 in)
MH-53E/S-80M
Height:
tail rotor turning
8.41 m (27 ft 7 in)
rotor and tail pylon folded

Wheel track (c/l of shock-struts)
Wheelbase
8.66 m (28 ft 5 in)
5.32 m (17 ft 5 in)

8.97 m (29 ft 5 in)
5.66 m (18 ft 7 in)
3.96 m (13 ft 0 in)
8.31 m (27 ft 3 in)
Cabin:
Length (rear ramp/door hinge to fwd bulkhead)
Max width
Max height
9.14 m (30 ft 0 in)

2.29 m (7 ft 6 in)
1.98 m (6 ft 6 in)
Areas
Main rotor disc
Tail rotor disc
455.38 m2 (4,901.7 sq ft)

29.19 m2 (314.2 sq ft)
Weight empty:
CH-53E/S-80E
MH-53E/S-80M
Internal payload (100 n miles; 185 km; 115 miles
radius):
CH-53E/S-80E
External payload (50 n miles; 92.5 km; 57.5 miles
radius):
CH-53E/S-80E
Max external payload:
15,072 kg (33,228 lb)

16,482 kg (36,336 lb)
13,607 kg (30,000 lb)
14,515 kg (32,000 lb)
CH-53E/S-80E
Useful load, influence sweep mission:
16,330 kg (36,000 lb)
MH-53E/S-80M
Max T-O weight (CH-53E and MH-53E):
internal payload
11,793 kg (26,000 lb)
external payload
Max disc loading:
33,340 kg (73,500 lb)
internal payload
69.5 kg/m2 (14.23 lb/sq ft)
external payload
73.2 kg/m2 (14.99 lb/sq ft)
31,640 kg (69,750 lb)
Max power loading:

internal payload
external payload
3.14 kg/kW (5.17 lb/shp)

3.31 kg/kW (5.44 lb/shp)
Performance
(ISA S/L, at T-O weight of 25,400 kg; 56,000 lb)
Max level speed
Cruising speed
Max rate of climb, 11,340 kg (25,000 lb) payload
Service ceiling at max continuous power
Hovering ceiling at max power:
IGE
OGE
Self-ferry range, unrefuelled, at optimum cruise
condition for best range:
CH-53E/S-80E
170 kt (315 km/h; 196 mph)

150 kt (278 km/h; 173 mph)
12.7 m/s (2,500 ft)/min
5,640 m (18,500 ft)
3,515 m (11,540 ft)
2,895 m (9,500 ft)
1,120 n miles (2,074 km; 1,289 miles)

UPDATED
Sikorsky CH-53E Super Stallion heavylift helicopter of the US Navy's HC-4 `Black
Stallions'
Sikorsky CH-53E Super Stallion, with additional lower side view and lower front view of
MH-53E Sea Dragon (Jane's/Dennis Punnett)
US Navy Sikorsky MH-53E Sea Dragon with HM-14 at Norfolk, Virginia (Gnter
Endres)
(1998)
Gunter Endres MRAeS
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Sikorsky S-76N/H-76
Type
Military armed utility derivatives of S-76B.
Programme
First flight (N3124G) February 1985; weapon firing from four-station pitch-compensated armament pylon at
Mojave, California, early 1987.
Current Versions
H-76: Standard military armed version, as described in detail.
S-76N: Naval version, announced 1984 as H-76N; initial option of Allison 250 or PT6 engines; present
version has two Turbomeca Arriel 2S1 turboshafts, each rated at 638 kW (856 shp). Launch customer Royal
Thai Navy, equipped for maritime patrol, ship-to-shore/personnel transport and SAR. Airframe changes
include Tagamet and Sermatel protective coatings on magnesium transmission housing; dual oil pumps with
30 minute run dry capability; GEC-Marconi Health and Usage Monitoring System (HUMS); strengthened
landing gear capable of withstanding descent rates up to 3 m (10 ft)/s at maximum T-O weight of 5,806 kg
(12,800 lb); larger tyres on main legs; Harpoon deck lock system; reinforced tiedowns and workstands capable
of weathering Sea State 7 on an open deck; doors and hatches strengthened to withstand 45 kt (83 km/h;
52 mph) winds; ballistically tolerant, manually folding main rotor blades derived from those of the Black
Hawk; and self-sealing fuel system for protection against 7.62 mm rounds, with single-point pressure
refuelling/defuelling and Hover-In-Flight Refuelling (HIFR) capability. Rotor brake and blade folding
standard.
Avionics include Honeywell SPZ-7600 AFCS with programmable SAR search capability enabling ring
ladder, expanding square and other search patterns to be flown automatically with auto approach to hover,
automatic hover height maintenance down to 15 m (50 ft), and post-rescue automatic climb at 60 kt (111 km/h;
69 mph) to 61 m (200 ft) on a set heading; AFCS and associated Universal UNS-1B FMS are compatible with
GPS, Loran, Tacan and other navigation sensors; Comms include HF-9000, dual C-5000 VHF/UHF-AM/FM
radios. Provision for KY-50 and KY-100 encryption sets, and VESTA datalink for transmission of tactical
plots, radar tracks and other data back to ship or shore stations; Honeywell EFIS standard, with four colour
CRTs providing primary flight data, bearing, distance, map, search pattern and hover symbology displays.
Sensor options include chin-mounted GEC-Marconi Sea Spray search radar with 360 coverage, FLIR Systems
AN/AAQ-22 thermal imager, two Spectrolab SX-16 Nightsun searchlights on retractable mounts on port and
starboard sides of the cabin, Griffin G500-NH ERSM system, and Texas Instruments AN/ASQ-208(V) towed
MAD.
Weapon mounts, capacity 306 kg (675 lb) each, on port and starboard sides of fuselage, can carry British
Aerospace Sea Skua anti-shipping missiles, torpedoes, depth charges or rocket pods. Fixed, forward-firing,
crew-served, 7.62 mm machine gun may be attached to weapons pylons without reducing number of stores
stations. Crew of two pilots, plus one mission specialist and/or rescue crewman. Radius of action in ASuW
configuration with four Sea Skua is 100 n miles (185 km; 115 miles) with 60 minutes on station; in ASW
configuration with two torpedoes, S-76 naval version can loiter for 90 minutes at range of 80 n miles (148 km;
92 miles) from ship. Maximum speed 150 kt (278 km/h; 173 mph); maximum range 386 n miles (714 km; 444
miles). Alternative naval transport, SAR and medevac configurations available.
Fantail Demonstrator: Fitted with Boeing Sikorsky Fantail anti-torque system for RAH-66 Comanche
(which see) and flown 6 June 1990; eight-blade tail rotor 1.20 m (3 ft 11 in) diameter, generating 737 kg
(1,624 lb) maximum thrust at 610 m (2,000 ft) and 35C (95F).
Customers
Thai Navy has six S-76N.
Design Features
Airframe modifications include armoured crew seats, sliding cabin doors, heavy-duty floor, optical sight above
instrument panel, self-sealing high-strength fuel tanks and door-mounted weapons; main transmission,
intermediate and tail rotor gearboxes uprated; main rotor hub and shaft strengthened; broader tail rotor blade
chord; dual spars in tail pylon; fuselage side skin thickened to resist weapon blast; Strobex rotor blade tracker
optional.
H-76 can be equipped for troop transport/logistic support, as gunship, or for airborne assault, air observation
post, combat SAR, evacuation, ambulance and conventional SAR. Can carry either mast-mounted or
roof-mounted sight, plus HUD, laser ranger and integrated armament management system; also provision for
self-protection system including radar warning, infra-red jammer, and chaff/flare dispensers; high-clearance
landing gear and Honeywell SPZ-7000 dual-digital autopilot available.
Armament pylon has faired leading-edge, giving 3 to 4 kt speed increase; weapons tested include Giat
20 mm cannon pod, 7.62 and 12.7 mm machine gun pods, VS-MD-H mine dispenser and 70 mm (2.75 in)
rockets; H-76 could carry 16 AAMs or eight AAMs and two cannon pods; integrated armament management
system allows weapons to be selected from collective lever as well as from panel; system ready lights and
sideslip trim ball on HUD.
External/internal dimensions generally as for S-76B; details below show differences from civil S-76s:
Power Plant
As for S-76B, except fuel is contained in two high-strength, optionally self-sealing, tanks located below the
rear cabin, with a total capacity of 993 litres (262.4 US gallons; 218.4 Imp gallons). Gravity refuelling point on
each side of fuselage. Engine fire detection and extinguishing systems. Engine air particle separator optional.
Accommodation
Pilot and co-pilot, plus varying troop/passenger loads according to role. Armoured pilots' seats optional. Ten
fully armed troops can be transported, or seven troops when configured as an airborne assault vehicle with
MultiPurpose Pylon System (MPPS) and one 7.62 mm door gun installed. For evacuation use, the cabin can be
equipped with 12 seats or, in emergency, all seats can be removed and 16 persons can be airlifted sitting on the
cabin floor. For SAR use, the cabin will accommodate three patients on litters, or six persons lying prone on
the floor and on the rear cabin raised deck. The standard medevac layout provides for three litters and a bench
seat for two medical attendants.
Systems
Generally as for S-76B, except electrical system has a 17 or optional 34 Ah battery. Engine ice protection by
bleed air anti-icing system.
Avionics
Comms: Typically including VHF-20A VHF transceiver, AN/ARC-186 VHF-AM/FM, 719A UHF, ADF-60A
ADF. ELT, Andrea A301-61A intercom, cabin speaker system and loudhailer.
Flight: DF-301E UHF DF, VIR-30A VOR with ILS, glide slope and marker beacon receivers, DME-40
DME, TDR-90 transponder and dual RMI-36 RMI, all by Collins; course deviation indicators.
Mission: Targeting equipment can include FLIR, Saab-Scania reticle sight, TOW roof sight or TOW
mast-mounted sight and laser range-finder.
Equipment
Typical equipment includes dual controls and instrumentation, stability augmentation system, dual 5 in VGIs,
Allen RCA-26 standby self-contained attitude indicator, Collins ALT-50A radio altimeter, soundproofing,
`Fasten seat belt-No smoking' sign, first aid kit, two cabin fire extinguishers, external power socket, provisions
for optional emergency flotation system, and provisions for installation of cargo hook with certified capacity of
1,497 kg (3,300 lb) and rescue hoist of 272 kg (600 lb) capacity. Standard lighting includes cockpit, cabin and
instrument lights, navigation lights, anti-collision strobe light and a battery-operated cabin emergency light.
Armament
One 7.62 mm machine gun can be pintle-mounted in each doorway and fired with or without the MPPS system
installed. Pintles incorporate field of fire limiters and will accept FN Herstal or Maramount M60D machine
guns. The MPPS can be installed on the cabin floor, providing the capability to carry and deploy pods
containing single or twin 7.62 mm machine guns, 0.50 in machine guns, 2.75 and 5 in rocket pods, Mk 66 2.75
in rockets, Oerlikon 68 mm rockets, mines, Hellfire, TOW, Sea Skua and Stinger missiles, and Mk 46
torpedoes (see also Design Features).
Basic weight empty
Weight empty, equipped (typical)
Max fuel weight
Max T-O weight
2,545 kg (5,610 lb)

3,030 kg (6,680 lb)
792 kg (1,745 lb)
5,171 kg (11,400 lb)
Performance
Similar to S-76B, but range highly variable according to loading and mission.
UPDATED
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4 Images
Sikorsky S-65A/H-53
US Navy designation: CH-53A Sea Stallion
USMC designations: CH-53A/D
USAF designations: HH-53B/C
Type
Twin-turbine heavy assault transport helicopter.
Programme
On 27 August 1962, it was announced that Sikorsky had been selected by the US Navy to produce a heavy
assault transport helicopter for use by the Marine Corps. First flight was made 14 October 1964, and deliveries
began in mid-1966.
Versions
CH-53A: Initial version utilising many components based on those of the S-64A Skycrane, but powered by
two General Electric T64 turboshaft engines and has a watertight hull. A full-size rear opening, with built-in
ramp, permits easy loading and unloading, with the aid of a special hydraulically operated internal cargo
loading system and floor rollers.
Typical cargo loads include two Jeeps, or two Hawk missiles with cable reels and control console, or a
105 mm howitzer and carriage. An external cargo system permits in-flight pick-up and release without ground
assistance.
The CH-53A is able to operate under all-weather and climatic conditions. Its main rotor blades and tail
pylon fold hydraulically for stowage on board ship.
CH-53D: Improved CH-53A for US Marine Corps, the first of which was delivered on 3 March 1969. Two
T64-GE-413 engines, each with a maximum rating of 2,927 kW (3,925 shp). A total of 55 troops can be
carried in a high-density arrangement. An integral cargo handling system makes it possible for one man to load
or unload 1 ton of palletised cargo a minute. Main rotor and tail pylon fold automatically for carrier stowage.
Last CH-53D (the 26th built) was delivered on 31 January 1972. All but the first 34 CH-53s were provided
with hardpoints for supporting towing equipment and transferring tow loads to the airframe, so that the US
Marine Corps could utilise the aircraft as airborne minesweepers, giving an assault commander the capability
of clearing enemy mines from harbours and off beaches without having to wait for surface minesweepers. Tow
kits installed in the 15 CH-53Ds operated by the US Navy Squadron HM-12 included automatic flight control
system interconnections to provide automatic cable yaw angle retention and aircraft attitude and heading hold;
rearview mirrors for pilot and co-pilot; tow cable tension and yaw angle indicator; automatic emergency cable
release; towboom and hook system with 6,803 kg (15,000 lb) load capacity when cable was locked to internal
towboom; dam to prevent cabin flooding in emergency water landing with lower ramp open; dual
hydraulically powered cable winches; racks and cradles for stowage of minesweeping equipment; auxiliary
fuel tanks in cabin to increase endurance.
CH-53G: Version of the CH-53 for the German armed forces, with T64-GE-7 engines. A total of 112 were
produced, the first of two built by Sikorsky being delivered 31 March 1969. The next 20 were assembled in
Germany from US-built components. The remainder embody some 50 per cent components of German
manufacture. Prime contractor in Germany was VFW-Fokker, whose first CH-53G flew 11 October 1971.
Deliveries completed in 1975.
HH-53B: Eight ordered by USAF in September 1966 for Aerospace Rescue and Recovery Service. The first
of these flew 15 March 1967, powered by 2,297 kW (3,080 shp) T64-GE-3 turboshaft engines. Withdrawn
from service.
HH-53C: Improved version of the HH-53B, with 2,927 kW (3,925 shp) T64-GE-7 engines, auxiliary
jettisonable fuel tanks each of 1,703 litres (450 US gallons; 374.7 Imp gallons) capacity on new cantilever
mounts, flight refuelling probe, and rescue hoist with 76 m (250 ft) of cable. External cargo hook of 9,070 kg
(20,000 lb) capacity. First HH-53C was delivered to the USAF 30 August 1968. A total of 72 HH-53B/Cs was
built. Withdrawn from service.
HH-53H Pave Low III: Special operations version for combat rescue and recovery. Eight converted to
MH-53J Pave Low III.
MH-53J Pave Low III Enhanced: US Air Force upgrade of Special Operations Forces combat rescue and
recovery fleet; 31 HH-53Bs, HH-53Cs and CH-53Cs converted at NAS Pensacola, Florida, beginning 1986, to
MH-53J Pave Low III Enhanced; similar to 11 HH-53H Pave Low III produced earlier, eight survivors of
which also converted to MH-53Js; programme completed in 1990. Modifications include Texas Instruments
AN/AAQ-10 nose-mounted FLIR, inertial navigation, Doppler radar, computer-projected map display, Navstar
GPS, Texas Instruments AN/APQ-158 terrain-following/avoidance radar in offset nose radome, chaff/flare
dispensers, Loral AN/ALQ-157 IR jammer on each outrigger pylon, 454 kg (1,000 lb) of extra titanium armour
plating and Collins AN/AIC-3 intercom; armament includes three 7.62 mm or 0.50 in machine guns firing
through windows on each side and from open rear ramp. Power plant is two 3,266 kW (4,380 shp) General
Electric T64-GE-415 turboshafts; maximum T-O weight increased to 22,680 kg (50,000 lb). Further upgrades
planned to improve combat effectiveness and service life.
MH-53M Pave Low IV: Internal upgrade featuring new avionics and defence aids, including an integrated
AP-102A weapon systems computer to speed up target acquisition. All 39 existing MH-53J Pave Low III's are
expected to be converted.
RH-53D: Specially equipped mine sweeping version for the US Navy and Iran.
TH-53A: Training version in service with the USAF.
YCH-53E: Three-engined development of the CH-53D.
VH-53D: Presidential helicopter of US Marine Corps.
S-65-Oe: Two ordered in 1969 by Austrian Air Force and delivered in 1970. Used for rescue duties in the
Alps, they have the same rescue hoist as the HH-53B/C, fittings for auxiliary fuel tanks and accommodation
for 38 passengers. Withdrawn from service.
S-65C: Commercial intercity helicopter proposal based on military CH-53.

Yasur 2000: Upgrade of 30 Israeli Air Force CH-53Ds by IAI. Improved avionics and structural changes to
extend service life. Other modifications include internal auxiliary fuel tanks, flight refuelling boom, rescue
hoist, crashworthy seats and cockpit armour.
Design Features
Rotor system and transmission generally similar to those of S-64A Skycrane, but main rotor head is of titanium
and steel, and has folding blades.
Structure
Fuselage is a conventional semi-monocoque structure of aluminium, steel and titanium. Folding tail pylon.
Large horizontal stabiliser on starboard side of tail rotor pylon.
Landing Gear
Retractable tricycle type, with twin wheels on each unit. Main units retract into rear of sponsons on each side
of fuselage. Fully castoring nose unit. Mainwheels and nosewheels have tyres size 25.65 8.50-10, pressure
6.55 bars (95 lb/sq in).
Power Plant
Normally two 2,125 kW (2,850 shp) General Electric T64-GE-6 turboshaft engines, mounted in pod on each
side of main rotor pylon. The CH-53A can also utilise, without airframe modification, the T64-GE-1 engine of
2,297 kW (3,080 shp) or the later T64-GE-16 (mod) engine of 2,561.5 kW (3,435 shp). Two self-sealing
bladder fuel tanks, each with capacity of 1,192 litres (315 US gallons; 262 Imp gallons), housed in forward
part of sponsons. Total fuel capacity 2,384 litres (630 US gallons; 524.6 Imp gallons).
Accommodation
Crew of three. Main cabin accommodates 37 combat-equipped troops on inward-facing seats. Provision for
carrying 24 stretchers and four attendants. Roller-skid track combination in floor for handling heavy freight.
Door on starboard side of cabin at front. Rear-loading ramp.
Length of fuselage, excl refuelling probe
Width overall, rotors folded
Width of fuselage
Height overall
Wheel track
Wheelbase
22.02 m (72 ft 3 in)

4.88 m (16 ft 0 in)
26.90 m (88 ft 3 in)
20.47 m (67 ft 2 in)
4.72 m (15 ft 6 in)
2.69 m (8 ft 10 in)
5.22 m (17 ft 1 in)
7.60 m (24 ft 11 in)
3.96 m (13 ft 0 in)
8.23 m (27 ft 0 in)
Cabin: Length
Max width
Max height
Areas
9.14 m (30 ft 0 in)

2.29 m (7 ft 6 in)
1.98 m (6 ft 6 in)
Main rotor disc

Tail rotor disc
378.1 m2 (4,070 sq ft)

18.67 m2 (201 sq ft)

Weight empty:
CH-53A
10,180 kg (22,444 lb)
HH-53B
10,490 kg (23,125 lb)
HH-53C
10,690 kg (23,569 lb)
CH-53D
10,653 kg (23,485 lb)
Normal T-O weight:

CH-53A
15,875 kg (35,000 lb)
Mission T-O weight:

HH-53B
16,964 kg (37,400 lb)
HH-53C
17,344 kg (38,238 lb)
CH-53D
16,510 kg (36,400 lb)
Max T-O weight:

HH-53B/C, CH-53D
19,050 kg (42,000 lb)
Performance
HH-53B
162 kt (299 km/h; 186 mph)
HH-53C, CH-53D
170 kt (315 km/h; 196 mph)
Cruising speed:
HH-53B/C, CH-53D
150 kt (278 km/h; 173 mph)

HH-53B
7.3 m/s (1,440 ft)/min
HH-53C
10.5 m/s (2,070 ft)/min
CH-53D
11.05 m/s (2,180 ft)/min
Service ceiling:
HH-53B
5,610 m (18,400 ft)
HH-53C
6,220 m (20,400 ft)
CH-53D
6,400 m (21,000 ft)

HH-53B
2,470 m (8,100 ft)
HH-53C
3,565 m (11,700 ft)
CH-53D
4,080 m (13,400 ft)
OGE:
HH-53B
490 m (1,600 ft)
HH-53C
1,310 m (4,300 ft)
CH-53D
1,980 m (6,500 ft)
Min ground turning radius

Runway LCN at max T-O weight
Range:
13.46 m (44 ft 2 in)

7.1
HH-53B/C, with 4,502 kg (9,926 lb) fuel (two

1,703 litres; 450 US gallon; 375 Imp gallon auxiliary
tanks), including 10% reserves and 2 min warm-up
CH-53D, with 1,849 kg (4,076 lb) fuel, 10%
reserves at cruising speed and 2 min warm-up

UPDATED
Sikorsky CH-53D Sea Stallion of the US Marine Corps (Sikorsky)
Sikorsky CH-53 Sea Stallion twin-turbine heavy assault transport helicopter

(Jane's/Mike Keep)
IAI Bedek Group (Sikorsky) CH-53D Yasur 2000 upgrade (IAI)
Sikorsky MH-53J Pave Low III helicopter with nose-mounted FLIR and GPS
(1998)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, UNITED
STATES OF AMERICA
Bell JRX
Type
Single turbine light helicopter.
Programme
Concept follow-on to highly successful JetRanger model revealed at Heli-Expo in February 2002. Little
concrete detail given, but artist's impression indicates more streamlined shape and wider glazed cabin,
and possible seating for five or six passengers. Industry view being sought, with go-ahead decision
likely early in 2003 if helicopter market improves.
NEW ENTRY
Artist's impression of proposed Bell JRX helicopter concept (Bell Helicopter Textron)
(2002)
Gnter Endres MRAeS
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STATES OF AMERICA
JAG Helicopter JAG

Type
Two-seat single-turbine home-built helicopter.
Programme
Designed by Joe Rinke, the JAG is the world's first turbine-powered multiblade kit helicopter and was
scheduled to make its first flight in April 2002. Two-seat models will be available later in 2002, with a
four-place model to follow in 2003. Assembly time for the kit components is expected to be between
300 and 400 hours.
Versions
JAG 233: Basic two-seat model with three main rotor blades and three-blade fenestron tail rotor.
JAG 235: Optional five-blade fenestron tail rotor.
JAG 245: Four-blade main rotor and five-blade fenestron tail rotor.
JAG 255: Optional five-blade main rotor.
JAG 285: Optional eight-blade main rotor.
Six- and seven-blade main rotors and either three- or five-blade fenestron tail rotor versions are
available to special order.
Customers
Deposits held from some 60 customers.
Cost
Starting price for the basic JAG 233 model is US$125,000, increasing to around US$240,000 for the
JAG 285. Price for additional blades is US$11,000.
Design Features
Standard three-blade fully articulated main and three-blade shrouded fenestron tail rotor with composite
rotor blades.
Structure
Conventional pod-and-boom configuration with welded 4,130 chrome alloy tube construction. Moulded
glass-fibre cabin enclosure.
Landing gear
Fixed skid-type landing gear with ground-handling wheels. Retractable gear optional.
Power Plant
One 236 kW (317 shp) Rolls-Royce 250-C18 turboshaft engine. Fuel capacity 210 litres (55.4 US
gallons; 46.3 Imp gallons). Auxiliary fuel tank available as an option.
Accommodation
Pilot and passenger side-by-side.
Avionics
Prototype equipped with centre stack from UPS Technologies with MX20 large-screen display.
Avionics fit for production models yet to be decided. Several options expected to be offered. Dial-in cg
optional.
Equipment
Optional cargo hook, ballistic parachute.
Specifications
Preliminary (JAG 255)
Main rotor diameter
Tail rotor diameter
Width, fuselage
Height overall
6.30 m (20 ft 8 in)

0.91 m (3 ft 0 in)
7.21 m (23 ft 8 in)
2.82 m (9 ft 3 in)
2.44 m (8 ft 0 in)
Max width
Max height
1.37 m (4 ft 6 in)
1.23 m (4 ft 0 in)

Empty weight equipped
Max useful load
499 kg (1,100 lb)

726 kg (1,600 lb)
Max take-off weight
1,452 kg (3,200 lb)
Performance
155 kt (287 km/h; 178 mph)
Cruising speed
126 kt (233 km/h; 145 mph)
Max rate of climb

Service ceiling
9.15 m/s (1,800 ft/min)

4,420 m (14,500 ft)
Hovering ceiling
IGE
OGE
Range at SL, no reserves
Endurance
2,590 m (8,500 ft)

1,830 m (6,000 ft)
347 nm (642 km; 399 miles)
2 h 45 min
NEW ENTRY
Prototype of JAG 235 two-seat kit-built helicopter displayed at Heli-Expo 2002 in

Orlando, Florida (Gnter Endres)
(2002)
Five-bade shrouded fenestron tail rotor on new JAG 285 (Gnter Endres)
(2002)
Gnter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, CZECH
REPUBLIC
NADC NA 40 Bongo
Type
Twin-turboshaft light utility helicopter.
Programme
Designed by Jan Nmisnk; construction of technology demonstrator started in 1996 by Unis. First
flight in early 1997 and first demonstrated at Brno International Machinery Fair. First prototype
(OK-CIU) under test towards FAR 27, 33, 34 and 36 certification. Two further prototypes completed by
mid-1998. NA Design Company founded in Autumn 1999 and co-operation agreement signed with
Moravan Aeroplanes Inc for the manufacture of the helicopter.
Current versions
NA 40 Bongo: Basic civil version; as described.
NA 42 Barracuda: Proposed military/police version (see separate entry).
NA 44 Bion: Projected unmanned version (see in Unmanned helicopters section).
Costs
Approximately US$50,000 (2001).
Design features
Fully articulated elastomeric rotor head with three composites blades; pod and boom fuselage with
inverted Y tail unit.
Flying controls
Conventional cyclic and collective controls. Ducted air anti-torque system.
Structure
Airframe, including tailboom and inverted fins and rotor blades of composites construction including
polyamide, nomex, aluminium, glass and carbon fibres. Cockpit, power units and fuel tanks of
vacuum-formed double curvature sandwich construction.
Landing gear
Tubular twin-skids with stowable ground handling wheels; floats optional.
Power plant
Two PBS Velk Btes TE 50B turboshaft engines, rated at 86 kW (115 shp) with FADEC and dual
ignition. Reduction gear and transmission group (RTG) connected to a common gearbox. One
self-sealing bladder fuel tank located in lower half of fuselage behind central bulkhead; capacity
210 litres (55.5 US gallons; 46.2 Imp gallons).
Accommodation
Two foldable leather seats accessed by a pair of transparent upward-opening covers. Luggage space
behind cockpit; extra luggage container can be fitted to underside of fuselage. Gull-wing window/door
each side, hinged on centreline and opening upwards.
Systems
Dual 27 V DC electrical system; external power receptacle.
Avionics
Standard VFR instrumentation. IFR and `glass cockpit' versions to be developed at later stage.
Equipment
Rocket-deployed emergency recovery parachute optional.
Specifications
Main rotor diameter
Fuselage
7.48 m (24 ft 6 in)
Length
Width
Height, to top of rotor head
Width over skids
6.15 m (20 ft 2 in)

1.35 m (4 ft 3 in)
2.35 m (7 ft 8 in)
1.76 m (5 ft 9 in)
0.23 m3 (8.1 cu ft)
Baggage volume
Areas
43.94 m2 (473.0 sq ft)
Rotor disc
Max load on external sling
480 kg (1,058 lb)

250 kg (551 lb)
Max T-O weight
950 kg (2,094 lb)
Max disc loading
21.62 kg/m2 (4.43 lb/sq ft)
Performance
Max cruising speed
151 kt (280 km/h; 174 mph)

135 kt (250 km/h; 155 mph)
Econ cruising speed

Max rate of climb
124 kt (230 km/h; 143 mph)

8.0 m/s (1,575 ft/min)
Service ceiling
Range
4,000 m (13,125 ft)

UPDATED
Czech-built NADC NA 40 Bongo two-seat light utility helicopter

(1999)
Laminated vacuum-manufactured composite rotor head of the NADC NA 40 Bongo

(1999)
Three-view drawing of the NADC NA 40 Bongo

(1999)
Gnter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL,
RUSSIAN FEDERATION
Kazan Ansat (Ethereal)

Type
Twin-turbine light multipurpose helicopter.
Programme
Design begun at Kazan in 1994; fuselage mockup exhibited at 1995 Paris Air Show; first engineering
prototype 001 at Paris in June 1997. Second prototype, and first flying model, was due to make maiden
flight before end of 1998 but delayed to 17 August 1999. A second prototype is due to fly in early 2002,
featuring a reshaped fuselage, increased cabin area and a redesigned nose. Certification to Russian
AP-29 and US FAR Pt 29 requirements and deliveries were planned from 1999, but will not now be
achieved before 2003. Intended for passenger and cargo transport (including underslung load),
ambulance, SAR, training and patrol duties.
Current versions
Ansat-AS: Production model for Gazprom.
Ansat-U: Training version.
Cost
US$1.5 to 1.7 million.
Customers
Order for 100 reported from Russian Federal Border Service. Also selected by the Russian armed forces
as a training helicopter, with a total of 100 to be acquired by 2015.
Design features
Conventional pod-and-boom fuselage; bearingless torsion rotor head with composite blades. Four-blade
main rotor and two-blade tail rotor. Manual folding of main rotor blades.
Structure
Conventional pod and boom fuselage; semi-moncoque steel construction.
Flying controls
Russkaya Avionika fly-by-wire; rotor brake as standard.
Landing gear
Fixed twin-skids on arched support tubes; tail bumper to protect torque rotor. Wheel gear and
emergency floats optional.
Power plant
Two Pratt & Whitney Canada-Rus PK207K turboshafts, each rated at 469 kW (630 shp) at T-O. Fuel
capacity 700 litres (185 US gallons; 154 Imp gallons) in two fuel tanks on fuselage sides; internal tanks
in second version.
Accommodation
One or two pilots; maximum eight seats in cabin; or two stretcher patients and two attendants; or
internal or externally slung freight.
Systems
Electrical system 27 V AC; additional battery optional. All communications and navigation systems of
Russian manufacture.
Avionics
All communications and navigation systems of Russian manufacture.
Equipment
Optional rescue hoist and external sling.
Armament
Optional external rockets and machine gun pods.
Specifications
Main rotor diameter
Tail rotor diameter
11.50 m (37 ft 8 in)

2.10 m (6 ft 10 in)
Length:
13.77 m (45 ft 2 in)
fuselage
Width: fuselage
11.54 m (37 ft 10 in)

3.44 m (11 ft 3 in)
1.80 m (5 ft 10 in)
over optional sponsons
3.61 m (11 ft 10 in)
Skid track
2.50 m (8 ft 2 in)
Cabin:
Length
Max width
Max height
Volume
1.80 m (5 ft 10 in)
1.65 m (5 ft 5 in)
1.30 m (4 ft 3 in)
5.3 m3 (187 cu ft)
Areas
Main rotor disc
Tail rotor disc
103.87 m2 (1,118.0 sq ft)

3.14 m2 (33.81 sq ft)

Weight empty equipped
Max payload:
Max T-O weight:
Max disc loading
1.900 kg (4,189 lb)

1,300 kg (2,866 lb)
3,300 kg (7,275 lb)
33.7 kg/m2 (6.90 lb/sq ft)
4.29 kg/kW (7.05 lb/shp)
Performance
Max level speed:
Max cruising speed
Service ceiling:
Service ceiling OEI
Max rate of climb
Hovering ceiling
IGE
OGE
Range:
154 kt (285 km/h; 177 mph)

149 kt (275 km/h; 171 mph)
135 kt (250 km/h; 155 mph)
70 kt (130 km/h; 81 mph)
4,500 m (14,765 m)
2,600 m (8,530 ft)
6.5 m/s (1,280 ft/min)
2,800 m (9,190 ft)
2,600 m (8,530 ft)
with max fuel

with auxiliary fuel
292 nm (540 km; 336 miles)

703 nm (1,300 km; 808 miles)
UPDATED
Static test prototype 001 at Moscow Air Show '97 (Paul Jackson)
(1998)
Instrument panel of Kazan Ansat (Gnter Endres)

(1998)
Kazan Ansat light multipurpose helicopter (Jane's/Paul Jackson)

(1998)
Second prototype of Kazan Ansat during test flight

(2000)
Pratt & Whitney Canada-Rus PK207K turboshaft engine on Ansat helicopter

(2002)
Gnter Endres MRAeS
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RUSSIAN FEDERATION
Kazan Aktai (White Colt)

Type
Single-engined light multipurpose helicopter.
Programme
Project revealed at Moscow Air Show in August 1997, with display of mockup. Construction of
prototype said to have started in 1996, with first flight due in 2002. Certification planned to FAR Pt.27.
Intended for light transport, patrol, medical evacuation and training.
Design features
Conventional pod-and-boom fuselage with non-retractable skids on arched support tubes.
Flying controls
Conventional manual control; rotor brake as standard.
Structure
Semi-articulated three-blade main rotor; two-blade tail rotor. Extensive use of composites throughout.
Tapered blade planned.
Landing gear
Fixed skid-type.
Power plant
One 179 kW (240 hp) RPD-VAZ-4265 rotary engine mounted above the cabin and behind the gearbox.
Fuel capacity 300 litres (79.2 US gallons; 66.1 Imp gallons). Type of fuel 9/93 grade petrol.
Accommodation
Pilot and two passengers, side by side, in individual seats; optional rear-facing seat in luggage
compartment. Forward-hinged doors each side. Twin clamshell doors at rear of pod, below tailboom,
provide easy access to flat freight floor; one casualty stretcher can be loaded through rear doors when
one passenger seat is removed.
Systems
Yurok radio station.
Specifications
Main rotor diameter
Tail rotor diameter
Fuselage:
Length
Max width
Max height
Height overall
Skid track
10.00 m (32 ft 9 in)

1.48 m (4 ft 10 in)
10.88 m (35 ft 8 in)
8.35 m (27 ft 4 in)
1.70 m (5 ft 7 in)
1.48 m (4 ft 10 in)
2.69 m (8 ft 10 in)
2.10 m (6 ft 10 in)
Cabin length
Width
Baggage volume
1.20 m (3 ft 11 in)
1.70 m (5 ft 7 in)
1.2 m3 (42.4 cu. ft)
Areas
Main rotor disc
78.54 m2 (845.4 sq ft)
Tail rotor disc
1.72 m2 (18.52 sq ft)

Empty weight, equipped
605 kg (1,334 lb)
Max payload
Max T-O weight
270 kg (595 lb)

1,150 kg (2,535 lb)
Performance
Max level speed
135 kt (250 km/h; 152 mph)

103 kt (190 km/h; 118 mph)
84 kt (155 km/h; 96 mph)
Max rate of climb

Service ceiling
4.0 m/s (787 ft/min)

4,700 m (15,420 ft)
2,300 m (7,550 ft)
OGE
Range:
1,300 m (4,265 ft)

with max payload

with max fuel
Ferry
Endurance

7h
UPDATED
Mockup of proposed three-seater Kazan Aktai helicopter

(2000)
Side and front elevations of the Aktai light helicopter (Jane's/Paul Jackson)
(1998)
Gnter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, ITALY
Heli-Sport CH-7 Angel

Type
Single/two-seat ultralight helicopter.
Programme
Development of CH-6 produced in 1987 by Argentine designer Augusto Cicare. Acquired by EliSport
in 1989, which added new cockpit by Italian sports car designer Marcello Gandini, and renamed CH-7
Angel. Company since renamed Heli-sport. Quoted build time 200 hours; quick-build kit reduces hours
to 85.
Current versions
CH-7 Angel 582: Single-seat version powered by Rotax 582 two-cylinder engine.
CH-7 Angel 912: Single-seat version powered by Rotax 912 four-cylinder engine.
CH-7 Kompress 914: Two-seat development with Rotax 914 four-cylinder turbocharged engine.
Customers
Some 120 assembled and flying.
Cost
Basic kit (excluding engine) Euro36,200 (582); Euro51,966 (912); Euro59,885 (Kompress).
Design features
Two-blade, semi-rigid, teetering main and two-blade tail rotors; pod-and-boom fuselage; sweptback
upper and lower fins, latter with tailskid.
Flying controls
Conventional and manual, by pushrods and bell cranks.
Structure
Welded steel tube cabin frame with nitrogen filling; glass fibre cockpit shell and Plexiglas or Lexan
canopy; anodised aluminium alloy tailboom and landing skids; main rotor blades of composite, tail rotor
of aluminium alloy.
Landing gear
Fixed twin-skid type.
Power plant
One 47.8 kW (64.1 hp ) Rotax 582L, 59.6 kW (79.9 hp) Rotax 912 UL or 84.6 kW (113.4 hp) Rotax
914 piston engine. Fuel capacity 40 litres (10.6 US gallons; 8.8 Imp gallons) standard in all versions.
Additional 19 litre (5.0 Us gallons; 4.2 Imp gallon) tank optional in 912 and Kompress versions.
Accommodation
One pilot; additional passenger in Kompress.
Specifications
Main rotor diameter
Tail rotor diameter length:
fuselage
overall rotors turning
Fuselage width
Skid track
6.17 m (20 ft 3 in)

5.31 m (17 ft 5 in)
7.41 m (24 ft 4 in)
0.82 m (2 ft 8 in)
2.31 m (7 ft 7 in)
1.60 m (5 ft 3 in)
Max cabin width
0.76 m (2 ft 6 in)
Areas
Main rotor disc
Tail rotor disc
29.90 m2 (321.8 sq ft)

0.83 m2 (8.93 sq ft)
Weight empty:
582
912
Kompress: Europe
USA
205 kg (452 lb)

215 kg (474 lb)
245 kg (540 lb)
281 kg (620 lb)
Max T-O weight

582
360 kg (793 lb)
912
Kompress: EU
300 kg (661 lb)

450 kg (992 lb)
US
Useful load
582, 912
Kompress
499 kg (1,100 lb)

110 kg (243 lb)
205 kg (452 lb)
Performance
582
912, Kompress
Max cruising speed
582
912
Kompress
Rate of climb at S/L
582
912
Kompress: EU
US
Service ceiling
582, 912
Kompress
582
912
Kompress
582, 912
Kompress
80 kt (149 km/h; 92 mph)

112 kt (209 km/h; 129 mph)
59 kt (110 km/h; 68 mph)
81 kt (150 km/h; 93 mph)
86 kt (160 km/h; 99 mph)
10.0 m/sec (1,968 ft/min)
5.0 m/sec (984 ft/min)
7.5 m/sec (1,476 ft/min)
5.8 m/sec (1,140 ft/min)
3,500 m (11,500 ft)
5,000 m (16,400 ft)
2,100 m (6,900 ft)
2,500 m (8,200 ft)
3,500 m (11,480 ft)
1,500 m (4,920 ft)
2,500 m (8,200 ft)
Range at SL with standard tank:

582
912
Kompress
Range with optional fuel: Kompress

Endurance:
582
3h
912
Kompress
6h
3 h 40 min
NEW ENTRY
Heli-Sport CH-7 Kompress two-seat light helicopter (Paul Jackson/Jane's)

(2002)
Gnter Endres MRAeS
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STATES OF AMERICA
Engineering System Gen H-4

Type
Single-seat ultralight helicopter.
Programme
Designed by Gennai Yanagisawa and flown in Summer 2000, but company is looking for finance and
partner to complete testing towards FAA certification as ultralight helicopter for sale in kit form.
Expected build time 30 to 40 hours. Planned to be marketed only in the United States.
Current Version
Gen H-4: Initial model.
Cost
Estimated at US$35,000 (spring 2002).
Design Features
Co-axial counter-rotating rotor system with integral reduction gear transmission; two-blade CFRP
rotors. Ballistic parachute (option).
Flying Controls
Manual, roll and pitch via control bar; yaw through electrically-controlled differential gear; right-hand
throttle lever for altitude. Automatic altitude controller intended for future development.
Structure
Tubular aluminium structure. Folding structure for loading in van.
Landing Gear
Tripod type with ground wheels.
Power Plant
Four 125cc (7.65 cu in) Gen125 air-cooled, two-stroke, two-cylinder engine, each generating 7.45 kW
(10 hp) thrust. Fuel 30:1 mix of automobile petrol and two-stroke oil; capacity 18.9 litres (5.0 US
Accommodation
Single occupant.
Specifications
Rotor diameter
4.00 m (13 ft 1 in)

Weight empty
Max T-O weight
70 kg (154 lb)
220 kg (485 lb)
Performance
Cruising speed
Service ceiling
Endurance
108 kt (200 km/h; 124 mph)

54 kt (100 km/h; 62 mph)
3,000 m (9,850 ft)
30 min - 1 hr
NEW ENTRY
Prototype of new Gen H-4 ultralight helicopter flown in summer 2000 (Engineering
System)
(2002)
Co-axial, counter-rotating rotor system of Gen H-4 ultralight helicopter (Engineering

System)
(2002)
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INTERNATIONAL
Eurotilt
Type
Twin-turboshaft tilt-rotor transport.
Programme
In October 1998, Eurocopter invited other European helicopter manufacturers to participate in a
tilt-rotor programme to replace Eurofar and rival the Bell/Agusta BA 609 (which see in this section).
Eurocopter proposes a four/five year research programme, backed by some funding from the European
Commission, on an aircraft larger than the BA 609 and with longer range. Presently, a 20-seat aircraft
with a range of about 500 n miles (925 km; 575 miles) is envisaged. First flight could be in 2005 if the
venture is included in Europe's 5th Framework Programme, with service entry in 2008. Performance
parameters are a 300 kt (556 km/h; 345 mph) cruising speed over ranges up to 800 n miles (1,480 km;
920 miles) and a service ceiling of 7,620 m (25,000 ft). Eurocopter's own internal study was completed
in mid-1999, but an independent study was submitted to the EC early in 2000. However, the European
Commission has rejected both the Eurotilt and Erica programmes and urged participants to merge into a
single venture. A common research programme was submitted to the EC by Agusta, Eurocopter and
Westland in March 2000.
UPDATED
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, RUSSIAN
FEDERATION
Mil Mi-38
Type
Twin-turbine multirole medium helicopter.
Programme
Model shown at 1989 Paris Air Show, when aircraft at mockup stage; first of initial batch of 10 was scheduled
to fly by 1999, but delayed through funding problems.
Euromil joint stock company established September 1994 by Mil, Eurocopter and Kazan production plant,
each owning one equal share. Contract signed in August 1999 for a feasibility demonstrator by 2002 and a
number of prototypes by 2004; certification to FAR/JAR-29 and service entry now planned for 2006.
Investment US$500 million. Mil will handle general design and flight testing; Eurocopter will design cockpit,
avionics, equipment and fittings; Kazan Helicopters tasked with manufacture of fuselage and rotor blades and
final assembly. Main transmission is to be built at the Krasni Okiabr plant in St Petersburg.
Customers
Contractors have estimated a market of 300 over a 10-year period.
Costs
Civil export price about US$30 million.
Design features
Conventional pod and boom configuration; power plant above cabin; six-blade main rotor with considerable
non-linear twist and swept tips; two independent two-blade tail rotors, set as narrow X on same shaft; port-side
door at front of cabin; clamshell rear-loading doors and ramp; hatch in cabin floor, under main rotor driveshaft,
for tactical/emergency cargo airdrop and for cargo sling attachment; optional windows for survey cameras in
place of hatch; sweptback fin/tail rotor mounting; small horizontal stabiliser; Mi-38 planned as Mi-8/17 series
replacement; designed to FAR Pt 29 standards, for day/night operation over temperature range -60 to +50C;
Western engines optional.
Flying controls
Fly-by-wire with manual back-up.
Structure
Composite main and tail rotors; low-profile titanium main rotor head, with elastomeric bearings; main rotor
has hydraulic drag dampers; single lubrication point at driveshaft; fuselage mainly composites.
Landing gear
Fixed tricycle type; single wheel on each main unit; twin nosewheels; low-pressure tyres; optional pontoons
for emergency use in overwater missions.
Power plant
Two Klimov TVA-3000 turboshafts, each rated at 1,863 kW (2,500 shp) for T-O; single-engine rating
2,610 kW (3,500 shp) and transmission rated for same power. Power plant above cabin, to rear of main
reduction gear; air intakes and filters in sides of cowling. Bag fuel tanks beneath floor of main cabin; provision
for external auxiliary fuel tanks. Liquid petroleum gas fuel planned as alternative to aviation kerosene. Pratt &
Whitney PWC 127 engines intended for export versions.
Accommodation
Crew of two on flight deck, separated from main cabin by compartment for majority of avionics; single-pilot
operation possible for cargo missions. Lightweight seats for 30 passengers as alternative to unobstructed hold
for 5,000 kg (11,020 lb) freight or 6,000 kg (13,228 lb) on external sling. 12-passenger VIP seating also
projected. Ambulance with up to 16 stretchers and air survey versions planned. Provision for hoist over
port-side door, remotely controlled hydraulically actuated rear cargo ramp, powered hoist on overhead rails in
cabin and roller conveyor system in cabin floor and ramp.
Systems
Air conditioning by compressor bleed air, or APU on ground, maintains temperature of not more than 25C on
flight deck in outside temperature of 40C, and not less than 15C on flight deck and in main cabin in outside
temperature of -50C. Three independent hydraulic systems; any one able to maintain control of helicopter in
emergency. Electrical system has three independent AC generators, two batteries and transformer/rectifiers for
DC supply; electric rotor blade de-icing. Independent fuel system for each engine, with automatic cross-feed;
forward part of cowling houses VD-100 APU, hydraulic, air conditioning, electrical and other system
components.
Avionics
Radar: Weather/nav radar (range 54 n miles; 100 km; 62 miles).
Flight: Preset flight control system allows full autopilot, autohover and automatic landing. Avionics
controlled by large central computer, linked also to automatic nav system with Doppler, ILS, satellite nav
system, main radar, autostabilisation system and automatic radio compass.
Instrumentation: Six colour CRTs for use in flight and by servicing personnel on ground. Equipment
monitoring, failure warning and damage control system. Closed-circuit TV for monitoring cargo loading and
slung loads. Options include low-cost electromechanical instrumentation based on that of Mi-8, sensors for
weighing and CG positioning of cargo in cabin and for checking weight of slung loads.
Specifications
Main rotor diameter
Tail rotor diameter
21.10 m (69 ft 2 in)

3.84 m (12 ft 7 in)
25.20 m (82 ft 8 in)

19.95 m (65 ft 5 in)

5.20 m (17 ft 0 in)
Stabiliser span
Wheel track
Wheelbase
Forward freight door:
Width
Height
Floor hatch:
Length
Width
4.20 m (13 ft 9 in)

4.50 m (14 ft 9 in)
5.17 m (16 ft 11 in)
1.50 m (4 ft 11 in)
1.70 m (5 ft 7 in)
1.15 m (3 ft 9 in)
0.75 m (2 ft 5 in)
Main cabin:
Length to ramp
Length, incl fwd part of tailboom
Max width
Width at floor
Height:
centre
rear
6.80 m (22 ft 3 in)

10.70 m (35 ft 1 in)
2.34 m (7 ft 8 in)
2.20 m (7 ft 2 in)
1.80 m (5 ft 10 in)
1.85 m (6 ft 1 in)
Areas
Main rotor disc
Tail rotor disc
349.67 m2 (3,763.8 sq ft)

11.58 m2 (124.7 sq ft)

(provisional)
Max payload:
internal
external
Max useful load
Normal T-O weight
5,000 kg (11,020 lb)

6,000 kg (13,225 lb)
7,200 kg (15,873 lb)
14,200 kg (31,305 lb)
Max T-O weight
15,600 kg (34,392 lb)
Max disc loading
44.61 kg/m2 (9.14 lb/sq ft)

5.97 kg/kW (9.82 lb/shp)

Performance
(estimated)
Max level speed
148 kt (275 km/h; 171 mph)
Cruising speed
Service ceiling
135 kt (250 km/h; 155 mph)

6,000 m (19,700 ft)

2,500 m (8,200 ft)
with 5,000 kg (11,020 lb) payload

with 4,500 kg (9,920 lb) payload (30 passengers
and baggage)
with 3,500 kg (7,715 lb) payload and standard fuel
with 1,800 kg (3,965 lb) payload and auxiliary fuel
700 n miles (1,300 km; 808 miles)

UPDATED
Euromil Mi-38 under construction at Kazan

(1998)
Mil Mi-38 medium-range helicopter to replace the Mi-8/17 (Jane's/Mike Keep)
Artist's impression of Mi-38

(2000)
Model of proposed Mi-38

(2000)
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FEDERATION
Kamov Ka-226A
Type
Twin-turbine utility helicopter.
Programme
Announced at 1990 Helicopter Association International convention, Dallas, USA. Failed to achieve planned
1994 first flight, but finally made maiden flight 4 September 1997. Two more prototypes built and were to be
used for certification programme scheduled for completion by end of 1998. FAA certification to FAR Pt 29 to
be sought. To be built at Orenburg.
Current versions
Ka-226A: Basic civil production model.
Ka-226U: Military training version.
Customers
Russian Ministry for Emergency Situations, which is partially funding the project, is buying 25 but has a
requirement for 250; Gazprom 70 and Moscow City Authority 10 to 15. Also to be ordered for training
Russia's naval pilots.
Costs
Purchase price US$1.5 million (1997).
Design features
Refined development of Ka-26/126; changes to shape of nose, twin tailfins and rudders and passenger pod;
passenger cabin has much larger windows and remains interchangeable with variety of payload modules
including agricultural systems with hopper capacity of 1,000 litres (264 US gallons; 220 Imp gallons); new
rotor system, interchangeable with standard coaxial system, will become available later.
Flying controls
Mechanical with irreversible hydraulic actuators. Automatic rotor constant-speed control; conventional
four-channel control. Two endplate fins and rudders, toed inwards 15; non-controllable horizontal stabiliser.
Structure
Airframe primarily aluminium alloys, steel alloys and composite sandwich panels of GFRP with honeycomb
filler.
Landing gear
Non-retractable four-wheel type. Main units at rear, carried by stub-wings. All units embody oleo-pneumatic
shock-absorber. Mainwheel tyres size 595 185 mm, pressure 2.5 bars + 0.5 (36.25 lb/sq in + 7.25); forward
tyres size 300 125 mm, pressure 3.5 bars + 0.5 (50.75 lb/sq in + 7.25). Forward units of castoring type,
without brakes. Rear wheels have pneumatic brakes.
Power plant
Two 335 kW (450 shp) Allison 250-C20B turboshafts, side by side aft of rotor mast, with individual
driveshafts to rotor gearbox. Transmission rating 616 kW (840 shp). Standard fuel capacity 750 litres (198 US
gallons; 165 Imp gallons), in tanks above and forward of payload module area. Provision for two external
tanks, on sides of fuselage, total capacity 320 litres (84.5 US gallons; 70.4 Imp gallons). Newer and improved
Allison 250-C20R2 to be fitted on production aircraft.
Accommodation
Normally single pilot operation, but second seat and dual control optional. Access to fully enclosed flight deck
through rearward-sliding door on each side. Heating standard. Space aft of cabin, between main landing gear
legs and under transmission can accommodate a variety of interchangeable payloads, including a
cargo/passenger pod with two bench seats for three passengers each; ambulance pod for two stretcher patients,
two seated casualties and medical attendant. Chemical hopper (1,000 litres; 264 US gallons; 220 Imp gallons)
and dust spreader or spraybars for agricultural applications. Provision for cargo hook or sling.
Systems
Single hydraulic system, with manual override, for control actuators. Main electrical system 27 V 3 kW DC,
with back-up 40 Ah battery; secondary system 36/115 V AC with two static inverters; 115/200 V AC system
with 16 kVA generator (6 kVA to power agricultural equipment and rotor anti-icing). Electrothermal rotor
blade de-icing; hot air engine air intake anti-icing; alcohol windscreen anti-icing; electrically heated pitot.
Pneumatic system for mainwheel brakes, tyre inflation, agricultural equipment control, pressure 39 to 49 bars
(570 to 710 lb/sq in). Oxygen system optional.
Avionics
Cockpit instrumentation and avionics to customer's choice, including AlliedSignal equipment for IFR flight.
Comms: Optional AlliedSignal KY 196A radio; transponder.
Flight: Optional AlliedSignal KN 53 ILS; KR 87 ADF; KLN 90B GPS.
Equipment
Specially equipped payload modules available for variety of roles, including ambulance and agricultural.
Specifications
13.00 m (42 ft 7 in)

Width over stub-wings
8.10 m (26 ft 7 in)

3.22 m (10 ft 6 in)

Wheel track:
nosewheels
mainwheels
Wheelbase
4.15 m (13 ft 7 in)

0.90 m (2 ft 11 in)
2.56 m (8 ft 4 in)
3.48 m (11 ft 5 in)
Passenger pod:
Length
2.04 m (6 ft 8 in)
Width
Depth
1.28 m (4 ft 2 in)
1.40 m (4 ft 7 in)
Areas
132.7 m2 (1,430 sq ft)
600 kg (1,322 lb)
256 kg (564 lb)
3,100 kg (6,835 lb)
3,400 kg (7,500 lb)
Rotor disc (each)

Max internal fuel
Auxiliary fuel
Normal T-O weight
Max T-O weight
5.43 kg/kW (8.92 lb/shp)
Performance
(estimated)
Max cruising speed
Econ cruising speed
Service ceiling
ISA
ISA + 20C
ISA
ISA + 20C
Range:
115 kt (214 km/h; 133 mph)

111 kt (205 km/h; 127 mph)
105 kt (194 km/h; 120 mph)
10.15 m/s (2,000 ft/min)
2.8 m/s (550 ft/min)
5,700 m (18,700 ft)
2,165 m (7,100 ft)
1,200 m (3,935 ft)
1,280 m (4,200 ft)
600 m (1,970 ft)
with max payload

Max endurance, internal fuel, no reserves

4 h 42 min
UPDATED
Kamov Ka-226, a refined development of the Ka-126 utility helicopter (Jane's/Mike Keep)
Allison-powered Kamov Ka-226 finally made its first flight in September 1997
(1998)
Kamov Ka-226Us will be acquired to train Russia's military pilots (P Butowski)

(2002)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, INDONESIA
Indonesian Aerospace NH5

Type
Four-seat utility helicopter.
Programme
Design study revealed June 1996; first flight four years from launch decision. No further progress reported.
Design features
Conventional, turbine-powered helicopter with four-blade main and two-blade tail rotors; twin skid landing
gear.
Specifications
Main rotor diameter
Tail rotor diameter
Fuselage length
Fuselage width
Length of pod
Height overall
Skid track
9.90 m (32 ft 5 in)

1.48 m (4 ft 10 in)
7.67 m (25 ft 2 in)
1.29 m (4 ft 2 in)
4.15 m (13 ft 7 in)
2.38 m (7 ft 9 in)
1.81 m (5 ft 11 in)
Areas
Main rotor disc
76.98 m2 (828.6 sq ft)
Tail rotor disc
1.72 m2 (18.52 sq ft)

Weight empty
Fuel weight
884 kg (1,949 lb)

350 kg (772 lb)
Max T-O weight
1,500 kg (3,307 lb)
Performance
(estimated at max T-O weight, ISA. A: at S/L, B: at 1,500 m; 4,920 ft)
Max speed:
A
B
Max rate of climb:
A
140 kt (259 km/h; 161 mph)

131 kt (242 km/h; 150 mph)
498 m (1,633 ft)/min
B
Service ceiling
Range:
A
378 m (1,240 ft)/min

4,053 m (13,300 ft)
7,528 m (24,700 ft)

UPDATED
NH5 light helicopter projected by IPTN (Jane's/Paul Jackson)
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INTERNATIONAL
Eurocopter Hubschrauber 2010

Programme
Project launched early 1995 as four-year study into concepts for civil helicopter to enter service in
second decade of this century; half of required DM120 million (US$80 million) provided by German
government; targets include halving of operating costs (partly through 30 per cent reduction in fuel
consumption), 20 per cent cut in empty weight, increased cruising speeds up to 190 kt (352 km/h; 219
mph) and noise levels 10 EPNdB below current ICAO limit.
Eurocopter Deutschland, the Federal Ministry of Defence and German Aerospace Research
Establishment are jointly providing DM40 million to DM50 million funding for development of
Helicopter Simulator for Technology, Operations and Research (HeSTOR), based on EC 135, to replace
BO 105-based Advanced Technology Testing Helicopter System (ATTHeS) which was lost in an
accident on 19 May 1995. First flight was expected in late 1998, but has not yet taken place.
UPDATED
Artist's impression of possible 21st Century helicopter benefiting from

Hubschrauber 2010 research
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STATES OF AMERICA
Bell/Agusta BA 609
Type
Civil tilt-rotor.
Programme
Design study announced early 1996 into nine-seat, twin-engined tilt-rotor based on the V-22 Osprey originally
designated D-600 and targeted at the commercial market, including intercity transport, offshore support and
medical evacuation. Interest claimed from Japan for use on coastguard duties and disaster relief flights.
Decision to move into design made November 1996. Design configuration frozen and substantial detail design
completed. Agreements signed with major component suppliers. Bell assumed Boeing's 49 per cent stake in
the programme in February 1998, risk-sharing partnership with Agusta announced during Farnborough Air
Show September 1998.The first two prototypes are nearing completion, with prototypes number 3 and 4 to be
completed during 2002. Engine run ups started in November, with first flight scheduled for December 2001.
First deliveries planned for 2004. Final assembly of production aircraft will take place at Bell's Amarillo,
Texas, facility, with another assembly line to be set up at Agusta's plant, in Italy. Fuji Heavy Industries is
contracted to build all fuselages. The FAA has issued a Notice of Proposed Rulemaking for Powered-Light
Aircraft (PLA) to assess training requirements.
Current versions
BA 609: Initial civil version as described.
HV-609: Multimission version proposed by Bell and Lockheed Martin to satisfy US Coast Guard
'Deepwater' re-equipment programme as potential replacement for Dassault HU-25 Guardian, Eurocopter
HH-65 Dolphin and Sikorsky HH-60J Jayhawk. Missions could include drug interdiction and SAR, with 30 to
50 HV-609s possibly being acquired; preliminary studies now under way, with final selection not anticipated
before January 2002.
UV-609: Utility version conceived by Bell for US Army combat role, including casualty evacuation,
command and control, logistic support and light utility/troop transport tasks. Manufacturer also promoting
UV-609 to US Marine Corps as potential training system for V-22 Osprey.
Customers
80 commitments received by mid-2001 from 42 customers in 18 countries. Bell forecasts a total market of
1,000 civil tilt-rotors over a 20 year period.
Costs
Purchase price US$12 million.
Design features
High-wing layout with T-tail empennage. Wing swept forward by 4 to take account of proprotor flexing.
Composites cross-shafts keep both proprotors turning in event of failure; manual screw jacks to tilt proprotors
into helicopter mode if cross-shafts fail. Three-blade composite rotor blades based on V-22 technology.
Flying controls
Lear Astronics fly-by-wire Flight Control System (FCS) based on a triplex/dual primary with triplex dissimilar
secondary Flight Control Computer (FCC) architecture; Dowty Aerospace actuators. FCS provides aircraft
control in pitch, roll and yaw axes using conventional pilot commands, together with control of rotor thrust,
speed and tilt. Integrated Sensor Units (ISU) comprising air data system, Attitude and Heading Reference
System (AHRS) and magnetic reference sensor. T-tail with conventional elevators; no rudder. Two-segment
trailing-edge `flaperons'.
Structure
Pressurised aluminium fuselage plus wing and tilt structure of graphite stringer skin panel construction, using
Japanese Toray composite fibre material, with aluminium internal structure.
Landing gear
Retractable tricycle type, with twin nosewheels and single wheel on each main unit. Messier-Dowty
responsible for design, development and manufacture of integrated landing gear system.
Power plant
Two Pratt & Whitney PT6C-67A turboshaft engines, each rated at 1,447 kW (1,940 shp) for take-off; design
output shaft speed (direct drive) 30,000 rpm. Engines installed in tilting nacelles at wingtips, each driving a
three-blade proprotor. Nacelle interface units by AMETEK Aerospace Systems. Collins EICAS; modified oil
system with dual pumps. All fuel in integral wing tanks; usable capacity 1,401 litres (370 US gallons; 308 Imp
gallons). Provision for auxiliary tanks.
Accommodation
Two crew side by side in cockpit, with dual controls, and seating for six to nine passengers. Crew and
passenger door on starboard side, forward of wing. Cabin pressurised and air-conditioned.
Systems
Equipped for flight into known icing conditions. Lucas Aerospace DC electrical power systems. Intertechnique
brushless electric pumps and motor-operated shut-off valves.

Avionics
Collins Pro Line 21 package as standard.
Comms: Dual VHF radios; Mode S transponder. Cockpit voice recorder included as standard.
Radar: Optional Collins WXR-800 solid-state weather radar.
Flight: Dual VOR/ILS, DME and ADF, with integrated control of sensors by dual Collins RTU-4200 Radio
Tuning Units. Collins ALT-4000 radar altimeter optional. GPS included as standard, along with TCAS and
FDR.
Instrumentation: Three 250 200 mm (10 8 in) active matrix colour LCD adaptive flight displays,
including two primary flight displays and one multifunction display. Standby instrument system by
BFGoodrich Aerospace.
Specifications
(provisional)
Proprotor diameter
Length, overall
Width, overall
Height to top of fin
Max diameter of fuselage
Forward cabin door
width
Wheel track
Wheelbase
Distance between proprotor centres
7.92 m (26 ft 0 in)

13.41 m (44 ft 0 in)
18.29 m (60 ft 0 in)
4.57 m (15 ft 0 in)
1.75 m (5 ft 9 in)
0.91 m (3 ft 0 in)
3.05 m (10 ft 0 in)
5.79 m (19 ft 0 in)
10.05 m (33 ft 0 in)
Cabin: Length
Width
Height
5.33 m (17 ft 6 in)

1.52 m (5 ft 0 in)
1.54 m (5 ft 0 in)
1.56 m3 (55 cu ft)
Areas
Rotor discs, each
49.23 m2 (530.0 sq ft)

Weight empty
Max T-O weight
Useful load
4,763 kg (10,500 lb)

7,258 kg (16,000 lb)
2,495 kg (5,500 lb)
Max disc loading
147 kg/m2 (30 lb/sq ft)
Performance
(preliminary)
Max cruising speed
Long-range cruising speed
Operational ceiling
Single-engine ceiling
275 kt (509 km/h; 316 mph)

250 kt (463 km/h; 287 mph)
7,620 m (25,000 ft)
5,485 m (18,000 ft)
Max range: dry tanks

Max range: with auxiliary tanks
750 n miles (1,388 km; 862 miles)

1,000 n miles (1,850 km; 1,150 miles)
UPDATED
Three-view drawing of Bell Agusta 609
Artist's impression of Bell Agusta 609 in EMS configuration

(1998)
Flight deck of 609 showing Pro Line 21 with three LCD displays
(1999)
Mockup of the Bell/Agusta 609 tiltrotor

(2000)
HV-609 multimission version proposed for US Coast Guard

(2000)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, IRAN
IRGI Shahed-274
Programme
The Islamic Revolutionary Guards Institute for Industrial Research and Development introduced a new
helicopter to the public at the first Iran Aircraft Industries (IAIC) sponsored International Aerospace
Conference held in Tehran at the beginning of 2001.
The five-seat Shahed-274 is said to have a maximum level speed of 97 kt (180 km/h; 112 mph) and a
maximum range of 335 n miles (620 km; 385 miles). Service ceiling is 5,200 m (17,060 ft).
A total of 20 helicopters are to be built by 2004 for observation, SAR and light cargo transport.
NEW ENTRY
The Shahed-274 utility helicopter made its first public flight at Tehran at the
beginning of 2001 (Aviation Industries Journal of Iran)
(2001)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, TAIWAN
Modus V-506 VertiJET

Type
High-speed VTOL hybrid aircraft.
Programme
Small, high-performance Verticraft proof-of-concept model under construction in three-year programme
for construction, testing and marketing; initially to be trialled as scaled-down unmanned version. First
flight scheduled for June 2001, with second larger prototype with more powerful engines, planned to fly
in 2003 or 2004. Modus estimates market for 200 manned and 110 unmanned versions in first five
years.
Versions
VertiJET 1: Proof-of-concept model, powered by twin micro-jet engines, now under construction.
V-506 VertiJET: Proposed 5 to 6-seat production model.
Design features
Hybrid design with twin micro-jet engines combining VTOL capability of a helicopter with high-speed
cruise of fixed-wing aircraft. Pair of mirror-image counter-rotating discs with rigid bladelets on the
periphery, eliminates need for anti-torque devices such as the tail rotor; bladelets are retracted into the
discs and discs may be stopped during high-speed horizontal flight. Expected high-speed cruise in
excess of 300 km/h, with range greater than 1,500 km.

UPDATED
Modus VertiJET
(1999)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, INDONESIA
Indonesian Aerospace NH2 ALCLH

Type
Two-seat advanced low-cost light helicopter.
Programme
Design study only; programme launch delayed due to priorities of company's other projects.
Design features
Conventional helicopter with three-blade main and two-blade tail rotors, plus skid landing gear. Power plant
not determined.
Specifications
Main rotor diameter
Tail rotor diameter
Fuselage length
Fuselage width
Height:
to fin tip
overall
Skid track
7.66 m (25 ft 1 in)

1.10 m (3 ft 7 in)
6.24 m (20 ft 5 in)
1.17 m (3 ft 10 in)
2.10 m (6 ft 10 in)
2.21 m (7 ft 3 in)
1.84 m (6 ft 0 in)
Areas
Main rotor disc
46.08 m2 (496.0 sq ft)
Tail rotor disc
0.95 m2 (10.22 sq ft)

Weight empty
334 kg (763 lb)
Fuel weight
75 kg (165 lb)
Max T-O weight
600 kg (1,322 lb)
Performance
(estimated at max T-O weight, ISA. A: at S/L, B: at 4,000 m; 13,120 ft)
Max speed:
A
B
101 kt (187 km/h; 116 mph)

85 kt (157 km/h; 98 mph)
Max rate of climb:

A
B
Hovering ceiling, OGE
Service ceiling
Range:
A
755 m (2,480 ft)/min

239 m (785 ft)/min
3,735 m (12,250 ft)
5,425 m (17,800 ft)

UPDATED
Model of the projected IPTN NH2 (Paul Jackson)
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STATES OF AMERICA
Bell/Agusta BA 632
Study into 32-seat quad tilt rotor model.
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STATES OF AMERICA
Bell/Agusta BA 626
Quad tilt rotor proposal for 26 passengers based on uprated versions of the BA 609's 1,450 kW (1,940
shp) P&WC PT6 C-67A engines.
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STATES OF AMERICA
Bell/Agusta BA 619
Study into a 19-seat development of the BA 609 with two 2,240 kW (3,000 shp) prop rotors and a
MTOW of 12,700 kg (28,000 lb). Possible engines include the Rolls-Royce AE 1107, or versions of the
Pratt & Whitney Canada PW150 or General Electric CT7.
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LITHUANIA
Silver Titan VR-555

Type
Light general purpose helicopter.
Programme
Designed by engineer Vytautas Radavicius and built at the Silver Titan public enterprise at Kaunas
Aviation Plant in Lithuania. Construction started in 1992, and first test flights were undertaken in
summer 1999. Test programme to be completed in summer 2000, but lack of funding may force delay.
Helicopter intended for aerial work, with emphasis on environmental and forestry protection.
Design features
Three-blade metal main rotor; two-blade metal tail rotor.
Flying controls
Horizontal tailplane; swept fins above and below tailboom.
Structure
Welded steel tube structure to carry the engine and cabin; tailboom also welded steel tube, but triangular
in construction.
Landing gear
Tubular skid-type with ground handling wheels.
Power plant
Prototype is flying with one 242.5 kW (325 hp) Vedeneyev M14V-26 nine-cylinder air-cooled radial
piston engine, but 521.5 kW (700 shp) turboshaft engine required. Fuel capacity 330 litres (87 US
Accommodation
Pilot and four passengers.
Main rotor diameter
13.00 m (42 ft 7 in)
Tail rotor diameter
2.00 m (6 ft 6 in)
Length overall
11.60 m (38 ft 0 in)
Height, to top of tail fin
3.70 m (12 ft 1 in)
Width overall
2.00 m (6 ft 6 in)
Cabin: Length
3.00 m (9 ft 10 in)
Width
1.70 m (5 ft 7 in)
Height
1.30 m (4 ft 3 in)

Gross weight
2,250 kg (4,960 lb)
Useful load
400 kg (882 lb)
Performance
Cruising speed
Range
81 kt (150 km/h; 93 mph)

VERIFIED
Silver Titan VR-555 cockpit

(2000)
Silver Titan VR-555

(2000)
Two-view drawing of Silver Titan VR-555

(2000)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, UNITED STATES
OF AMERICA
PAM 100B
Type
VTOL platform.
Programme
Second-generation individual lifting vehicle (ILV), developed from similar machines flown in the early 1950s.
Project initiated October 1989, with construction started in January 1993. Prototype PAM 100B first flown in
June 1994; close to 100 hours tie-down and hover flights logged by mid-2000. Flight testing being conducted by
the Performance Aviation Manufacturing Group in Hampton, Virginia, USA. Could also be targeted at military
UAV market. Initial plans are to market the PAM 100B in kit form.
Costs
Anticipated price US$38,000.
Design features
Naturally stable platform, which can be flown by persons with limited flying experience. Co-axial
counter-rotating proprotors made of single piece of extruded aluminium, mounted below main open-frame
structure. Has full engine redundancy and can fly safely through full flight envelope after a single engine failure.
Flying controls
Fore/aft and lateral motion generated by pilot's weight shift. Directional control is achieved using small props at
the end of the cross tubes. Manual control of engine rpm for vertical control.
Structure
Tubular main structure. Composite rotar blades; aluminium flexure rotor hub.
Landing gear
Fixed skid-type.
Power plant
Two 78.2 kW (105 hp) Hirth F30A piston engines. Power from the engines is transmitted to the rotors through
several gearboxes, a centrifugal and overrunning clutch, and a torsional damper. Fuel capacity of 26.5 litres (7
US gallons; 5.85 Imp gallons) allows approximately one half hour flight at 39 kt (72 km/h; 45 mph). Two SWB
Turbine 74.5 kW (100 hp) JSF 100 lightweight turbine engine under consideration for updated ILV.
Accommodation
Pilot only, standing inside tubular frame.
Rotor diameter
2.79 m (9 ft 2 in)
Rotor blade chord
0.20 m (0 ft 8 in)
Height overall
2.59 m (8ft 6 in)
Skid width
3.05 m (10 ft 0 in)
Areas
Rotor disc
0.20 m2 (2.11 sq ft)

6.12 m2 (65.89 sq ft)

Weight empty
272 kg (600 lb)
Gross weight
431 kg (950 lb)
Max fuel weight
20.4 kg (45 lb)
Max disc loading

Max power loading
35.1 kg/m2 (7.20 lb/sq ft)

2.75 kg/kW (4.52 lb/hp)
Performance
52 kt (97 km/h; 60 mph)
Cruising speed
39 kt (72 km/h; 45 mph)
Service ceiling
1,830 m (6,000 ft)
Range
21.7 n miles (40.2 km; 25 miles)

UPDATED
PAM 100B hovering in free flight

(2000)
Three-view drawing of PAM 100B ILV

(2000)
Gunter Endres MRAeS
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KINGDOM
Intora Firebird
Type
Single-seat, ultralight helicopter.
Programme
Design originated in the USA in 1950s, but later abandoned. Rights acquired by Afibra Handels (later, Liteco
Helicopter Systems) of Switzerland, which developed two-seat, enclosed version, designated ATLAS (Advanced
Technology Light Airborne System) using single-seat versions (N8186E and N9042F) as proof-of-concept
(POC); first flight of two-seat aircraft (F-WGTX) 3 May 1990; trials continued until 1993, when programme
temporarily ended. Acquired by Intora in UK, which is promoting Minicopter (second of which registered
G-BXZN in August 1998) under new name of Firebird.
Current versions
Firebird: Standard manned version.
UAV: Remotely piloted version (see under unmanned helicopters).
Design features
Small, simple helicopter, demanding minimal pilot training. Manufacturers state that the Firebird can be flown by
non-pilots after 30 to 40 minutes of instruction. Can be fitted with larger main rotors for hot/high operation.
Useful load per unit of weight is said to be 360 per cent better than conventional turbine helicopter.
Flying controls
Single-lever 'monotrol' control initiates movement in all three axes. Optional anti-torque rotor, driven by cable
from main rotor, mounted on tailboom. Twin tailfins or V tail provide directional stability at speed.
Structure
Main airframe of conventional lightweight aluminium/steel tubular construction.

Landing gear
Fixed skids.
Power plant
Rotor is propelled by two tip-mounted 0.127 kN (28 lb) JAT H2O2 rocket jets that are powered by 85 per cent
hydrogen peroxide fuel pumped from onboard tanks and, in combination with a catalyst, converted within the
power plants to superheated steam and oxygen at about 630C (1,166F) and released as a hot gas at supersonic
speed via a nozzle, with no flame. Fuel capacity 57 litres (15.0 US gallons; 12.5 Imp gallons) normal; 114 litres
(30 US gallons; 25 Imp gallons)optional. Optionally, a pusher engine of unspecified type increases endurance up
to 4 hours.
Accommodation
One person in open seat.
Avionics
Wide range of avionics and navigational equipment available to customer choice.
Equipment
Optional equipment includes thermo-insulated fuel tanks for operations at altitudes greater than 1,830 m (6,000
ft); auxiliary fuel tanks; and rescue systems.
Armament
Optional armament includes twin 7.62 mm machine guns, 0.50 calibre machine gun, 2.75 in rocket launcher,
AAMs and bombs.
Main rotor diameter
5.49 m (18 ft 0 in)
Tail rotor diameter
0.60 m (1 ft 11 in)
Frame overall: length
3.11 m (10 ft 2 in)
Width
0.64 m (2 ft 1 in)
2.10 m (6 ft 10 in)
Skid length
1.65 m (5 ft 5 in)
Skid track
1.45 m (4 ft 9 in)

Weight empty
100 kg (220 lb)
Max T-O weight
363 kg (800 lb)
Max disc loading
17.52 kg/m2 (3.73 lb/sq ft)
Performance (estimated)
Max level speed
87 kt (161 km/h; 100 mph)
Cruising speed
30.4 kt (56 km/h; 35 mph)
10.8 m/s (2,000 ft)/min
Service ceiling
9,150 m (30,000 ft)
Endurance at cruising speed: normal fuel
30 min
optional fuel
45 min
VERIFIED
Hydrogen peroxide-powered tip jets single-seat helicopter starting rotor

(2000)
Intora Firebird
(2000)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, ISRAEL
AD&D Hummingbird
Type
VTOL platform.
Programme
Launched as private venture, reviving 1950s US concept, but incorporating new features. First (tethered)
hovering flight 28 August 1997; first free (untethered) flight 4 October 1998. Company seeking strategic partner
with whom to build two more prototypes, complete the flight test programme and set up production. Initial plans
are to market in kit version.
Costs
Estimated US$30,000 (1998).
Design features
Naturally stable platform which can be flown by persons with limited flying experience. Has full engine
redundancy, and can continue flying safely throughout flight envelope after a single engine failure.
Flying controls
Pilot initiates lateral and longitudinal movement control by leaning in desired direction of flight. Yaw is
controlled by a small handle operated by the right hand; a rate gyro coupled to two small actuators serves as a
yaw damper to reduce pilot workload; damper will probably be eliminated.
Structure
Engines and propellers are basically off-the-shelf ultralight components.
Landing gear
Four non-retractable, free-castoring single wheels, each with shock-absorbing oleo. Can withstand vertical
impacts of up to 4 m (13 ft)/s without injuring pilot or damaging airframe.
Power plant
Four 16.4 kW (22 hp) Hirth F3 single-cylinder piston engines, coupled through torsional dampers and one-way
clutches. These drive, via an AD&D gearbox equipped with a chip detector, two three-blade contrarotating
proprotors. Alternative engines are under consideration. Standard fuel capacity 20 litres (5.3 US gallons; 4.4 Imp
gallons).
Accommodation
Pilot only, standing inside tubular metal frame.
Avionics
Instrumentation: Battery voltage meter; rotor tachometer; four CHT gauges with an ignition kill switch for each
engine; four warning lights (engine out, transmission chips, engine temperature and low battery); master switch;
emergency parachute activation handle (optional); and mode selector button for yaw stabilisation augmentation
system.
Equipment
Emergency parachute recovery system optional.
Diameter
2.20 m (7 ft 2 in)
Height overall
1.90 m (6 ft 2 in)

Weight empty
145 kg (320 lb)
Max T-O weight
270 kg (595 lb)
Performance
Max level speed
Operating ceiling
Range, standard fuel
approx 25 kt (46 km/h; 28 mph)

3,050 m (10,000 ft)
Endurance, standard fuel
30-40 min
* To be increased to 40-60 kt (74-111 km/h; 46-69 mph) in later versions

VERIFIED
Hummingbird hovering in free flight

(2000)
Hummingbird
(2000)
Gunter Endres MRAeS
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STATES OF AMERICA
Veetol Phillicopter Mk 1
Type
Programme
Refurbishment of prototype (VH-DXV) commenced 1990, first flight 1992; performance flight tests with this
have provided information for production model modification, including transmission improvements and
power increase to enhance performance. Design frozen by early 1995, pending launch of production. No
further progress reported.
Costs
Programme A$2 million. Unit cost A$180,000.
Design features
Two-blade teetering main rotor; blade section 0012 with constant chord, zero twist; no rotor brake; two-blade
rotor on port side. Fixed horizontal tail and surface and ventral fin.
Flying controls
All mechanical.
Structure
Skeletal steel tube truss frame; aluminium alloy main rotor blades.
Landing gear
Welded steel tube skid landing gear with shock-absorption via rubber mounts; ground-handling wheels
standard.
Power plant
One 108 kW (145 hp) Teledyne Continental O-300 or one 134 kW (180 hp) Textron Lycoming O-360 piston
engine, mounted horizontally aft of cabin. Fuel contained in two tanks, combined capacity 76 litres (20 US
gallons; 16.7 Imp gallons). Oil capacity 7.6 litres (2 US gallons; 1.7 Imp gallons).
Accommodation
Two seats side by side in enclosed cabin. Curved windscreen. Removable door on each side. Accommodation
is ventilated.
Systems
12 V electrical system.
Specifications
Main rotor diameter
Tail rotor diameter
Width over skids
Passenger door:
Height
Width
Height to sill
7.92 m (26 ft 0 in)

1.37 m (4 ft 6 in)
0.20 m (8 in)
1.83 m (6 ft 0 in)
0.76 m (2 ft 6 in)
0.61 m (2 ft 0 in)
0.46 m (1 ft 6 in)
Cabin:
Length
Max width
1.22 m (4 ft 0 in)
1.17 m (3 ft 10 in)
Volume
0.79 m3 (28 cu ft)
Areas
0.74 m2 (8.0 sq ft)
0.06 m2 (0.66 sq ft)
Main rotor disc

Tail rotor disc
49.33 m2 (531.0 sq ft)

1.49 m2 (16.0 sq ft)
Ventral fin
0.19 m2 (2.0 sq ft)
Tailplane
0.25 m2 (2.66 sq ft)

Max fuel
Max T-O and landing weights
Max disc loading
Max power loading (0-360 engine)
Performance
64 kg (140 lb)
680 kg (1,500 lb)
13.7 kg/m2 (2.8 lb/sq ft)
5.07 kg/kW (8.33 lb/hp)
(0-360 at max t-o weight, ISA, except where indicated

Max level speed
Econ cruising speed at 915 m (3,000 ft)
Service ceiling
120 kt (222 km/h; 138 mph)

110 kt (204 km/h; 127 mph)
105 kt (194 km/h; 121 mph)
365 m (1,200 ft)/min
4,875 m (16,000 ft)
1,830 m (6,000 ft)

Range with max fuel
915 m (3,000 ft)

VERIFIED
Veetol Phillicopter during a flight test sortie

(1998)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, POLAND
PZL Swidnik SW-4

Type
Single-engined multipurpose light helicopter.
Programme
Development began 1985; full-scale mockup completed 1987; major redesign undertaken 1989-90, now using
Allison 250-C20R/2 engine in more streamlined fuselage with modified tail unit. Prototype (c/n 600102) rolled
out December 1994, is non-flying testbed for ground and equipment tests; '101 is static test airframe, '103 and
'104 are flying prototypes. First flight made by 600103 (later SP-PSW) 29 October 1996. FAR/JAR Pt 27
certification planned. Option of 459 kW (615 shp) Pratt & Whitney Canada PW200/9 to be offered on later
production aircraft; twin-engined version also being studied.
Current versions
Intended applications include passenger and cargo transport, medevac, border patrol, armed scout and training
use.
Design features
Three-blade main rotor; arrowhead tailfin on port side, with two-blade tail rotor to starboard; narrow tailplane
with small endplate fins: flight controls powered by hydraulic actuator.
Structure
GFRP for approximately 20 per cent of airframe, including all rotor blades; remainder mainly of aluminium
alloy.
Landing gear
Tubular skid type.
Power plant
One 335 kW (450 shp) Allison 250-C20R/2 turboshaft. Transmission rating 335 kW (450 shp) for T-O,
283 kW (380 shp) maximum continuous; 30 minute run-dry capability. Standard fuel capacity 500 litres (132
US gallons; 110 Imp gallons). Fuel tank located under main gearbox. Optional 459 kW (615 shp) PWAC
PW200/9 engine on later aircraft.
Accommodation
Pilot and up to four passengers or one stretcher patient and two medical attendants. One front-hinged and one
rearward-sliding door on each side of cabin.
Avionics
Instrumentation: AlliedSignal VFR in first prototype; IFR optional in production aircraft.
Specifications
Main rotor diameter
Tail rotor diameter
Length:
9.00 m (29 ft 6{1/3} in)

1.50 m (4 ft 11 in)
5.25 m (17 ft 2 in)
fuselage
Fuselage max width
Height overall
Tail unit span (over endplates)
8.25 m (27 ft 0 in)

1.52 m (4 ft 11 in)
2.97 m (9 ft 9 in)
1.83 m (6 ft 0 in)
Skid track
10.55 m (34 ft 7 in)
2.20 m (7 ft 3 in)
Cabin:
Length
Max width
Max height
Volume
2.14 m (7 ft 0 in)
1.42 m (4 ft 7 in)
1.27 m (4 ft 2 in)
3.85 m3 (136 cu ft)
Areas
Main rotor disc
63.62 m2 (684.8 sq ft)
Tail rotor disc
1.77 m2 (19.05 sq ft)

Weight empty
Max payload:
internal
on external sling
Normal T-O weight (internal payload)
Max T-O weight with sling load
950 kg (2,111 lb)

550 kg (1,222 lb)
750 kg (1,653 lb)
1,600 kg (3,527 lb)
1,800 kg (3,968 lb)
26.72 kg/m2 (5.47 lb/sq ft)
Max disc loading

Max power loading
5.07 kg/kW (8.33 lb/shp)
Performance
(estimated, at normal T-O weight, ISA)
Max level speed at 500 m (1,640 ft)
155 kt (288 km/h; 179 mph)

132 kt (245 km/h; 152 mph)
Max cruising speed, 70% power at 500 m (1,640 ft)

129 kt (240 km/h; 149 mph)

8.5 m/s (1,673 ft/min)
Service ceiling: ISA

ISA +20C
5,430 m (17,800 ft)

4,780 m (15,680 ft)
Hovering ceiling:
IGE
OGE
2,300 m (7,545 ft)

1,650 m (5,410 ft)
Range: standard fuel, no reserves

Endurance

5 h 8 min
VERIFIED
PZL Swidnik SW-4 (Allison 250-C20R/2) turboshaft (Jane's/Mike Keep)
PZL Swidnik SW-4 single-engined light helicopter prototype five-seat light helicopter
(1999)
Cockpit of PZL Swidnik SW-4

(2000)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, POLAND
PZL/IL IS-2
Type
Light piston-engined general purpose helicopter.
Programme
Joint project between the Aviation Institute (Instytut Lotnictwa) of Warsaw and helicopter manufacturer PZL
Swidnik, for a light, two-seat helicopter to compete in the market with the Robinson R22. Three prototypes are
to be built with funds provided from the budget for scientific research (two flying, one static test). Programme
initiated 1 June 1994; construction started 1 June 1995. First flight of the Textron Lycoming O-300-powered
helicopter was projected for June 1998 but funding problems have delayed programme; to be certificated to
JAR Pt 27.
Costs
Estimated programme cost US$3.5 million; target unit price US$120,000 (1998).
Design features
Conventional pod and boom configuration, with three-blade main rotor and four-blade Fenestron-type ducted
tail rotor. Designed as a low-cost helicopter primarily for training and patrol work.
Flying controls
Conventional and manual.
Structure
Fuselage truss frame of steel tube and aluminium alloy, with glass fibre skin in cockpit area; aluminium alloy
semi-monocoque tailboom; glass fibre composites tailfin; all rotor blades of glass fibre/epoxy and carbon fibre
composite construction.
Landing gear
Conventional metal skid type, with small ground handling wheels.
Power plant
One 134 kW (180 shp) Textron Lycoming 0-360 flat-four engine. Combined fuel capacity in two 55 litre (14.5
US gallon; 12.1 Imp gallon) tanks. PZL-Franklin 6A-350-C1 rated at 150 kW (201 shp) alternative engine
under consideration.
Accommodation
Two seats side by side; forward-opening window/door on each side. Baggage space aft of seats. Cabin heated
and ventilated.
Systems
No hydraulic or pneumatic systems; 28 V DC electrical system. Optional de-icing.
Avionics
Comms: AlliedSignal KT 76A transponder.
Flight: AlliedSignal KLX 135 GPS receiver and KR 87 ADF
Instrumentation: Directional gyro and BFGoodrich altitude gyro.
Specifications
Main rotor diameter
Tail rotor diameter
Fuselage:
7.50 m (24 ft 7 in)

0.87 m (2 ft 10 in)
8.66 m (28 ft 5 in)
Length
Max width
Height overall
6.98 m (22 ft 10 in)

1.40 m (4 ft 7 in)
2.83 m (9 ft 3 in)
Tailplane span
1.18 m (3 ft 10 in)
Cabin:
Length
Max width
Max height
1.66 m (5 ft 5 in)
1.35 m (4 ft 5 in)
1.35 m (4 ft 5 in)
Floor area
1.60 m2 (17.2 sq ft)
Volume
2.2 m3 (78 cu ft)
Areas
Main rotor disc
Tail rotor disc
Fin, including tail rotor cover
Tailplane
44.18 m2 (475.5 sq ft)

0.59 m2 (6.35 sq ft)
1.16 m2 (12.49 sq ft)
0.47 m2 (5.06 sq ft)
Weight empty
Max internal fuel
Max payload
Max T-O weight
550 kg (1,213 lb)

82 kg (181 lb)
100 kg (220 lb)
790 kg (1,741 lb)
Max disc loading
17.9 kg/m2 (3.66 lb/sq ft)

5.89 kg/kW (9.67 lb/hp)

Performance
(estimated, at max T-O weight)
Max level speed at 500 m (1,640 ft)
118 kt (220 km/h; 136 mph)

103 kt (190 km/h; 118 mph)
Max cruising speed at 500 m (1,640 ft)

Econ cruising speed at 500 m (1,640 ft)
94 kt (175 km/h; 109 mph)

84 kt (155 km/h; 96 mph)
6.9 m/s (1,358 ft/min)
Service ceiling
Hovering ceiling:
4,275 m (14,025 ft)
IGE
OGE
1,500 m (4,920 ft)

1,000 m (3,280 ft)
Range
Endurance

4 h 5 min
VERIFIED
Mockup of PZL/IL IS-2 light helicopter

(1998)
Three-view of PZL/IL IS-2 light helicopter

(1999)
Gunter Endres MRAeS
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STATES OF AMERICA
MK Helicopter MK II
Type
Two-seat very light single-engined helicopter.
Programme
Formerly known as the Ultralight MK II, now aimed at JAR Pt 27 certification as light transport helicopter.
Design and construction of first prototype started in 1990. First flight planned for 1998; but not reported by
mid-1999.
Cost
Target price US$150,000 (DM225,000).
Design features
Two-blade semi-articulated main rotor; blades comprise Glass-Reinforced Plastic (GRP) skin over Rohacell
foam core. Two-blade tail rotor on port side; rotor blades of aluminium extrusions. Engine drives two-stage
transmission through polymer belts and centrifugal clutch. Helicopter designed by Finite-Element-Method
(FEM) analysis; prototype built using Unigraphics CAD system.
Structure
Engine, transmission, rotor controls and landing gear attached to aluminium chassis made from two
high-strength alloy plates; fuselage Carbon Fibre Reinforced Plastic (CFRP) sandwich with Nomex core.
Plexiglass windows.
Landing gear
Skid type with strengthened aluminium tubes.
Power plant
Upgraded version of Rotax 914 four-cylinder, four-stroke water- and air-cooled engine with turbocharger.
Dual magnetic ignition. Maximum power output developing 92 kW (125 hp) continuous, 106 kW (144 hp) at
5,800 rpm. Central twin-compartmented fuel tank with 80 litres (21 US gallons; 17.6 Imp gallons) usable
capacity. Super unleaded or Avgas 100LL. Fuel consumption at 75 per cent power 18.3 litres/h.
Accommodation
Pilot and one passenger; side by side in enclosed cabin.
Specifications
Main rotor diameter
8.06 m (26 ft 5 in)
Tail rotor diameter

Length, fuselage
Width, fuselage
Height overall
1.50 m (4 ft 11 in)
6.99 m (22 ft 11 in)
1.32 m (4 ft 4 in)
2.73 m (8 ft 11 in)
Areas
51.02 m2 (549.2 sq ft)
Main rotor disc
1.77 m2 (19 sq ft)
Tail rotor disc

Max T-O weight
388 kg (855 lb)

650 kg (1,433 lb)
12.74 kg/m2 (2.60 lb/sq ft)
Max disc loading

Max power loading
6.06 kg/kW (9.95 lb/hp)
Performance
(preliminary data)
Service ceiling
Hovering ceiling:
IGE
OGE
Range with max fuel at S/L
108 kt (200 km/h; 124 mph)

92 kt (170 km/h; 106 mph)
8.0 m/s (1,575 ft/min)
4,500 m (14,765 ft)
3,000 m (9,850 ft)
1,500 m (4,925 ft)
VERIFIED
MK Helicopter's MK II very light helicopter uses advanced materials
MK Helicopter MK II (Jane's/James Goulding)

(1998)
Gunter Endres MRAeS
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Mil Mi-58
Type
Twin-turbine passenger helicopter.
Programme
Announced at 1995 Paris Air Show; based on Mi-28 gunship; planned certification to Russian and FAR
Pt 29 requirements. No further progress reported.
Design features
Conventional pod and boom configuration; five-blade main rotor, two independent `scissors'-type tail
rotors and dynamic system similar to those of Mi-28.
Landing gear
Non-retractable tricycle type; single wheel on each main unit, carried on long sponson on each side of
fuselage; twin nosewheels.
Power plant
Two Klimov TV3-117VMA-SB3 turboshafts, each with contingency rating of 2,088 kW (2,762 shp).
Accommodation
Basic version for 20 passengers, with four rearward-facing seats at front of cabin, 12 seats three-abreast
with aisle and four seats at rear. Door on each side of flight deck; main cabin door at front on port side;
emergency exit each side over sponson. VIP version projected. No other data available.
VERIFIED
Provisional three-view of Mil Mi-58 20-passenger helicopter (Jane's/James

Goulding)
Gunter Endres MRAeS
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FEDERATION AND ASSOCIATED STATES (CIS)
Mil Mi-54
Type
Twin-turbine commercial utility helicopter.
Programme
Project announced summer 1992; at preliminary design stage by 1993, to replace Mi-2 and Mi-8; model
displayed at MosAeroshow '92; single-engined version for Asian market also being studied; no further
progress reported.
Design features
Configuration shown in accompanying illustrations; four-blade composites main and tail rotors; high excess
power will permit operation as Cat A helicopter from sites of limited size; intended for passenger/cargo, oil rig
support, ambulance and executive duties.
Landing gear
Non-retractable tricycle type; single wheel on each main unit, carried on short sponsons; twin nosewheels;
tailskid.
Power plant
Two Saturn/Lyulka AL-32 turboshafts, each 574 kW (770 shp), mounted side by side above cabin.
Accommodation
Normal seating for 10 to 12 passengers.
Specifications
Main rotor diameter

Tail rotor diameter
13.50 m (44 ft 3 in)

2.60 m (8 ft 6 in)

Wheel track
Wheelbase
13.20 m (43 ft 3 in)

3.55 m (11 ft 7 in)
3.00 m (9 ft 10 in)
3.90 m (12 ft 9 in)
Areas
143.14 m2 (1,540.7 sq ft)
Main rotor disc
5.31 m2 (57.16 sq ft)
Tail rotor disc

Payload
Max T-O weight
1,000-1,300 kg (2,205-2,865 lb)

4,000 kg (8,820 lb)
Max disc loading
27.9 kg/m2 (5.72 lb/sq ft)
Performance
(estimated)
Max level speed
Nominal cruising speed
151 kt (280 km/h; 174 mph)

140 kt (260 km/h; 161 mph)

2,000 m (6,560 ft)

with 1,200 kg (2,645 lb) payload

VERIFIED
Mil Mi-54 twin-turbine commercial utility helicopter (Jane's/Mike Keep)
Gunter Endres MRAeS
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Mil Mi-52
Type
Three-seat light helicopter.
Programme
Announced and model displayed at 1993 Paris Air Show; first flight scheduled 1994 but delayed and believed
not yet flown; production planned at small plant in Moscow, adjoining OKB.
Design features
Smallest helicopter yet developed by Mil. Four-blade main rotor, two-blade tail rotor.
Landing gear
Non-retractable tricycle type; single wheel on each unit; cantilever spring legs; fairing over each wheel.
Power plant
One rotary (Wankel type) engine, probably related to VAZ-430 in Mi-34 VAZ.
Accommodation
Enclosed cabin for pilot in front, and two passengers on rear bench seat; two doors on each side.
Specifications
Main rotor diameter
Wheel track
10.00 m (32 ft 9 in)

8.71 m (28 ft 7 in)
2.00 m (6 ft 6 in)
Areas
78.54 m2 (845.4 sq ft)
Main rotor disc

Max payload
250 kg (551 lb)
Max T-O weight
1,150 kg (2,535 lb)
Max disc loading
14.6 kg/m2 (3.00 lb/sq ft)
Performance
(estimated)
86-91 kt (160-170 km/h; 100-105 mph)
1,600 m (5,250 ft)
Range with standard fuel

VERIFIED
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Mil Mi-46T
Type
Twin-turboshaft passenger/freight transport helicopter.
Programme
Project announced summer 1992; no further announcements.
Design features
Replacement for Mi-6, with T-O weight just over half that of Mi-26. General configuration similar to Mi-26;
seven-blade main rotor, five-blade tail rotor; non-retractable tricycle landing gear with twin wheels on each
unit; few windows in hold; rear-loading ramp and doors; engines above hold, forward of main rotor driveshaft.
Power plant
Two new-type Aviadvigatel turboshafts, each 5,590 kW (7,495 shp).
Accommodation
Equipped normally to carry freight.
Specifications
Main rotor diameter
Wheel track
27.6 m (90 ft 6 in)

26.3 m (86 ft 3 in)
5.00 m (16 ft 5 in)

Weight empty
Max payload
Max T-O weight
16,200 kg (35,715 lb)

12,000 kg (26,455 lb)
30,000 kg (66,137 lb)
Performance
(estimated)
145 kt (270 km/h; 168 mph)

Normal range with 10,000 kg (22,045 lb) payload
2,300 m (7,550 ft)

VERIFIED
Provisional drawing of Mil Mi-46T twin-turboshaft passenger/freight transport helicopter

(Jane's/Mike Keep)
Gunter Endres MRAeS
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Mil Mi-46K
Type
Twin-turboshaft flying crane helicopter.
Programme
Project revealed summer 1992; no subsequent announcements.
Design features
Replacement for Mi-10K, of typical large flying crane configuration, utilising fuselage nose, flight deck,
power plant and dynamic components of Mi-46T; flat-bottomed, shallow centre and rear fuselage, with short
stub-wings and long tripod-braced mainwheel units; glazed gondola for second pilot, facing rearward behind
front fuselage pod, to control helicopter during loading and unloading. Sling cable directly under main rotor
driveshaft for payload.
Power plant
Two unspecified 5,965 kW (8,000 shp) turboshafts.
Specifications
Weight empty
Max T-O weight
Performance
(estimated)
19,700 kg (43,430 lb)

36,500 kg (80,467 lb)
Hovering ceiling at max T-O weight

Range with 11,000 kg (24,250 lb) payload at max T-O
weight, 30 min reserves
2,300 m (7,545 ft)

VERIFIED
Artist's impression of Mil Mi-46K flying crane counterpart of Mi-46T (Jane's/Mike Keep)
Gunter Endres MRAeS
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Mil Mi-34 VAZ

Type
Lightweight two/four-seat twin-engined helicopter.
Programme
Now in development; powered by two rotary engines, produced by VAZ motorcar works in Togliattigrad;
prototype exhibited at MosAeroshow 1992, but no further progress reported.
Design features
Basically as Mi-34 but completely new rotor head based on carbon fibre starplate, anchoring pitch cases that
are integral with main blade section (sleeve over starplate arm); droop stops under blade root; no drag
dampers; starplate clamped between upper and lower metal forgings attached to main shaft; pitch-change
fittings also metal forgings. Resultant large apparent hinge offset gives high-control response. Main rotor tip
speed 205 m (672 ft)/s.
Power plant
Two VAZ-430 twin-chamber rotary engines, each 169 kW (227 hp) for T-O, 198.5 kW (266 hp) contingency.
Internal fuel capacity 245 litres (64.7 US gallons; 54 Imp gallons); auxiliary fuel capacity 245 litres (64.7 US
gallons; 54 Imp gallons). Engines burn Mogas and have power-to-weight ratio of 0.5 kg (1.1 lb)/hp.
Accommodation
As Mi-34, plus optional stretcher for EMS duties and optional cargo sling.
Systems
Cabin heated; de-icing system for main rotor blades and cabin windows.
Avionics
Flight: Navigation equipment for flying in adverse weather optional.

Specifications
Main rotor diameter
Tail rotor diameter
11.40 m (37 ft 5 in)

1.50 m (4 ft 11 in)
Length of fuselage
Width of fuselage
9.50 m (31 ft 2 in)

1.45 m (4 ft 9 in)
Cabin:
Length
Width
Height
2.40 m (7 ft 10 in)
1.60 m (5 ft 3 in)
1.30 m (4 ft 3 in)
Areas
Main rotor disc
Tail rotor disc
102.07 m2 (1,098.7 sq ft)

1.77 m2 (19.02 sq ft)

Max payload
550 kg (1,212 lb)
Max T-O weight
1,960 kg (4,320 lb)
Max disc loading
19.2 kg/m2 (3.93 lb/sq ft)
Performance
(estimated)
Max level speed
Service ceiling
ISA
ISA + 15C
Range: with max payload, 30 min reserves
with max standard fuel, 340 kg (750 lb) payload, 30
min reserves
Endurance with max standard fuel, 320 kg (705 lb)
payload
118 kt (220 km/h; 136 mph)

97 kt (180 km/h; 112 mph)
5,000 m (16,400 ft)
1,500 m (4,920 ft)
800 m (2,625 ft)
5 h-5 h 30 min
VERIFIED
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, BELGIUM
Masquito M80
Type
Two-seat ultralight helicopter.
Programme
Design started November 1994; construction of prototype began December 1995; first flight (G-MASZ) May
1996. Prototype reconfigured as M80 with Jabiru engine and began ground trials in late 1997. Two further
prototypes (G-MASX and G-MASY) registered in June 1998.
Current versions
M58: Prototype only; Rotax 582 engine.
M80: Intended production version; Jabiru engine.
Costs
Target price BFr1.5 million (1997).
Design features
Conforms to FAR Pt 27 crashworthiness requirements. Two-blade, teetering main rotor and two-blade tail
rotor. Composites `virtual hinge' main rotor head with elastomeric collective pitch thrust bearings. Prototype
has Rotax gearbox for primary reduction and Gates powerdrive toothed aramid fibre belts for secondary
reduction; production version employs 1:1 V belt as primary transmission (upper pulley containing free-wheel
unit) and 1:4 hypoid perpendicular gears as secondary.
Flying controls
Mechanical, with Hiller servo for cyclic pitch control.
Structure
Primary structure of metal alloy, riveted and glued; tailboom of aluminium tube. Main rotor blades have
unidirectional composites spar with PVC foam trailing-edge core and bidirectional composites skin.
Landing gear
Two fixed metal alloy skids mounted on unidirectional glass fibre supports.
Power plant
Prototype has one 47.7 kW (64 hp) Rotax 582. Production version powered by one 59.7 kW (80 hp) Jabiru
2200 flat-four; transmission rating in excess of 74.6 kW (100 hp). Main rotor speed 750 rpm; tail rotor speed
3,400 rpm. Fuel capacity 52 litres (13.7 US gallons; 11.4 Imp gallons).
Specifications
Main rotor diameter
Tail rotor diameter
fuselage
Height overall
Skid track
4.60 m (15 ft 1 in)

1.00 m (3 ft 3 in)
5.80 m (19 ft 0 in)
4.55 m (14 ft 11 in)
2.25 m (7 ft 4 in)
1.70 m (5 ft 7 in)
Areas
Main rotor disc
Tail rotor disc
16.62 m2 (178.90 sq ft)

0.79 m2 (8.45 sq ft)

M58
M80
M58
M80
165 kg (364 lb)

170 kg (375 lb)
380 kg (837 lb)
390 kg (859 lb)
Performance
(estimated)
Max level speed
Max cruising speed
Econ cruising speed
M58
M80
M58
M80
97 kt (180 km/h; 112 mph)

80 kt (148 km/h; 92 mph)
70 kt (130 km/h; 81 mph)
6.6 m/s (1,296 ft)/min
9.65 m/s (1,900 ft)/min
610 m (2,000 ft)
3,050 m (10,000 ft)
Range with max internal fuel, no reserves:

M58
M80

VERIFIED
Prototype Masquito M58 two-seat ultralight helicopter
Gunter Endres MRAeS
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STATES OF AMERICA
Load Ranger 2000

Type
Single-turbine medium-lift helicopter.
Programme
Designed and built by Tom Navickas, the Load Ranger is primarily targeted at the aerial spraying market, but
applications for medium freight hauling, law enforcement and special missions also being considered.
Development started July 1996; first flight in April 1997 and certificated in the Experimental category; 30
flight hours logged by February 1998. Restricted use certification was aimed for third quarter of 1998, but no
further information.
Costs
US$500,000 (with Army surplus Allison T63 engine and drive train); US$1.5 million (with civil Allison
250-C18 engine and Bell 206 drive train).
Design features
Two-blade metal main rotor with blade folding.
Structure
Chrome-alloy tubing skeleton with semi-monocoque skin; slab-sided fuselage with large centre cargo
compartment accessed via a roller shutter.
Landing gear
Tubular welded steel skids.
Power plant
One Allison 250-C18 turboshaft, rated at 236 kW (317 shp) for take-off. Max continuous rating 201 kW
(270 shp). Fuel capacity in standard tank 190 litres (50 US gallons; 42 Imp gallons); with auxiliary or ferry
tank 758 litres (200 US gallons; 167 Imp gallons).
Accommodation
Pilot and operator in tandem seats; freight compartment with typical load capacity of 907 kg (2,000 lb).
Alternatively, six passengers can be seated side saddle in the cargo compartment with roller doors stowed.
Avionics
King KY96A radio; KT76A transponder and encoder; two-place intercom.
Specifications
Main rotor diameter
10.15 m (33 ft 3 in)

Tail rotor diameter
0.33 m (1 ft 1 in)
1.58 m (5 ft 2 in)

Length: fuselage
0.134 m (5 in)
10.44 m (34 ft 3 in)

Width:
Overall
11.79 m (38 ft 8 in)
over tailfin
Skid track
3.20 m (10 ft 6 in)

1.92 m (6 ft 3 in)
0.70 m (2 ft 3 in)
3.35 m (11 ft 0 in)
Cargo compartment
Length
Width
1.27 m (4ft 2 in)

0.69 m (2 ft 3 in)
Height
0.94 m (3 ft 1 in)
Areas
Main rotor disc
81.07 m2 (872.7 sq ft)
Tail rotor disc
1.95 m2 (20.97 sq ft)

Weight empty
Max gross weight
External slung load
Max disc loading
Max power loading
Performance
438 kg (966 lb)

1,520 kg (3,350 lb)
1,081 kg (2,384 lb)
1,045 kg (2,304 lb)
16.78 kg/m2 (3.44 lb/sq ft)
5.77 kg/kW (9.46 lb/shp)

ISA+200
OGE
Service ceiling (estimated)
>150 kt (278 km/h; 172 mph)

2,745 m (9,000 ft)
915 m (3,000 ft)
1,065 m (3,500 ft)
4,725 m (15,500 ft)
Range, with max fuel

VERIFIED
The gunship-like appearance of the Load Ranger 2000 belies its civil origins
(1998)
Three view of Load Ranger 2000 (James Goulding)

(1999)
Gunter Endres MRAeS
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Kamov Ka-115
Type
Single turbine-powered light utility helicopter
Programme
Announced at Moscow Air Show 95; design then completed and full-scale mockup being built; first flight
scheduled for end of 1998 but had not flown by end 1999. Certification scheduled for 2000, but now likely to
be delayed.
Design features
Twin coaxial, contrarotating three-blade rotors; no tail rotor. Oval-section cabin; tapered tailboom; sweepback
fin with smaller underfin, also swept; tailplane attached to underside of tailplane has small, angular endplate
fins. Twin-skid landing gear.
Power plant
One 410 kW (550 shp) Pratt & Whitney Canada PW206D turboshaft, with intake particle separator.
Accommodation
One pilot and four or five passengers; or one stretcher, two medical attendants and equipment in EMS version.
Side-hinged double doors each side for pilot and passenger access. Internal cargo can be loaded via hatch at
rear of cabin and smaller side hatch at floor level each side; larger cargo payload on external sling. For search
and rescue role, cabin door permits fitment of external hoist.
Systems
Hydraulic control system with possible manual monitoring; 27 V DC electrical system; blade de-icing and
cabin heating.
Specifications
Length overall, excluding rotors
9.50 m (31 ft 2 in)

9.20 m (30 ft 2 in)

Skid track
3.60 m (11 ft 9 in)

2.00 m (6 ft 6 in)
Areas
70.88 m2 (763.0 sq ft)
Rotor disc, each

Max cargo payload:
internal
700 kg (1,543 lb)
on external sling
Max T-O weight
900 kg (1,984 lb)

1,850 kg (4,078 lb)
26.1 kg/m2 (5.35 lb/sq ft)
Max disc loading

Performance
(estimated)
Max level speed
Cruising speed
Range:
with standard fuel
with auxiliary tanks
Endurance:
SAR within 162 n miles (300 km;
186 mile) radius
135 kt (250 km/h; 155 mph)

124 kt (230 km/h; 143 mph)
11.5 m/s (2,264 ft/min)
2,350 m (7,700 ft)
648 n miles (1,200 km; 745 miles)
4h
VERIFIED
Model of Ka-115 at Moscow Air Show 1997 (Paul Jackson)

(1998)
Kamov Ka-115 light helicopter (Jane's/James Goulding)
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INTERNATIONAL
Kamov/Agusta Ka-64 Sky Horse

Type
Medium-sized twin-turbine multipurpose helicopter.
Programme
Variant of Ka-62 for western certification and sale. Agreement for co-production signed October 1995;
to be built at Ulan Ude. Two 1,212 kW (1,625 shp) General Electric T700/CT7-2D turboshafts;
four-blade main rotor and Fenestron-type shrouded fan-in-fin tail rotor. No further information
available.
VERIFIED
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Kamov Ka-62
Type
Medium-sized twin-turbine multipurpose helicopter.
Programme
Construction of prototype Ka-62 (then known as V-62) began early 1990; first flight scheduled summer 1995
but delayed. To be certificated under Russian AP and FAR Pt 29A/B standards. Funded under Russian
programme for development of civil aviation for year 2000.
Current versions
Ka-62: Basic model for domestic market, as described in detail; production at Ulan-Ude.
Ka-62M: Second and third prototypes were to be certificated to Western standards, for sale outside RFAS;
two 1,212 kW (1,625 shp) General Electric T700/CT7-2D1 turboshafts; five-blade main rotor; avionics to be
developed by Aviapribor. To be built by KnAAPO at Komsomolsk.
Ka-64 Sky Horse: See separate entry.
Design features
Single main rotor and 11 fan-in-fin tail rotor; retractable tailwheel landing gear.
Structure
Some 60 per cent of structure made of composites, including four blades of main rotor; fuselage sides, doors,
floor and roof, tailboom, fin, vertical stabilisers, and fan blades of carbon-reinforced Kevlar.
Landing gear
Retractable tailwheel type; single mainwheels retract inward and upward into bottom of fuselage; twin
tailwheels retract into tailboom; shock-absorber in each unit. Optional inflatable pontoons for emergency use
on water.
Power plant
(basic Ka-62): Two RKBM Rybinsk RD-600V turboshafts, each 956 kW (1,282 shp); fuel tanks under floor,
capacity 1,450 litres (383 US gallons; 319 Imp gallons). APU standard. General Electric CT7-2D1 offered as
alternative.
Accommodation
Crew of one or two; optional bulkhead divider between flight deck and cabin; up to 16 passengers in four
rows; forward-hinged door each side of flight deck; large forward-sliding door and small rearward-hinged door
each side of cabin; baggage hold to rear of cabin. VIP configuration to be available, with five to nine seats and
refreshment bar.
Systems
Interior heated and air conditioned. Thermoelectric de-icing optional. APU standard.
Avionics
Optional Russian or Western as required.
Equipment
Stretchers, hoist above port cabin door, cargo tiedowns and other items as necessary for variety of roles,
including transport of slung freight; air ambulance/operating theatre; search and rescue; patrol of highways,
forests, electric power lines, gas and oil pipelines; survey of ice areas; surveillance of territorial waters,
economic areas and fisheries; mineral prospecting; and servicing of offshore gas and oil rigs.
Specifications
Main rotor diameter
Fuselage length
Height overall
Width:
over endplate fins
over mainwheels
Wheelbase
13.50 m (44 ft 3 in)

15.60 m (51 ft 2 in)
13.25 m (43 ft 5 in)
4.20 m (13 ft 9 in)
3.10 m (10 ft 2 in)
2.50 m (8 ft 2 in)
4.73 m (15 ft 6 in)
Cabin, excluding flight deck:
Length
Width
Height
3.40 m (11 ft 2 in)

1.78 m (5 ft 10 in)
1.30 m (4 ft 3 in)
Areas
Main rotor disc
Max payload:
143.1 m2 (1,540.3 sq ft)
internal
external
Max T-O weight:
internal load
external load
2,000 kg (4,409 lb)

2,500 kg (5,510 lb)
6,500 kg (14,330 lb)
6,750 kg (14,880 lb)
Max disc loading:

41.9 kg/m2 (8.58 lb/sq ft)
62
47.13 kg/m2 (9.66 lb/sq ft)
62M
Performance
(estimated, at max T-O weight with internal load)
Max level speed
Cruising speed
62
62M
Service ceiling:
62
62M
62
62
62M
Range with max standard fuel at 2,000 m (6,560 ft), no reserves:
62
62M
Range with auxiliary fuel at 2,000 m (6,560 ft), no reserves:
62
62M
162 kt (300 km/h; 186 mph)

140 kt (260 km/h; 161 mph)
10.4 m/s (2,047 ft/min)
11.5 m/s (2,263 ft/min)
2.05 m/s (403 ft/min)
5,150 m (16,900 ft)
5,500 m (18,040 ft)
2,900 m (9,520 ft)
2,100 m (6,890 ft)
2,500 m (8,200 ft)
566 n miles (1,050 km; 652 miles)
553 n miles (1,025 km; 637 miles)
VERIFIED
Kamov Ka-62 (Jane's/James Goulding)
Kamov Ka-62
(1998)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, JAPAN
Fuji AMH
Type
Projected advanced medium helicopter.
Programme
Revealed at Paris Air Show June 1995 as possible successor to Fuji-Bell 205B; no commitment yet to build.
Design features
Four-blade all-composite Fuji Bearingless main Rotor (FBR) and Fuji Lightweight Advanced Transmission
(FLAT); four-blade quiet tail rotor. FBR first flown on Bell 412 testbed in March 1996; achieved 140 kt
(260 km/h; 161 mph) June 1996; verified 50 per cent reduction in vibration over conventional rotor system.
Power plant
Two 1,044 kW (1,400 shp) class turboshafts.
Specifications
Main rotor diameter
Tail rotor diameter
Length:
fuselage
Width:
fuselage (max)
14.02 m (46 ft 0 in)

2.62 m (8 ft 7 in)
17.09 m (56 ft 1 in)
13.34 m (43 ft 9 in)
2.54 m (8 ft 4 in)
over mainwheel fairings
3.00 m (9 ft 10 in)
Height:
over tail rotor
4.88 m (16 ft 0 in)

3.84 m (12 ft 7 in)
Tailplane span
Tail unit span (over fins)
2.84 m (9 ft 4 in)
3.02 m (9 ft 11 in)

Max T-O weight
4,500-5,443 kg (10,000-12,000 lb)

VERIFIED
Drawing of Fuji's proposed twin-turboshaft Advanced Medium Helicopter (AMH)

(Jane's/James Goulding)
Fuji's proposed Advanced Medium Helicopter (AMH)

(1998)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, FRANCE

Eurocopter EC 165
Programme
Studies into a new helicopter in 4,000 to 6,000 kg (8,818 to 13,228 lb) class to replace AS 365N
Dauphin II.
UPDATED
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL, CHINA,
PEOPLE'S REPUBLIC
BUAA M-16
Type
Single-engined ultralight helicopter.
Programme
Experimental helicopter developed by students at the Beijing University of Aeronautics and Astronautics.
Prototype believed to have made its first flight 12 August 1998.
Design features
Two-blade contrarotating rotors; welded steel tube construction with end plate fins; skid landing gear.
Flying controls
Manually actuated.
Structure
Main framework of steel tube.
Landing gear
Twin-skid type.
Power plant
Single 59 kW (80 hp) Rotax 912A four-cycle, four-stroke liquid/air-cooled engine with opposed cylinders.
Accommodation
Single pilot seat in enclosed cabin.
Main rotor diameter

Fuselage: Length
4.80 m (15 ft 9 in)

3.60 m (11 ft 9 in)
Width
2.20 m (7 ft 2 in)
Areas
18.10 m2 (194.8 sq ft)
Rotor discs, each

Weight empty
220 kg (485 lb)
Max T-O weight
350 kg (772 lb)
Performance
Max speed
71.4 n miles (132 km/h; 82 mph)
Max cruising speed
52 n miles (96 km/h; 60 mph)
34.6 n miles (64 km/h; 40 mph)
Max rate of climb
7.2 m/s (1,420 ft/min)
Endurance
1 h 36 min
VERIFIED
BUAA M-16 single-seat light autogyro

(2000)
Gunter Endres MRAeS
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INTERNATIONAL
Eurofar
Type
Twin-turboshaft tilt-rotor transport.
Programme
Launched 1987; four-year Phase 1 feasibility study completed end of 1991, including definition of a
baseline aircraft; five-year Phase 2 received support of European Eureka technology agency in 1992;
but not launched. This groundwork is to be incorporated in a forthcoming venture by Eurocopter, known
as Eurotilt announced in October 1998, for which other European partners are being sought.
UPDATED
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STATES OF AMERICA
Bell 442
Type
Twin-turboshaft medium-weight helicopter.
Programme
In design definition stage from spring 1993; same weight class as Bell 412; four-blade main rotor;
powered by two HTEC CTS800 or MTU/Turbomeca/Rolls-Royce MTR 390 turboshafts; hydraulically
retractable tricycle landing gear. Was intended as Bell 412 successor, but now succeeded by upgrade
Model 412+ programme.
UPDATED
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - CIVIL/MILITARY,
KOREA, SOUTH
KAI Korean Multipurpose Helicopter (KMH)

Type
Six/seven-seat twin-turbine multipurpose helicopter.
Programme
Publicly revealed in mockup form for first time at Seoul Air Show in October 1996. Conceptual design
developed with assistance of Sikorsky. Intended replacement for Republic of Korea Army's large fleet of
McDonnell Douglas MD 500 light helicopters in attack and scout roles, UH-1H utility helicopters, and for
local civil market. Full development was to begin 1997 if funding agreed, with earliest deliveries projected in
year 2000, but delayed. However, the Korean authorities are now moving forward with the KMH, at the
expense of its AH-X attack helicopter requirement, which has been postponed at least until 2003. The KMH
will be developed with an as yet unnamed foreign air frame manufacturer, believed to be Sikorsky.
Customers
Estimated domestic requirement for up to 500 military units and another 150 civil models.
Design features
Dual fly-by-light/hydraulic flight control system; four-blade main rotor and ducted, Fenestron-style tail rotor;
otherwise similar to Black Hawk. Non-retractable tailwheel-type landing gear.
Power plant
Two 670 to 745 kW (900 to 1,100 shp) class turboshafts.
Accommodation
Flight crew of two; six seats in main cabin.
Avionics
Nose-mounted FLIR and self-defence jammer/radar warning receiver.
Armament
Four Rockwell AGM-114 Hellfire anti-tank missiles or four Hughes Stinger air-to-air missiles on fuselage
sidebars; 14 or 38 70 mm rocket packs and twin 12.7 mm machine gun pods or 454 litres (120 US gallons; 100
Imp gallons) auxiliary fuel tanks.
Specifications
(preliminary data)
Max T-O weight
Underslung load
3,400 kg (7,500 lb)

1,360 kg (3,000 lb)
Performance
(preliminary data)
Max speed
Rate of climb
Hovering ceiling, both engines
165 kt (305 km/h; 190 mph)

640 m (2,100 ft)/min
OGE
Service ceiling
Range
4,115 m (13,500 ft)

6,095 m (20,000 ft)
UPDATED
General appearance of the KIAT-designed KAI KMH (Jane's/James Goulding)

(1998)
Mockup of Korean multipurpose Helicopter

(1998)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING CIVIL/MILITARY, CHINA, PEOPLE'S REPUBLIC

HAMC Z-10
Type
Medium multirole helicopter.
Programme
Government-funded Chinese Medium Helicopter programme in the 8 to 10 tonne class, for civil and
military applications. Design institutes 602 and 608 have been working on the programme, with
Western avionics planned. Memorandum of Understanding (MoU) signed between China National
Helicopter Corporation, CATIC and Eurocopter on 15 May 1997 for the development and manufacture
of transmissions, and the provision of technical support. The MTR 390 turboshaft is being offered as a
possible power plant. No design details yet available, but prototype is scheduled to fly in late 2003.
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Sikorsky S-92
Type
Twin-turboshaft medium-lift helicopter.
Programme
Announced March 1992; originally envisaged as `Growth Hawk' development of S-70; market evaluation
co-ordinated with Mitsubishi Corporation and Mitsubishi Heavy Industries. Launched at Paris Air Show, June
1995. Risk-sharing partners Mitsubishi Heavy Industries (7.5 per cent), Jingdezhen Helicopter Group of China
comprising Changhe Aircraft Industries Corporation, the Chinese Helicopter R&D Institute (CHRDI) and
China National Aero-Technology Import and Export Corporation (CATIC) (2 per cent) and Gamesa of Spain
(7 per cent), with Aerospace Industrial Development Corporation (AIDC) of Korea (6.5 per cent) and Embraer
(4 per cent) as additional fixed-price supplier/partners; Russia's Mil is associated with programme, but not yet
a full partner; other suppliers include Goodrich (HUMS), BAE Systems (cockpit voice/flight data recorder),
Hamilton Standard (automatic flight control system), Martin Baker (seats), Messier-Bugatti (wheels and
brakes), Sanders (cockpit instrumentation) and Parker Bertea (servos). First of four flying prototypes, Aircraft
No 2, (N292SA) made first flight 23 December 1998. Aircraft No 1 is a ground test vehicle (GTV), which has
completed the 200 hr FAA endurance run to certify the drive system including main, intermediate and tail
gearboxes. First two prototypes are powered by General Electric CT7-6D engines; remaining three will have
the CT7-8, which is the certification configuration engine. Aircraft No 3 with GE-CT7-8 flew 19 October 1999
and had accumulated 150 flight hours by end-July 2000. Aircraft No 5, in production configuration, flew 8
February 2001. It incorporates several design changes including a 410 mm (16 in) forward cabin extension to
permit installation of a wider door to improve hoisting capabilities and accommodate a Stokes litter during
SAR operations. Tail pylon reduced in height by about 1.00 m (3 ft 3 in) to offset weight from cabin
extension; horizontal stabiliser relocated. Aircraft No 4 due to join flight test programme Summer 2001.
FAA/JAR 29 certification expected 2001 after 1,400 hour flight test programme. First delivery due in April
2002.
Current versions
S-92A: Civil/military transport version.
S-92IU: International utility/military version.
Customers
First commitment for five aircraft signed by Cougar Helicopters, Canada, at Heli Expo 2000 in January 2000.
Total commitments for 15 aircraft at January 2001. Estimated market for 400 commercial and 1,400 military
helicopters in class between 2000 and 2019. Sikorsky hopes to sell 240 commercial and 520 military models in
that period.
Costs
Programme US$600 million; target direct operating cost US$2,500 per hour and US$0.83 per air seat mile.
Unit cost US$13-14 million (1999 estimated US$ values).
Design features
Design, manufacture and assembly will use CATIA database system; both versions share common `core
airframe' comprising cockpit, cabin with rear ramp, sponsons, main rotor, aft transition section and tail rotor
pylon; dynamic components based on proven Sikorsky technology to reduce development risks, including:
yoke-type infinite-life main rotor head with elastomeric bearings; four-blade all-composite main rotor based on
scaled-up version of wide-chord, drooped-tip blades tested on Black Hawk; new transmission based on
upgraded four-stage version of Black Hawk's three-stage main gearbox; new intermediate tail rotor gearbox;
and new four-blade fully articulated tail rotor to starboard, meeting FAR/JAR Pt 29 bird-strike requirements;
high-seat, strut-braced tailplane to port. New vibration absorber on top of rotor head. Design changes
announced in summer 2000 include the lengthening of the cabin by 0.41 m (1 ft 4 in), which reduces the height
of the tail pylon and relocates the horizontal stabiliser. The extension also permits the installation of a 1.27 m
(4 ft 2 in) wide door to improve hoisting capabilities and accommodate a stokes litter during SAR operations.
Flying controls
Similar, but not identical, to Black Hawk; digital automatic flight control system with autopilot and stability
augmentation features Hamilton Standard primary processor based on that of RAH-66 Comanche and is
expected to have 8,000 hour MTBF.
Structure
Modular structure of aluminium and composites (about 40 per cent of structure will be composites, though
mostly non-structural to reduce costs); composites main rotor blades (including spars); structure optimised for
minimum parts count.
Sikorsky responsible for rotor and transmission systems, final assembly and flight test. Airframe largely
designed and manufactured by `Team S-92' partners, as follows: Mitsubishi (main cabin), AIDC (flight deck),
Embraer (sponsons and fuel system), Gamesa (cabin interior aft fuselage and transmission housing) and
Jingdezhen (tail pylon and tailplane).
Landing gear
Retractable tricycle; main units retract rearwards into sponsons; nosewheel retracts forward under flight deck.
Wheel and brakes by Messier-Bugatti. Optional inflatable emergency floats.
Power plant
Two GE CT7-8 turboshafts, each rated at 1,864 kW (2,500 shp) for T-O, 1,496 kW (2,006 shp) maximum
continuous, 1,914 kW (2,567 shp) OEI 30 seconds, 1,852 kW (2,484 shp) OEI 2 minutes; and 1,790 kW (2,400
shp) OEI continuous. Transmission rating 3,109 kW (4,170 shp). Standard fuel totalling 1,136 litres (300 US
gallons; 250 Imp gallons;) in sponsons; two external tanks, each 871 litres (230 US gallons; 192 Imp gallons)
optional for military versions. Crashworthy fuel system standard. In-flight refuelling probe optional.
Accommodation
Two-pilot crew on separate flight deck; 19 passengers or up to three LD-3 cargo containers in civil versions;
22 combat-ready troops in military version; both versions have rear loading ramp. Martin-Baker crew and
passenger seats. Main door on front starboard side split horizontally into upward and downward hinged
sections, latter including steps; four large cabin emergency exits, plus popout windows for rapid emergency
evacuation. Military version has sliding cabin windows and weapons mounts.
Systems
Marconi health usage monitoring system standard, with cockpit displays and downloading facility to enable
ground crew to access system via hand-held diagnostic equipment; active noise control system will reduce
cabin noise by 3 to 4 dB; active vibration control may be employed in key airframe areas.
Avionics
Open architecture avionics system accommodating ARINC 429 and MIL-STD-1553 interfaces.
Comms: Honeywell Primus II VHF.
Radar: Provision for radar in nose compartment.
Flight: UNS-1C FMS; Hamilton Standard automatic flight control system featuring three-axis stability
augmentation system and fully coupled dual-digital autopilots with automatic approach-to-hover option.
Instrumentation: Sanders EFIS cockpit based on C-130J units, with four 203 152 mm (8 6 in) active
matrix liquid crystal displays (AMLCD) for PFD, EICAS, navigational and weather radar functions; fifth
AMLCD, centre-mounted, optional for displaying sensor information such as moving map or FLIR data.
All avionics housed in removable mission equipment rack behind co-pilot station with wiring routed through
conduits in fuselage frames for added protection.
Specifications
Main rotor diameter
Tail rotor diameter
17.17 m (56 ft 4 in)

3.35 m (11 ft 0 in)
20.88 m (68 ft 6 in)
Fuselage:
Length
Length including tail rotor
Max width over sponsons
Height overall rotors turning
Wheel track
Wheelbase
17.73 m (58 ft 2 in)

18.48 m (60 ft 7 in)
3.89 m (12 ft 9 in)
5.40 m (17 ft 9 in)
4.42 m (14 ft 6 in)
3.18 m (10 ft 5 in)
6.20 m (20 ft 4 in)
Cabin:
Length
Max width
6.10 m (20 ft 0 in)

2.01 m (6 ft 7 in)
Max height
1.83 m (6 ft 0 in)
Volume
Baggage volume (S-92A)
16.88 m3 (596 cu ft)

3.11 m3 (110 cu ft)
Areas
Main rotor disc
Tail rotor disc
231.55 m2 (2,492.4 sq ft)

8.83 m2 (95.03 sq ft)

(A: civil; B: military)
Weight empty: A
B
7,031 kg (15,500 lb)

6,895 kg (15,200 lb)
Max hook capacity:

B
4,536 kg (10,000 lb)
Max T-O weight:

internal load: A, B
external load: A, B
11,567 kg (25,500 lb)

12,156 kg (26,800 lb)
Max disc loading: internal loads
49.4 kg/m2 (10.11 lb/sq ft)
Max disc loading: external load
51.9 kg/m2 (10.63 lb/sq ft)

internal load
external load
3.67 kg/kW (6.03 lb/shp)

3.86 kg/kW (6.34 lb/shp)
Performance
(estimated, at max internal load T-O weight, S/L, ISA)
Max cruising speed
Econ cruising speed
165 kt (305 km/h; 189 mph)

151 kt (279 km/h; 174 mph)
136 kt (252 km/h; 156 mph)
Hovering ceiling, IGE:

A
3,100 m (10,175 ft)
Hovering ceiling, OGE:

A
1,680 m (5,500 ft)
Range, standard fuel, no reserves:

475 n miles (879 km/h; 546 mph)
UPDATED
Sikorsky S-92 medium-lift helicopter (Jane's/James Goulding)
{
The first prototypes of the Sikorsky S-92 Helibus at the company's USA plant in
Stratford, Connecticut
Prototype flying along the Florida coast

(2000)
Artist's impression of the S-92 in the combat SAR role with refuelling probe and
exhaust diffusers
(2000)
Sikorsky S-92 aircraft No 5 flew in February 2001 with lengthened fuselage and other
modifications (Sikorsky)
(2001)
S-92 showing rear loading ramp in open position (Sikorsky)

(2001)
Sikorsky S-92 Helibus, cutaway drawing 1 Electronics bay

2 Weather radar
3 HUMS main rotor blade tracking camera
4 Birdstrike-tolerant windscreens
5 FAA/JAA 16 g crashworthy crew seats
6 Dual redundant and modular stability augmentation system
7 Engine inlet anti-icing
8 Modular main gearbox
9 Composites main rotor blades spar and swept anhedral tip
10 Maintenance free main rotor head vibration absorber
11 Flaw-tolerant main rotor head with elastomeric bearings
12 Auxiliary power unit
13 Low-maintenance tail rotor drive system

14 Birdstrike-capable, flaw-tolerant tail rotor hub and blades
15 Tail rotor gearbox
16 Damage-tolerant horizontal stabiliser and support strut
17 Intermediate gearbox
18 Aft emergency flotation system
19 Rear ramp and overhead door system, providing baggage compartment and cabin cargo loading
access
20 General Electric CT7-8 engines
21 FAA/JAA Type III emergency exits (one of four)
22 Tricycle retractable landing gear
23 Crashworthy sponsons
24 Fuel cell with self-sealing breakaway valves
25 Port 15-man liferaft (includes 50 per cent overload) (one of two)
26 Airline-type passenger seats with built-in 16 g crashworthiness
27 Port forward flotation system
(2001)
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INDIA
Hindustan Aeronautics (HAL) Advanced Light

Helicopter (ALH)
Type
Multirole twin-turbine light helicopter.
Programme
Agreement signed with MBB July 1984 to support design, development and production; design started
November 1984; ground test vehicle runs began April 1991; four flying prototypes (two basic, one air
force/army, one naval); first prototype (Z 3182) rolled out 29 June 1992, first flight 20 August and òfficial'
first flight 30 August 1992; not then fitted with ARIS; second prototype (Z 3183) made its first flight 18 April
1993; third (PT-A army/air force prototype) on 24 May 1994; and fourth (PT-N naval prototype) on 26
December 1995 with CTS 800 engines. India's refusal to sign nuclear test ban treaty prevented delivery of
US-built CTS 800 engines, resulting in delay of first flight of fifth prototype (VT-X LH). Cold weather trials at
Leh January 1998. Naval trials conducted on Indian Navy vessels in March 1998. Four prototypes have logged
more than 1,100 hours of flight testing. Initial preproduction batch of 12 being built for evaluation by the four
Indian services. Eight to be skid-equipped, with four each delivered to Indian Air Force and Army; two each,
equipped with tricycle landing gear, to go to the navy and coastguard.
First two production aircraft were due to be delivered to the Indian Army in March 2001, with first two
examples to the Indian Navy scheduled before end of year. Production deliveries to the Indian Air Force are
due to follow in 2002.
Current versions
Air force/army: Skid gear, crashworthy fuel tanks, bulletproof supply tanks, IR and flame suppression; night
attack capability; roles to include attack and SAR.
Naval: Retractable tricycle gear, harpoon decklock, foldable tailboom, pressure refuelling; stub wings on
fuselage sides to house mainwheels, flotation gear and batteries.
Coast Guard: High level of commonality with naval version, but to be equipped with FLIR and surveillance
radar and cabin-mounted 7.62 mm machine gun.
Civil: Roles to include passenger and utility transport, commuter/offshore executive, rescue/emergency
medical service and law enforcement. Skid landing gear and improved CTS 800 engines.
Light Attack Helicopter (LAH): Projected gunship version to be replaced by new design (see Lancer).
Customers
Indian government requirement for 300 or more for armed forces and coastguard to replace Chetaks/Cheetahs,
including 110 for the army, 150 utility/SAR transports for the air force and 40 anti-submarine/anti-ship/SAR
variants for the navy and coastguard. Contract placed for 100 in late 1996. Total military civil domestic orders
for 650 predicted. Pawan Hans to receive about 60 civil models.
Costs
Unit price of basic aircraft approximately US$4.5 million (1995). Total programme development costs
reportedly US$170 million by 1997.
Design features
Four-blade hingeless main rotor with advanced aerofoils and sweptback tips; Eurocopter FEL (fibre elastomer)
rotor head, with blades held between pair of cruciform CFRP starplates; manual blade folding and rotor brake
standard; integrated drive system transmission; four-blade bearingless crossbeam tail rotor on starboard side of
fin; fixed tailplane; sweptback endplate fins offset to port; vibration damping by Anti-Resonance Isolation
System (ARIS), comprising four isolator elements between main gearbox and fuselage. Folding tailboom on
naval variant. Main rotor blade section DMH 4 (DMH 3 outboard); tail rotor blade section S 102C (S 102E at
tip). Rotor speeds 314 rpm (main), 1,564 rpm (tail).
Flying controls
Integrated dynamic management by four-axis AFCS (actuators have manual as well as AFCS input);
constant-speed rpm control, assisted by collective anticipator (part of FADEC and stability augmentation
system acting through AFCS).
Structure
Main and tail rotor blades and rotor hub glass fibre/carbon fibre; Kevlar nosecone, crew/passenger doors,
cowling, upper rear tailboom and most of tail unit; carbon fibre lower rear tailboom and fin centre panels;
Kevlar/carbon fibre cockpit section; light-alloy sandwich centre cabin and remainder of tailboom.
Landing gear
Non-retractable metal skid gear standard for air force/army version. Hydraulically retractable tricycle gear on
naval variant, with twin nosewheels and single mainwheels, latter retracting into fairings on fuselage sides
which also house flotation gear and batteries; rearward-retracting nose unit; harpoon decklock system. Spring
skid under rear of tailboom on all versions, to protect tail rotor. FPT Industries (UK) Kevlar inflatable flotation
bags for prototypes, usable with both skid and wheel gear.
Power plant
First three prototypes each powered by two Turbomeca TM 333-2B turboshafts, with Full Authority Digital
Electronic Control (FADEC), rated at 746 kW (1,000 shp) for T-O, 788 kW (1,057 shp) maximum
contingency and 663 kW (889 shp) maximum continuous. LHTEC CTS 800 selected late 1994 as alternative
power plant and test flown in fourth prototype. MTU/Rolls-Royce/Turbomeca MTR 390 was also in the
running, but HAL has now selected the 820 kW (1,100 shp) TM 333-2B2 engine as the definitive power plant
for production aircraft. Uprated 894 kW (1,200 shp) TM 333-2C2.
Transmission ratings (two engines) 1,240 kW (1,663 shp) for 5 minutes for T-O and 1,070 kW (1,435 shp)
maximum continuous; OEI ratings 800 kW (1,073 shp) for 30 seconds (super contingency), 700 kW (939 shp)
for 2 minutes, 620 kW (831 shp) for 30 minutes and 535 kW (717 shp) maximum continuous. Transmission
input from both engines combined through spiral bevel gears to collector gear on stub-shaft. ARIS system
gives 6 of freedom damping. Power take-off from main and auxiliary gearboxes for transmission-driven
accessories.
Total usable fuel, in self-sealing crashworthy underfloor tanks (three main and two supply), 1,400 litres (370
US gallons; 308 Imp gallons). Pressure refuelling in naval version.
Accommodation
Flight crew of two, on crashworthy seats in military/naval versions. Main cabin seats 12 persons as standard,
14 in high-density configuration. Crew door and rearward-sliding passenger door on each side; clamshell cargo
doors at rear of passenger cabin.
Systems
DC electrical power from two independent subsystems, each with a 6 kW starter/generator, with battery
back-up for 15 emergency operations; AC power, also from two independent subsystems, each with a
5/10 kVA alternator. Three hydraulic systems (pressure 207 bars; 3,000 lb/sq in, maximum flow rate 25 litres;
6.6 US gallons; 5.5 Imp gallons/min): systems 1 and 2 for main and tail rotor flight control actuators, system 3
for landing gear, wheel brakes, decklock harpoon (naval variant) and optional equipment. Oxygen system.
Avionics
Comms: V/UHF, HF/SSB and standby UHF com radio, IFF and intercom.
Flight: SFIM four-axis AFCS, Doppler navigation system, TAS system, ADF, radio altimeter, heading
reference standard; Omega nav system optional.
Equipment
Depending on mission, can include two stretchers, external rescue hoist and 1,500 kg (3,307 lb) capacity cargo
sling.
Armament
Cabin-side pylons for two torpedoes/depth charges or two anti-ship missiles on naval variant; on army/air
force variant, these can be fitted with eight anti-tank guided missiles, four pods of 68 or 70 mm rockets, or four
air-to-air missiles. Army/air force variant can also be equipped with ventral 20 mm gun turret or sling for
carriage of land mines.
Specifications
Main rotor diameter
main portion
at tip
Tail rotor diameter
Length:
13.20 m (43 ft 3 in)

0.50 m (1 ft 7 in)
0.167 m (6{3/5} in)
2.55 m (8 ft 4 in)

fuselage
Height overall, tricycle landing gear (naval version)
skid landing gear (army/air force version)
Fuselage:
Max width
Width over mainwheel sponsons (naval version)
Tail unit span (over fins)
15.87 m (52 ft 0 in)

13.43 m (44 ft 0 in)
4.91 m (16 ft 1 in)
4.98 m (16 ft 4 in)
3.93 m (12 ft 10 in)
2.00 m (6 ft 6 in)
3.15 m (10 ft 4 in)
3.19 m (10 ft 5 in)
Wheel track (naval version)
2.80 m (9 ft 2 in)
Wheelbase (naval version)

Skid track (army/air force version)
4.37 m (14 ft 4 in)

2.60 m (8 ft 6 in)
2.34 m (7 ft 8 in)
Max width
Max height
Volume
Cargo compartment volume
1.97 m (6 ft 5 in)
1.42 m (4 ft 8 in)
7.33 m3 (258.9 cu ft)
2.16 m3 (76.28 cu ft)
Areas
Main rotor disc
Tail rotor disc
136.85 m2 (1,473.0 sq ft)

5.11 m2 (55.0 sq ft)
Main fin
2.13 m2 (22.93 sq ft)
Tailplane
2.40 m2 (25.83 sq ft)

(A: army/air force version, B: naval variant)
A, B
Max fuel weight:
A
B
Max sling load:
A
B
Max T-O weight:
A
B
2,450 kg (5,401 lb)

1,040 kg (2,293 lb)
1,100 kg (2,425 lb)
1,000 kg (2,205 lb)
1,500 kg (3,307 lb)
4,500 kg (9,921 lb)
5,500 kg (12,125 lb)
Max disc loading:

A
32.9 kg/m2 (6.74 lb/sq ft)
40.2 kg/m2 (8.23 lb/sq ft)
Max power loading:

A
B
3.63 kg/kW (5.97 lb/shp)

4.44 kg/kW (7.29 lb/shp)
Performance
(at 4,000 kg; 8,818 lb AUW, at S/L, ISA +15C)
178 kt (330 km/h; 205 mph)
Max level speed

Max cruising speed
Max rate of climb
Service ceiling
Range:
157 kt (290 km/h; 180 mph)

132 kt (245 km/h; 152 mph)
12.00 m/s (2,362 ft/min)
6,000 m (19,685 ft)
above 3,000 m (9,850 ft)
With max fuel, 20 min reserves

With 700 kg (1,543 lb) payload
Endurance, 20 min reserves

4h
UPDATED
Naval version of the HAL Advanced Light Helicopter, with additional side view (centre)
of air force/army variant (Jane's/Mike Keep)
Fourth ALH prototype with LHTEC CTS800 engines during shipboard trials in March
1998
(2000)
The first prototype PT1 of the HAL Advanced Light Helicopter

(1999)
Army/air force prototype PT-A (Z 3268) was the third to fly
Diagram showing composites of ALH
ALH in Medevac configuration flown during Aero-India 2001 in February (C Hoyle)

(2001)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING CIVIL/MILITARY, CHINA, PEOPLE'S REPUBLIC

AVIC Chinese Medium Helicopter (CMH)

Type
Medium multirole helicopter.
Programme
Government-funded Chinese Medium Helicopter programme in the 5.5 tonne class, for civil and
military applications. Design institutes 602 and 608 have been working on the programme, with
Western avionics planned. Memorandum of Understanding (MoU) signed with Agusta, which will
provide transmissions and technical support. No design details yet available, but prototype is scheduled
to fly in late 2003.
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING CIVIL/MILITARY, IRAN

Sanjaqak (Dragonfly)
Programme
According to reports in Iranian newspapers, Iran is developing a two-seat helicopter with a gross weight
of 450 kg (990 lb). This, together with a larger four-seat helicopter, is being developed in Esfahan,
while a six-seat model is reported to have been test flown at a government centre in Shiraz.
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING CIVIL/MILITARY, POLAND

PZL Swidnik SW-5

Programme
Provisional designation allocated to an improved version of the W-3 Sokl under study since at least
1997. Principal changes envisaged include a simplified rotor head, wider use of composites, upgraded
avionics by Sextant Avionique (including four-axis autopilot with AFDS 95-1 flight director) and 746
kW (1,000 shp), FADEC-equipped Pratt & Whitney Canada PT6B-67B engines.
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING CIVIL/MILITARY, ITALY

Erica
Programme
Agusta-led second-generation 20-seat tilt-rotor design with a tilting outer wing, which will allow it to
take off either vertically or in conventional aircraft mode. Outer rotation with wingtip-mounted
prop-rotors is said to reduce rotor downwash effect on the horizontal wing section, permitting a 12 per
cent thrust increase over earlier tilt-rotors. The wing will be mounted over the pressurised fuselage,
which will be fitted with a tall retractable undercarriage. The wing will be of carbon-composite tube
construction, designed to house the shafts linking the proprotor tip-mounted system with the engines.
Agusta says this provides a simplified transmission system, eliminating the drive shaft connecting the
two tip-mounted pods. The 10,000 kg (22,046 lb) aircraft will be powered by engines in the 1,800 kW
(2,400 shp) category. Preliminary dimensions are a length of 16.58 m (54 ft 3 in) and a wing span with
rotors turning of 20.44 m (67 ft 0 in). Cruising speed is projected at 350 kt (648 km/h; 402 mph).
The team was seeking funding from the European Union's 5th Framework research programme for a
ground test vehicle, which could be available four or five years after project approval, with a flying
prototype to follow two years later. However, the European Commission has urged both the Erica and
Eurotilt participants to merge into a single venture. A common research programme by Agusta,
Eurocopter and Westland was submitted to the EC in March 2000.
UPDATED
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY,

CZECH REPUBLIC
NADC NA 42 Barracuda
Type
Single- or twin-turboshaft light utility helicopter.
Programme
Derived from NA 40 Bongo and targeted at the military and police markets. Primary missions envisaged
as reconnaissance and surveillance, limited attack, search and destroy operations, law enforcement,
anti-drug operations, border patrol, coast guard, special forces operations, communications and weapon
training.
Design features
Fully articulated elastomeric rotor head with three composites blades and no tail rotor. Small low-set
stub wings for carrying weapons; communications sensors mounted below helicopter nose. Alternative
installation of communications, navigation and weapon systems in luggage compartment.
Flying controls
Conventional cyclic and collective controls. Ducted air anti-torque system.
Structure
Airframe of composites construction and bullet-proofed. Cockpit, power units and fuel tanks of
vacuum-formed double curvature sandwich construction.

Landing gear
Tubular twin-skids with stowable ground handling wheels; floats optional.
Power plant
Two PBS Velk Btes TE 50B turboshaft engines rated at 86 kW (115shp) with FADEC and dual
ignition. Reduction gear and transmission group (RTG) connected to a common gearbox. Alternative
single Rolls-Royce Model 250 turboshaft. One bladder fuel tank located in lower fuselage behind
central bulkhead; capacity 210 litres (55.5 US gallons; 46.2 Imp gallons).
Accommodation
Two adjustable, foldable and anatomically shaped seats accessible via gull-wing window/door on each
side, hinged on centreline and opening upwards.
Systems
Dual 27 V DC electrical system; external power receptacle.
Avionics
Standard VFR instrumentation; IFR to be developed.
Armament
Possible combinations include four machine guns; or 32 57 mm non-guided rockets; or four anti-tank
missiles; or four air-to-air missiles.
Specifications
Main rotor diameter
7.48 m (24 ft 6 in)
Fuselage
Length
6.15 m (20 ft 2 in)
Width
1.35 m (4 ft 3 in)
2.35 m (7 ft 8 in)
Baggage volume
0.23 m3 (8.1 cu.ft)
Areas
Rotor disk
43.94 m2 (473.0 sq.ft)

495 kg (1,091 kg)
Max load on external sling
250 kg (551 lb)
Max T-O weight
950 kg (2,094 lb)
Performance
151 kt (280 km/h; 174 mph)
Max crusing speed
135 kt (250 km/h; 155 mph)
Max rate of climb
8.0 m/s (1,575 ft/min)
Service ceiling
4,000 m (13,125 ft)
Range
270 nm (500 km; 310 miles)
End urance
2 h 30 min
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SOUTH AFRICA
Denel/SAAF Cirstel
Type
No tail rotor technology demonstrator.
Programme
Initial research and development into a new tailboom design without conventional tailrotor or
Fenestron, known as Cirstel (Combined IR suppression and tail rotor elimination), started by Armscor
in 1987 following technology contract awarded by the South African Air Force (SAAF). Construction
of prototype begun in 1993 and revealed publicly at DEXSA '96 defence exhibition at Waterkloof in
November 1996, shortly after first (tethered) hovering flight. Fitted to a SAAF Alouette III technology
demonstrator. Intended to form part of the design of a new helicopter but, further research has been put
on the back burner.
Design features
Uses Coanda effect of engine bleed-air to eliminate the need for tail rotor, while also incorporating
suppression of the exhaust's infra-red signature. High-pressure air from the engine split for use in
Coanda slots; low-pressure air bled-off for tail thruster and used to mix and cool engine exhaust.
Denel-patented clamshell thruster nozzle.
UPDATED
Denel Aviation Cirstel technology demonstrator (Michael J Gething)
Cutaway showing how the Cirstel anti-torque system works (Jane's/James

Goulding)
(1998)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY, UNITED
STATES OF AMERICA
Boeing Sikorsky RAH-66 Comanche

Type
Two-seat reconnaissance/attack and air combat helicopter.
Programme
Light Helicopter Experimental (LHX) design concepts requested by US Army 1982; numerous changes of
programme, current (March 1995) plan being given later in this account; original plan for 5,000 to replace
UH-1, AH-1, OH-58 and OH-6; reduced in 1987 to 2,096 scout/attack only, replacing 3,000 existing
helicopters; to 1,292 in 1990 (with further 389 possible) further reduced to 1,096 in 1999. LHX request for
proposals issued 21 June 1988; 23 month demonstration/validation contracts issued to Boeing Sikorsky First
Team and Bell/McDonnell Douglas Super Team. Boeing Sikorsky selected 5 April 1991; to build four
(reduced to three in 1992, then two in December 1994) YRAH-66 demonstration/validation prototypes in 78
month programme, plus Static Test Article (STA) and Propulsion System Testbed (PSTB).
LHTEC T800 engine specified October 1988. LHX designation changed to LH early 1990, then US Army
designation RAH-66 Comanche in April 1991. Original timetable was 39 month FSD phase with two
additional prototypes, starting August 1995; first low-rate production contract due October 1996; initial 72
helicopters to be built by 2002; first full-rate production contract due November 1998; balance of 1,220 to be
built by 2010. IOC in December 1998. Longbow radar to be installed from production Lot 4 onwards.
FY93 budget delayed development and production phases indefinitely, anticipating Longbow integration
from first aircraft; development and production phases reinstated January 1993; further three prototypes then
scheduled to be built for Engineering and Manufacturing Development (EMD) phase, in FY98-03; first
production procurement in FY99; low-rate production of first 24 in FY01, followed by 48 in FY02, 96 in
FY03, then 120 per year; IOC in January 2003.
Prototype critical design review, completed in December 1993, authorised production of three YRAH-66
prototypes (first item for which manufactured in September 1993). At same time, however, further R&D
economies under study; December 1994 decision reduced dem/val phase to two prototypes (lacking
Longbow/Hellfire capability) and recommended deferment of production; funding delay postponed maiden
flight target date of November 1995.
In early 1995, US Army successful in attempt to restructure programme to reinstate production phase;
Comanche programme then planned as follows: two prototypes; six Èarly Operational Capability' (EOC)
aircraft with reconnaissance equipment only (no armament) to enter service with US Army trials unit in 2001
for two years of operational development; production decision in 2003; 6,500 hours flown by eight RAH-66s
up to 2006; first operational unit to form in 2007 with initial two production aircraft, plus six EOC Comanches
which meanwhile retrofitted with armament. Programme restructured again following US$1.7 billion contract
to continue development awarded by US Army on 31 December 1996. Key elements include six month delay
in delivery of EOC aircraft, four month acceleration of Low-Rate Initial Production (LRIP) aircraft deliveries,
and use of 10 LRIP aircraft for test and evaluation, instead of EOC aircraft. First of six preproduction aircraft
scheduled for delivery 2003 and first LRIP Comanches by July 2006. Planned procurement of 1,096. MoU
signed 20 May 1999 for definition of EMD phase and time frame of Pre-Production Programme (PPP), under
which the Comanche team will complete in fiscal year 2006 at a total cost of US$3.598 billion. The main
features of the PPP programme are design and fabrication of 13 new Comanche helicopters with production
Mission Equipment Package (MEP) capability from FY03 to FY05 for army experiments and further
operational test and evaluation; accelerated Comanche fire-control radar development from RAH-66
production Lot 6 in FY10 to initial operation capability (IOC) aircraft, fielded in FY06; a Defense Department
Milestone II EMD decision accelerated 19 months to March 2000; simulation tools suitable for analysis of the
Comanche's full capabilities for development of operational tactics, techniques and procedures based on full
functionality; and risk reduction in such developmental areas as the aircraft's helmet, software and
Electro-Optical Sensor System (EOSS) to optimise program efforts within available funding levels.
Prototype construction began 29 November 1993 with forward fuselage at Sikorsky, Stratford; Boeing built
rear in Philadelphia. STA airframe delivered to Stratford 1994, at which time PSTB under construction there;
front and rear sections of prototype joined at Stratford 25 January 1995; completed helicopter rolled-out 25
May 1995; first flight 4 January 1996. PSTB trials commenced in 1995 at West Palm Beach, with 100 per cent
torque from both engines achieved during first 10 hours of running, but subsequent failure of the left input
bevel gear, blamed on resonance, delayed second flight of prototype to 24 August 1996.
Total of 42 flights completed by May 1997. Flight testing of prototype continued 27 August 1997, following
a five month grounding pending fitting of upgraded transmission and other modifications. Total flight time
reached 105 hours by July 1998, when prototype No.1 temporarily grounded for inspection and refit; resumed
flight trials 24 October 1998. Made first flight in its all-up configuration 18 December 2000, equipped with a
new tail section, alternate main rotor pylon, main rotor hub fairing and fire-control radar test sight. The new
tail configuration is intended to improve performance and handling qualities, without significantly
compromising the aircraft's stringent weight and stealth characteristics. On 7 June 2001, pototype No.1 made a
successful 1.2 hour flight fitted with more powerful LHTEC T800-LHT-801 engines each generating a thrust
of 1,165.5 kW (1,563 shp), a 17 per cent increase over the earlier T800-LHT-800 engines. The first prototype
has amassed 284 hours during 233 flights.
Second prototype made its first flight on 30 March 1999. Total of 53 flight hours to date during 50 flights.
Prototype is scheduled to resume flying in 2002, when it will serve as the test platform for the Mission
Equipment Package (MEP), and the integrated digital target acquisition, navigation and communication
system.
Customers
US Army, two prototypes and six preproduction aircraft. EMD contract signed in June 2000 proposed
manufacture of up to 1,213 aircraft for the US Army, which is due to form its first operational unit in 2006.
Costs
US$34,000 million programme, including US$1,960 million demonstration/validation and US$900 million
FSD but reduced to US$2,240 million dem/val/FSD between 1993 and 1997 by cancellation of three of six
planned prototypes; US$8.9 million flyaway unit cost (1988 values), increased to US$13 million by early
1993. By 1993 (in 1994 dollars, estimated), procurement unit cost US$21 million, programme unit cost US$27
million. Restructured programme allocated US$2.18 billion between FY96 and FY01, with US$5.43 billion
allocated for demonstration/validation phase of testing two prototypes and six EOC aircraft. FY97-99
appropriation for R&D comprised US$338.6 million, US$282.0 million and US$367.8 million.
Design features
RAH-66 is lighter, but only slightly smaller, than AH-64 Apache; specified empty weight of 3,402 kg
(7,500 lb) increased to 3,522 kg (7,765 lb) by early 1992, as result of army add-ons, including allowance for
Longbow radar; mission equipment package has maximum commonality with F-22A ATF technology. Design
has eight-blade fan-in-fin shrouded tail rotor and five-blade all-composite bearingless main rotor system and
internal weapon stowage.
Split torque transmission, obviating need for planetary gearing. T-tail unit (upper part folds down for air
transportation). Detachable stub-wings for additional weapon carriage and/or auxiliary fuel tanks (EFAMS:
External Fuel and Armament Management System). Radar, infra-red, acoustic and visual signature
requirements set to defeat threats postulated by US Army. Eight deployable inside Lockheed C-5 Galaxy with
only removal of main rotor; ready for flight 20 minutes after transport lands. Combat turnround time 13
minutes.
Other members of Boeing Sikorsky First Team include Boeing Defense and Space Group (flight control
computer), Lockheed Martin Armament Systems, with Giat of France (turreted gun and ammunition feed),
Hamilton Standard (flight control computer, wide field of view helmet-mounted display system air data
system, environmental control and collective protection system, and air vehicle interface computer), Harris
Corporation (3-D digital map display, super high-speed databus, sensor data distribution network,
multifunction controls and displays), Kaiser Electronics (helmet-mounted display system), Hughes Link Flight
Simulation (operator training systems), Lockheed Martin (electro-optical night navigation and targeting
systems, turreted gun and ammunition feed systems), TRW Military Electronics (signal and data processors
and aircraft survivability equipment); Northrop Grumman (signal and data processors; aided target
detection/classification systems); Moog (flight control actuators); Sundstrand Aerospace (electrical power
generation, control and distribution system).
Flying controls
Dual-triplex fly-by-wire, with sidestick cyclic pitch controllers and normal collective levers. Main rotor blades
removable without disconnecting control system.
Structure
Largely composite airframe and rotor system. Fuselage built around composite internal box-beam;
non-load-bearing skin panels, more than half of which can be hinged or removed for access to interior (for
example, weapons bay doors can double as maintenance work platforms). Eight-blade Fantail rear rotor
operable with 12.7 mm calibre bullet hits; or for 30 minutes with one blade missing. Main rotor blades and tail
section by Boeing, forward fuselage and final assembly by Sikorsky.
Landing gear
Retractable tailwheel type, with single wheel on each unit. Main units can `kneel' for air transportability.
Power plant
Two LHTEC T800-LHT-801 turboshafts, each rated at 1,068 kW (1,432 shp). Transmission rating 1,639 kW
(2,198 shp). Internal fuel capacity 1,142 litres (301.6 US gallons; 251.1 Imp gallons). Four external tanks
totalling 3,407 litres (900 US gallons; 749.4 Imp gallons) for self-deployment; total fuel capacity 4,548 litres
(1,201.6 US gallons; 1,000.5 Imp gallons). Main rotor tip speed (100 per cent Nr) 221 m (725 ft)/s; 355 rpm;
normal operation from 95 per cent (quiet mode) to 107 per cent (load factor enhancement).
Accommodation
Pilot (in front) and WSO in identical stepped cockpits, pressurised for chemical/biological warfare protection.
Crew seats resist 11.6 m (38 ft)/s vertical crash landing.
Avionics
Maximum commonality required with USAF Lockheed F-22 Raptor programme.
Comms: Dual anti-jam VHF-FM and UHF-AM Have Quick tactical communications, VHF-AM, anti-jam
HF-SSB; IFF.
Flight: Airborne target handover system, GPS and radar altimeter. Litton AHRS, comprising two fibre optic
LN-210C and one LN-100C gyro platforms.
Instrumentation: Lockheed Martin night vision pilotage system and Kaiser/Hamilton Standard wide field of
view helmet-mounted display; integrated cockpit, second-generation focal-plane array FLIR targeting and
digital map display. Two 15.2 20.3 cm (6 8 in) multifunction flat-screen LCDs in each cockpit (one
monochrome for FLIR/TV, one colour for moving map, tactical situation and night operations), plus two 10.2
16.9 cm (4 63/4 in) multipurpose display (MPD) flat-screen monochrome LCDs for fuel, armament and
communications information in each cockpit. Three redundant databusses: one low speed (MIL-STD-1553B),
one high speed and one very high speed (fibre optic-based) for signal data distribution.
Mission: Miniaturised version of Longbow radar in one-third of fleet although all to have carriage provision.
Airborne target handover system. Laser range-finder/designator. Nose-mounted sight with IR and TV camera.
Self-defence: Laser warning, chemical warning and radar warning receivers, RF and IR jammers.
Equipment
Side armour for cockpit fitted as standard; optional armour kit available for cockpit floor.
Armament
Lockheed Martin three-barrel 20 mm cannon in Giat undernose turret, with up to 500 rounds (320 rounds
normal for primary mission). Side-opening weapons bay door in each side of fuselage, on each of which can be
mounted up to three Hellfire or six Stinger missiles or other weapons. Four more Hellfires or eight Stingers
can be deployed from multiple carriers under tip of each optional stub-wing, or auxiliary fuel tank for
self-deployment. All weapons can be fired and targets designated, from push-buttons on collective and
sidestick controllers.
Typical armament for armed reconnaissance mission is five Hellfire, two Stinger and 20 mm cannon; for
attack up to 14 Hellfire, or 28 Stinger or 56 Hydra 70, plus 20 mm cannon with 500 rounds.
Specifications
Main rotor diameter
Fantail diameter
Fantail blade chord
Length:
fuselage (excl gun barrel)
Height over tailplane
Fuselage:
11.90 m (39 ft 01/2 in)

1.37 m (4 ft 6 in)
0.17 m (63/4 in)
14.28 m (46 ft 101/4 in)
13.20 m (43 ft 33/4 in)
3.37 m (11 ft 03/4in)
Max width
Tailplane span
2.04 m (6 ft 81/4 in)

2.31 m (7 ft 7 in)
2.82 m (9 ft 3 in)
Areas
111.21 m2 (1,197.04 sq ft)
Main rotor disc
1.47 m2 (15.90 sq ft)
Fantail disc
(estimated)
Weight empty
3,522 kg (7,765 lb)
Max useful load
2,296 kg (5,062 lb)
T-O weight:
primary mission*
max alternative
max (self-deployment)
4,807 kg (10,597 lb)

5,819 kg (12,828 lb)
7,096 kg (17,408 lb)
71.0 kg/m2 (14.54 lb/sq ft)
4.82 kg/kW (7.92 lb/shp)
Max disc loading

* with two crew, full internal fuel, 320 rds gun ammunition, four Hellfires and two Stingers
Performance
(at 1,220 m; 4,000 ft and 35C; 95F, estimated)
Max level (dash) speed
Cruising speed
Vertical rate of climb
Masking
180 hover turn to target
Snap turn to target at 80 kt (148 km/h; 92 mph)
Ferry range with external tanks
Endurance (standard fuel)
g limits
175 kt (324 km/h; 201 mph)

165 kt (306 km/h; 190 mph)
7.2 m/s (1,418 ft)/min
1.6 s
4.7 s
4.5 s
1,260 n miles (2,334 km; 1,450 miles)
2 h 30 min
+3.5/-1
UPDATED
Internal arrangement of Boeing Sikorsky RAH-66 Comanche

(1998)
Boeing Sikorsky RAH-66 Comanche (Jane's/James Goulding)
Head-on views of Comanche equipped for armed reconnaissance (left), attack (centre)
and air combat (right)
Boeing Sikorsky RAH-66 Comanche under test at West Palm Beach, Florida
(1999)
The first RAH-66 Comanche prototype to fly in all-up configuration made its debut in
December 2000 (Boeing Sikorsky)
(2001)
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STATES OF AMERICA
Bell Boeing 901 Osprey

US Air Force designation: CV-22
US Navy designation: HV-22
US Marine Corps designation: MV-22
Type
Twin-engined tilt-rotor multimission aircraft.
Programme
Based on Bell/NASA XV-15 tilt-rotor; initiated as US Department of Defense Joint Services Advanced
Vertical Lift Aircraft (JVX), run by US Army, FY82; programme transferred to US Navy January 1983; 24
month US Navy preliminary design contract 26 April 1983; aircraft named V-22 Osprey January 1985; seven
year Full-Scale Development (FSD) began 2 May 1986 with order for six prototypes (Nos 1, 3 and 6 by Bell at
Arlington, Texas; Nos 2, 4 and 5 by Boeing at Wilmington, Delaware) plus static test airframes.
Prototype (163911) first flew 19 March 1989; achieved first transition from helicopter to aircraft mode 14
September 1989. Joined by four other aircraft by June 1991; sixth not flown.
Initial government trials, April 1990, involved 15 hours flying by three military test pilots in No 2. Sea trials
aboard USS Wasp, 4 to 7 December 1990, involved No 3 in landing and take-off tests and No 4 in fit and
function tests. By end 1990, trials included transition landings and take-offs, wing stall tests, single-engine
tests and flights up to 349 kt (647 km/h; 402 mph). Trials total 763 hours flown in 643 sorties up to July 1992
temporary grounding. Flying resumed in 1993 with Nos 2 and 3, these having been modified with improved
firewalls, nacelle drains and pylon driveshaft heatshields as consequence of No 4's crash. Nos 2 and 3 assigned
to envelope expansion and concept demonstration until 1996; both based at Patuxent River NAS.
Original schedule called for delivery to US Marines late 1991/early 1992, US Air Force 1993 and US Navy
1995. Production funding cut FY90, but development contract maintained; some long-lead items for
production aircraft funded FY91. Congress appropriated FY92 funding for three of additional six `production
representative' Engineering and Manufacturing Development (EMD) aircraft; second three planned for FY93
funding; however, programme revised in late 1992, and six to comprise four new and two rebuilt prototypes,
though latter subsequently deleted.
Osprey passed critical design review 13 December 1994 with minor provisions, including addition of
forebody strake to eliminate buffeting and provision for nose-mounted gun; simultaneous defence review
authorised V-22 production for both Marines and special forces but latter version subsequently delayed, with
decision to proceed not reached until January 1997.
EMD Ospreys, flying since 5 February 1997, have significant changes from earlier aircraft, including a
reduction in empty weight to just over 15,000 kg (33,070 lb); aluminium cockpit cage, replacing titanium, but
with smaller windows to preserve structural strength; upgraded flight controls; enhanced engine and drive
system; improved tail unit construction (built by Bell, in place of Northrop Grumman) including fibre
placement aft fuselage; redesigned rotor system; absence of fin tuning weights; improved wing constructional
techniques; redesigned wiring and pyrotechnic escape hatches. Entered production phase in June 1996 with
US$1.385 billion Low-Rate Initial Production (LRIP) contract signed between Bell Boeing and the Naval Air
Systems Command (NAVAIR).
Manufacture of the first production MV-22B began 7 May 1997; fuselage shipped to Bell 8 September
1998; first delivery 19 May 1999. Operational evaluation began October 1999. Total of four LRIP aircraft
(Nos 11-14) delivered by end 1999. The Quadrennial Defense Review report, released on 19 May 1997,
recommended accelerating V-22 production by increasing the production rate from a maximum of 22 MV-22s
to 30 annually, and adding 11 aircraft to the Navy's Future Years' Defense Plan from 2000-2003. The loss in
accidents of two US Marine Corps MV-22s (165436) on 8 April 2000 at Marana, Arizona, and 165440 on 11
December 2000 has resulted in a re-evaluation of the procurement programme, stretching deliveries of both the
MV-22 and CV-22 models (see procurement schedule). The President's budget allows for nine V-22 aircraft in
FY2001 and 12 in FY2002. Procurement quantities in subsequent years are being reviewed by the Department
of Defense and will be finalised upon submission of the FY2003 President's budget to Congress; Initial
Operating Capability (IOC) 2001 for USMC; SOCOM now 2006. V-22s had flown a total of 2,868 hours by
end July 2000.
Versions
No 1/Bu Aer No 163911: Prototype rolled out at Arlington, 23 May 1988; first flight 19 March 1989.
Grounded July 1992 and not returned to flying duties.
No 2/163912: First flight at Arlington 9 September 1984; to Wilmington 6 May 1990; fly-by-wire
development; grounded July 1992; modified and resumed flying at Wilmington, November 1993.
Subsequently returned to flyable storage.
No 3/163913: First flight at Arlington 9 May 1990; flight loads, vibration and sea trials; USS Wasp 4 to 7
December 1990; grounded July 1992; modified and resumed flying at Arlington 17 June 1993. Taken out of
service 27 March 1997.
No 4/163914: First flight at Wilmington 21 December 1989; first with full avionics and ejection seats;
shipboard compatibility and propulsion trials; USS Wasp 4 to 7 December 1990. Lost on 94th sortie (103
hours) 21 July 1992 due to engine nacelle fire.
No 5/163915: First flight at Wilmington ended with crash due to avionics mis-wiring, 11 June 1991.
No 6/163916: Construction abandoned; became mockup for EMD configuration.
No 7/164939: Assembly began 15 February 1995; ground vibration testing and `rap' tests of hydraulic lines
completed in July 1996, integrated functional tests undertaken between August and October 1996; first flown 5
February 1997; structural, load and vibration testing have been completed. 427 hours of EMD flight testing
completed by July 2000.
No 8/164940: First flight 17 July 1997; propulsion and systems testing and high AoA trials; initial
functional tests and proof load testing completed. 489 hours of EMD flight testing completed by July 2000.
No 9/164941: First flight 23 August 1997; government technical evaluation; USMC evaluation January to
June 1999. Remanufactured as CV-22. 318 hours of EMD flight testing completed by July 2000.
No 10/164942: First flight 16 January 1998; rough sea trials; USMC evaluation January to June 1999. 450
hours EMD flight testing completed by July 2000.
Current versions
MV-22B: Basic US Marine Corps transport; original requirement for 552 (now 360) to replace CH-46 Sea
Knight and CH-53 Sea Stallion. First unit to be VHMT-204 at New River, North Carolina, which will function
as fleet replacement squadron; first deployable squadron to be VHMM-264, also at New River. IOC 2001.
HV-22B: US Navy Combat Search And Rescue (CSAR), special warfare and fleet logistics model to replace
HH-3s. Requirement for 48 (originally 50); IOC 2006.
CV-22B: US Air Force long-range special missions aircraft. Original requirement for 80 reduced to 55, then
50. EMD go-ahead authorised January 1997. Critical Design Review (CDR) scheduled for December 1999.
Flight testing will use two modified EMD aircraft at Edwards AFB, California and is scheduled for completion
in 2002. First delivery in 2003. IOC 2005.
SV-22A: Tentative US Navy ASW version to replace S-3 Viking. Original requirement for up to 300.
Required to deposit and pick up recoverable large ASW sensors and operate them from high altitude.
US Army: Original requirement for 231 V-22s, based on USMC transport, withdrawn. Documented
requirement remains for V-22 in medevac, special operations and combat assault support roles.
PLANNED V-22
PROCUREMENT 1997-20061
FY
97
98
99
00
Lot
1 (LRIP)
2 (LRIP)
3 (LRIP)
4 (LRIP)
01
5
02
6
03
7
04
8
05
9
06
10
07
11
08
12
09
13
10
14
11
15
12
16
13
17
Total
* under review
1
MV-22
CV-22
HV-22
5
7
7
10
12
27*
30*
30*
30*
30*
30*
30*
30*
30*
28*
360
6
6
6
6
6
6
6
8
50
2
16
15
15
48
Further purchases (including Navy HV-22) planned for FY07 to FY21; details not yet finalised.
Customers
See above. Also European marketing co-operation with British Aerospace, Dornier and Alenia. Japan
Maritime Self-Defence Force provisional commitment to fund four SAR Ospreys. May bid for two UK
requirements, Future Amphibious Support Helicopter (FASH) and Future Organic Airborne Early Warning
(FOAEW) aircraft.
Costs
FSD contract awarded 2 May 1986, valued at US$1,810 million over seven years. EMD contract placed 22
October 1993; production launch in FY96. Unit cost US$32.3 million (November 1997), but targeted to be
reduced to US$29.4 million. Production contract received, for seven aircraft for Lot II and long-lead
procurement for seven aircraft in Lot III, in April 1998. The 1999 Defense Budget request called for US$1,054
million in V-22 programme funding, including US$664.8 million for procurement of Lot III and for long lead
procurement of Lot IV. The RDT&E-N budget for V-22 EMD was US$355.1 million. Estimated total
programme cost US$36 billion.
Design features
Engines, transmission and proprotors tilt through 97 30' between forward flight and steepest approach gradient
or tail-down hover; cross-shaft keeps both proprotors turning after engine loss. Three-blade, graphite/glass
fibre, contrarotating proprotors have special high-twist tapered format blades with elastomeric bearings and
powered folding mechanisms; separate swash plates produce respectively yaw and fore-and-aft translation in
hover and sideways flight in level attitude. Rotation speed 333 rpm; tip speed 201.75 m (662 ft)/s. Wing-fold
sequence from helicopter mode involves power-folding of blades parallel to wing leading-edge, tilting engine
nacelles down to horizontal and rotating entire wing/engine/proprotor group clockwise on stainless steel
carousel to lie over fuselage.
Flying controls
Three-lane fly-by-wire (Moog actuators) with automatic stabilisation, full autopilot and formation-flying
modes. Automatic control of both configuration change during transition and transfer of control from
aerodynamic surfaces to rotor-blade pitch changing; flaperons and ailerons droop during hover to reduce
negative lift of wing.
Rotors have separate cyclic control swash plates for sideways flight and fore-and-aft control (symmetrical
for forward and rearward flight and differential for yaw) in hover. Lateral attitude controlled in hover by
differential rotor thrust, but lateral swash plate allows sideways flight in level attitude controlled by button on
control column. Integrated electronic cockpit with six electronic display screens; helicopter-style control
columns rather than aileron wheels, but left-handed power levers move forward for full power in opposite
sense to helicopter collective lever.
Structure
Approximately 41 per cent of airframe is composites and just 454 kg (1,000 lb) of empty weight is metal; main
composites are Hercules IM-6 graphite/epoxy in wing and AS4 in fuselage and tail; nacelle cowlings and
pylon supports are of GFRP. Fuselage mainly `black aluminium' consisting of conventional stringers, frames
and preformed skin, all in composites, assembled with metal fasteners. Main cabin has composite floor panels
and aluminium window frames. Crew seats of boron carbide/polyethylene laminate.
Wing box is high-strength, very stiff torsion box made up from one-piece upper and lower skins with
moulded ribs and bonded stringers; two-segment graphite single-slotted flaperons with titanium fittings;
three-segment detachable leading-edge of aluminium alloy with Nomex honeycomb core. Wing locking and
unlocking with Lucas Aerospace actuators; fuselage sponsons contain landing gear, air conditioning unit and
fuel; tail unit of Hercules AS4 graphite/epoxy, built by Bell from No 7 onwards. Bell also contributes wing,
nacelles, proprotor and transmission systems and integrates engines. Boeing responsible for fuselage, landing
gear and fairings and integration avionics.

Landing gear
Dowty hydraulically actuated retractable tricycle type, with twin wheels and oleo-pneumatic shock-absorbers
on each unit, Menasco Canada steerable nose unit. Dowty Toronto two-stage shock absorption in main gear is
designed for landing impacts of up to 3.66 m (12 ft)/s normal, 4.48 m (14.7 ft)/s maximum and has been drop
tested to 7.32 m (24 ft)/s. All units retract rearward, main gear into sponsons on lower sides of centre-fuselage.
Manual and nitrogen pressurised standby systems for emergency extension. Parker Bertea wheels and
multidisc hydraulic carbon brakes.
Power plant
Two Allison T406-AD-400 (501-M80C) turboshafts, each with T-O and intermediate rating of 4,586 kW
(6,150 shp) and maximum continuous rating of 4,392 kW (5,890 shp), installed in Bell-built tilting nacelles at
wingtips and driving a three-blade proprotor.
Transmission rating 3,706 kW (4,970 shp) USN/USAF T-O, 3,408 kW (4,570 shp) USMC T-O; emergency
(OEI) rating (all) 4,415 kW (5,920 shp). Each nacelle has an AiResearch infra-red emission suppressor at rear.
Air particle separator and Lucas inlet/spinner ice protection system for each engine. Lucas Aerospace FADEC
for each engine, with analogue electronic back-up control. Pratt & Whitney originally named as second
production source for engines, starting with production lot 5.
Fuel capacity varies according to role; basic internal usable fuel (JP-5) in four crash-resistant, self-sealing
(nitrogen-pressurised) ILC Dover flexible fuel tanks: one 1,809 litre (478 US gallon; 398 Imp gallon) forward
cell in each sponson and a 333 litre (88 US gallon; 73.3 Imp gallon) feed tank in each outer wing; basic fuel
(MV-22) 4,285 litres (1,132 US gallons; 943 Imp gallons). Additional fuel for long range contained in 1,196
litre (316 US gallon; 263 Imp gallon) cell in rear of starboard sponson (MV-22 option 5,481 litres; 1,448 US
gallons; 1,206 Imp gallons) and four 280 litre (74 US gallon; 61.6 Imp gallon) auxiliary cells in each wing
leading-edge (CV-22 baseline 7,722 litres; 2,040 US gallons; 1,699 Imp gallons). Self deployment aided by up
to three 2,328 litre (615 US gallon; 512 Imp gallon) auxiliary tanks in cabin, increasing total fuel to 14,706
litres (3,885 US gallons; 3,235 Imp gallons). (Not all versions have all tanks). Pressure refuelling point in
starboard sponson leading-edge; gravity point in upper surface of each wing. Simmonds fuel management
system. In-flight refuelling probe in lower starboard side of forward fuselage; standard item on CV-22 and
available in kit form for MV-22.
Accommodation
Normal crew complement of pilot (in starboard seat), co-pilot and crew chief in USMC variant. Flight crew
accommodated on Simula Inc crashworthy armoured seats capable of withstanding strikes from 0.30 in
armour-piercing ammunition, 30 g forward and 14.5 g vertical decelerations. Flight deck has overhead and
knee-level side transparencies in addition to large windscreen and main side windows, plus an overhead
rearview mirror.
Main cabin can accommodate up to 24 combat-equipped troops, on inward-facing crashworthy foldaway
seats, plus two gunners; up to 12 litters plus medical attendants; or an equivalent cargo load with energy
absorbing tiedowns. Cargo handling provisions include a 907 kg (2,000 lb) capacity cargo winch and pulley
system and removable roller rails. Main cabin door at front on starboard side, top portion of which opens
upward and inward, lower portion (with built-in steps) downward and outward. Full-width rear-loading
ramp/door in underside of rear fuselage, operated by Parker Bertea hydraulic actuators. Emergency exit
windows on port side; escape hatch in fuselage roof aft of wing.
Systems
Environmental control system, utilising engine bleed air; control unit in rear of port main landing gear
sponson. Three hydraulic systems (two independent main systems and one standby), all at operating pressure
of 345 bars (5,000 lb/sq in), with Parker Bertea reservoirs.
Electrical power supplied by two 40 kVA constant frequency AC generators, two 50/80 kVA variable
frequency DC generators (one driven by APU), rectifiers and a 15 Ah battery.

GE Aerospace triple redundant digital fly-by-wire Flight Control System (FCS), incorporating triple
Primary FCS (PFCS) and triple Automatic FCS (AFCS) processors, and triple Flight Control Computers
(FCC) each linked to a MIL-STD-1553B databus; two PFCSs and one AFCS are fail-operational. FBW system
signals hydraulic actuation of flaperons, elevator and rudders, controls aircraft transition between helicopter
and aeroplane modes and can be programmed for automatic management of airspeed, nacelle tilting and angle
of attack. FCCs provide interfaces for swash plate, conversion actuator, flaperon, elevator, rudder and pylon
primary actuators, flight deck central drive, force feel and nosewheel steering. Dual 1750A processors for
PFCS and single 1750A for AFCS incorporated in each FCC. Non-redundant standby analogue computer (in
development aircraft only) provides control of aircraft, including FADEC and pylon actuation, in the event of
FBW system failure.
Sundstrand Turbomach 261 kW (350 shp) APU, in rear portion of wing centre-section, provides power for
mid-wing gearbox which, in turn, drives two electrical generators and an air compressor. Anti-icing of
windscreens and engine air intakes; de-icing of proprotors and spinners. Clifton Precision combined oxygen
(OBOGS) and nitrogen (OBIGGS) generating systems for cabin and fuel tank pressurisation respectively.
Systron Donner pneumatic fire protection systems for engines, APU and wing dry bays.
Avionics
Comms: VHF/AM-FM, HF/SSB and (USAF only) UHF secure voice com; IFF. CV-22 will have four
DCS2000 radios, combining AN/ARC-210 transceiver and KY-58 communications security encoder. Crash
position indicator also to be installed on CV-22.
Radar: (USAF and USN only) Raytheon AN/APQ-174D terrain-following multifunction radar in offset (to
port) nose thimble.
Flight: Tacan, VOR/ILS, AHRS, radar altimeter and digital map displays; Jet Inc ADI-350W standby
attitude indicator; Aydin Vector data acquisition and storage system. Two Control Data AN/AYK-14 mission
computers, with Boeing/IBM software.
Instrumentation: Elbit/Marconi North America AN/AVS-7 pilot's night vision and integrated display
system. Radar-equipped aircraft have two AlliedSignal IP-1555 full-colour multifunction displays. Lighting
compatible with night vision goggles. Production aircraft to have primary flight display and multifunction
CRT displays, plus active matrix liquid crystal Control Display Unit and Engine Indication and Crew Alerting
System (CDU/EICAS).
Mission: Raytheon AN/AAQ-27 FLIR incorporating laser range-finder in undernose fairing, with wide and
narrow fields of view. Additional equipment expected to satisfy unique mission requirements of special
operations forces and Navy combat search and rescue.
Self-defence: Honeywell AN/AAR-47 missile warning system; radar/infra-red warning system; chaff/flare
dispensers. ITT Avionics AN/ALQ-211 Suite of Integrated RF Countermeasures (SIRFC) system for USAF
Special Operations CV-22A, interfacing with Meggitt Avionics' Dedicated Electronic Warfare Display
(DEWD).
Equipment
Provision for rescue hoist over forward (starboard) cabin door. CV-22 will have fast rope/rope ladders to
facilitate covert insertion/extraction operations.
Armament
Provision stipulated in December 1994 for nose cannon; budget considerations resulted in this being deleted.
Consideration again given to installing nose-mounted turreted defensive gun.
Specifications
wings stowed/blades folded
5.51 m (18 ft 1 in)
overall, nacelles vertical

Tail span, over fins
Wheel track (c/l of outer mainwheels)
Wheelbase
Nacelle ground clearance, nacelles vertical
6.73 m (22 ft 1 in)

5.61 m (18 ft 5 in)
4.62 m (15 ft 2 in)
6.59 m (21 ft 7 in)
1.31 m (4 ft 3 in)
Proprotor ground clearance, nacelles vertical

Dorsal escape hatch:
6.35 m (20 ft 10 in)
Length
Width
1.02 m (3 ft 4 in)
0.74 m (2 ft 5 in)
Cabin:
Length
Max width
7.37 m (24 ft 2 in)

1.83 m (6 ft 0 in)
Max height
1.83 m (6 ft 0 in)
Usable volume
24.3 m3 (858 cu ft)
Flaperons, total
8.25 m2 (88.8 sq ft)
Tailplane
8.22 m2 (88.5 sq ft)
Elevators, total
Fins (each)
Rudders (each)
4.79 m2 (51.54 sq ft)

10.81 m2 (116.4 sq ft)
1.64 m2 (17.6 sq ft)

(provisional)
Weight empty
Max fuel weight:
MV-22 baseline
MV-22 option
CV-22 baseline
CV-22 with cabin tanks
Max internal payload (cargo)
Cargo hook capacity:
single
two hooks (combined weight)
Rescue hoist capacity
Normal mission T-O weight:
VTO
STO
Max STO weight for self-ferry
15,032 kg (33,140 lb)
3,493 kg (7,700 lb)

4,468 kg (9,850 lb)
6,282 kg (13,850 lb)
11,970 kg (26,390 lb)
9,072 kg (20,000 lb)
4,536 kg (10,000 lb)
6,804 kg (15,000 lb)
272 kg (600 lb)
21,545 kg (47,500 lb)
24,947 kg (55,000 lb)
27,442 kg (60,500 lb)
Max floor loading (cargo)
1,464 kg/m2 (300 lb/sq ft)

113.3 kg/m2 (23.21 lb/sq ft)
Max disc loading

Max power loading:
USMC
USN/USAF
8.06 kg/kW (13.23 lb/shp)

7.41 kg/kW (12.17 lb/shp)
Performance
(estimated)
Max cruising speed:
at S/L, helicopter mode
at S/L, aeroplane mode
at optimum altitude, aeroplane mode
Max forward speed with max slung load
vertical
inclined
Service ceiling
T-O run at normal mission STO weight
Range:
Amphibious assault
VTO with 4,536 kg (10,000 lb) payload
VTO with 2,721 kg (6,000 lb) payload
STO with 4,536 kg (10,000 lb) payload
STO at 27,442 kg (60,500 lb) self-ferry gross
weight, no payload
g limits
100 kt (185 km/h; 115 mph)

275 kt (509 km/h; 316 mph)
314 kt (582 km/h; 361 mph)
214 kt (396 km/h; 246 mph)
5.5 m/s (1,090 ft/min)
11.8 m/s (2,320 ft/min)
7,925 m (26,000 ft)
3,444 m (11,300 ft)
4,328 m (14,200 ft)
less than 152 m (500 ft)
350+ n miles (648+ km; 403+ miles)
700+ n miles (1,296+ km; 806+ miles)
950+ n miles (1,759+ km; 1,093+ miles)
2,100 n miles (3,892 km; 2,418 miles)
+4/-1
UPDATED
Construction details of Bell Boeing 901 Osprey
Diagram illustrating the 901 with wing and rotor blades in the stowed position
Advantages of tilt-rotor include flight envelope combining those of turboprop aeroplane

and helicopter
Bell Boeing 901 Osprey in transition mode
Bell Boeing 901 can accommodate 24 combat-equipped troops
First EMD Bell Boeing 901 Osprey during its maiden flight on 5 February 1997
Bell Boeing 901 Osprey tilt-rotor multimission aircraft (Jane's/Dennis Punnett)
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY, ITALY
Bell/Agusta AB 139
Type
Twin-turboshaft medium multirole helicopter.
Programme
Joint development programme announced during Farnborough Air Show in September 1998. Main
risk-sharing partners include Pratt & Whitney Canada, Honeywell, GKN Westland Aerospace, PZL Swidnik,
Liebherr and Kawasaki. Bell to assemble helicopter for US market; Agusta for rest of the world. Certification
programme envisages a Tie-Down Helicopter (TDH) and three preproduction aircraft. The TDA tests started in
December 2000 and the first preproduction aircraft made its maiden flight from Agusta's Cascina Costa plant
on 3 February 2001. The second pre-production aircraft flew on 4 June 2001, followed by the third on 22
October 2001. Certification to JAR/FAR 29 for IFR and first deliveries planned for 2002.
Variants
AB 139: Basic civil model.
AB 139 Military: Proposed for all-weather operations, with ballistic tolerant main rotor with optional ice
protection, EW suite, low radar/IR signatures, low acoustic emission, crashworthy self-sealing tanks, IR
suppressors, internal machine gun and provisions for external weapon supports, wire cutters. Four `glass'
multifunction displays (MFDs) as standard, compared to three in the civil version.
Customers
Launch order placed for two aircraft by Bristow Helicopters. Nine further orders signed by four customers by
February 2001. Manufacturers predict market for 900 units over the next 20 years.
Cost
$US6.5 million.
Design features
New five-blade main rotor and four-blade tail rotor. Some transmissions and rotor elements based on A129
Mangusta.
Flying controls
Four-axis, digital AFCS.
Landing gear
Retractable heavy-duty nosewheel tricycle type for operation from rough terrain.
Power plant
Two Pratt & Whitney Canada PT6C-67C turboshafts rated at 1,252 kW (1,680 shp) for take-off and 1,142 kW
(1,531 shp) continuous. OEI ratings 1,289 kW (1,729 shp) for 2 minutes and 1,252 kW (1,679 shp) maximum
continuous. Fuel tanks behind main cabin. Full Authority Digital Engine Control (FADEC).
Accommodation
Pilot plus 15 passengers, or six litters and four medical attendants in the medevac role. Crashworthy seats as
standard. Baggage compartment at rear of cabin with 3.4 m3 capacity. Sliding and plug-in cabin doors;
separate crew doors.
Avionics
Honeywell Primus Epic four-axis digital Automatic Flight Control System (AFCS) and up to four
high-definition 203 254 mm (8 10 in) colour Active Matrix Liquid Crystal Displays (AMLCD).
Specifications
Main rotor diameter
Tail rotor diameter
Fuselage: length
Height overall, rotors turning
Passenger doors, each:
Height
Width
13.80 m (45 ft 3 in)

2.65 m (8 ft 8 in)
16.65 m (54 ft 7 in)
13.53 m (44 ft 4 in)
4.95 m (16 ft 3 in)
1.35 m (4 ft 5 in)
1.68 m (5 ft 6 in)
Cabin
Length
Width
Height
Volume
2.70 m (8 ft 10 in)
2.00 m (6 ft 6 in)
1.42 m (4 ft 8 in)
8.0 m (283 cu ft)
Baggage compartment
3.40 m3 (120 cu ft)
Areas
Main rotor disc
149.57 m (1,610 sq ft)

Max T-O weight
Useful load
6,000 kg (13,228 lb)

2,700 kg (5,952 lb)
External load
Max disc loading
2,700 kg (5,952 lb)

40.11 kg/m (8.22 lb/sq ft)
Performance
Max cruising speed
Econ cruising speed
Max rate of climb
Service ceiling OEI
Range (no reserves)
Ferry range
Endurance (no reserves)
167 kt (310 km/h; 192 mph)

157 kt (290 km/h; 180 mph)
150 kt (278 km/h; 173 mph)
>10 m/s (2,000 ft/min)
>3,660 m (12,000 ft)
2,930 m (9,600 ft)
640 n miles (1,184 km; 735 miles)
3 h 54 min
UPDATED
Cabin mockup of AB 139

(2000)
AB 139 cockpit layout

(2000)
Bell/Agusta AB139 on its maiden flight at Agusta's Cascina Costa plant

(2001)
Artist's impression of proposed AB 139 Military multipurpose utility model

(2001)
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IRAN
IRGI Shahed-5
Programme
The Islamic Revolutionary Guards Institute for Industrial Research and Development is reported to have
completed development of a 15-seat helicopter. Tehran TV stated that the Shahed-5 has a range of 325 n
miles (600 km; 373 miles), a service ceiling of about 5,200 m (17,050 ft) and a maximum speed of 97 kt
(180 km/h; 112 mph).
UPDATED
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY, RUSSIAN
FEDERATION
Kamov Ka-52 (V-80Sh-1) Alligator

NATO reporting name: Hokum-B
Type
Two-seat all-weather day/night combat and training helicopter.
Programme
Revealed at 1995 Paris Air Show; rolled out December 1996; first flight 25 June 1997; first official flight 1
July 1997.
Design features
85 per cent similar to single-seat Ka-50, but front fuselage redesigned to accommodate two crew side by side;
upward-hinged and bulged gull-wing type transparent canopy door over each seat. Bottom of nose recessed on
starboard side to improve field of fire of 2A42 gun. Some cockpit armour and number of rounds for the cannon
omitted to compensate for increased weight.
Power plant
Two uprated 1,863 kW (2,500 shp) Klimov TV3-117VMA-SB3 turboshafts. Two 1,633 kW (2,190 shp)
TV3-117VMA turboshafts in prototype.
Accommodation
Pilot and pupil or navigator/weapons operator have Zvezda K-37-800 ejection system, for simultaneous
emergency escape, similar to that of Ka-50. Full dual controls standard including two colour and two
monochrome SMD 66 multifunction displays.
Avionics
Integrated by Sextant Avionique, supplier of head-down displays, the Navigation and Attack System for
Helicopters (NASH), Topowl helmet-mounted sight display, Nadir 10 navigation system.
Radar: Phazotron FH-01 Arbalet MMW radar installed in mast-mounted dome.
Flight: Nadir 10 nav system with Stratus laser gyro AHRS and Doppler radar.
Instrumentation: Arsenal Shchel-V helmet-mounted sight for weapons operator.
Mission: Samshit-E weapons control system above and behind the second cockpit, with TV, FLIR and laser
range-finder and target designator. Thomson-CSF FLIR (or optional Russian Khod FLIR) integrated with
Shkval electro-optical (TV) sighting system in ball above fuselage aft of canopy. Smaller ball for optical sight
under fuselage. Windows for laser range-finder and IR camera in nose turret.
Self-defence: Active IR and electronic jamming units; UV-26 flare/chaff dispensers in wingtip fairings.
Warning equipment includes Pastel (L150) RWR, Mak (L136) IR and Otklik (L140) laser system.
Armament
As Ka-50, except only 240 rounds for 2A42 gun, plus additional weapons. Standard Ka-52 armament
comprises two UPP-800 clusters on inner underwing hardpoints, each equipped with six laser-guided Vikhr
anti-tank missiles with a range of 8 to 10 km (5 to 6.2 miles), and two B8V-20 rocket launchers on the outer
hardpoints, each with 20 S-8 80 mm air-to-surface rockets; 30 mm fixed 2A42 gun on starboard side of
fuselage. New Vikhr-M anti-tank missile with a range of 12 to 15 km (7.5 to 9.3 miles) will be fitted to
production aircraft. Igla-V AAMs are carried for air-to-air defence.
Specifications
Height overall
14.43 m (47 ft 4 in)

15.96 m (52 ft 4 in)
4.93 m (16 ft 2 in)
Areas
Rotor disc (each)
165.13 m2 (1,777.4 sq ft)

Max T-O weight
10,400 kg (22,928 lb)
Performance
(estimated)
Max level speed
Max speed sideways
Max speed backward
Climb rate at 2,500 m (8,203 ft)
Range with max fuel
189 kt (350 km/h; 217 mph)

162 kt (300 km/h; 186 mph)
43 kt (80 km/h; 49 mph)
48 kt (90 km/h; 55 mph)
8.0 m/s (1,575 ft/min)
3,600 m (11,810 ft)
Ferry range
g limit
648 n miles (1,200 km; 745 miles)

+3.0
VERIFIED
Kamov's two-seat Ka-52 combat helicopter made its first flight in June 1997
(Artur A Sarkisyan, MIG MAPO)
Kamov's Ka-52 is fitted with the Shkval radar for precision attacks
(Artur A Sarkisyan, MIG MAPO)
Instrument panel of the Ka-52 features two colour and two monochrome multifunction
displays
(1998)
Sextant Avionique Topowl helmet-mounted displays on Ka-52

(1998)
Kamov Ka-52 Alligator combat helicopter (Jane's/Paul Jackson)

(1998)
Kamov Ka-52 Alligator cutaway drawing key
1 Rudder
2 Rudder composites structure
3 Fixed rudder tab
4 Fixed stub fin
5 Tail navigation light
6 Rear laser warning receiver
7 Radar warning receiver
8 Rudder hinge control linkage
9 Lower IFF antenna
10 Fin root fairing
11 Rear fuselage composites skin panels
12 Honeycomb composites trailing-edge panels
13 Fixed endplate fin
14 DISS-32-28 Doppler antenna
15 Fixed tailplane structure
16 Radar altimeter
17 Tailplane centre-section carry-through
18 Port tailplane and endplate fin

19 UHF antenna
20 Hinged composites access panels, port and starboard
21 Formation light
22 Avionics bay
23 Electrical system equipment bay
24 Lateral laser warning receiver
25 Ground power socket
26 Al-9V auxiliary power unit
27 Battery
28 Main rotor blade honeycomb composites trailing-edge
29 Glass fibre skin panels
30 Swept blade tip
31 Carbon fibre composites blade spar
32 Leading-edge anti-erosion sheath
33 Starboard mainwheel, stowed position
34 Mainwheel leg door
35 Hydraulic retraction jack
36 Rear main fuel tank
37 IR suppression exhaust duct
38 Engine power output shaft
39 Intermediate transfer gearbox
40 Engine fire suppression bottle
41 Oil coolers, port and starboard
42 Anti-collision light
43 Fan air box
44 Oil cooler fan
45 Gearbox-driven generator
46 Input shaft to main gearbox
47 Engine accessory equipment gearbox
48 Klimov TV3-117 turboshaft engine
49 Fireproof engine mounting deck
50 Ammunition magazines (two), 240-rounds armour piercing and 230 rounds high explosive
51 Stub wing carry-through structure
52 Main landing gear leg pivot mounting
53 Stub wing attachment bolted joint
54 Mainwheel leg strut
55 Trailing axle suspension
56 Starboard mainwheel
57 Stub wing structure
58 Wing stores pylons, fixed
59 Inboard stores adapter
60 Outboard articulated pylon adapter, 12 declination
61 Wingtip countermeasures pod
62 Starboard navigation light
63 UV-26 chaff/flare launchers, 512 26 mm cartridges
64 UPP-800, six-round Vikhr missile launcher
65 Vikhr-M laser-guided air-to-surface anti-armour missile
66 Wingtip-mounted two-round missile launcher
67 Igla air-to-air self-defence missile
68 S-13, 122 mm rocket
69 V-13L, five-round rocket launcher

70 S-8, 80 mm rocket
71 V-8V20A, 20-round rocket launcher
72 2A42 30 mm cannon
73 Cartridge case ejector
74 Articulated gun mounting. Gun can move -2.5 to +9 in azimuth and +3.5 to -37 in elevation
75 Lateral avionics bays
76 Built-in test equipment
77 Engine oil tank
78 Starboard engine air intake
79 Centrifugal debris separator
80 Forward main fuel tank, both tanks with fire suppressant reticulated foam filling
81 Hydraulic reservoir, port and starboard, dual system
82 Flight control system hydraulic drive unit
83 Rotor head control linkages
84 Main reduction gearbox
85 Port engine bay vertical firewall
86 Lower swashplate mechanism
87 Lower rotor hub
88 Inerconnecting links
89 Port engine exhaust
90 Three-blade lower rotor, anti-clockwise rotation
91 Fixed torque link
92 Upper rotor swashplate
93 Rotor mast
94 Blade pitch control links
95 Phazotron Arbalet MMW radar
96 Upper three-blade rotor, clockwise rotation
97 Hingeless rotor hub
98 Torsion bar articulated blade root
99 Blade root attachment with emergency explosive release
100 Starboard wingtip countermeasures pod
101 Hinged engine cowling panels
102 Starboard engine installation
103 Shamshit gyrostabilised reconnaissance/sighting unit
104 Upward-hinged cockpit canopy/entry hatch
105 Pilot's seat
106 Second Pilot/Weapons System Officer's seat
107 Canopy latch
108 Folding boarding step, extended
109 Cannon muzzle with flash suppressor
110 Ventral periscope viewer
111 Rudder pedals
112 Instrument panel with four full-colour CRT displays
113 Cyclic pitch control column
114 Weapons Officer's periscope viewer
115 Instrument panel shroud
116 Pilot's HUD
117 Armoured windscreen panels, electrically heated
118 Windscreen wipers
119 Upper IFF antenna
120 Nose avionics equipment bay

121 Nose landing gear pivot mounting
122 Nosewheel aft retraction mechanism
123 Twin nosewheels
124 KMGU-2 submunitions dispenser
125 External fuel tank
126 Shamshit reconnaissance/sighting unit nose turret
127 Weapons system avionics
128 Rotating turret mounting, gyrostabilised
129 UPK-23-250 23 mm twin-barrel cannon pod with 250 rounds
130 AS-12 `Kegler' laser-guided air-to-surface missile anti-radar version
131 AA-11 Àrcher' air-to-air missile
132 Zvezda K-37-800 escape system ejection seat
133 Rocket motor
(2000)
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INTERNATIONAL
Eurocopter 665 Tiger/Tigre

Type
Twin-engined anti-tank and ground support helicopter.
Programme
Original 1984 French/German MoU to develop common new anti-tank helicopter amended 13 November 1987;
FSD approved 8 December 1987; main development contract awarded 30 November 1989, when name Tiger
(Germany)/ Tigre (France) adopted; five development aircraft planned, including three unarmed aerodynamic
prototypes to be used also for core avionics testing (PT1, 2 and 3), one (PT4) in HAP (initially called Gerfaut)
configuration and one (PT5) as UHU/HAC prototype; PT1 rolled out 4 February 1991; first flight 27 April 1991;
five flying at 31 March 1996; further details below; total 1,850 hours flown by June 1998. Germany confirmed
purchase of full 212 required in 1994, having considered cut to 138. Industrialisation phase brought forward by
two years to strengthen export prospects and Franco-German MoU signed 30 June 1995; timetable then was first
deliveries in 1999 to France (approximately 10) and for export, but France announced spending moratorium in
November 1995, postponing authorisation of further funding commitments until at least 1997. Production
investment contract signed 20 June 1997, serial production MoU signed 20 May 1998. Initial batch comprises
160 helicopters, 80 for Germany and 80 for France. Production contract signed 18 June 1999.
Joint team at Marignane to flight test basic helicopter, update avionics during trials and test HAP variant;
similar team at Ottobrunn to qualify basic avionics, Euromep mission equipment package and integrate weapons
system. Production and final assembly at Donauwrth (Germany) and Marignane (France).
Current versions
(general)
Three versions in two basic configurations: U-Tiger (UT) is basis for UHT and HAC, both with roof-sight and
Trigat missiles; HCP (Helicoptre de Combat Polyvalent) is basis for HAP, with roof-sight and turreted gun.
Tigre HAP: Hlicoptre d'Appui et de Protection; name Gerfaut dropped late 1993; escort and fire support
version for French Army, for delivery from 2003; armed with 30 mm Giat AM-30781 automatic cannon in
undernose turret, with 150 to 450 rounds ammunition; four Mistral air-to-air missiles and two pods each with 22
68 mm unguided SNEB rockets delivering armour-piercing darts, mounted on stub-wings, or 12-round rocket
pod instead of each pair of Mistrals, making total of 68 rockets; roof-mounted TV, FLIR, laser range-finder and
direct view optics sensors; image intensifiers integrated in helmets.
Tigre HAC: Hlicoptre Anti-Char; anti-tank variant for French Army, for delivery from 2011; wing pylons
for up to eight HOT 3 or Trigat missiles (or four HOT 3 and four Trigat) inboard, four Mistral air-to-air missiles
outboard; same mast-mounted sight and pilot FLIR system as UHU.
HCP: Multimission combat version able to carry Mistral or Stringer missiles, or for anti-tank warfare, HOT 3
and Hellfire with laser guidance.
UHT: Untersttzungs Hubschrauber Tiger (formerly designated UHU); German Army anti-tank and support
helicopter now for delivery from 2001; replaces PAH-2 Tiger; underwing pylons for up to eight HOT 3 or Trigat
missiles, four Stinger self-defence missiles, unguided rockets, gun pod and extended self-defence system;
mast-mounted TV/FLIR/laser ranger sight for gunner; nose-mounted FLIR for piloting.
Export: Combines features of French and German versions; offered (unsuccessfully) to UK and Netherlands.
Current versions
(specific)
PT1/F-ZWWW: Aerodynamic prototype; basic avionics; first flight 27 April 1991. Successively fitted with
aerodynamic mockups of mast-mounted and roof-mounted sights, nose-mounted gun and weapon containers.
Relegated to ground fatigue testing in early 1996 on completion of flight programme; flown 502 hours.
PT2/F-ZWWY: HAP aerodynamic configuration; full core avionics; rolled out 9 November 1992; first flight 22
April 1993. Retrofit with HAP systems completed in November 1996; redesignated PT2R.
PT3/9823: Full core avionics (including navigation and autopilot); first flight (as F-ZWWT) 19 November
1993. Retrofit with UHT systems February 1997; redesignated PT3R.
PT4/F-ZWWU: HAP avionics (including roof sight and HUD; first Tiger with live weapons system); first
flight 15 December 1994. Sighting system trials early 1995; Giat cannon trials (15 ground-based tests) completed
at Toulon, April 1995; full testing began at CEV Cazaux, 21 September 1995. Crashed and destroyed during
night low-level demonstration at Townsville, Australia 1998. Flown 300 hours.
PT5/9825: Full UHT avionics; first flight 21 February 1996. Successful trials in April 1997 with five Stinger
Eject Test Vehicle (ETV) air-to-air missiles and in May/June 1997 with six HOT 2 anti-tank missiles. First flight
in the full UHT configuration as designed for German Army 8 October 1999.
PT6: Static test frame for fatigue testing.
PT7: Static test frame for crash-resistance trials.
PS01: Pre-production HAP aircraft first flown 21 December 2000. For evaluation of production methods and
planned production configuration.
PT2X: HCP demonstrator.
UHT S01: First production aircraft due to fly 1 March 2002.
HAP S01: First production French Tiger, planned to fly early 2003.
Customers
Original requirement was for 427 (France 75 HAP and 140 HAC, Germany 212 PAH-2); UHU (now UHT)
version substituted for PAH-2s in 1993; French order amended by 1994 to 115 HAP and 100 HAC; also under
consideration by Spain, South Korea, Australia and Turkey. Exports of 200 Tigers thought possible.
Preproduction HAP P501 is due to fly in December 2000 and will be close to production configuration. The
first UHT 501 for Germany will fly on 1 March 2002 followed, by the end of 2002, by the UHT 502 and, in early
2003, by France's HAP 501. The first UHT anti-tank versions will be delivered to the German armed forces in
December 2002; the French Army will receive its first HAP escort/protection model in July 2003.
Customer
HAC
HAP
France
100
115
Germany
Subtotal
Total
100
115
UHT
First
delivery
2003
212
212
2002
427
Costs
Tiger unit cost expected to be FFr150 million (US$28 million), with price to fall to FFr115 million
(US$21.5 million) for large order batches. Development cost reported DM2.2 million.
Design features
FEL (fibre elastomer) main rotor designed for simplicity, manoeuvrability and damage tolerance; has infinite life
except for inspection of elastomeric elements at more than 2,500 hour intervals; hub consists of titanium
centrepiece (including duct for mast-mounted sight) with composites starplates bolted above and below; flap and
lead/lag motions of blades allowed by elastic bending of neck region and pitch change by elastic part of
elastomeric bearings; lead/lag damping by solid-state visco-elastic damper struts faired into trailing-edge of each
blade root; equivalent flapping hinge offset of 10.5 per cent gives high-control power; SARIB passive vibration
damping system between transmission and airframe; three-blade Spheriflex tail rotor has composite blades with
fork roots; built-in ram air engine exhaust suppressors.
Flying controls
All versions have pilot in front, gunner in rear with full dual controls; both crew members can perform all tasks
and weapon operation except that anti-tank missile firing only available to gunner; each crew member has
two-colour multifunction displays and one central control and display unit; autopilot is part of basic avionics
system (see under Avionics heading); fully powered hydraulic flying controls by SAMM/Liebherr;
Labinal/Electromtal servo trim; definitive horizontal tail is surface of reduced size mounted aft beneath tail
rotor.
Structure
80 per cent CFRP, block and sandwich and Kevlar sandwich; 6 per cent titanium and 11 per cent aluminium;
airframe structure protected against lightning and EMP by embedded copper/bronze grid and copper bonding
foil; stub-wings of aluminium spars with CFRP ribs and skins; titanium engine deck may be replaced by GFRP;
airframe tolerates crash impacts at 10.5 m/s (34.4 ft/s) and meets MIL-STD-1290 crashworthiness standards;
titanium main rotor hub centrepiece and tail rotor Spheriflex integral hub/mast; blade spars filament-wound;
GFRP, CFRP skins and subsidiary spars and foam filling.
Eurocopter France responsible for transmission, tail rotor, centre-fuselage (including engine installation),
aerodynamics, fuel and electrical systems, weight control, maintainability, reliability and survivability;
Eurocopter Deutschland for main rotor, flight control and hydraulic systems, front and rear fuselage (including
cockpits), prototype assembly, flight characteristics and performance, stress and vibration testing and simulation.
Landing gear
Non-retractable tailwheel type, with single wheel on each unit. Designed to absorb impacts of up to 6 m (20 ft)/s.
Main gear by Messier-Bugatti, tail gear by Liebherr Aerotechnik.
Power plant
Two MTU/Rolls-Royce/Turbomeca MTR 390 turboshafts, mounted side by side above centre-fuselage (engine
first flown in Panther testbed 14 February 1991); power ratings are maximum T-O 958 kW (1,285 shp), super
emergency 1,160 kW (1,556 shp), maximum continuous 873 kW (1,171 shp); self-sealing crashworthy fuel
tanks, with explosion suppression; total capacity 1,360 litres (359 US gallons; 299 Imp gallons). Provision for
two external tanks, one on each inboard pylon, each approximately 350 litres (92 US gallons; 77 Imp gallons)
capacity. Gearbox has specified 30 minutes dry running capability (demonstrated 65 minutes, November 1994).
LHTEC T800-801 proposed for export versions.
Accommodation
Crew of two in tandem, with pilot in front and weapons system operator at rear; armoured, impact-absorbing
seats; stepped cockpits, with flat-plate transparencies.
Systems
Redundant hydraulic, electrical and fuel systems. Primary power generation by two 20 kVA alternators. DC
power generation by two 300 A 28 V transformation/rectifiers and two 23 Ah Ni/Cd batteries.
Avionics
Basic or core avionics common to all three versions include bus/display system, com radio (French and German
systems vary), autonomous nav system and radio/Doppler navaids, Thomson-CSF TSC 2000 IFF Mk 12
electronic countermeasures (including laser warning) and automatic flight control system, all connected to and
controlled through redundant MIL-STD-1553B data highway.
Flight: Navigation system, by Sextant Avionique, Teldix and DASA, is fully redundant; system contains two
Sextant PIXYZ three-axis ring laser gyro units, two air data computers, two magnetic sensors, one
Teldix/Canadian Marconi CMA 2012 Doppler radar, a radio altimeter and GPS; volume of each laser unit is 3
Modular Concept Units ({3/8} Air Transport Radio); each weighs 5.5 kg (12.1 lb); these sensors also provide
signals for flight control, information display and guidance; integrated duplex AFCS by Sextant and Nord Micro;
AFCS computers produced by Sextant Avionique, VDO-Luft and Litef.
Instrumentation: Colour liquid crystal flight displays showing symbology and imagery (two per cockpit for
flight and weapon/systems information) by Sextant and VDO-Luft; each crewman has central control/display unit
for inputting all radio, electronic systems and navigation selections; digital map display system by Dornier and
VDO-Luft (incorporating Eurogrid map generation system); engine and systems data are fed into the databus for
in-flight indication and subsequent maintenance analysis. Marconi Avionics fully integrated day and night helmet
for German Tigers; French machines have similar Sextant Topowl helmet-mounted sights for both crewmen.
Sextant Avionique HUD for pilot armament control panel and fire-control computer.
Mission: Euromep (European mission equipment package) includes SATEL (Aerospatiale/Pilkington Thorn
Optronics/Eltro consortium) Pilot Vision Subsystem (PVS), air-to-air subsystem (Stinger or Mistral),
mast-mounted sight and missile subsystem and Euromep management system all connected to separate
MIL-STD-1553B data highway. Euromep Standard B avionics first flown February 1995 (PT5); Standard C
testing to begin late 1997 (PT3R). PVS has 40 field of view thermal imaging sensor steered by helmet position
detector giving both crewmen day/night/bad weather vision, flight symbology and air-to-air aiming in
helmet-mounted display; mast-mounted sight, gunner sight electronics and gunner's head-in target acquisition
display and ATGW 3 subsystem connected by separate data highway; HOT 3 missile system also available.
Sextant armament control panel and fire-control computer.
HAP combat support mission equipment package includes SFIM/TRT STRIX gyrostabilised roof-mounted
sight above rear cockpit; includes direct view optics with folding sight tube, television and IR channels and laser
ranger/designator.
Self-defence: HAP equipped with radar, laser and missile approach warners, plus chaff and flare dispensers.
UHT and HAC similar, but with option of fitting IR jammer.
Armament
Typical weapon loads for U-Tiger (UHT and HAC) include (a) eight Trigat and four Mistral or Stinger; (b) four
Trigat, four HOT 3 and four Mistral or Stinger; (c) podded gun, 22 rockets and four Mistral or Stinger; (d) two
guns and four Mistral or Stinger; and (e) gun, ferry tank and four Mistral or Stinger. HCP (HAP) options all
include one 30 mm Giat AM-30781 automatic cannon with up to 450 rounds, plus (a) eight HOT 3 and four
Mistral; (b) 44 rockets and four Mistral; (c) 68 rockets; and (d) two ferry tanks. Trigat is not an HCP option.
Specifications
(UT: UHT and HAC; HCP: HAP, where different)
Main rotor diameter
13.00 m (42 ft 73/4 in)
Tail rotor diameter
2.70 m (8 ft 101/4 in)
15.80 m (51 ft 10 in)
Length of fuselage:
UT
14.08 m (46 ft 21/4 in)
HCP (inc cannon)
15.00 m (49 ft 21/2 in)
Height:
To top of rotor head
To top of tail rotor disc
To top of mast sight (UT only)
width over weapon pylons
Wheel track
Wheelbase
3.83 m (12 ft 63/4 in)

4.32 m (14 ft 2 in)
5.20 m (17 ft 03/4 in)
4.52 m (14 ft 10 in)
2.38 m (7 ft 93/4 in)
7.65 m (25 ft 1 in)
Areas
Main rotor disc
Tail rotor disc
132.70 m2 (1,428.7 sq ft)

5.72 m2 (61.63 sq ft)

Basic weight empty
3,300 kg (7,275 lb)
Fuel weight:
Internal
External (two tanks)
1,020 kg (2,249 lb)

555 kg (1,224 lb)
Mission T-O weight

Max overload T-O weight
Main rotor disc loading (max mission T-O weight)
5,300-6,000 kg (11,685-13,227 lb)

6,100 kg (13,448 lb)
45.2 kg/m2 (9.26 lb/sq ft)
Performance
UT
161 kt (298 km/h; 185 mph)
HCP
174 kt (322 km/h; 200 mph)
Max level speed:

UT
145 kt (269 km/h; 167 mph)
HCP
155 kt (287 km/h; 178 mph)
Cruising speed
124 kt (230 km/h; 143 mph)

UT
10.70 m/s (2,106 ft/min)
HCP
11.50 m/s (2,263 ft/min)

UT
5.20 m/s (1,023 ft/min)
HCP
6.40 m/s (1,259 ft/min)

UT
3,200 m (10,500 ft)
HCP
3,500 m (11,480 ft)
Range on internal fuel
Endurance
operational mission
2 h 50 min
max internal fuel
3 h 25 min
UPDATED
Eurocopter Tiger HAP support/escort version (foreground) and HAC anti-tank version
Eurocopter Tigre HAP escort and fire-support helicopter (Paul Jackson/Jane's)

(2001)
Close-up of UHT mast-mounted TV/FLIR/laser ranger sight (Gnter Endres)
Eurocopter Tiger fitted with HOT missiles

(2001)
Eurocopter Tiger HAP version is fitted with a 30 mm gun turret, 68 mm submunition

rockets and Mistral air-to-air missiles (Jrome Devlin)
(1999)
First preproduction HAP Tiger on its maiden flight in December 2000 (Eurocopter)
(2001)
Tiger cockpit. Thales Avionics is the major avionics supplier of the Tiger (Patrick Darphin)
(2001)
Gunter Endres MRAeS
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Bell/Agusta BA 627
Study into a 27-seat development of the BA 609.
NEW ENTRY
Gunter Endres MRAeS
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IRAN
Panha 2-75 Shabaviz (Owl)

Reserve-engineered copy of Bell 212/412, demonstrated in Tehran on 10 December 1998. This military
transport version is said to provide accommodation for 14 people, have a payload of 2,500 kg, service
ceiling of 3,800 m (12,470 ft) and a non-refuelled range of around 270 n miles (500 km; 310 miles).
Weapons can be carried, but no details of armament were disclosed. All components are locally built,
with the exception of the engine, which is as yet unknown. The Shabaviz is believed to be in production
since March 1999, with deliveries imminent.
VERIFIED
Panha 2-75
(2000)
Gunter Endres MRAeS
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IRAN
Panha 2061
Programme
Reverse-engineered copy of Bell 206A/B JetRanger, unveiled in Tehran on 10 December 1998. This
five-seat aircraft is intended for reconnaissance and training missions, but no further details have been
made available. Like the Shabaviz, the Model 2061 is believed to have entered production in March
1999.
VERIFIED
Gunter Endres MRAeS
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KOREA, SOUTH
KAI AH-X
Programme
Heavy attack helicopter requirement to replace the Republic of Korea Air Force's (ROKA) ageing AH-1
helicopters and provide all-weather and night operational capability. Project is expected to begin in
2002.
VERIFIED
Gunter Endres MRAeS
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Bell Quad Tiltrotor (QTR)

Programme
Airlifter proposal using the propulsion system, outboard wing structure and cockpit from the CV-22
Osprey, mated to the fuselage of a C-130-30 stretched Hercules. Like the V-22, it would be capable of
either vertical take-off and landing, or conventional aircraft operation with the rotors in the forward
position. The QTR would have a gross weight of over 63,000 kg (138,900 lb) and be able to hover at a
weight of at least 45,000 kg (99,200 lb). Maximum speed would be 280 kt (518 km/h; 322 mph) and
range 1,730 n miles (3,200 km; 1,990 miles). It could accommodate more than 90 personnel; eight 463L
pallets; a Black Hawk, Apache or Comanche helicopter; or three HMMWV light utility vehicles.
Potential roles include delivering troops and cargo to unimproved landing sites or ships. The aircraft is a
possible contender for the Joint Transport Rotorcraft (JTR) programme (described in this section).
Bell suggests that an advanced concept technology demonstrator (ACTD) could be flying by 2004,
with production deliveries following from 2010.
VERIFIED
Bell's proposed Quad Tiltrotor (QTR)

(2000)
Gunter Endres MRAeS
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STATES OF AMERICA
Sikorsky CH-60S
Type
Combat support helicopter.
Programme
Amalgam of the Black Hawk and Seahawk variants, the CH-60S was designed to support the US Navy's 1996
Helicopter Master Plan, which envisages partial replacement for the CH-46D Sea Knights, HH-60H special
forces' helicopters and the SH-3 Sea Kings, all due for retirement in FY12. Design begun October 1996 and
contract awarded by the US Navy in April 1997 for demonstrator; first flight of YCH-60, modified from UH-60L
Black Hawk, 6 October 1997, leading to 35 hours flight test programme. First shipboard demonstration
accomplished on 19 November 1997. Decision to proceed with Low-Rate Initial Production (LRIP) of four
CH-60s taken early 1998; Lot I contract awarded in September 1999 calls for delivery of five CH-60S in 2000;
follow-on contract awarded for 14 more under Lot II for deliveries up to June 2001, progressing to 18 per year up
to target procurement of 134; total could be increased to 250 units. Multiyear contract for 42 placed July 1997.
Following successful testing at Patuxent River, the CH-60S will enter fleet introduction at NAS North Island,
California, where HC-3 will train personnel. Initial fleet service will take place in 2001 at HC-5 in Guam. A
Milestone III Full-Rate Production decision is expected in 2001.
Design features
Larger cabin volume and double-door feature needed for passenger and cargo transport, married to Seahawk
components, including folding main rotor blades, folding tail pylon and horizontal stabiliser for shipboard
storage; marinised General Electric T700-401C turboshaft engines and improved durability gearbox and SH-60
dynamics and automated flight control system; rotor brake. The CH-60 retains the Black Hawk's 4,082 kg
(9,000 lb) cargo capacity and will be provided with a convertible cargo handling system; Seahawk rescue hoist
also to be installed. NVG-compatible glass cockpit based on active matrix liquid crystal displays. The defensive
system will include a full complement of radar warning receivers, chaff/flare dispensers and infra-red
countermeasures. External Stores Support System (ESSS) will allow the carriage of additional fuel in four
external tanks and forward-firing weapons, including M-60, M-240, GAU-17 and GAU-19, for long-range SAR,
combat SAR and special operations.
For personnel transport, the CH-60 will accommodate a crew of four, plus 13 passengers and for pure cargo
operations, will carry two 1.02 1.22 1.02 m (40 48 40 in) tri-wall pallets with a total weight of up to
1,814 kg (4,000 lb). Underslung loads up to 4,082 kg (9,000 lb) can also be carried, with total payload capacity
about 4,536 kg (10,000 lb).
19.76 m (64 ft 10 in)
4.88 m (16 ft 0 in)

Weight empty
6,282 kg (13,850 lb)
Mission gross weight
10,274 kg (22,650 lb)
Max alternative gross weight
10,660 kg (23,500 lb)
Performance
Max range with external fuel
620 n miles (1,147 km; 712 miles)

UPDATED
The prototype Sikorsky CH-60 on its maiden flight in October 1997
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INTERNATIONAL
NH Industries NH90
Type
Multirole naval ( NFH) and tactical transport (TTH) medium helicopter.
Programme
Initial studies by NIAG SG14 in 1983-84; September 1985 MoU between defence ministers of France,
Germany, Italy, Netherlands and UK led to 14 month feasibility/predefinition study for new naval/army NH90
(NATO helicopter for the 1990s); initial design phase approved December 1986; second MoU in September
1987 led to predefinition phase and completion of weapons system definition in 1988; UK withdrew from
programme April 1987; German work-share reduced early 1990, Italian participation renegotiated later that
year; French and German launch decision 26 April 1990; two ministerial MoUs in December 1990 and June
1991 cover design and development responsibilities; intercompany agreement signed March 1992; design and
development contract signed 1 September 1992; five prototypes and Ground Test Vehicle (GTV) planned,
with three prototypes produced in France, TTH in Germany and NFH in Italy; assembly of prototype began at
Marignane, October 1993; development suspended May 1994; restarted July 1994, but all new-development
items subject to rigorous cost examination; preference for off-the-shelf components. Programme doubts
dispelled by inclusion of NH90 in French defence plan adopted in June 1996.
On 6 October 1995, NAHEMA contacted NHI to undertake additional work and national customisation,
involving integration of T700 engine to meet Italian requirements; design of rear ramp installation for TTH
version; and reinforcement for carriage of stores up to 700 kg (1,543 lb). Associated national requirements
include study of command post version; cannon pod; sand filter; radiometer; second VHF/FM radio for TTH;
and sonobuoy data relay, Tacan and rear ramp for NFH. Total value of Euro58.23 million slightly amends
national work-shares.
First fuselage centre-section delivered to Marignane 20 September 1994; first flight 18 December 1995 and
initial deliveries in 2003; signature of production contract for first batch of 154 (later amended to 151)
helicopters on 19 May 1998. Two prototypes accumulated more than 200 hours by mid-1999. Reduced
programme numbers issued in July 1996, bringing overall production down from 726 to 647 units, later to 642
and still further to 595. Production Investment and Production (PI/P) contact for first batch signed 30 June
2000 includes 298 NH90 helicopters at a total value of 6.6 billion. Italy ordered 60 TTH for the army, 46
NFH plus 10 TTH for the navy. France will receive 27 NFH for their naval forces; Germany 50 TTH for the
army and 30 TTH for the air force, of which 23 are envisaged for CSAR missions; the Netherlands will receive
20 NFH. The total contract also includes 55 options. Deliveries of the TTH version will start in 2003. NH90
will be built on parallel production lines in France, Germany and Italy.
Versions
(general): NFH (NATO Frigate Helicopter): Naval version, primarily for autonomous ASW and ASVW;
additional applications include vertrep, SAR, transport and anti-air warfare support; designed for
all-weather/severe ship motion environment; fully integrated mission system for crew of three (optionally
four); ECM, anti-radar and IR protection systems. Italy considering a unique sensor fit from
FIAR/AlliedSignal consortium.
TTH (Tactical Transport Helicopter): Land-based army/air force version, primarily for tactical transport,
airmobile operations and SAR with up to 20 armed troops or 2.5 tonnes of supplies; additional applications
include tactical support, special EW, airborne command post, VIP transport and training; defensive weapons
suite; rear-loading ramp/door to be provided for French, Italian and German armies to accommodate light
armoured anti-tank missile vehicle; high manoeuvrability and survivability for NOE operation near front line.
Commercial: Under evaluation.
CSAR: Combat search and rescue version, equipped with emergency flotation gear, external fuel tanks and
in-flight refuelling boom, side-mounted machine guns and Stringer air-to-air missiles.
Current versions
PT1/F-ZWTH: Prototype; common basic configuration; assembled at Marignane; rolled out 29 September
1995; first flight 18 December 1995 with RTM 322 engines; formal debut (official first flight) 15 February
1996; later retrofit with T700 engine. Logged 320 hours of development flying by January 2000. Transferred
to Agusta for installation of Alfa/T700 engines for 18 months test flying.
PT2 F-ZWTI: Common basic configuration; first flight 19 March 1997 at Marignane. First flight with the
fly-by-wire primary Flight Control System (FFCS) 2 July 1997. PT2 also first with automatic blade folding
intended for NFA. 210 flight hours by January 2000.
PT3: Common basic configuration; first flight 27 November 1998 at Marignane. Core avionics trials. Total
of 45 flight hours plus extensive ground testing by January 2000.
PT4: TTH mission system; first flight 31 May 1999 at Ottobrunn. 40 flight hours by January 2000.
PT5: NFH mission system; first flight 22 December 1999 at Cascina Costa.
GTV: Ground Test Vehicle at Cascina Costa. First run 28 September 1995 and had accumulated 300 hours
by June 1997. Instrumented to monitor 300 parameters.
Customers
Original requirements estimated at 726 (France 220, Germany 272, Italy 214 and Netherlands 20); now
reduced to 595 units. Additionally over 600 export orders anticipated.
Customer
TTH
France
Germany
Italy
Netherlands
133
181
140
NFH
27
38
56
20
First delivery
2010/2005
2004/2005
2004
2007
Subtotal
Total
464
131
595
Costs
Development cost Euro1,376.15 million (FFr 9.6 billion) (1988 values) agreed September 1992, provided by
governments and industry: Euro421.83 million French government plus Euro161.24 million Eurocopter
France; Euro256.41 million Germany plus Euro74.59 million Eurocopter Deutschland; Euro89.44 million
Netherlands plus Euro2.64 million and Euro370 million by Italian government. Additional development,
agreed October 1995, adds Euro58.23 million. By January 1997, an estimated 75 per cent of R&D costs had
been disbursed. Production cost of 647 aircraft estimated at US$12 billion (1996).
Flyaway costs estimated at FFr100 million for TTH and FFr25 million for NFH.
Design features
Low vulnerability/detectability, reduced maintenance requirements and day/night operability within
temperature range of -40 to +50C. Specification requires less than 250 failures per 1,000 flight hours; 97.5 per
cent mission reliability rate; 87 per cent availability; and under 2.5 mmh/fh. Titanium main rotor hub with
elastomeric bearings; four composite blades with advanced aerofoils and curved tips; main rotor turns at 256.6
rpm with 219 m (719 ft)/s tip speed; bearingless tail rotor with four blades of similar design and construction;
tail rotor with cross-beam hub turns at 1,235.4 rpm with 207 m (679 ft)/s tip speed; automatic folding of main
rotor blades and tail pylon in NFH.
Flying controls
Quadruplex fly-by-wire controls eliminate cross-coupling between control axes. Flight control system
developed by Eurocopter France; optimised for NOE flight and minimal vulnerability to small arms damage.
Structure
All-composite fuselage with low radar signature; fail-safe design of structure, rotating parts and systems for
high safety levels. First set of main and tail rotor blades completed for ground testing May 1994; leading-edge
box and roved parts of blade prefabricated to reduce time in main mould; resin used will reduce material
ageing in damp and hot regions; blades designed and manufactured using Catia CAD/CAM.
Front fuselage built at Marignane (France); centre at Ottobrunn (Germany); rear at Cascina Costa (Italy); tail
structure at Ypenburg (Netherlands); blades at La Courneuve (France); main rotor hub at Marignane; main
gearbox and rotor shaft at Cascina Costa; tail gearbox at Marignane; and landing gear in Netherlands.
Workshare divided between Agusta (32 per cent) Eurocopter Deutschland (31.5 per cent), Eurocopter France
(31.5 per cent) and Fokker (5.0 per cent).
Landing gear
Retractable crashworthy tricycle gear by DAF Special Products with twin-wheel nose unit and single-wheel
main units; emergency flotation gear.
Power plant
Two engines; required power from each engine during normal operation at 1,000 m (3,280 ft) in ISA + 15C is
1,360 kW (1,824 shp) for 30 minutes, 1,253 kW (1,680 shp) maximum continuous, OEI maximum
contingency (2 minutes) 1,484 kW (1,990 shp), emergency at S/L ISA, 1,942 kW (2,604 shp). Decided on 25
January 1994 that NFH and TTH will be developed and qualified with RTM 322-01/9 made by European
consortium of Turbomeca, Rolls-Royce, MTU, Piaggio and Topps; during development, the GE T700-T6E
will be partially qualified by Alfa Romeo, GE and Fiat Avio to meet Italian military requirements. Engine
control by FADEC; engine RFP issued April 1992. Transmission rating 2,545 kW (3,413 shp) with both
engines, 2,050 kW (2,749 shp) for 30 seconds OEI; main gearbox can run dry for 30 minutes; fuel system has
Uniroyal crash-resistant self-sealing cells and AFG management system.
Total internal fuel capacity approx 2,500 litres (660 US gallons; 550 Imp gallons). Provision for two
external tanks, each of 750 litres (198 US gallons; 165 Imp gallons) capacity.
Accommodation
Minimum crew one pilot VFR and IFR; NFH crew, pilot, co-pilot/TACCO on flight deck and one system
operator in cabin; optionally, two pilots on flight deck and one TACCO, one SENSO in cabin; TTH, two pilots
or one pilot and one crewman on flight deck and up to 20 equipped troops or one 2 tonne tactical vehicle in
cabin. Sogerma crew seats.
Systems
Full redundancy for all vital systems; hydraulic system has two Vickers mechanically driven and one electric
pump; electrical system has two batteries and four Auxilec AC generators feeding DC busses through
transformer-rectifiers; Microturbo APU for electrical engine starting, environmental control on ground and
emergency use in flight; Kollmorgen emergency generator; fire detection and suppression in engine bays, APU
and cabin. Microtecnica air conditioning system.
Avionics
Core avionic system based on dual MIL-STD-1553B data highways allows integration of aircraft and mission
equipment through several computers.
Comms: Integrated management of communications and identification systems. Thomson-CSF TSC 2000
IFF. Rohde & Schwarz intercom.
Radar: NFH has 360 surveillance radar; TTH has weather radar.
Flight: SFIM/Alenia flight control computer and Thomson/Marconi microwave landing system. Obstacle
warning system in TTH.
Instrumentation: Five 20 cm (8 in) square LCDs. TTH has digital map. Provision for helmet-mounted
display.
Mission: NFH: Dipping sonar, FLIR, MAD, Link 11 datalink, electronic warfare subsystem. TTH: FLIR,
optional datalink.
Self-defence: Provision for MAWS, RWR, LWR, chaff/flares and IR jammer.
Equipment
Rosemount windscreen washers/wipers. NFH has deck restraint Harpoon, rescue hoist and automatic main and
tail rotor blade folding.
Armament
TTH can have area suppression and self-defence armament; NFH to carry air-to-surface missiles weighing up
to 700 kg (1,543 lb) and anti-submarine torpedoes; air-to-air missiles optional. Italian NFH will carry Alenia
Marte Mk 2/S.
Specifications
Main rotor diameter
Tail rotor diameter
fuselage
folded (NFH)
Height:
folded (NFH)
16.30 m (53 ft 5 in)

3.20 m (10 ft 6 in)
0.65 m (2 ft 1 in)
0.32 m (1 ft 0 in)
19.56 m (64 ft 2 in)
15.89 m (52 ft 1 in)
13.50 m (44 ft 3 in)
4.10 m (13 ft 5 in)
5.44 m (17 ft 10 in)
Width:
max
over mainwheel fairings
fuselage
NFH folded
3.80 m (12 ft 5 in)
Tailplane half-span (stbd)
2.55 m (8 ft 4 in)
Wheel track
Wheelbase
Cabin door width
4.37 m (14 ft 4 in)

3.63 m (11 ft 11 in)
2.60 m (8 ft 6 in)
3.20 m (10 ft 6 in)

6.08 m (19 ft 11 in)
1.60 m (5 ft 3 in)
Cabin:
Length, excl rear ramp
Max width
Max height
Volume
4.00 m (13 ft 1 in)

2.00 m (6 ft 6 in)
1.58 m (5 ft 2 in)
18.0 m3 (635.7 cu ft)
Areas
Main rotor disc
Tail rotor disc
208.67 m2 (2,246.1 sq ft)

8.04 m2 (86.57 sq ft)

NFH
6,428 kg (14,171 lb)
Weight empty, basic configuration

Standard fuel:
NFH (usable)
5,400 kg (11,905 lb)
Mission payload (both)

Max payload
Mission T-O weight:
TTH
NFH
2,500 kg (5,512 lb)

4,600 kg (10,141 lb)
Max T-O weight

Mission disc loading:
2,000 kg (4,409 lb)
8,700 kg (19,180 lb)

9,100 kg (20,062 lb)
10,000 kg (22,046 lb)
TTH
41.7 kg/m2 (8.54 lb/sq ft)
NFH
43.6 kg/m2 (8.93 lb/sq ft)
Mission power loading:

TTH
NFH
3.78 kg/kW (6.22 lb/shp)

3.96 kg/kW (6.50 lb/shp)
Performance
(estimated, at appropriate mission T-O weight, NFH at SL/ISA+10C; TTH at 1,000m/ISA+15C)
Dash speed at S/L:
TTH
NFH
TTH
162 kt (300 km/h; 186 mph)

157 kt (291 km/h; 181 mph)
161 kt (298 km/h; 180 mph)
Economical cruising speed:

NFH
TTH
Rate of climb:
NFH
141 kt (260 km/h; 158 mph)

142 kt (262 km/h; 159 mph)
11.50 m/s (2,264 ft/min)
TTH
11.00 m/s (2,165 ft/min)
Service ceiling:
TTH
4,250 m (13,945 ft)
Absolute ceiling:
TTH
NFH
6,000 m (19,685 ft)

3,500 m (11,483 ft)
TTH
NFH
3,300 m (10,827 ft)

2,600 m (8,530 ft)
TTH
Ferry range:
2,900 m (9,515 ft)
TTH
650 n miles (1,204 km; 748 miles)
Time on station, 50 n miles (93 km; 56 miles) from base, 30 min reserves:
NFH
3 h 18 min
Max endurance:
NFH
5h
TTH
4 h 30 min
UPDATED
Second prototype of NH90 in light grey naval markings
NH90 avionics. Core system above broken line is identical for both versions
NH Industries NH90 NFH, with additional side view (upper) of TTH (Jane's/Mike Keep)
NH Industries
First flying prototype of the multinational NH90

(1999)
Drawing of proposed CSAR NH90 ordered by Germany and Italy

(2001)
Gunter Endres MRAeS
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Mil Mi-40
Type
Twin-turboshaft infantry combat helicopter.
Programme
Project announced summer 1992; redesigned model shown at MosAeroshow 1993; at preliminary design stage
in early 1994, with initial government funding, but no further progress reported.
Design features
Development of Mi-24 concept, to deliver seven troops to battlefield in armoured cabin behind flight deck and
to provide fire support. Dynamic and avionics systems based on those of Mi-28; for other details see
illustration.
Landing gear
Retractable nosewheel type; twin-wheel nose unit; single wheel on main units.
Power plant
Two 1,863 kW (2,500 shp) Klimov TV3-117VMA turboshafts.
Accommodation
Pilot and navigator/weapon systems operator side by side; up to seven combat-equipped troops in main cabin;
horizontally divided door in upward-opening/downward-opening sections on each side. Compartment at rear
of cabin for gunner, with large side and rear windows and door on starboard side.
Avionics
Mission: Optics in mast-mounted pod, probably similar to those of Mi-28N.

Armament
Undernose turret for 23 mm multibarrel gun; basic mission specifies up to eight air-to-surface or air-to-air
missiles, gun and seven troops; provision for flexibly mounted 12.7 mm gun at rear of cabin pod.
Specifications
Main rotor diameter
Tail rotor diameter
17.20 m (56 ft 5 in)

3.84 m (12 ft 7 in)
Length overall
Height overall
Wheel track
Wheelbase
16.00 m (52 ft 6 in)

4.60 m (15 ft 11 in)
3.00 m (9 ft 10 in)
4.15 m (13 ft 7 in)
Areas
Main rotor disc
232.35 m2 (2,501 sq ft)
Tail rotor disc
11.58 m2 (124.65 sq ft)

Weight empty
Max payload
Max internal fuel
7,675 kg (16,920 lb)

1,800 kg (3,968 lb)
1,170 kg (2,580 lb)
Max T-O weight
11,900 kg (26,235 lb)
Max disc loading
51.2 kg/m2 (10.49 lb/sq ft)
Performance
(estimated)
Max level speed
Service ceiling
Max range, 5% reserves
167 kt (310 km/h; 192 mph)

140 kt (260 km/h; 161 mph)
5,550 m (18,200 ft)
3,300 m (10,825 ft)
VERIFIED
Mil Mi-40 twin-turboshaft infantry combat helicopter (Jane's/Mike Keep)
Model of proposed Mil Mi-40 infantry combat helicopter (Brian Walters)
Gunter Endres MRAeS
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Mil Mi-28N
Type
Two-seat twin-turbine combat helicopter.
Programme
Developed from the basic Mi-28 to add night/all-weather capability. Versions for naval amphibious assault
support and air-to-air missions projected. Russian Army funding announced January 1994; demonstrator (O14)
modified from first prototype; first hover 14 November 1995; first flight 30 April 1997. Unofficially named
Night Hunter and Night Pirate. Versions projected for naval amphibious assault support and air-to-air support.
Description as Mi-28, unless shown otherwise.
Design features
Longer main rotor blades with curved tips; new VR-29 transmission main gearbox; multiwindow chin fairing
in place of nose sensor turret.
Power plant
Two Klimov TV3-117VMA turboshafts, each rated at 1,863 kW (2,500 shp).
Avionics
IKBO integrated flight/weapons system, comprising optical/Low-Light Television (LLTV)/Forward-Looking
Infra-Red (FLIR) aiming unit for the weapons operator; mast-mounted 360 millimetric-wave Phazotron
Arbalet; Kinzhal-V radar system; laser range-finder; pilot's FLIR for night operation; helmet-mounted target
indicator; night vision goggles; radio command guidance system for Shturm (AT-6 Spiral) anti-tank missiles;
data presentation system with colour liquid crystal multifunction displays; inertial and GPS-type navigation
subsystems. Vitebsk self-defence system, including Pastel radar warning unit, Mak infra-red, laser warning,
Platan electronic jamming and UV-26 flare dispenser.

Armament
2A42 single-barrel 30 mm cannon mounted on moving NPPU-28 post with 250 rounds in two boxes; rotation
within 110 horizontally and +10/-43 vertically. Two pylons under each stub-wing, each with capacity of
480 kg (1,058 lb); typically 9M114 Shturm (AT-6 Spiral) guided anti-tank missiles installed on two APU-8/4U
launchers; up to eight Igla-V (SA-16 Gimlet) air-to-air missiles can also be carried; new type of short-range
air-to-surface guided missile under development. Unguided weapons include free-fall bombs up to 500 kg
(1,102 lb); KMGU submunition dispensers; UPK-23 and GUV pods with 80 mm C-8, 130 mm C-13 and
240 mm C-24 rockets; and incendiary containers. Special containers for minelaying may also be fitted.
Specifications
(preliminary data)
Normal T-O weight
10,700 kg (23,583 lb)
Max T-O weight
11,500 kg (25,346 lb)
Performance
(preliminary data)
Max level speed
Max cruising speed
Service ceiling
175 kt (324 km/h; 201 mph)

143 kt (265 km/h; 165 mph)
5,700 m (18,700 ft)
Range, max standard fuel

VERIFIED
Kinzhal-V radar
(1998)
The Mi-28N is heavily armed (Gnter Endres)

(1998)
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY, JAPAN
Kawasaki OH-1
Type
Armed scout and observation light helicopter.
Programme
Japan Defence Agency (JDA) awarded 2.7 billion (US$22.5 million) contract in FY92 to cover basic design
phase of helicopter, then designated OH-X; RFPs issued by Technical Research & Development Institute
(TRDI) spring 1992; Kawasaki selected as prime contractor (60 per cent of programme) September 1992, with
Fuji and Mitsubishi (20 per cent each) as partners; Observation Helicopter Engineering Team (OHET) formed
by these three companies began preliminary design phase 1 October 1992. Mockup made public September
1994 under Japanese name Kongata Kansoku (New Small Observation (Helicopter)). Programme to include
seven prototypes (four flying, three for ground test), first roll-out 15 March 1996; first flight (32001) 6 August
1996, followed by second in November and third on 9 January 1997. Fourth prototype took to the air in
February 1997. Four prototypes were due to complete 500 hours by end of 1999. OH-1 designation assigned
late 1996. First two handed to JDA summer 1997; three production aircraft ordered in FY97. First production
deliveries planned for January 2000.
Current versions
OH-1: Basic initial production version. Growth version under study with more powerful engines and uprated
gearbox.
OH-1 Kai: Study into attack version to meet the future AH-X attack helicopter requirement of the Japanese
Ground Defence Force (JGDF). Prototype demonstrator could be ready in 2001.
Costs
Total development costs estimated at 80 billion (US$660 million) (1992).
Customers
Japan Ground Self-Defence Force requirement for 150 to 200.
KAWASAKI OH-1 PROCUREMENT (JGSDF)
FY
Qty
Cum Total
93
21
95
21
97
98
99
12
1XOH-1
prototypes.
Design features
Kawasaki hingeless, bearingless and ballistic-tolerant four-blade main rotor and transmission system;
Fenestron-type tail rotor with eight unevenly spaced blades; stub-wings for stores.
Structure
Rotor blades and hub manufactured from composites; centre-fuselage and landing gear by Mitsubishi, tail
unit/canopy/stub-wings by Fuji, rest by Kawasaki. Approximately 40 per cent of airframe (by weight) in
CFRP.
Power plant
Twin 708 kW (950 shp) Mitsubishi MG-5 turboshafts. Possibility of off-the-shelf alternative engines not ruled
out. Stub-wings can carry 160 litres (42.3 US gallons; 35.2 Imp gallons) auxiliary fuel tanks.
Accommodation
Crew of two on tandem armoured seats (pilot in front). Flat-plate cockpit transparencies.
Avionics
Flight: AFCS with stability augmentation and holding functions; HOCAS controls.
Instrumentation: Two Yokogawa Electric large, flat-panel MFDs in each cockpit; roof-mounted sight
immediately forward of main rotor head; Shimadzu HUD.
Mission: Kawasaki roof-mounted sensor; Fujitsu thermal imager; NEC colour TV camera and laser
range-finder.
Self-defence: IR jammer based on Sanders AN/ALQ-144.
Armament
Four Toshiba Type 91 lightweight, short-range air-to-air missiles on pylons under stub-wings.
Specifications
(approximate)
Main rotor diameter
11.60 m (38 ft 0 in)
Wing span
3.00 m (9 ft 10 in)
Fuselage:
Length
Max width
12.00 m (39 ft 4 in)

1.00 m (3 ft 3 in)
Height overall
3.80 m (12 ft 5 in)

Weight empty
2,500 kg (5,512 lb)
Max T-O weight
4,000 kg (8,818 lb) class
Performance
(estimated)
Max level speed
Combat radius
Range
140 kt (259 km/h; 161 mph)

VERIFIED
Provisional drawing of Kawasaki OH-1 observation helicopter (Jane's/James Goulding)
First prototype of OH-1 on maiden flight at Gifu, Japan
Kawasaki OH-1 prototype No 2 in military guise

(2000)
Gunter Endres MRAeS
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Kamov Ka-60 Kasatka (Orca)

Type
Twin-engined medium military utility helicopter.
Programme
Revival of the twin-engined V-60 military programme first begun in 1981 from which civil Ka-62 is derived.
Originally intended only for reconnaissance and target acquisition, operational envelope now extended to fulfil
combat and army training roles. Intended to serve as a Mi-8 replacement. Prototype rolled out Moscow 29 July
1998; first official flight ('601') 24 December 1998, preceded by two earlier short flights on 10 and 21 December,
with service entry by 2000. To be built at Ulan-Ude Aircraft Production Plant, and/or Arsenyev.
Versions
K-60: Basic multirole model.
K-60K: Shipboard version with OTHT capability.
K-60R: Reconnaissance.
Customers
Russian defence ministry is partly funding project, but export orders being sought. Iran believed to be interested.
Estimated requirement for Russian armed forces is 330-350 units.
Design features
Generally as Ka-62, but radar-absorbent coatings, reduced rotor speed, low IR exhausts, and control rods and
dynamic systems hardened against 12.7 mm machine gun rounds (23 mm for main rotor blades).
Advanced-technology main rotors with swept tips. Production versions will have slower-turning five-blade rotor.
Power plant
Two 956 kW (1,282 shp) RKBM Rybinsk RD-600V turboshafts. General Electric CT7 or Rolls-Royce
Turbomeca RTM322 offered on export models.
Accommodation
Pilot and co-pilot/gunner side-by-side and up to 16 troops, or six stretchers and three medical attendants.
Provision for dual controls.
Systems
Russian, but Western equivalents available for export customers.
Avionics
Standard Russian avionics.
Self defence: Pastel radar; Otklik laser warning receiver, IR jammer.
Equipment
Cargo hook.
Armament
One-piece transverse boom through cabin optional, to provide suspension for total of two B8V-7 seven-round
80 mm rocket pods, tow 7.62 mm or 12.7 mm gun pods, or similar.
Specifications
As Ka-62, except:
Fuselage length
13.47 m (44 ft 2 in)

Max T-O weight
6,500 kg (14,330 lb)
Max payload, external
2,750 kg (6,063 lb)
Performance
Max cruising speed
135 kt (250 km/h; 155 mph)

VERIFIED
Prototype of Kamov Ka-60, designated Ka-60-1 shown on roll-out at Lubertsy, Moscow in
July 1998
(1999)
Kamov Ka-60 military multipurpose heliopter (Jane's/James Goulding)

(1999)
Kamov Ka-60 prototype 601 making its press debut on 24 December 1998 (Yefim Gordon)
(2000)
Pilot's instruments in the Ka-60 (Yefim Gordon)

(2000)
Gunter Endres MRAeS
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Kamov Ka-40
Type
Twin-turbine naval helicopter.
Programme
Potential replacement for Ka-27 Helix naval helicopter. Preliminary design under way. Expected to be
powered by two 1,863 kW (2,500 shp) Klimov TVA-3000 turboshafts driving coaxial contrarotating
propellers. These engines have a 30-second OEI rating of 2,800 kW (3,758 shp) and permit a normal
T-O weight of 12,500 kg (27,557 lb) and a maximum T-O weight of 14,500 kg (31,967 lb). Lightweight
passive sonobuoys and new water-jet driven anti-submarine torpedo, the Region APR-3, and
KAB-250PL guided depth charge. Potential application for heavylift civil work with 7,000 kg
(15,432 lb) underslung load.
VERIFIED
Gunter Endres MRAeS
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Joint Transport Rotorcraft (JTR)

Advanced rotorcraft under consideration as part of the Army After Next (AAN) project, for joint use by
the US Army, Navy, Marine Corps and Air Force, with design leadership by the US Army. Several
conceptual JTR designs have been prepared by the Advanced Design Team (ADT) of the Army's
Aeroflight-Dynamics Directorate, but the Operational Requirements Document (ORD) has yet to be
prepared by the Department of Defense (DoD). The most promising design is tilt-rotor, but one which
will use more composites than the V-22 Osprey, have a four- or five-blade rotor, a `V' tail, and
substantial folding capacity. The conceptual designs envisage an aircraft in the 45-tonne (100,000 lb)
class, or greater, with a cargo compartment similar to the C-130 Hercules. Speed is expected to be
above 300 kt (555 km/h; 345 mph). One important consideration is the capability to fly from the US
West Coast to Hawaii - about 2,100 n miles (3,885 km; 2,413 miles) - in a 20 or 30 kt headwind with 45
minutes of reserve fuel for instrument flying. JTR is seen as a replacement for the Chinook Improved
Cargo Helicopter (ICH) (see under Upgrades), and is planned to enter service in 2025.
VERIFIED
Gunter Endres MRAeS
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HELICOPTERS UNDER DEVELOPMENT/RESEARCH - ROTARY-WING - MILITARY, INDIA
Hindustan Aeronautics Lancer

Type
Light tandem-seat attack helicopter.
Programme
Preliminary design replacing plans for attack version of Advanced Light Helicopter. Indigenous project formatted
around basic Cheetah airframe. Armament to consist of gun/rocket pods side-mounted on suspension points, each
with a 12.7 mm machine gun and four 70 mm rockets; anti-tank missiles also an option; composite armour
protection for pilots' seats; toughened glass canopy shaped to deflect small arms fire.
Max gross weight
1,950 kg (4,300 lb)
Performance
(estimated)
Cruising speed
113.5 kt (210 km/h;130 mph)

95 kt (176 km/h; 109 mph)
Service ceiling
5,400 m (17,720 ft)
Range

VERIFIED
Lancer project at HAL Bangalore in December 1998 (Paul Beaver)

(1999)
Gunter Endres MRAeS
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Bell/Agusta D 620
Tentative design studies into a military tilt-rotor for armed escort duties, with civil applications for the
transport of 20 passengers. No recent information; concept may have been abandoned.
UPDATED
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HOW TO USE JANE'S HELICOPTER MARKETS AND SYSTEMS

HOW TO USE JANE'S HELICOPTER MARKETS

AND SYSTEMS
The book is divided into 10 main sections. The first provides market intelligence and forecasts for the
next five years. The following three technical sections are devoted to helicopters in service, under
development/research and upgrades/conversions, succeeded by helicopter engines, all listed in
alphabetical order under the prime contractor. Section six summarises guide prices for helicopters in
service, split into new, low-time and mid-time conditions. A new section details Unmanned Helicopters
and other VTOL craft, in service or under development for military missions and commercial
applications. The subsequent three sections cover worldwide use through a civil census, military census
and major commercial operators. The final buyers guide section includes alphabetically arranged
contact details of airframe, engine, systems and equipment manufacturers, associations, museums and
specific helicopter publications, together with cross-referenced tables, separating equipment and
systems manufacturers, distributors, overhaul, repair and specialist services.
Airframes sections
The Helicopters In Service section covers all models of helicopters, both in and out of production. For
types no longer in production, only those of which at least 10 are still registered are included. In a few
instances, mention is made of subtypes or developments not yet in service, but closely modelled on
existing types. Helicopters Under Development/Research comprises types being developed, some of
which have already flown, and specific research being undertaken. None of these have entered
commercial service. Upgrades and Conversions lists existing civil and military types being modified for
different or new purposes. Unmanned Helicopters lists all unmanned vehicles, both preprogrammed and
remotely-piloted, which take-off and land vertically.

Airframe descriptions are in general subdivided under the following headings after the prime
contractor's name and model number:
Type: Brief description of helicopter's primary purpose.
Programme: A record of key events in the helicopter's development up to the time of publication, or
earlier if no longer in production.
Versions: Principal differences of variants no longer in production.
Current Versions: Principal differences of variants in current production.
Customers: Indication of customers and production totals where appropriate and where a list would not
be of prohibitive length.
Costs: Where appropriate, summary of development and proposed unit costs in US dollars.
Design Features: Broad statement of design objectives and specific features.
Flying Controls: Details of method(s) by which helicopter is controlled. It is assumed that the reader
has a basic understanding of the function of control elements and manoeuvring surfaces.
Structure: Configuration, materials and special manufacturing methods, together with details of
substantial subcontractors and risk-sharing partners involved in the production of substantial parts of the
airframe.
Landing Gear: Provides details of wheel, skid, ski, pontoon and stowed float gears and ground
clearances.
Power Plant: Number and thrust ratings of engines, helicopter transmission ratings and fuel capacity.
Fuller descriptions and performance characteristics are provided in the separate section listing helicopter
engines.
Accommodation: Seating arrangements, access, environment and cargo loading capacity.
Systems: Power generation provisions, de/anti-icing, pressurisation/air conditioning and similar
equipment.
Avionics: Includes communications, radar, flight aids, instruments, mission equipment (mostly military,
law-enforcement and EMS) and self-defence (military).
Equipment: Cargo-handling aids, spraying/firefighting apparatus and similar items.
Armament: Fixed and air-dropped/launched weapons listed by the manufacturer as actual or potentially
suitable armament (military).
Dimensions, External: Includes physical size of fuselage, rotor diameter, door sizes and ground
clearances.
Dimensions, Internal: Includes cabin dimensions, areas and volumes where relevant.
Weights and Loadings: As supplied by the manufacturer; individual helicopters may vary.
Performance: Actual or projected performance specification as supplied by the manufacturer.
Unmanned helicopters additionally have the following specific headings:
Applications: Types of civil and/or military missions.
Operational Status: Indicates whether under development in testing or in production.
Airframe: General description of construction of air vehicle.
Mission Payloads: Payloads carried for mission-specific applications.
Guidance and Control: Programmable and fully-automatic or semi-automatic flight control systems,
remotely-piloted, navigation systems.
Launch and Recovery: Typically conventional helicopter take-off and landing.
Measurements of all types are given in both SI (metric) and Imperial units, the more common
conversion factors for which appear in the Glossary.
Census
The Military Census is arranged alphabetically by country and lists all forces operating helicopters, by
type, quantity, utilisation, and bases where known. The Civil Census is also arranged in alphabetical
order by country, including the ICAO registration prefix, with types of helicopters separated by the
accepted weight definitions: Piston-engined (PTN); Light Single-Turbine (LST); Light Twin-Turbine
(LTT); Intermediate Twin-Turbine (ITT); and Medium/Heavy MultiTurbine (MHT).
The Commercial Operators section lists all operators with a fleet of at least five helicopters, provided
it includes a twin-engined type(s), or at least 10 helicopters, if no twin-engined model is operated. The
section is arranged by country and gives full details of operator including activities and helicopter fleet
by model and quantity.
To help users of this book to evaluate the published data, Jane's Information Group has divided entries
into three categories:
VERIFIED The editor has made a detailed examination of the entry's content and checked its
relevancy and accuracy for publication in the update to the best of his ability.
UPDATED During the verification process, significant changes to content have been made to
reflect the latest position known to Jane's at the time of publication.
NEW ENTRY New information appearing for the first time in this book.
These entry tags reflect the status of an entry on the date specified at the end of each page.
All pictures are dated with the year of publication. Some are followed by a seven digit number for ease
of identification by our image library.
UPDATED
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ICAO AIRCRAFT NATIONALITY AND REGISTRATION MARKS

Listed in registration prefix order

Prefix
AP
Country
Pakistan
A2
Botswana
A3
A4O
Tonga
Oman
A5
Bhutan
A6
United Arab Emirates
A7
Qatar
A9C
Bahrain
China, People's Republic
Taiwan (Republic of China)
B-H
China, Hong Kong
C-F/C-G Canada
Chile
CC
CN
Morocco
CP
Bolivia
CS
CS-M
Portugal
Macau
CU
Cuba
CX
Uruguay
C2
Nauru
C3
C5
Andorra
The Gambia
C6
Bahamas
C9
Mozambique
Germany
DQ
D2
Fiji
Angola
D4
Cape Verde Republic
D6
EC
EI
EK
Comoro Republic
Spain
Ireland
Armenia
EL
Liberia
EP
Iran
ER
Moldova
ES
Estonia
ET
Ethiopia
EW
Belarus
EX
Kyrgyzstan
EY
Tajikistan
EZ
Turkmenistan
E3
Eritrea
F
F-O
G
France
French Overseas Departments/Territories/Collectivits Territoriales
United Kingdom
Hungary
HA
HB
HC
Switzerland and Liechtenstein

Ecuador
HH
Haiti
HI
Dominican Republic
HK
Colombia
HL
HP
Korea, South
Panama
HR
Honduras
HS
Thailand
HV
HZ
The Vatican
Saudi Arabia
H4
Solomon Islands
Italy
JA
Japan
JU
Mongolia
JY
Jordan
J2
Djibouti
J3
Grenada
J5
Guinea-Bissau
J6
St Lucia
J7
Dominica
J8
St Vincent and Grenadines
LN
Norway
LQ/LV Argentina
LX
LY
Luxembourg
Lithuania
LZ
Bulgaria
N
OB
United States of America

Peru
OD
Lebanon
OE
OH
Austria
Finland
OK
Czech Republic
OM
Slovakia
OO
OY
P
PH
PJ
Belgium
Denmark
Korea, North
Netherlands
Netherlands Antilles
PK
Indonesia
PP/PT
Brazil
PZ
Suriname
P2
Papua New Guinea
P4
RA
Aruba
Russian Federation
RDPL
Laos
RP
Philippines
SE
Sweden
SP
Poland
ST
Sudan
SU
Egypt
SX
Greece
S2
Bangladesh
S5
Slovenia
S7
S9
Seychelles
Sao Tom e Principe
TC
Turkey
TF
TG
Iceland
Guatemala
TI
Costa Rica
TJ
Cameroon
TL
Central African Republic
TN
Congo (Brazzaville)
TR
Gabon
TS
Tunisia
TT
Chad
TU
TY
Cte d'Ivoire
Benin
TZ
Mali
T2
Tuvalu
T3
T7
T9
Kiribati
San Marino
Bosnia-Herzegovina
UK
Uzbekistan
UN
Kazakhstan
UR
Ukraine
VH
Australia
VN
Vietnam
VP-B
VP-C
Bermuda
Cayman Islands
VP-F
Falkland Islands
VP-G
Gibraltar
VP-LA Anguilla
VP-LM Montserrat
VP-LV British Virgin Islands
Turks and Caicos Islands
VQ-T
VT
India
V2
Antigua and Barbuda
V3
Belize
V4
St Kitts and Nevis
V5
Namibia
V6
V7
Micronesia
V8
Brunei
Marshall Islands
XA/B/C Mexico
XT
Burkina Faso
XU
Cambodia
XY
Myanmar
YA
Afghanistan
YI
Iraq
YJ
YK
Vanuatu
Syria
YL
Latvia
YN
Nicaragua
YR
Romania
YS
El Salvador
YU
Yugoslavia (Federal Republic)
YV
Venezuela
Zimbabwe
ZA
Albania
ZK
New Zealand
ZP
Paraguay
ZS
South Africa
Z3
Macedonia
3A
3B
Monaco
Mauritius
3C
Equatorial Guinea
3D
Swaziland
3X
Guinea
4K
Azerbaijan
4L
Georgia
4R
Sri Lanka
4X
Israel
5A
Libya
5B
Cyprus
5H
Tanzania
5N
Nigeria
5R
Madagascar
5T
Mauritania
5U
Niger
5V
Togo
5W
5X
Western Samoa
Uganda
5Y
Kenya
6O
Somalia
6V
Senegal
6Y
Jamaica
7O
Yemen
7P
Lesotho
7Q
Malawi
7T
Algeria
8P
Barbados
8Q
8R
Maldives
Guyana
9A
Croatia
9G
Ghana
9H
9J
Malta
Zambia
9K
Kuwait
9L
Sierra Leone
9M
Malaysia
9N
Nepal
9Q/9T
Congo, Democratic Republic (formerly Zaire)
9U
Burundi
9V
Singapore
9XR
Rwanda
9Y
Trinidad and Tobago
Palau
Listed alphabetically in country order

Country
Afghanistan
Prefix
Albania
ZA
Algeria
7T
Andorra
Angola
C3
Anguilla
VP-LA
Antigua and Barbuda
V2
Argentina
LQ/LV
Armenia
EK
Aruba
Australia
Austria
Azerbaijan
P4
VH
OE
YA
D2
4K
Bahamas
C6
Bahrain
A9C
Bangladesh
S2
Barbados
8P
Belarus
EW
Belgium
OO
Belize
V3
Benin
TY
Bermuda
VP-B
Bhutan
A5
Bolivia
CP
Bosnia-Herzegovina
T9
Botswana
A2
Brazil
PP/PT
British Virgin Islands

Brunei
VP-LV
Bulgaria
LZ
Burkina Faso
XT
Burundi
9U
Cambodia
XU
Cameroon
TJ
Canada
Cape Verde Republic
C-F/C-G
Cayman Islands
VP-C
Central African Republic
TL
Chad
TT
Chile
CC
China, Hong Kong
B-H
China, People's Republic
Colombia
HK
Comoro Republic
Congo (Brazzaville)
D6
Congo
9Q/9T
Costa Rica
TI
V8
D4
TN
Cte d'Ivoire
Croatia
TU
Cuba
CU
Cyprus
5B
Czech Republic
OK
Denmark
Djibouti
OY
Dominica
J7
Dominican Republic
HI
Ecuador
HC
Egypt
SU
El Salvador
YS
Equatorial Guinea
3C
Eritrea
E3
Estonia
ES
Ethiopia
ET
Falkland Islands
VP-F
Fiji
Finland
DQ
9A
J2
OH
France
F
French Overseas Departments/Territories/Collectivits Territoriales F-O
Gabon
TR
The Gambia
C5
Georgia
4L
Germany
Ghana
Gibraltar
Greece
VP-G
Grenada
J3
Guatemala
TG
Guinea
3X
Guinea-Bissau
J5
Guyana
8R
Haiti
HH
9G
SX
Honduras
HR
Hungary
HA
Iceland
India
TF
Indonesia
PK
Iran
EP
Iraq
YI
Ireland
EI
Israel
4X
Italy
Jamaica
Japan
JA
Jordan
JY
Kazakhstan
UN
Kenya
5Y
Kiribati
Korea, North
Korea, South
Kuwait
T3
P
HL
Kyrgyzstan
EX
Laos
RDPL
Latvia
YL
Lebanon
OD
Lesotho
7P
Liberia
EL
Libya
5A
Lithuania
LY
Luxembourg
Macau
LX
Macedonia
Z3
Madagascar
Malawi
5R
Malaysia
9M
Maldives
Mali
8Q
VT
6Y
9K
CS-M
7Q
TZ
Malta
Marshall Islands
9H
V7
Mauritania
5T
Mauritius
3B
Mexico
XA/B/C
Micronesia
Moldova
V6
Monaco
Mongolia
3A
Montserrat
VP-LM
Morocco
CN
Mozambique
C9
Myanmar
XY
Namibia
V5
Nauru
Nepal
C2
Netherlands
Netherlands Antilles
New Zealand
Nicaragua
PH
PJ
ZK
Niger
5U
Nigeria
5N
Norway
LN
Oman
A4O
Pakistan
AP
Palau
Palestine
Panama
OD
Papua New Guinea
P2
Paraguay
ZP
Peru
OB
Philippines
RP
Poland
SP
Portugal
Qatar
CS
A7
ER
JU
9N
YN
HP
Romania
YR
Russian Federation
RA
Rwanda
9XR
San Marino
Sao Tom e Principe
T7
S9
Saudi Arabia
HZ
Senegal
6V
Seychelles
S7
Sierra Leone
9L
Singapore
9V
Slovakia
OM
Slovenia
S5
Solomon Islands
Somalia
H4
South Africa
ZS
Spain
Sri Lanka
EC
St Kitts and Nevis
V4
St Lucia
J6
St Vincent and Grenadines
J8
Sudan
ST
Suriname
PZ
Swaziland
3D
Sweden
SE
Switzerland and Liechtenstein

Syria
HB
Taiwan (Republic of China)
Tajikistan
EY
Tanzania
5H
Thailand
HS
Togo
5V
Tonga
Trinidad and Tobago
A3
Tunisia
TS
6O
4R
YK
9Y
Turkey
TC
Turkmenistan
EZ
Turks and Caicos Islands
VQ-T
Tuvalu
T2
Uganda
5X
Ukraine
UR
A6
United Kingdom
Uruguay
CX
Uzbekistan
UK
Vanuatu
The Vatican
Venezuela
YJ
HV
Vietnam
VN
Western Samoa
Yemen
5W
Yugoslavia (Federal Republic)
YU
Zambia
9J
Zimbabwe
YV
7O
UPDATED
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8 Images
MARKET INTELLIGENCE
WORLD MILITARY HELICOPTER MARKET

The conflicts of the last decade, and in particular the Gulf War, have ensured the future of the military
helicopter. These provided important market indicators for staff planners and requirement agencies. By
the end of the Cold War, it had become clear that the flexibility offered by the helicopter would lead to
its incorporation in all stages of the battle on land and sea. The advent of night flying and night fighting
capability, leading to the doctrine of the 24-hour battle, was not lost on the generals. While the main
battle tank was still important, it was also increasingly viewed as having a less vital role to play as the
helicopter was equipped and armed to go behind enemy lines. In the absence of any major conflicts or
threats since - the helicopter as a fighting machine played no role in Kosovo - peace-keeping has been
the vital mission for the battlefield and naval helicopter alike, where it has proved essential to safe and
timely transportation of peacekeeping forces, medical evacuation and support tasks. The final market
indicator has been the willingness of leading nations to continue acquiring new helicopters, or
implement major upgrades of their fleets, against the background of defence cuts. At sea, the helicopter
is now a fully integrated weapon system aboard almost all new-built escorts.
Operational trends
On the battlefield
The most important operational trend of this decade has been the increased flexibility and capability of
the battlefield helicopter to penetrate the Forward Edge of the Battle Area (FEBA), going beyond the
Forward Line of Own Troops (FLOT), and attack the enemy in the rear. The trend now is towards
autonomous, well-protected, well-armed attack helicopters with day/night and adverse weather sensors
and weapons. This does not rule out the upgrading of existing light anti-tank helicopters with night
sights, NVG-compatible cockpits and other night vision devices, and indeed, upgrade programmes are
providing cost-effective alternatives.
At sea
The tendency for naval deployment is towards long-range, well-armed helicopters with a good deck
landing capability in high sea states by day or night. Whilst the US and other NATO allies see the threat
of the Russian nuclear-powered attack submarine and its ballistic missile-carrying stable mate
diminished, the prospect that another military formation will have highly capable submarines to
challenge Western trade routes, has not gone unnoticed. The advent of the S-70B Seahawk and the EH
101 Merlin may have been promised in the Cold War, but the market must surely remain if the new fast,
ultra-quiet submarines of the next century are to be detected and countered.
Market leadership battle
Eurocopter's claim to be the world's largest exporter is still true and in the United States, Sikorsky
Aircraft has been maintaining its position as the US Department of Defense's largest supplier. But the
positions are changing. Boeing's purchase of McDonnell Douglas in August 1997, together with the
prized AH-64D Apache product line, has given it the critical mass, which could see it supplant Sikorsky
in the race for military supremacy, although an alternative could be a joining together, as it already
co-operates on the RAH-66 Comanche programme. Bell's military products are nearing the end of their
lives, which leaves only some renewed interest in the AH-1 SuperCobra, and the V-22 Osprey tiltrotor,
a joint project with Boeing, although the latter programme has been dogged by some highly-publicised
crashes. However, Bell's strength has always been in the civil market, where it is the indisputable leader,
a position being strongly challenged by Eurocopter.
The formation of Eurocopter in 1992, out of the helicopter businesses of Dasa (MBB) in Germany
and Aerospatiale in France, created a company with the product line and size to rival Bell. Unlike the
US company, it does not have the advantage of a large home market, and depends almost entirely on
export business. In this, it has been reasonably successful in the military market with its Cougar, Fennec
and Panther models, but the scarcity of export orders for the Tiger attack helicopter remain a worry for
the European consortium. If it is to challenge the US manufacturers in the military field, selling Tiger
abroad (in reasonable numbers) is a necessity.
Further European consolidation has now been implemented with the creation of AgustaWestland.
How Agusta's expanding co-operation with Bell, albeit mainly on the commercial side, will sit
alongside has yet to be evaluated. Europe's other prime manufacturer, PZL Swidnik of Poland, needs to
link up with a major manufacturer to expand its international market.
Co-operation with companies outside the European and US power blocs are limited to
licence-production and, to a lesser extent, co-production programmes. Bell has linked up with Agusta on
the AB 139, which it is also offering to the military market, while Eurocopter and Agusta have both
signed agreements for closer co-operation with Denel of South Africa. Turkey's appetite to satisfy its
own requirements has benefited local company Tusas Aerospace Industries (TAI), which will be
assembling helicopters as part of offset agreements. Indonesian Aerospace (formerly IPTN) continues to
build Bell and Eurocopter models, albeit on a fast declining scale.
Whether or not consolidation has gone far enough is open to question. With diminishing funding
available to develop the next-generation of scout, naval and transport helicopters to meet changing and
growing military requirements, future collaborative programmes will have to transcend national
interests. The wide gulf of the Atlantic will have to be bridged to ensure the health of the industry, and
new alliances should be forged now. But the climate for transatlantic partnerships appears still too
forbidding.
Barriers to market penetration

National interest remains a powerful barrier to market penetration in the helicopter business. This is
particularly noticeable in those countries with their own rotorcraft industries and their own sizeable
domestic markets, led by France, India, Italy, the Russian Federation and the United States. The
governments of Germany, Japan, Poland and the United Kingdom, although prime manufacturers, have
a more market-orientated approach. China is an exception to every rule and has a domestic industry,
which thrives on reverse engineering challenges, a concept now also taken up by Iran. Regionally, the
Asian powerhouses will continue procurement from Western sources, but only until their own
industries, or those of partner nations, have the required capability.
Closest to reaching that goal are Japan and India. Japan has spent several decades on the subtle
modification of a range of US helicopters to satisfy its own defence requirements. Fuji, Kawasaki and
Mitsubishi have shared in this work, but the latter two are now striking out on their own. Kawasaki has
built the indigenous OH-1 scout helicopter, which is being procured by the Japanese Defence Agency.
Mitsubishi's own MH2000 light helicopter is presently targeted only at the civil market. Hindustan
Aeronautics Limited (HAL) is having a hard time persuading India's armed forces to buy the Advanced
Light Helicopter (ALH), developed with the assistance of MBB, and will find it even harder in the
export market against established companies.
Manufacturers/programmes to watch
AgustaWestland - The new merged company now provides a significant counterbalance to Eurocopter,
but prospects hinge on the success of the joint EH 101 naval and transport helicopter, and the A129
International light anti-tank and scout helicopter, which is being bid in several competitions. Production
has begun of the 67 WAH-64 Longbow Apache for the British Army, which could be followed by
additional numbers and some export sales. The Super Lynx programme still has some years to run.
Bell - The military contribution is limited to the AH-1, OH-58 and 412 models, all of which are nearing
the end of their lives. Bell is targeting Latin America with a multi-mission, less heavily armed MH-1W,
which is more suited to support anti-drug and counterinsurgency operations, than the ageing armed
transport helicopters currently used. Future success, however, is largely dependent on the V-22 Osprey
tiltrotor.
Boeing - The take-over of McDonnell Douglas has given Boeing's military helicopter business a
tremendous boost. Boeing has identified an export potential for the AH-64D Apache, with or without
the Longbow radar, for 725 units which, together with the US re-manufacturing programme and
existing international orders, will keep the Mesa production line in business until 2008/09. The
CH-47D/SD Chinook continues to sell and will do so for the foreseeable future. Boeing also has an
equal share in the important V-22 and Comanche programmes.
Denel - Success for the AH-2 Rooivalk combat support helicopter depends on more orders from the
South African forces and on its ability to capture export contracts. Malaysia had opted for the Rooivalk,
but now looks likely to go for the Mil Mi-17. Other competitions in that part of the world, seen as a
potentially fruitful hunting ground for the Rooivalk, may follow a similar path. The Oryx, a heavily
modified Puma, is also being offered internationally.
Eurocopter - The Cougar military derivative of the Super Puma continues to sell well and is being
upgraded in the new EC 725 model. It is capable, proven and cost-effective, and will not be replaced by
the four-nation NH90 from 2003 at the earliest. Small numbers of Fennec and Panther models are also
still sold, but will fade away during the next five years. Eurocopter has the advantage of having a large
enough indigenous military market, which will ensure sizeable sales of the new-generation Tiger
combat and NH90 multi-role naval and tactical transport helicopters, but needs to achieve international
sales for financial viability.
Kaman - The company hopes for further orders in the ASEAN region and South America, following its
success with the SH-2G Super Seasprite upgraded naval helicopter in Australia and New Zealand.
Several opportunities remain, but the Asian economic crisis has delayed a number of procurement
programmes. If some of these materialise, Kaman could run out of ex-US Navy airframes, some 60 of
which remain in storage in the Arizona desert. This raises the possibility of restarting the SH-2G
production line, although this must be considered an outside possibility.
Kamov and Mil - The Russian armed forces lack the funds to buy either the Kamov Ka-50 Black Shark
or the Mil Mi-28/28N in the numbers required to replace its vast arsenal of ageing Mi-24s. Only a small
number have been built for evaluation and the only export order to date has come from Slovakia.
However, the situation may change if Russia's president is able to effect an economic turnaround. The
Mi-24 is being offered for export as the Mi-35M with French avionics, but its chances in the
marketplace are limited. The Mi-8 and Mi-17 family remain in widespread use, and continue to sell in
small numbers within the CIS and to customers elsewhere, principally South America.
Kawasaki/Fuji - After many years of licence-production of US helicopters and co-production with
Eurocopter on the civil BK 117, Kawasaki has developed its own OH-1 scout helicopter which is being
bought by the Japan Ground Self-Defence Force (JGSDF). It is also proposing an attack version to meet
the AH-X requirement for the replacement of the Cobra fleet. Fuji is proposing the AH-1Z, based on the
US upgrade programme.
Sikorsky - The largest producer of military helicopters, Sikorsky has suffered from the decline in
military spending, and now faces increased competition from an enlarged and re-vitalised Boeing.
Production of the UH-60 Black Hawk family, for both the home and export markets, plus modest sales
of the S-76 civil model, will sustain the company for another 10 years or so. But future success rests
heavily on the Comanche, CH-60 combat support amalgam between the Black Hawk and Seahawk, and
MH-60R re-build programmes. The uncertainties still surrounding the Comanche, and the lack of orders
for the S-92, which will also be offered in military configuration, must be of real concern.
Others - Careful regard must be made to developments in China, India, Japan, South Korea, Romania,
Singapore, Turkey and Taiwan, but it is too early to forecast the impact these may have in the
development and production field. There will certainly be no changes to the status quo in the next five
years.
Procurement plans and future requirements
Major markets remain in North America, Europe, the Middle East, Asia, and selected countries in South
America and southern Africa.
North America
Canada
Delivery to the Canadian forces of 15 maritime versions of its three-engined EH 101 helicopter, to be
known in Canada as the Cormorant, have started and will be completed within two years. The
Cormorants are being acquired as replacement for 13 CH-123A Labrador SAR aircraft. The Canadian
Forces-Air Command also needs to replace its 31 CH-124A Sea King ASW helicopters and has issued a
Statement of Requirement (SoR) for 28 new helicopters, with deliveries to start in 2005. Contenders are
the EH 101, AS 532 Cougar, S-92 and the NH90.
Country
Canada
United States
Total
North American military helicopter fleets by country - 2001

Combat
Combat support
Services
Total
29
104
117
250
2,092
2,121
963
1,067
3,798
3,915
6,853
7,103

The US armed forces are the world's largest users of helicopters and seem destined to remain so. The
US House and Senate have recommended a US$310 billion defence budget for FY01, up US$4.5
billion, the second consecutive increase after a 14-year decline. US$1.2 billion has been allocated for
helicopter development and procurement.
US Army
Under the Aviation Force Modernisation Plan released in April 2000, the US Army is planning for early
retirement of three helicopter types. Under current planning, all AH-1 Cobras will be retired
immediately and leave the service by September 2001, while the UH-1s will be retired by 2004 and
replaced by re-allocated UH-60s. All current upgrade programmes for the AH-1F Cobra and UH-1s
have been cancelled. The OH-58D Kiowa Warriors will be retained until the arrival of the RAH-66
Comanche in FY07, and will have been fully retired by FY13. The army's future aviation force will be
centred on the RAH-66 Comanche, and a restructured organisation known as the Multi-Function
Battalion (MFB). The basic composition of the MBF will be 10 RAH-66s, 10 AH-64Ds and 10 UH-60s.
The US Army plans to acquire 1,213 Comanches, with service entry by 2006, and is taking delivery of
232 re-manufactured AH-64D Apache Longbow helicopters by 2001. A second five-year contract for
269 units is under negotiation.
The army also plans to upgrade 900 UH-60A/Ls to the UH-60M standard, including more powerful
T700 engines and transmission, a digital cockpit and advanced flight control computer, and later take a
further 255 up to UH-60X configuration, incorporating the S-92 drive train and rotor system. At the
same time, up to 357 UH-60As are planned to be modified to UH-6OQ MEDEVAC configuration for
the National Guard. The final element of army plans centres on the Boeing CH-47D upgrade to the ICH
(Improved Cargo Helicopter) specification to produce the CH-47F model. Engineering and
manufacturing development of this two-stage programme is expected to commence in FY03 and involve
up to 360 airframes. The Chinook ICH upgrade is a temporary measure only, and the aircraft is due to
be replaced from 2015 by a proposed new cargo helicopter, the Joint Transport Rotorcraft (JTR),
although budget pressures may delay this programme.
US Navy
The most important trend in procurement for the Department of the Navy is the search for a commercial
helicopter to undertake non-operation tasks, including replenishment/personnel transport tasks at sea.
The existing fleet of H-46 could be upgraded, new helicopters could be acquired, or a commercial type
could be leased (this might include the Eurocopter Super Puma, the Sikorsky S-70 or the Kaman
K-MAX). Under the Helicopter Master Plan, the US Navy is aiming for an all Sikorsky H-53/H-60
fleet, reducing the number of types in the fleet to three, with all H-3 and H-46 helicopters being retired
and the HH-60s replaced. The only exception to the all-H-60 fleet would be the MH-53 mine
countermeasures aircraft. A plan to remanufacture 243 existing SH-60B, SH-60F and HH-60H models
into the MH-60R (previously SH-60R) with new ASW and anti-ship weapon system, radar and sonar,
has been slowed, with only four being procured in FY01 and eight in FY02, against an earlier plan for
nine and 18 respectively. During the same time, procurement for the CH-60S Knighthawk has been
reduced to 15 in FY01 and 16 in FY02, from the previously ordered 42 units.
US Marine Corps
Helicopter procurement has taken a back seat as work on the development of the V-22 Osprey tilt-rotor
takes a substantial share of the budget. The USMC is proposing slowing down acquisition of the MV-22
Osprey. After 16 aircraft in FY01, production will reduce to one in FY02, and two in each FY03, 04 and
05. The total requirement remains at 360 units.
After a lengthy battle with the Pentagon over whether to upgrade 100 Bell UH-1N Huey light support
helicopters or purchase new Sikorsky UH-60 Black Hawks, the USMC won its case and placed an
initial US$134 million contract with Bell Helicopter Textron to begin the upgrade programme, known
as UH-1Y. The upgrade line will open in 2003 and will take seven years to complete. The USMC had
already previously agreed to upgrade 180 Bell AH-1W SuperCobra maritime attack helicopters, as the
AH-1Z, to keep them in service until 2020. Both types will receive new engines and a dynamics systems
upgrade, with the AH-1Z also receiving a new `glass cockpit'. The total value of the combined upgrade
is estimated at US$2.5 billion by 2012.
US Coast Guard
Rotorcraft procurement seems restricted to upgrades only, but the USCG's 10-year US$8 billion
Deepwater Capability Replacement Project will involve the replacement of its HH-60 and HH-65A
helicopters.
US Air Force
Eight additional HH-60G Pave Hawk combat SAR helicopters have been ordered. A total of 49 of its
existing fleet of 105 will be also be upgraded with an enhanced communication and navigation system,
and an integrated electronic warfare suite which dispenses countermeasures to address missile, laser and
radar threats.
Europe
Austria
The Austrian Ministry of Defence has opted for the Sikorsky S-70A Black Hawk to fulfill its
requirement for utility transport and search and rescue missions, signing a contract on 29 December
2000 for nine aircraft. There is an add-on option for three additional helicopters. Deliveries are due to be
completed in 2002.
Belgium
The Belgian Army has announced plans to procure 27 new helicopters under its latest 10-year plan to
2007. The still tentative requirement would include eight transport helicopters for tactical airlift and
medical evacuation, together with 19 light helicopters for scouting, reconnaissance, observation and
training roles. The new helicopters would replace 27 Alouette IIIs, as well as 10 fixed-wing Pilatus
(B-N) Islanders, by 2004. Candidates for the transport role are the AS 532U2 Cougar 2, Agusta-Bell
AB.412EP, Sikorsky Black Hawk and the MD Helicopters MD 900. Belgium is likely to choose
between the Eurocopter EC 135 and Boeing MD 520N for its light helicopter requirement. The air force
has a need for six new SAR helicopters to replace its Sea Kings.
Bulgaria
The Bulgarian Air Force is planning to phase out its 14 Mi-2 helicopters and some Mi-8s used for
training communications and search and rescue, with six Bell 206Bs, subject to funding.
Cyprus
The Cypriot parliament has approved funding for six to eight attack helicopters, to supplement its armed
Gazelles. The Mil Mi-35M and Denel Rooivalk are believed to be on the wanted list.
Czech Republic
The Czech Republic is considering a reciprocal purchase arrangement, whereby it would supply South
Africa with the Aero Vodochody L-159 jet trainer, in exchange for the Rooivalk attack helicopter for its
air force, which is looking for a successor to its Mi-24s. There is also a requirement for a liaison
helicopter. In the meantime, the Mi-17s and Mi-24s are being upgraded with new navigation and night
vision systems.
Country
Albania
European military helicopter fleets by country - 2001

Combat
Combat support
Services
44
Total
44
Austria
Belgium
Bosnia and
Herzegovina
Bulgaria
46
19
11
8
7
64
34
22
75
88
48
40
34
78
Croatia
15
25
13
53
Cyprus
13
Czech Repulic
38
69
21
128
Denmark
Estonia
12
-
15
-
12
6
39
6
17
21
214
248
250
245
328
243
792
736
Greece
65
66
48
179
Hungary
51
33
22
106
Iceland
Ireland
Italy
Latvia
148
-
4
298
1
11
312
5
15
758
6
Lithuania
10
14
Macedonia
12
Malta
Netherlands
40
5
51
5
35
10
126
Finland
France
Germany
Norway
Poland
98
18
127
19
118
37
343
Portugal
10
18
33
Romania
92
109
35
236
Slovak Republic
22
17
23
62
11
11
Spain
57
31
164
252
Sweden
44
33
45
122
68
15
83
77
144
323
544
339
54
211
90
158
-
708
144
1,730
1,982
2,213
5,925
Slovenia
Switzerland
Turkey
United Kingdom
Yugoslavia
Total
Denmark
The Royal Danish Navy fleet of eight Lynx helicopters is being upgraded to Super Lynx 100 standard
by GKN Westland, under a 20 million (US$32.5 million) contract awarded by the Royal Danish Air
Force, which has responsibility for all helicopters, in January 1998. GKN Westland is building
replacement airframes into which the existing engines, flying controls, avionics and hydraulic and
electrical systems will be transferred. Upgrades and modifications to the main rotor blades, tail rotor and
fuel systems will complete the conversion. Denmark also has a requirement for 14 new
utility/transport/SAR helicopters, which were to be acquired under a proposed joint procurement
programme with Finland, Norway and Sweden. However, Denmark has now opted out and gone for the
EH101, planning to order 14 aircraft.
Finland
A budget of FMk3.8 billion (US$700 million) had initially been set for a mix of 30 transport and 50
attack helicopters to equip a new rapid reaction force from 2005, but this has since been cut. As a result,
while the acquisition of transport/support helicopters will proceed, the purchase of attack helicopters has
been postponed. Finland has decided to order 20 NH90 helicopters as part of the Nordic Standard
Helicopter Programme (NSHP). The helicopters will equip three high-readiness brigades, which are at
the heart of the Finnish Army's modernisation plan. The Boeing AH-64 Apache, Eurocopter Tiger,
Agusta A 129 and Kamov Ka-50 are expected to eventually battle it out for the attack helicopter
requirement. With Finland's Nordic partners, Denmark, Norway and Sweden having similar needs, joint
procurement is being considered.
France
The signing of a procurement contract has ensured the future of the Eurocopter Tiger and will provide
the French Army Aviation with a new-generation attack helicopter. The initial contract is for 80
helicopters, comprising 70 in HAP (Hlicoptre d'Appui et de Protection) escort and fire-support
configuration, and 10 HAC (Hlicoptre Anti-Char) anti-tank helicopters. The HAPs will be handed
over in 2003, with the first HACs to follow in 2011. The army will ultimately receive 215 Tigers,
including 115 HAP and 100 HAC versions, but is now looking at a single multi-role suppression
version dubbed the HAD. French ALAT aircrew will continue to fly the Puma light support helicopter a
while longer, as the French government is still undecided about placing a firm contract for the NH90
TTH tactical transport helicopter. France has cut the original plan for 220 NH90s to 160, of which 133
will be in TTH configuration. First delivery has been pushed out to 2011. The NH90 NFH NATO
frigate helicopter is likely to be the first version to be delivered, with current plans for 27 of the naval
helicopters to join from 2005.
Germany
The initial contract for 80 Eurocopter Tiger UHU (Untersttzungshubschrauber) battlefield support
variants, worth around DM4.6 billion (US$2.6 billion), has now been signed. The Army Aviation
ultimately requires 212 units, but this number could still be subject to political manoeuvrings. The
Marineflieger (Naval Air Arm) has selected the AgustaWestland Super Lynx to supplement existing
Lynx helicopters aboard frigates and destroyers. The existing Lynx are being upgraded to Super Lynx
standard, and will be supplemented by a further seven new-build helicopters. The expansion of the Lynx
fleet will enable the Naval Air Arm to maintain mission readiness until the start of deliveries of 38
NH90 NFH naval helicopters from 2005. The navy is also seeking 23 SAR aircraft to replace its Sea
King Mk41s and has received a bid for a customised version of the NH90. The Luftwaffe (Air Force)
and Heeresflieger will take 205 NH90 TTH tactical transport helicopters from 2003. Further upgrades
are being studied for the 100+ Sikorsky CH-53G medium transport helicopter, to keep it in service until
2030. Fifteen twin-engined Eurocopter EC 135s have replaced the SA 313B Alouette II and UH-1D
singles for training.
Greece
The government's decision on 29 March 2001 to cut Dr1.7 trillion (US$4.475 billion) from its five-year
procurement plan has forced the military services to revise their modernisation plans, with the Hellenic
Army given priority. The army plans to acquire 36 transport helicopters, including seven additional
Boeing CH-47D Chinook medium-lift helicopters, together with eight scout helicopters of a type yet to
be specified. The Hellenic Navy is seeking a further two Sikorsky S-70B Seahawk naval helicopters for
anti-submarine warfare duties, to add to the five already in service.
Hungary
The Hungarian defence ministry has said that it may consider buying up to 105 new combat helicopters,
as part of the modernisation of its armed forces. The acquisition will depend on future economic
performance. The new helicopters would replace its fleet of Mi-8s, Mi-17s and Mi-24s. An initial
acquisition of 20-40 new attack helicopters has been identified as a top priority.
Ireland
A review of the armed services by the Irish Government has recommended the purchase of new
medium-lift helicopters to take over the SAR role from the private sector, and the replacement of the
current mixed and ageing fleet of the Irish Air Corps with a single type. Negotiations have begun for the
acquisition of three new Sikorsky S-92 helicopters, with options for two more for the utility transport
role.
There has also been a suggestion that the twin-engined Eurocopter AS 355 should be bought as a
replacement for the Gazelles and Alouettes.
Italy
It is still expected that the Marina Militare Italiano (Italian Naval Aviation) will fund a second batch of
EH 101 maritime helicopters, to add to the 16 ordered in October 1995. It will also take delivery of 64
NH90 NFH naval helicopters from 2004. The army light aviation is expected to select the NH90 TTH as
its new tactical transport helicopter, but is to buy the EH 101 also for civil defence operations. Latest
plans call for the acquisition of 160 NH90 TTH helicopters. There is also a requirement for the
replacement of the Agusta-Sikorsky HH-3F, and a bid has been made by NH Industries to supply 35
customised NH90s. The existing Boeing CH-47C Chinook fleet is being upgraded to D standard, but the
AB139 may be considered as an eventual replacement.
Macedonia
The Macedonian armed forces have received two Mi-24 and four Mi-8 attack helicopters from the
Ukraine.
Netherlands
The Royal Netherlands Air Force helicopter inventory is being boosted with the delivery of 30 Boeing
AH-64D Apaches on order, plus an additional six CH-47D Chinooks. The air force is also planning to
retire its BO 105 and SA 316B Alouette light utility helicopters by 2003 and is looking for funds to
purchase 16 new models as replacements. Delays in the four-nation multirole NH90 tactical transport
and naval helicopter programme are causing concern within the Naval Aviation Service, which intends
to procure 20 NH90 NFH naval variants. The planned delivery schedule, which was to have started at
the end of 2003, has been delayed to 2007, giving rise to considerations for the upgrade of its existing
fleet of 21 GKN AgustaWestland Lynx helicopters to Super Lynx standard.
Norway
The Norwegian armed forces' procurement plan has been reduced because of lower funding, based on
virtually zero growth in these four and subsequent years. This could impact its helicopter acquisition
programme, but is likely to have more effect on the purchase of fighters, frigates and submarines. A
common helicopter analysis is to determine if all present Norwegian military helicopter requirements
could be fulfilled by a basic single type, and if there could be a need early in the next century for an
attack helicopter in the Boeing Sikorsky RAH-66 Comanche or Eurocopter Tiger class. The Royal
Norwegian Air Force will be seeking to replace its six Lynx Coast Guard helicopters before the end of
the decade, although the manufacturer is offering an upgrade package similar to that in progress for
Denmark. If the decision is made for a new helicopter, the Lynx are likely to be replaced with a larger
aircraft with longer range. If six new frigates are acquired, the number would be increased to 10 by
2006 and 14 in 2018. Pivotal to the eventual outcome is the Nordic Helicopter Competition, which aims
to harmonise the needs of the Danish, Finnish, Norwegian and Swedish armed forces. The 11-tonne
all-up weight limitation of the new Norwegian frigates has reduced the competition to a run-off between
the European NH90 and the Sikorsky S-92 but the NH90 was declared the winner in September 2001. A
contract for 14 aircraft, plus an option for an additional 10 was signed on 30 November 2001. The order
includes six ASW versions and eight for the Coast Guard. Deliveries will take place between 2005 and
2008. The options are intended for the SAR role, replacing the Sea Kings. The 18 Bell 412SP
utility/transport helicopters are also to be replaced within the next five years, but the total complement
of the replacement type could be reduced to 10.
Poland
The Polish armed forces' ZI 6.2 billion (US$1.8 billion) procurement and modernisation programme for
the period up to 2012 envisages the delivery of around 60-70 attack helicopters, plus some 80 combat
support machines, as well as a few W-3RR Elint/ECM helicopters. Up to 50 new SW-4 light
single-engined helicopters for scouting, liaison and training missions could also be procured. The
planned acquisition of 96 Huzar combat support helicopters based on the Sokol has been postponed. As
an alternative, Bell has proposed the sale of 100 AH-1W SuperCobras to Poland. Designated AH-1PO,
the SuperCobras would incorporate an accelerating participation by Polish industry. As an added
incentive, Bell appears prepared to licence PZL-Swidnik to assemble the AH-1PO for sale to other
central and eastern European countries. Also in the frame is the Agusta A 129 International and the
Eurocopter Tiger. Procurement of either would also involve offsets. The Polish Naval Air Arm is
continuing to upgrade its Mil Mi-14PL ASW and Mi-14PS SAR helicopters, and has received four
Kaman SH-2G Super Seasprite helicopters. It also plans to acquire up to 10 new helicopters for
deployment on the new multirole corvettes currently on order.
Portugal
Portugal finally selected its new search and rescue helicopter on 30 November 2001, opting for the EH
Industries EH101 in preference to the Sikorsky S-92. The NH90 and Eurocopter Cougar had been ruled
out earlier. The Euro351 million order is for 12 ramp-equipped helicopters, including two for the
fisheries protection role. The Portuguese Air Force presently operates an early version of the Puma for
these tasks.
The Portuguese Army became the launch customer for the Eurocopter EC 635, the military version of
the EC 135, with a Euro35 million contract for nine aircraft signed in October 1999. The EC 635s will
be used for fire-support, medial evacuations and support in civilian emergency situations. Deliveries
began in 2001. The Portuguese Army may also order 10 NH90 tactical transport helicopters if Portugal's
application to join the NH90 programme is accepted.
Romania
The deal with Bell, struck in May 1997, to acquire a 70 per cent stake in IAR and make provision for
the local build of 96 AH-1RO Dracula attack helicopters based on the AH-1W Super Cobra, has been
abandoned, but the Romanian government is continuing its quest for an investor. Until this is resolved,
the procurement for the Romanian Army has been frozen.
Slovakia
The Slovak Air Force and Air Defence Force is acquiring six Kamov Ka-50 Black Shark attack
helicopters, in a US$186 million deal signed by the Ministry of Defence. The purchase is part of the
country's aim to raise its limit of combat helicopters allowed under the Conventional Forces of Europe
(CFE) treaty from 25 to 45. Further Ka-50s are expected to be delivered as part payment for a US$800
million debt owed to Slovakia by Russia. The air force's 10 Mil Mi-24V combat helicopters are to be
modernised with Western avionics, and the nine Mi-24D/DUs will be replaced by Mi-35Ms at the end
of their service lives.
Spain
The Army-Air Mobile Forces have a requirement for a new attack helicopter to replace its CASA-built
BO105s from 2010. Spain is expected to order 36 multirole Eurocopter Tiger HAD (Hlicoptre
d'Appui Destruction), but the contract remains uncertain because of development financing for the new
version. A contract was signed in February 2000 for 15 EC 120B Colibri light helicopters for ab initio
pilot training for the Spanish Air Force, to replace piston-engined Hughes 300s. A final batch of five
Chinooks will be upgraded to CH-47D standard, with deliveries in 2002. The Spanish Navy has ordered
six new Sikorsky SH-60B Seahawks and has also acquired kits to upgrade its existing six aircraft to the
same standard.
Sweden
There are strong indications that a new attack helicopter will be proposed for the next five-year
procurement, starting 2002. Although there is no budget line for an attack helicopter in the present plan,
Sweden has already started the selection process by testing and evaluating a number of types. A total of
eight could be acquired, if the more optimistic scenario presented wins the day. The Swedish Army has
chosen the NH90 as part of the Nordic Standard Helicopter Programme (NSHP), and plans to order 18
aircraft. The Swedish Navy needs to replace its AB 206A JetRanger ASW/OHT helicopters with a
dedicated naval helicopter, and may also select a new maritime SAR and ASW helicopter, to replace its
10 Boeing CH-46/Kawasaki-Vertol 107. A new training helicopter will be required by 2005 for all three
services, totalling some 50 units. A request for quotations (RfQ) has been issued. Joint procurement is
still being considered with Denmark, Norway and Finland, which have similar requirements.
Switzerland
An agreement has been signed with Eurocopter for the acquisition of 12 AS 532UL Cougar helicopters,
to be added to the 15 already in service. Two will be delivered directly by Eurocopter, with the other 10
to be assembled at SFR Emmen. Deliveries are scheduled for completion in 2002. The Cougars will be
used for tactical troop transport, cargo, medical evacuation and search and rescue (SAR) duties. The
contract is valued at FFr1 billion.
Turkey
A country with a seemingly insatiable appetite for helicopters and a political need to develop its
domestic industries, Turkey ultimately wants 750 modern helicopters for a variety of military missions.
However, in April 2001, the Turkish General Staff announced that 32 unspecified procurement projects
worth US$19.5 billion would be postponed to relieve pressure on the national economy. The projects
most likely to be cancelled or postponed are expected to be those financed under foreign state credit.
The first victim was a US$350 million contract signed with Sikorsky in June 2000 for eight S-80E
Super Stallion heavy-lift helicopters, although the re-opening of a tender for next year has not been
ruled out. The planned purchase of eight Hellfire II-equipped Sikorsky S-70B Seahawk anti-submarine
helicopters and six CH-60S Nighthawk special operations helicopters by the Turkish Naval Forces
Command has also been postponed. The situation regarding the US$4 billion acquisition of 145 Bell
AH-1Z KingCobra attack helicopters is less clear cut. The reduction in allocation to US$1.5 billion
makes allowance for only the first batch of 50, to be co-produced by Turkish Aerospace Industries
(TAI), with the remaining 95 either cancelled, or more likely postponed. TAI is nearing completion of a
batch of 30 Eurocopter Cougar Mk.I support helicopters, with the last to roll off the Ankara production
line in 2002. Of the 30 aircraft, 10 are AS 532UL Cougars for the Turkish Army, and the other 20 the
AS 532 UL/AL models for the Turkish Air Force Command (TAFC). Deliveries were due to be
completed in 2001 of 50 S-70 Black Hawk utility helicopters for the Turkish Army. The Turkish
Coastguard has placed a further order for the Agusta-Bell AB.412EP helicopter, bringing the total to
nine units. The Turkish Gendarmerie, which comes under the control of Army Aviation, was expected
to call an international tender for the purchase of up to 48 utility helicopters, but that programme is now
uncertain.
United Kingdom
The procurement of new-generation attack helicopters, battlefield support, embarked naval helicopters,
and training machines has been completed, and deliveries are in progress. Deliveries of 14 Boeing
Chinooks HC Mk.2A and HC Mk.3 to the Royal Air Force are also nearing completion. The UK
Defence Procurement Agency (DPA) has begun work on selecting a new rotorcraft to replace around
100 Royal Navy and Royal Air Force support helicopters. The 5 billion (US$8 billion), 30-year
programme, dubbed the Support, Amphibious and Battlefield Rotorcraft (SABR) programme, is
intended to replace 40 Puma HC.Mk1, 37 Sea King HC.Mk4 and 25 Sea King HAR.Mk3/3A
helicopters from about 2011.
Asia/Pacific and Australasia
Australia
Australia has finally selected the Aussie Tiger for its new armed reconnaissance helicopter (ARH),
providing Eurocopter with its first export order for the new type. The Tiger will replace ageing Bell
206B-1 Kiowa light observation helicopters and Bell UH-1H Iroquois gunships from 2007. A total of 22
has been ordered in a deal worth approximately A$1.3 billion (US$674 million). The Air 87 project is a
key element of the Army 21 force structure initiative intended to enhance battlefield reconnaissance,
aerial fire support and air mobility.
The Royal Australian Navy's existing fleet of 16 Sikorsky S-70B-2 Seahawks is being upgraded with
the Elisra Electronic System electronic warfare suite. Re-delivery of the upgraded aircraft will
commence in late 2001 and run through September 2003. A major mid-life upgrade (MLU) is also
planned to follow, which could include the addition of a dipping sonar and the integration of an
air-to-surface missile.
Bhutan
This land-locked country in the Himalayas is considering adding its first helicopters to fulfill transport
and SAR missions, although they may also be equipped with light armament. The initial requirement is
believed to be two units, with the Sikorsky Black Hawk, Eurocopter Super Puma and Mil Mi-17 thought
to be in the running.
Brunei
The Royal Brunei Armed Forces are likely to seek a replacement for its older Bell 212 and 214ST
during the next five years.
China (People's Republic)
China's minimal helicopter activities have largely been undertaken with models built under licence,
officially and unofficially, from Aerospatiale of France. It is believed that the Air Force of the People's
Liberation Army (AFPLA) is taking delivery of 50 locally-built Z-8 naval support versions of the
Aerospatiale SA 321 Super Frelon. The Army Aviation Corps has acquired the Changhe Z-11, which
appears to be a reverse-engineered unlicensed version of the Eurocopter AS 350B single-engined light
utility helicopter, to supplement the army's Gazelle/HOT light anti-tank helicopters. Several hundred
combat helicopters are required as part of a general modernisation of the army. The Mil-8AMT is being
considered, and Israel Aircraft Industries (IAI) and Kamov have offered the upgraded Ka-50-2
helicopter.
The Aviation of the People's Navy is buying four Kamov Ka-28PL twin-turbine helicopters to fill a
major gap in its ASW capability, together with four Ka-28PS SAR versions. The Ka-28s will be
deployed on the Sovremenny destroyers, as well as on some `Luhu' class destroyers and `Jiangwei' class
frigates. The Aviation of the People's Navy presently operates the Harbin Z-9A Haitun twin-turbine
light intermediate helicopter, but none appear equipped for the ASW role.
India
Hindustan Aeronautics Limited (HAL) has begun building 12 production Advanced Light Helicopters
(ALH), to be handed over to the Indian Army Air Corps and the Indian Air Force for user trials over the
next two to three years. Although the military has issued `letters of intent' for another 300, including
120 for the navy, the government appears less sure that the ALH can meet its various needs and is
concerned over technical problems concerning engine-to-airframe mismatch and escalating costs. Plans
to produce a combat version of the ALH are unlikely to come to fruition and the army's requirement will
have to be filled with foreign machines. Israel Aircraft Industries (IAI) and Kamov have offered the
upgraded Ka-50-2. The army in the meantime is taking delivery of 12 HAL Lancer light attack
helicopters, based on the SA 315B Cheetah. The Ministry of Defence has ordered 40 Mi-17M
helicopters under a US$170 million deal signed in May 2000. The Mi-17M introduces new avionics,
uprated engines, rear ramp and side doors. Deliveries have started. The Indian Naval Aviation is buying
the Kamov Ka-31 AEW helicopter, representing the first export order for this Russian type. A total of
nine are being acquired under two contracts signed in August 1999 and February 2001. First delivery
due at end of 2002.
Asia/Pacific and Australasian military helicopter fleets by country - 2001
Country
Afghanistan
Combat
25
Combat support
45
Services
12
Total
82
Australia
Bangladesh
16
-
40
23
101
18
157
41
Bhutan
Brunei Darussalam
18
23
Cambodia
16
19
China
71
127
365
563
Fiji
India
108
327
1
80
1
515
13
32
82
127
Japan
179
263
239
681
Korea, North
Korean, South
Laos
30
109
-
70
321
-
41
71
22
141
501
22
Malaysia
24
45
77
Maldives
Mongolia
1
12
1
12
Myanmar
10
30
18
58
8
35
15
78
5
84
28
197
25
79
112
Indonesia
Nepal
New Zealand
Pakistan
Papua New Guinea
Philippines
Singapore
20
28
42
90
Solomon Islands
Sri Lanka
14
2
-
26
2
40
Taiwan
58
47
117
222
Thailand
17
44
222
283
Vietnam
42
65
109
788
1,599
1,729
4,116
Total
Indonesia
A lack of funds, and the recent economic and political turmoil, has forced the Indonesian Government
to temporarily shelve the planned modernisation of its armed forces, although some helicopter
procurement programmes have survived. In May 2001, an agreement was reached with Russia for the
supply of 10 helicopters to the Indonesian Navy, including two Mi-171 utility aircraft and eight Mi-2
light transports, all to be equipped with floats. There is also a pressing need for the navy to replace its
eight Westland Wasp anti-submarine helicopters, of which only three are believed operational. The
AgustaWestland Super Lynx is favoured, but the order, when it eventually comes, is also strongly
contested by Kaman with the SH-2G Super Seasprite. Sikorsky is also offering an upgraded Seahawk
based on the SH-60R. A total of 16 NAS332 Super Pumas, to be assembled locally by Indonesian
Aerospace (formerly IPTN) with components supplied by Eurocopter, has been ordered by the army for
transport and support roles. A similar number of as yet unspecified, training helicopters is also required.
Japan
Japan's economic and financial difficulties that had spilled over into the defence sector are easing,
enabling a small 0.04 per cent increase in its defence budget for its five-year plan starting April 2001 to
26.16 trillion (US$222.9 billion). A new, tandem-seat, twin-engined attack helicopter is needed to
replace the JGSDF's 85 licence-built Fuji-Bell AH-1S Cobras. Fuji may offer the GE T700-powered
AH-1Z, based on the SuperCobra upgrade for the US Marines, or a licence-built AH-64D Apache.
Kawasaki is enlisting support for the development of an attack variant of its OH-1 armed scout
helicopter with more powerful R-R/Turbomeca/MTU MTR 390 or LHTEC T800 engines. An outside
possibility is the Eurocopter Tiger, building on Kawasaki's existing collaboration with the European
consortium on the BK 117. Requests for proposals have been issued.
Consideration is being given to the SAR version of the Bell Boeing V-22 Osprey tilt-rotor, as a
replacement for the Kawasaki-built KV107 SAR helicopters. For the Japanese market, the V-22 would
incorporate elements from several US variants, and might include a multimode radar, FLIR,
NVG-compatible instruments, refuelling probe, rescue hoist, side bubble observation windows, space
for 11 litters, and additional fuel tanks. Both the Japan Maritime Self-Defence Force (JMSDF) and the
Japan Maritime Safety Agency (JMSA) are interested in the tilt-rotor.
Japanese military helicopter procurement
FY98
FY99
FY00
JASDF (Air Force)
Kawasaki (Boeing) CH-47J
FY01
-
FY02
JGSDF (Army)
Fuji-Bell AH-1S
Fuji-Bell UH-1J
Kawasaki OH-1
Kawasaki (Boeing) CH-47JA
Mitsubishi (Sikorsky) UH-60JA
1
7
2
_
7
1
25
Fuji (Boeing) AH-64D Apache

JMSDF (Navy)
Kawasaki (McDD/Boeing) OH-6DA
Mitsubishi (Sikorsky) SH-60J
SH-60K
Total
24
26
27
Korea (South)
In spite of an economic slowdown, South Korea has increased its defence budget for 2002 to US$12.72
billion, a record for a single year. One of the priorities is the acquisition of a new-generation attack
helicopter. Korea has notified the US that it is interested in the Boeing AH-64D Apache Longbow and
the Bell AH-1Z to fulfil this requirement. The Republic of Korea Army has an initial requirement for 18
helicopters, to enter service after 2000, but the ultimate aim is for 36 units, which will permit the
replacement of its Bell AH-1F Cobras. An announcement of the successful candidate for the US$1.8
billion contract is expected to be made before the end of 2001. The army is also opening a requirement
for 26 to 36 multirole helicopters to international competition, although the acquisition of the Sikorsky
Sabre Hawk, a variant of the Battle Hawk offered unsuccessfully to Australia, is the most likely
outcome. This could be licence-manufactured by Korean Air at its Kimhae production facility. Future
requirements could include up to 300 observation, 12 medical evacuation and 12 medium-lift
helicopters.
The Republic of Korea Navy is buying a second batch of improved AgustaWestland Super Lynx
naval helicopters, including a single attrition replacement. The new machines will be powered by the
Rolls-Royce Gem 42-1 turboshaft, rather than the more powerful LHTEC T800, and will be fitted with
BAE Systems Sea Skua anti-ship missiles. At the same time, the navy will upgrade its remaining 11
Super Lynx from a previous order to the same production standard. Samsung Aerospace is developing a
military version of the Model 427, to provide competition to Daewoo and Korean Air for the future
indigenous Korean Multipurpose Helicopter (KMH) requirement.
Malaysia
Asia's economic slump since mid-1997 has resulted in defence budget cuts throughout the region.
Although no procurement plans have been cancelled outright, several have been delayed for an
unspecified period. The planned acquisition by the Royal Malaysian Air Force of eight Denel Rooivalk
attack helicopters and a possible purchase of 10 Denel Oryx medium support helicopters as replacement
for the S-61A Nuri, is being re-examined. A recent agreement between Malaysian industry and the Ulan
Ude Aviation Plant for the support of the Mi-17V family of helicopters in the Asian region would
suggest that the planned Rooivalk purchase may not go ahead, and 10 Mi-171s may now be acquired to
replace the S-61A. The competition for four medium-lift helicopters, for which the Boeing CH-47D
International Chinook is favourite, and for nine battlefield scout helicopters, will also be held back until
the economic situation improves. A request for tenders has been issued for 11 light observation
helicopters (LOH), plus 14 options, to replace its Aerospatiale Alouettes. A selection is to be made from
the Agusta A 109M, Eurocopter AS 355 Fennec and MD Helicopters Explorer. The Royal Malaysian
Navy's letter of intent for the purchase of six Super Lynx naval helicopters for shore-based and
embarked operations has been turned into a full contract, worth around US$100 million. Delivery will
start in 2003.
New Zealand
The Royal New Zealand Air Force (RNZAF) has taken delivery of four Kaman SH-2G(NZ) Super
Seasprites for deployment from modernised Leander and the new ÀNZAC' class frigates. The
SH-2G(NZ)s are new-built airframes, equipped with pulse compression radars optimised for surface
surveillance, forward-looking infra-red (FLIR), electronic support measures (ESM) equipment,
Maverick anti-surface vessel missiles, Mk.46 torpedoes and Mk.11 depth charges. A fifth was ordered
in August 1999, and is due for delivery in late 2002. A replacement is being sought for its Bell 47G-3B
training helicopters.
Philippines
The steady modernisation of the armed forces has been delayed by continued terrorism and separatism
in the outer provinces. There are firm requirements for four medium-lift helicopters in 2001-2005, and
12 medium-range naval SAR helicopters. There is fierce competition for the latter, with all Western
manufacturers, plus Russia's Rostvertol bidding, but funding shortages make it unlikely that an order
will be placed in the near future. The Philippine Air Force is seeking to acquire up to 36 surplus Bell
UH-1H helicopters from the US, rather than upgrade its existing fleet to Huey II standard.
Singapore
After evaluating four types, reinforced by the Pentagon offer to sell eight AH-64D Apache helicopters
to Singapore, without the Lockheed Martin Longbow radar but with AGM-114K Hellfire 2 laser-guided
missiles, the Republic of Singapore Air Force (RSAF) accepted the US deal in June 1999. The decision
had been delayed by the Asian economic crisis. An eventual purchase of 30 is anticipated. The selection
of the attack helicopter was followed in 2001 with a request for proposals for eight utility helicopters
plus options to replace the Republic of Singapore Air Force (RSAF) 16-strong Bell UH-1H Iroquois
fleet. The NH Industries NH90, Eurocopter AS 532SC Cougar and Sikorsky S-70B Seahawk have been
shortlisted.
The RSAF has signed an initial agreement for an additional six Boeing CH-47D Chinook medium-lift
helicopters, for delivery in 2000 and 2001, bringing the total fleet strength to 12. An option has also
been taken for another four, but the ultimate requirement is for at least 20 Chinooks. All will have an
improved `glass cockpit', which is also being considered for its existing fleet of Eurocopter AS 532UL
Cougars. Singapore is also interested in enhancing its ASW capability by introducing operations with
naval helicopters from its new frigates due to enter service from 2005. Up to 12 helicopters may be
acquired.
Taiwan
The continued tensions with mainland China in the Taiwan Strait have forced this small island nation to
boost its armed forces, although budget constraints are making this difficult. A plan for the procurement
of around 80 utility helicopters to replace 96 UH-1Hs has been scaled back to just 25 new units. Bell is
offering the UH-1Y being developed for the US Marine Corps, with competitors including the S-70C
Black Hawk, already in service with the army, Eurocopter Cougar, and the new Sikorsky S-92. The
contract will include licence-assembly of the selected type. The Republic of China Army Air Arm has
taken delivery of nine Bell AH-1W SuperCobra attack helicopters, equipped with Hellfire anti-armour
missiles, under the US Foreign Military Sales (FMS) programme. A US$486 million order has been
placed for up to nine Boeing CH-47SD Chinooks, to replace the three BV-234MLR Chinooks presently
in service, from 2002. The Naval Air Arm is acquiring 11 more Sikorsky S-70M(C)-1 Thunder Hawks
for ASW missions. The army has also taken delivery of 13 locally-assembled OH-58D helicopters.
Thailand
The purchase of 10 Kaman SH-2F Seasprite helicopters from the US Navy was postponed in late 1997,
because of the Asian financial crisis. If revived, the Royal Thai Navy will contract Kaman to upgrade
them to SH-2G Super Seasprite standard. Cutbacks in defence spending allocation may affect the Royal
Thai Army's plans for 36 new utility helicopters, required to equip four recently established air-mobility
units, each with nine helicopters. The choice lies between the Eurocopter EC 155, Kazan Mi-17-1V,
Bell 412 and Sikorsky S-70C Black Hawk. The last two are also contenders for the replacement of the
Royal Thai Air Force's fleet of 17 Sikorsky S-58T SAR machines. FMS funding has been approved for
two UH-60L Black Hawk helicopters.
Africa and the Middle East
Algeria
An accord signed between Algeria and South Africa with the intention of initiating full co-operation
between the two countries on defence issues, could lead to the acquisition of South African helicopters.
Algeria has tested the Rooivalk attack helicopter, and the Oryx transport helicopter, optimised for hot
and high operations, might also be offered as replacement for Algerian Air Force's Mil Mi-8/Mi-17
fleet.
Bahrain
The armed forces have been offered surplus US Army UH-1H helicopters to fulfil their support
helicopter needs. The requirement is thought to be between six and 10 units.
Egypt
Deliveries have been completed to the Egyptian Navy of 10 Kaman SH-2G(E) Super Seasprite naval
helicopters. Another 10 aircraft could be ordered after 2002. Upgrading the air force's existing fleet of
CH-47C models to D configuration is reportedly under consideration. There is also a requirement to
procure a completely new fleet of battlefield support helicopters, to replace the existing Mil Mi-8s. No
plans have been released. Egypt has signed a contract with the United States Department of Defense for
the remanufacture of 35 of its AH-64A Apache helicopters into the AH-64D configuration.
Iran
With large numbers of US equipment for all three services probably unserviceable because of a lack of
spares, Iran is understood to be seeking new attack and utility helicopters. Russia appears the most
likely source, and both the Kamov Ka-50/52 and Ka-60 are under consideration. It has taken delivery of
five Mi-17s for military transport duties. The Iranian Navy has also acquired four refurbished Mil
Mi-8AMT helicopters equipped with flotation gear, as replacement for its Agusta-Bell 205As.
New-build aircraft may also be purchased.
Israel
The Israeli Air Force will be buying 12 new AH-64D Apache Longbow helicopters from Boeing at a
cost of around US$400 million. The US has also approved the sale to Israel of a Longbow upgrade
package for 24 of the IAF's existing 39-strong AH-64A Apache fleet. Israel is only the third country,
after the UK and the Netherlands, that has been allowed to buy the Longbow system, which includes
millimetre-wave radar and associated Hellfire missile systems with radio-frequency seeker, electronic
warfare system and improved cockpit. A potential upgrade of the engine is also being considered. The
IAF is expected to replace its 35 Agusta-Bell AB 212 SAR/transport helicopters, with a similar quantity
of a new type. It has made a foreign military sales (FMS) request for 35 UH-60L Black Hawks.
Jordan
The Royal Jordanian Air Force is believed to have ordered four Sikorsky S-70A-11 Black Hawk
transport helicopters, to add to the five already on strength. It also wants to upgrade its AH-1S Cobras
with night vision capability and UH-1H Hueys with more powerful engines and improved avionics and
communication equipment.
Kuwait
The Kuwait government has presented the US Department of Defense (DoD) with an US$800 million
shopping list, which includes 16 Boeing AH-64D Apache Longbow attack helicopters. The acquisition
package includes 384 Hellfire anti-tank missiles and 19,918 Hydra 70 rockets. Another priority
requirement is for up to 40 light/intermediate support and transport helicopters, but neither the type nor
the timescale have been released.
Lebanon
The Lebanese Air Force is to get another 16 Bell UH-1H Iroquois utility helicopters, believed ordered
from the US under the Foreign Military Sales (FMS) programme.
Mali
The Taiwanese Government is understood to have donated two armed Eurocopter SA 365N helicopters
to the Mali Air Force.
Nigeria
The Nigerian Air Force has taken delivery of two Mil-35P attack helicopters to protect the country's oil
installations. The Nigerian Navy is also believed to have taken delivery of two AgustaWestland A 109
for surveillance operations.
Oman
The Royal Air Force of Oman has announced a requirement for a major procurement package, which
includes helicopters. The air force has selected the Westland Super Lynx 300 as its first dedicated
shipborne helicopter, signing an agreement for 16 on 19 January 2002. Omani police force also
understood to be interested in acquiring up to six Bell/Agusta AB 139B utility models. Also being
evaluated by the air force are the Eurocopter AS 532 Cougar, EH Industries EH 101 and Sikorsky
S-70C Black Hawk for the replacement of its ageing Agusta-Bell utility models.
Qatar
There is a written requirement for up to 10 support helicopters in the Sikorsky S-70 class, to coincide
with the development of a new airbase.
Saudi Arabia
The Royal Saudi Air Force (RSAF) has confirmed an order for the first 16 of an eventual total of 48
Agusta Bell AB.412EP intermediate helicopters to fulfil a utility transport/SAR requirement. Under the
terms of the agreement, production of the AB.412EP will be divided equally between Agusta and Bell.
The majority of the 48 helicopters are expected to be in the SAR configuration, with nose-mounted
radome, FLIR and searchlight. Three or four will be used in the VIP transport role. Deliveries began in
summer 2001. Deliveries are nearing completion of the 12 Eurocopter AS 532A2 Cougar Combat SAR
helicopters ordered in 1996.
As part of its modernisation programme, the Royal Saudi National Guard is considering establishing
an air wing, which would be equipped with a large fleet of 50 to 100 helicopters. These would be used
on border defence and internal security, requiring limited armed capability. The Royal Saudi Land
Forces are viewed as a potential export customer for the Boeing AH-64D Longbow Apache attack
helicopter and the EH Industries EH 101 tactical transport helicopter. There is also a Saudi plan to
acquire the EH 101 Merlin for shore-based anti-submarine warfare in the 2000 to 2005 timeframe. No
quantities have been announced.
Country
Algeria
African and Middle Eastern military helicopter fleets by country - 2001

Combat
Combat support
Services
33
79
20
Angola
Total
132
25
70
103
Benin
Botswana
Burkina Faso
Burundi
Cameroon
13
Central African
Republic
Chad
Comoro Republic
Congo
1
3
1
6
Congo, Democratic
Republic
14
Cte d'Ivoire
Djibouti
122
48
54
224
32
45
10
87
Egypt
Eritrea
Ethiopia
Gabon
11
Ghana
Guinea-Bissau
Guinea Republic
Kenya
30
19
49
Lesotho
48
47
18
113
Malagasy Republic
Malawi
Maldives
Mali
1
4
1
4
Malta
Mauritius
Morocco
20
5
20
5
5
100
10
5
140
Mozambique
10
Namibia
Nigeria
11
11
16
38
Rwanda
Senegal
Seychelles
Sierra Leone
2
1
2
3
South Africa
12
50
63
125
Sudan
10
18
28
Swaziland
Tanzania
Togo
Tunisia
30
30
Uganda
15
15
Zambia
18
27
Zimbabwe
32
34
Bahrain
24
27
51
Iran
66
100
143
309
Iraq
101
45
128
274
Libya
Israel
86
108
45
239
Jordan
21
53
74
Kuwait
16
28
Lebanon
40
51
Oman
32
35
Palestine
Qatar
18
21
Saudi Arabia
30
37
56
123
Syria
71
100
30
201
54
15
71
140
Yemen
15
54
77
834
940
1,172
2,946
Total
South Africa
South Africa's major US$5.2 billion defence acquisition package, announced in November 1998, has
been scaled back to ease fiscal pressures. The acquisition of four unarmed AgustaWestland Super Lynx
300 with FADEC-equipped LHTEC CTS800 engines has been deferred, while the planned buy of 40
Agusta A 109s to replace the air force's ageing Alouette IIIs, has been reduced to 30 units. Delivery of
the A 109s will take place at 10 aircraft per year from April 2002. A large number will be assembled
locally by Denel. The AH-2A Rooivalk acquisition programme is nearing completion.
The United Arab Emirates Air Force wants to upgrade its current fleet of Boeing AH-64A Apache
attack helicopters to the AH-64D configuration.
Zimbabwe
Negotiations are understood to be in progress for the acquisition of 10 Mil Mi-24 attack helicopters to
boost its forces fighting a rebel-backed movement in the Democratic Republic of Congo.
Latin America and the Caribbean
Argentina
Argentina's Naval Aviation Command is reportedly interested in 12 naval helicopters, to replace its
ageing Sikorsky S-61s and Sea King ASW helicopters, as well as the Aerospatiale Alouette III utility
helicopters. The Gendarmeria Nacional, part of the army, has ordered three Robinson R44s for drug
intervention.
Bolivia
The Bolivian Air Force is seeking funds for further upgrades of its UH-1 fleet to Huey II configuration.
Brazil
Brazil's Army Aviation is acquiring eight Eurocopter AS 532U2 Cougar Mk II helicopters for patrol and
surveillance duties. The aircraft will be assembled by local Eurocopter subsidiary Helibras, for delivery
starting in January 2002. A long-term requirement is known to exist for an unspecified number of new
training helicopters.
Chile
The Chilean Air Force has kicked off a planned major aircraft modernisation programme with the
acquisition of Sikorsky S-70A Black Hawk helicopters. More are expected to be ordered over the next
few years to add to the 12 Bell 412s already ordered to initiate the replacement of its UH-1 Huey fleet.
It may also add attack helicopters to its rotary fleet, and is reported to be interested in the Bell MH-1W
and Boeing AH-64 Apache.
A requirement has been issued for up to 16 tactical transport helicopters, with the Bell 412EP,
Eurocopter AS 532 Cougar, Mil Mi-17 and Sikorsky S-70A Black Hawk all in the frame. The Chilean
Army is also looking to acquire a new training helicopter to replace its Enstrom 280FX models.
Colombia
The US' initial reluctance in acceding to Colombia's wish to acquire the Bell MW-1 attack helicopter,
appears to have eased. The US has allocated funds for the US$1 million kits to upgrade 10 UH-1 Hueys
to Huey II configuration, which increases their capability of operating at high altitudes. In January 2002,
the Colombian Army received six Mi-17-IV helicopters under a US$36.1 million contract signed in
Bogota in August 2001.
Country
Argentina
Latin American and Caribbean military helicopter fleets by country - 2001

Combat
Combat support
Services
Total
12
33
101
146
15
19
34
Brazil
27
52
163
242
Chile
27
40
47
114
Colombia
69
132
201
Costa Rica
29
58
87
Dominican
Republic
Ecuador
31
24
57
El Salvador
39
43
Guatemala
11
17
33
Honduras
11
20
Jamaica
Mexico
20
44
114
178
Nicaragua
Panama
13
13
Paraguay
12
20
33
35
120
188
Bolivia
Cuba
Peru
Suriname
Trinidad and
Tobago
Uruguay
10
19
Venezuela
51
39
98
163
428
933
1,524
Total
El Salvador
The armed forces of this small Central American state are in desperate need of replacing old and largely
unserviceable equipment, but labour from a lack of financial support. One of the more urgent
requirements is for a twin-engined SAR helicopter, to replace the single-engined Bell UH-1s for a
planned re-organised naval force, primarily to combat the growing scourge of drug trafficking.
Mexico
The Mexican Government is exploring with the US Department of Defense the possibility of acquiring
up to 14 Kaman SH-2G Super Seasprite helicopters to strengthen its maritime surveillance and anti-drug
running capabilities.
Paraguay
The Paraguayan Air Force has received six Bell UH-1H utility helicopters as a gift from Taiwan.
Peru
The Peruvian Army is seeking funds for further upgrades of its UH-1 fleet to Huey II configuration and
has also requested eight Bell 412EP helicopters equipped for search and rescue and logistical support.
Venezuela
A requirement has existed for several years for a Black Hawk-type transport helicopter, but this now
appears to have been filled with the planned purchase of 18 Mil Mi-8/17 helicopters, formerly in service
with the Russian armed services.
Russian Federation and Associated States
Moldova
The Moldova Air Force is being re-shaped with the replacement of its MiG-29 fighter fleet by combat
helicopters. It is not known how many would be required, although the upper limit is 50 under the
current CFE ceiling. The Moldovan government has opened discussions with Romania and Russia for
the supply.
Russian Federation
The Russian armed forces have a desperate need to modernise their large helicopter fleets and improve
their poor combat readiness, but are severely hampered by a lack of funds, which continue to diminish.
As a result, what little money there is, is being spent on spares purchase for the Mi-8, Mi-24 and Mi-26
fleets, to keep as many helicopters flying as possible. The Ground Forces are evaluating small numbers
of the Kamov Ka-50/52 and Mil Mi-28N attack helicopters, but large orders have yet to materialise and
the Mi-24 will have to carry on for a few years yet. A three-phase modernisation for the Mi-24s is
planned, which would include a new fixed landing gear, lighter main rotor, new gearbox and
longer-range weapons in the first phase, upgrading of the airframe in the second, and the addition of
night-attack capability in the third phase. The Ground Forces also need a new training helicopter, for
which the new Kazan Ansat has been pencilled in.
Russian Federation and Associated States military helicopter fleets by country - 2001
Country
Combat
Combat support
Services
Total
Armenia
16
30
Azerbaijan
15
20
35
Belarus
76
125
22
223
Georgia
12
17
Kazakhstan
46
54
30
130
Kyrgyzstan
Moldova
868
1,065
520
2,453
12
17
10
18
265
321
232
818
45
65
28
138
1,340
1,678
869
3,887
Russian Federation
Tajikistan
Turkmenistan
Ukraine
Uzbekistan
Total
THE INDUSTRY VIEW

All respected industry soothsayers forecast growth for the military market over the next 10-years. The
terrorist attacks in the United States last September and subsequent US-led war on Afghanistan, as well
as continued threats of further terrorist action, have once again reinforced the role of the helicopter in
the modern battlefield, says Rolls-Royce. It accepts that "political reprioritisation" and possible funding
shortfalls make military forecasting traditionally difficult, but states that by analysing known
requirements, declared programmes, aircraft losses and fleet ageing, it is possible to provide a realistic
estimate. Rolls-Royce has joined forces with forecasting specialist the Teal Group, in what it believes is
the definitive and most accurate turbine helicopter market forecast, pooling respective analytical tools,
forecasting databases and industry surveys.
Rolls-Royce Annual Forecast of Worldwide Turbine Helicopter Demand 2002-2011
In its latest forecast, Rolls-Royce remains optimistic about longer-term growth, although predicts a
"short-term contraction" in the civil market, due to the impact of the economic recession, exacerbated
by a reduction in passenger traffic in the last quarter of 2001, and a fall in the price of oil. The delivery
total of 9,805 turbine-powered helicopters, both civil and military, over the next 10 years, is identical to
that forecast last time, but this is due - coincidentally, Rolls-Royce says, to the inclusion for the first
time of military tiltrotors. The underlying forecast, however, is 2 per cent lower than last year's total,
due to an increase in military deliveries being offset by a reduction in civil deliveries. On a unit basis,
the split between civil and military is now 50:50.
When separating the military market, the outlook is much more optimistic. Projected military helicopter
deliveries for the 2002-2011 period are 5,020 units, made up of 3,705 new-build aircraft and 1,315
major engine-related upgrades, which, according to Rolls-Royce, is indicative of the addition of military
tiltrotors and the onset of several major re-equipment programmes during the period. This total
represents an 8.5 per cent increase on the 4,630 units forecast last year, with an airframe value of $69.6
billion and associated market for turboshaft engines of $6.5 billion, compared with US$57.3 billion and
US$4.9 billion respectively suggested previously. Deliveries are expected to climb to 470 units by 2007,
with a levelling off thereafter. Approximately 45 per cent of deliveries will be multi-engine heavy
rotorcraft, primarily troop transports and maritime patrol helicopters, says Rolls-Royce, with 26 per cent
being intermediate twins, predominantly light attack helicopters and tactical transports.
Rolls-Royce highlights the changed security environment, and the need for "deployable reconnaissance
assets, deep-insertion self-deployment capabilities, armed multi-role ground support assets, and border
patrol" as the main drivers in the military market. Major fleet re-equipment programmes are also
coming to fruition, and a new interest in the vertical take-off and landing unmanned air vehicle
(VTUAV), are also adding to the growth figures. The market for major engine-related upgrades is
additionally expected to witness substantial growth over the period, tripling in volume, Rolls-Royce
adds.
Rolls-Royce and the Teal Group employ quantitative methodologies to model the civil helicopter
markets, enabling the development of detailed, market-driven forecasts derived from an analysis of fleet
activity, airframe retirements, known procurement programmes and requirements, operational usage,
and macroeconomic factors. This analytical research is reinforced by direct input polled from the
world's major airframe manufacturers, owners and operators.
For further information contact: Alex Youngs, Business Development Director, Rolls-Royce
Corporation, e-mail: alex.youngs@rolls-royce.com. Web: http://www.rolls-royce.com or Richard
Aboulafia, Director Aviation Studies, Teal Group Corporation, e-mail: raboulafia@tealgroup.com.
Web: http://www.tealgroup.com
UPDATED
World's top military helicopter operating nations 2001
(2002)
Military helicopter fleet distribution 2001 (by mission)

(2002)
Military helicopter fleet distribution 2001 (by manufacturer)

(2002)
Military helicopter fleet distribution 2001 (by geographic region)

(2002)
Military turbine helicopter regional demand 2002-2011

(2002)
Military turbine helicopter airframe segment delivery forecast 2002-2011

(2002)
Military turbine helicopter market segment delivery forecast 2002-2011

(2002)
Turbine helicopter delivery forecast 2002-2011

(2002)
Gnter Endres MRAeS
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MARKET INTELLIGENCE
WORLD CIVIL HELICOPTER MARKET

After the disappointment of 1999, a little more optimism is creeping back into the market following the highest number of
helicopter deliveries (turbine- and piston-powered) for a decade. While it is somewhat premature to talk of a renaissance, and
indeed industry gurus continue to predict a flat market over the next 10 years, it would be fair to suggest that the civil market
has started to pull itself out of its downward spiral. Healthy order books for new models, together with improved profitability
of operators, and a strong economic performance in Europe have ensured that the industry is entering a period of stable
growth. The slowing down of the US economy is causing concern, and if it slides into a recession, this would have a serious
effect on the market, with the ramifications felt throughout all segments of the business. The United States accounts for more
than 40 per cent of all helicopters operated.
In addition to the vagaries of world economies, as witnessed by the Asian financial crisis and the recent collapse of the
Brazilian real, little progress has been made in the past year on operational issues that continue to concentrate the mind and
could inhibit future growth. According to the Helicopter Association International (HAI) and the American Helicopter
Society (AHS), these include a decline in private and public heliports, increasing airspace restrictions and access, and
growing public opposition to helicopter noise, which prevents the establishment of city-centre operations. Access to the
Grand Canyon remains a bone of contention in the US - operators have filed a suit against the National Park Service, the
Secretary of the Interior and others - as is the stringency of JAR-Ops requirements in Europe.
There is also the question of perceived safety, although statistics show that there has been a levelling out in recent years.
National Transportation Safety Board (NTSB) statistics for 2000 indicate a fatal accident rate of 1.42 per 100,000 flying
hours, just fractionally up on the year before, but still comparable to other industries. Another element has now entered
calculations, and one the helicopter fraternity will have to confront in the next few years. HAI fears that the retirement of a
large number of pilots and mechanics within the next decade could lead to a serious shortage. Civil training institutions are
not keeping pace, and fewer than before are becoming available from the military. But acceptance by the public and
legislators, which tend to focus on the requirements of fixed-wing aircraft rather than helicopters, remain the biggest hurdles
to overcome.
The outlook over the next 10 years from various sectors, particularly from engine manufacturers and other industry
observers, while generally positive, remains mixed. Growth in overall deliveries of new helicopters is unlikely to exceed
around 2.5 per cent per annum a slight improvement on the previous year's forecasts - and the numbers will not yet reach the
high of the late 1980s. Provided there are no major political or economic upheavals, a contraction of the market as witnessed
in the early 1990s will, however, not take place. Even with opinions divided on the extent of future growth and mixed market
messages, there is universal agreement among manufacturers and industry experts that any resurgence will be muted.
Resolving some of the perennial issues outlined above, together with retirements of large numbers of older aircraft towards
the end of the decade could change all that.
Little change in usage
The helicopter's amazing versatility has propelled it to an unchallenged position in a wide variety of tasks. The availability of
new models with increased performance, efficiency and comfort has provided a surge of interest in some market sectors,
while the advent of the tiltrotor will further expand the envelope of rotary applications, but will also impinge on some
traditional helicopters markets and sales. With more technological advances, the scope of the helicopter in the aerial work
segment and commercial transport will be widened, although where it is most needed, in the underdeveloped world, its use
continues to be constraint by financial and political considerations. In general terms the global picture over the next five years
is one of stability accompanied by modest growth in some areas.
The healthy economies of Europe, the United States and some countries in other regions have started to revive the
corporate travel sector, although this could again be affected negatively by the falling US economy. Many owners have
upgraded to newer equipment, and the introduction of fractional ownership programmes could further re-stimulate a market
that had been in the doldrums. The impact will, however, be less marked than in the business jet sector. Airport congestion
and delays are also making on-demand corporate travel an attractive alternative, although this pre-supposes that the trend of
declining public heliports will be reversed.
Low oil prices have considerably depressed the offshore support business, with exploration and drilling activity much
reduced. However, the hike in prices towards the end of last year initiated a small recovery led by the United States, with a
somewhat slower upward trend noted in the North Sea. In the longer term, exploration will have to be stepped up to meet
increasing demand for fossil fuel from the world's population. Demand for helicopters to support the construction and mineral
exploration industries, especially in difficult terrain, remains strong. On the negative side, the public services
law-enforcement sector is faced with increasing constraints in the US, which has forced agencies to turn to used equipment to
meet requirements. However, elsewhere in the world, with the exception of Europe, this still appears to be a growth market,
especially in Africa, the Middle East and Asia. Heli-logging also continues to go through a difficult period, as do training
activities. Operators of sightseeing services in the United States continue to battle against attempts to prevent flights over
national parks, but elsewhere, the picture is somewhat brighter.
Costs are being more closely scrutinised in the Emergency Medical Services ( EMS) branch in the US, but the closing of
hospitals in outlying rural areas should provide sufficient interest to maintain what has been for manufacturers one of the few
growth areas of recent years. However, the development of a standardised national fee schedule, which takes no account of
regional variations in costs, will put extra pressure on operators if it is implemented. Europe, which has so far lagged behind
the United States, is expected to lead the demand for future EMS helicopter purchases. Smaller levels of activity will continue
in the Electronic NewsGathering (ENG) and television/filming sector. The external-lift market will continue to be dominated
by military surplus helicopters, with even ex-US Army attack helicopters being modified for heli-logging and fire-fighting
duties.
Further consolidation unlikely
The centre of gravity of the manufacturing industry continues to lie with the North America and Europe, the two biggest
markets for helicopters, retaining a combined 70 per cent global share of new deliveries. The formation of Eurocopter in 1992
created a company with the product line and size to rival Bell, which has now fallen behind the European consortium. GKN
Westland of the UK and Italy's Agusta, which had already been co-operating on the EH 101, have now signed their marriage
under the name of AgustaWestland. Agusta also remains firmly in bed with Bell, having initiated the joint development of a
new AB139 medium helicopter, as well as the first civil tiltrotor. How this mnage trois will pan out in the future has yet to
become clear. Poland's PZL-Swidnik is still seeking a partner to extend its market access, but no progress has been reported.
Consolidation of manufacturing facilities in the Russian Federation is being talked about, but no firm action has taken place.
Bell, Boeing and the third major US manufacturer, Sikorsky Aircraft, continue competing side-by-side, but also co-operate
on joint helicopter programmes, which would imply that the consolidation in North America in the turbine-powered market
has gone as far as it is likely to within the foreseeable future. A small doubt remains over Boeing, with some industry experts
suggesting that it may leave the helicopter field once the Apache and Chinook lines have been exhausted. There have also
been rumours that Bell might leave the civil market, but persisting problems with the V-22 Osprey suggest that a move into
purely military helicopters would not be prudent at this time. Export orders for the SuperCobra, in addition to Turkey, would
also be a prerequisite for a change in strategy. After a difficult early period, MD Helicopters is beginning to make an impact
in the in the marketplace, with renewed interest in the Explorer.
Manufacturers elsewhere in the world - Indonesian Aerospace (formerly IPTN), Korean Air, Helibras in Brazil, Romania's
IAR and Fuji of Japan - will remain principally licence-producers, subcontractors and risk-sharing partners. India's Hindustan
Aeronautics (HAL), and Kawasaki and Mitsubishi of Japan have graduated to prime contractor status, but all three are
suffering from a difficult gestation of their indigenous models. Little progress has been made in discussions with Chinese
companies by Bell and Boeing for local production of some models, while plans by Enstrom for the manufacture of its
piston-engined helicopters in Wuhan are still hampered by Chinese bureaucracy.
The piston-engined market continues to be dominated by Robinson Helicopter Company with its R22 and R44 utility
models, which account for more than three-quarters of world sales. Schweizer Aircraft is sustaining its resurgence through a
steady improvement of existing piston-engine and light turbine models, but the future of Enstrom, which has annual sales of
less than 10 helicopters, continues to defy logic and is heavily dependent on the success of its China venture. Re-born Hiller
has sold only six units in the last six years, and its attempt to revive old products, albeit updated, has almost come to a full
stop. However, the new Brantly is more optimistic, having sold six of its B-2B model in 2000.
Manufacturers/programmes to watch
Agusta - The Italian manufacturer, now part of AgustaWestland, has strengthened its market position. The improved
large-cabin A 109E Power has revived the flagging A 109 product line, now backed up by the single-engined A 119 Koala
derivative. Much is expected from the new AB 139 medium helicopter, which flew in February 2001, and the AB 609 civil
tiltrotor, which has so far logged more than 80 certificates of interest and will make its first flight before the end of 2001.
Both are produced under the Bell/Agusta Aerospace joint venture.
Bell - The US manufacturer delivered considerably fewer civil helicopters in 2000 than in each of the last four years. The
Model 407 is its biggest seller, and similar success is expected for the 427, developed in co-operation with Samsung of
Korea, which should stimulate sales in the Far East. The 412 continues to sell, but a successor is on the drawing board and
could be developed jointly with Agusta, alongside the small BA 609 civil tiltrotor and the AB 139. Sales of the 430
intermediate twin are again falling back.
Eurocopter - The European manufacturer has cemented its position as the number 1 helicopter producer in the world,
claiming orders for 531 helicopters in 2000, worth almost Euro5,000m, 21 per cent of this amount was for civil and
paramilitary models. Consolidated revenues reached Euro2,045m, up 17 per cent over 1999. Total civil deliveries in the year
numbered 255 units, of which the single-engined AS 350B Ecureuil accounted for 105 and the EC 120B for 91. The EC 135
twin also continues to sell well, and deliveries of the EC 155B are accelerating. Eurocopter has introduced a wider cabin EC
130 (AS 350B4) and is also now marketing the EC 145, a new version of the BK 117.
Kazan - The Ansat light helicopter has not yet entered service, and its Aktai single-engine model is still under development.
There is a potentially huge market in the RFAS for both models, but it requires a big improvement in the economic situation.
Mitsubishi - Little has emerged since the crash of its twin-engined MH2000.
PZL-Swidnik - Certification of the new SW-4 single-turbine light helicopter was imminent in the summer of 2001, but the
company will need to link up with a major western manufacturer if it is to survive in the market.
Sikorsky - Sales of the new S-92 Helibus medium-twin, which will enter service early in 2002 are slow, adding to the
manufacturer's worries, with only seven of its S-76C+ twin delivered in 2000.
10-CIVIL HELICOPTER DELIVERIES 1991-2000
Manufacturer
Model
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
Agusta
A 109
28
13
10
25
16
17
26
34
182
Bell
206B
61
56
34
100
61
47
42
50
28
14
493
Bell
206L
110
81
56
43
46
35
17
12
12
27
439
Bell
206LT
10
11
Bell
212
18
17
12
13
75
Bell
230
10
14
37
Bell
407
87
140
96
92
62
477
Bell
412
17
16
24
24
18
25
38
34
29
24
249
Bell
430
13
10
12
19
11
65
206
163
129
208
144
221
252
205
180
138
1,846
Total
Bell/Samsung
427
Brantly
B-2B
11
EH Industries
EH101
Enstrom
F28
13
38
Enstrom
280
25
Enstrom
480
11
46
16
16
11
12
12
14
109
Total
Eurocopter
AS 332
17
63
Eurocopter
AS 350
109
111
68
59
60
62
99
102
96
105
871
Eurocopter
AS 355
25
15
18
24
13
11
31
19
19
11
186
Eurocopter
AS 365
35
11
13
14
11
13
16
13
15
147
Eurocopter
BO 105
33
13
11
16
11
22
120
Eurocopter
EC 135
28
34
37
27
131
Eurocopter
EC 155
205
158
113
120
97
118
185
178
187
164
1,525
52
91
143
Total
Eurocopter/CATIC/STAe
EC 120
Eurocopter/Kawasaki
BK 117
13
66
Hiller
UH-12
Kaman
K-MAX
27
MD Helicopters
MD
500E
41
23
12
11
123
MD Helicopters
MD
520N
17
21
10
78
MD Helicopters
MD
530F
11
22
57
MD Helicopters
MD
600N
15
21
50
MD Helicopters
Explorer
12
15
11
14
60
49
51
26
37
39
29
27
36
33
41
368
10
12
22
Total
PZL-Swidnik
Mi-2
PZL-Swidnik
Kania
10
PZL-Swidnik
Sokol
21
10
12
12
53
Total
Robinson
R22
402
222
135
89
83
86
132
117
128
126
1520
Robinson
R44
31
106
96
78
114
134
150
264
973
402
222
166
195
179
164
246
251
278
390
2493
78
39
41
35
24
20
15
17
23
13
305
Total
Schweizer
300C
Schweizer
300CB
20
31
19
21
11
17
119
Schweizer
330
32
Total
Sikorsky
Total (all models)
S-76
78
39
45
40
47
56
39
41
35
36
456
19
12
10
13
16
20
18
14
136
1,025
685
517
651
577
662
800
761
823
927
7,428
Regional analysis
The major markets for civil helicopters remain in the United States and Europe, with Asia and Latin America presenting the
best opportunities for the next 10 years. Qualifying and forecasting the geographical distribution on new helicopter sales is,
however, a precarious business, being so closely influenced by political, economic and regulatory factors, which can change
without warning. The Asian financial crisis and the recent collapse of the Brazilian real are cases in point, and the slowdown
of the US economy in 2001 could further impact sales. All regional predictions and comments, therefore, assume that no
major upheavals will occur.
North America
The United States and Canada are now considered a mature market, with future sales forecasts almost entirely geared to
meeting the demand for replacement machines. The general shift away from the home market to international sales will
ensure that the overall fleet remains more or less at the present level, with a slight change in composition to more
turbine-powered machines and fewer piston-engine helicopters.
Factors which could affect sales in the next few years include proposed restrictions (or total elimination) of helicopter
access to airspace above national parks, which would be a blow to the many tour operators, and the challenge from pressure
groups, which want to limit rotary flights over cities. Positive influences are a strengthening of the corporate and utility
sectors, although this could be short-lived if the economy worsens further, and a slight improvement in the energy support
sector.
Country
Canada
United States
Total
North American civil helicopter fleets by country - 2001

Piston-engined
Single-turbine
Multiturbine
Total
334
1,115
193
1,642
4,705
5,039
5,188
6,303
1,419
1,612
11,312
12,954
Europe
As a largely mature market, with growth foreseen mostly in the EMS sector and once again in the offshore business, balanced
against a likely drop in single-turbine and piston-engine helicopters, the total fleet will increase only marginally over the next
five years. Sales will be mainly for replacement of older aircraft by new models. However, this assessment could turn out to
be conservative, if the economies of Eastern Europe maintain their resurgence. All countries from the Baltic down to the
Balkans require new helicopters, but in the near term, sales will be modest. Any optimism must be tempered by the fact that
there is still a shortage of heliports in many countries, which, together with suffocating legislation and financial burdens such
as luxury taxes, could slow development. Due to the geographical diversity of the continent and large offshore oil support
sector, sales of turbine helicopters will continue to dominate. The new JAR Ops 3 requirements, however, restrict the use of
single-engine helicopters, which should lead to increased twin-engine sales.
European civil helicopter fleets by country - 2001
Country
Piston-engined
Single-turbine
Multiturbine
Total
Albania
Andorra
Austria
18
53
23
94
Belgium
58
24
88
12
12
26
44
70
Bosnia-Herzegovina
Bulgaria
Croatia
Cyprus
19
21
20
32
15
16
22
53
Estonia
Finland
35
20
16
71
France**
314
388
89
791
Germany
203
232
245
680
Greece
28
17
54
Hungary
53
11
19
83
Iceland
Ireland
16
21
13
50
165
198
127
490
17
18
16
14
30
Luxembourg
10
Monaco
11
20
Netherlands
27
11
22
60
Norway
21
47
46
114
Poland
154
161
Portugal
22
25
56
Romania
21
36
49
56
Slovenia
11
18
Spain
70
125
69
264
Sweden
62
84
16
162
Switzerland***
53
150
40
243
14
39
55
452
251
242
945
19
26
1,732
1,737
1,423
4,892
Czech Republic
Denmark*
Italy
Latvia
Lithuania
Slovak Republic
Turkey
United Kingdom
Yugoslavia
Total
* including Greenland
** including French Overseas Territories
*** including Liechtenstein
Asia Pacific
The economic downturn in the region has had a marked impact on helicopter activities. However, with economies in the
principal countries now recovering rapidly, the Asia Pacific region remains the foremost growth area. The fourth largest
helicopter-owning nation Japan has the largest number of helicopters, but now well below the 1,000 mark, mainly as a result
of its recent economic woes. While helicopter operations are well established in agriculture, forestry, construction/logging,
powerline patrol and Electronic NewsGathering (ENG), there is a need to develop Search and Rescue (SAR), law
enforcement, firefighting and Emergency Medical Services (EMS) activities, which provide the best opportunities for future
growth. However, the establishment of many more heliports and landing sites is a pre-requisite to stimulating demand.
China's powerful economic performance has generated demand for air travel. Greater use of helicopters is already being
made in the onshore and offshore oil and gas industries and many aerial work activities. But the real explosion will only
happen once China permits the use of helicopters for private use. Although any change is likely to be slow, the pent-up
demand generated by growing wealth and foreign investment will exert a considerable influence on the authorities to relax
the rules. With less than one helicopter per one million population - the United States, for example, has 40 helicopters per
million and the United Kingdom 15 - the potential for new helicopter sales is enormous. Other countries, such as South
Korea, India and Indonesia, will largely meet demand from their own production. The fear of possible infringements on
national security and criminal activities such as drug smuggling and gun running, remain a barrier to the development of
helicopter operations in many countries in the region.
Both Australia and New Zealand, which boast the largest helicopter populations after Japan, are mature markets, with a
steady requirement for new helicopters to replace older machines.
Country
Australia
Asia/Pacific and Australasian civil helicopter fleets

by country - 2001
Piston-engined
Single-turbine
Multiturbine
Total
542
265
83
890
Brunei
10
Cambodia
China
17
81
101
Fiji
43
68
53
164
57
101
159
193
424
332
949
11
34
35
80
Malaysia
33
40
79
Maldives
Mongolia
Myanmar
Nepal
13
22
181
195
30
406
Pakistan
Papua New Guinea
58
15
71
11
60
44
115
Singapore
11
Solomon Islands
Sri Lanka
Taiwan
17
20
39
Thailand
13
31
Vanuatu
Vietnam
14
14
Western Samoa
1,018
1,256
900
3,174
India
Indonesia
Japan
Korea, South
Laos
New Zealand
Philippines
Total
Africa and the Middle East

In spite of its size, the African continent accounts for only 3.4 per cent of the world's civil helicopter fleet. Most of the
helicopters registered are aged models in urgent need of replacement. Yet, the general poverty of black Africa, exacerbated
by natural disasters, smouldering political tensions and frequent outbreaks of civil wars, provides little encouragement to
helicopter manufacturers, nor will it make a significant impact on the world market in the foreseeable future. Restrictive
legislation in many of the 50 or so countries, including those in the more prosperous North African Arab world, prohibiting
personal and corporate use, provides another barrier to expansion. The exception is, of course, South Africa, which alone
operates more than half of the helicopters flown on the continent. However, growth will remain modest, with the focus
largely on the replacement of ageing machines.
There are still no tangible signs that governments in the Middle East will permit private company operation of helicopters,
which is essential if the market is to grow. At present, helicopters are used almost exclusively on supporting the nationalised
oil and gas industries, and by government agencies for police, patrol and search and rescue missions.
Country
Africa and Middle East fleets by country - 2000

Piston-engined
Single-turbine
Multiturbine
Total
Algeria
16
16
Angola
Botswana
Burkina Faso
Burundi
Cameroon
Comoro Republic
Congo
Congo, Democratic
Egypt
15
23
Gabon
Ghana
Guinea-Bissau
Ivory Coast
Kenya
10
13
Lesotho
Liberia
Libya
10
15
Malagasy Republic
Malawi
Mauritius
Mozambique
15
23
Namibia
13
Nigeria
22
39
68
Rwanda
Sao Tom e Principe
Senegal
Seychelles
253
173
47
473
South Africa
Sudan
Swaziland
Tanzania
Tunisia
Uganda
Zambia
Zimbabwe
Iran
24
14
38
Iraq
24
28
Israel
16
10
31
Oman
11
14
Palestine
Qatar
16
17
Saudi Arabia
12
16
10
34
44
Yemen
326
358
247
931
Total
Latin America and the Caribbean

Latin America is beginning to reap the rewards of political and economic reforms, which have encouraged growth in the
helicopter market. The driving forces behind the reported upswing are a growing corporate segment, as a result of a swelling
tide of privatisation programmes, and oil-related work, especially seismic exploration. Other emerging markets are EMS and
law enforcement. A further incentive has been provided by the establishment and maturing of multinational trade agreements,
such as the Latin American and North American Free Trade Agreements and the Mercosur alliance in southern South
America, which has resulted in the lowering of trade barriers and import tariffs. However, amid all the positive signs, it is
prudent to remain cautious, as the pace of economic and democratic renewal hides an inherent fragility, as witnessed by the
plunge of the Mexican peso in 1994 and the Brazilian real in early 1999.
The continent's tough operating environment - vast tracts of largely inaccessible terrain - make it the ideal environment for
the helicopter. The single engine turbine helicopter forms the largest element of the fleets and is expected to maintain its
position. Inroads are being made by light twins and an influx of cheap Russian medium- to heavy-lift helicopters. The five
largest helicopter owning nations in South America - Argentina, Brazil, Colombia, Mexico and Venezuela - also account for
85 per cent of the gross domestic product of the region and will, therefore, continue to provide the biggest market for new
helicopters. The Mexican market is growing largely in the oil exploration and corporate sectors, and through surplus
ex-military machines from the US. Elsewhere in Central America and the Caribbean, opportunities remain limited amid a
stable, if unremarkable market.
Country
Argentina
Latin American and Caribbean civil helicopter fleets by

country - 2001
PistonSingleMultiturbine
engined
turbine
Total
139
64
36
239
Aruba
Bahamas
Barbados
Bolivia
Brazil
102
275
77
454
Chile
19
58
18
95
Colombia
32
102
52
186
Costa Rica
11
16
Cuba
12
12
Dominican Republic
16
Ecuador
12
21
El Salvador
Guatemala
42
49
Honduras
56
191
130
377
Nicaragua
Panama
15
26
Paraguay
Peru
16
23
Suriname
Trinidad and Tobago
12
Uruguay
32
112
24
168
437
911
385
1,733
Mexico
Venezuela
Total
Russian Federation and Associated States (RFAS)

The impressive range of commercial helicopters, including the world's largest machines, produced by the former Soviet
industry, is now being matched by a wide array of upgrades and new designs. With little influx of sales revenue and empty
government coffers, continuing funding problems are delaying the production of new models, and put a question mark over
the industry's ability to survive. There is increasing pressure to consolidate manufacturing facilities, currently spread across
several factories, and to seek partnerships with the west, not only to increase efficiency, but also to gain financial input and
technical know-how to produce the right products for the market. On the assumption that Russia will achieve political
stability and economic success under the new leadership, demand for new helicopters should rise sharply, both to serve new
operators, and to replace some 2,000 helicopters, which, through age and lack of maintenance, will be, or have already been
forced into retirement. Contrary to the past when large medium/heavy twin-turbine helicopters built for the military
predominated, more cost-effective light singles and twins aimed specifically at the civil market, will come into their own and
capture the largest share of the market.
Russian Federation and Associated States civil helicopter fleets by
country - 2001
Country
Azerbaijan
Pistonengined
Singleturbine
Multiturbine
Total
49
49
Belarus
21
18
39
Georgia
27
27
Kazakhstan
36
36
Kyrgyzstan
11
11
52
34
86
Moldova
Russian Federation
141
2,654
2,797
Tajikistan
15
15
Turkmenistan
47
47
36
155
191
31
31
250
3,077
3,329
Ukraine
Uzbekistan
Total
THE INDUSTRY'S VIEW

All respected industry soothsayers continue forecasting 'sluggish' growth for the civil market over the next 10-years, with the
terrorist attacks in the United States last September depressing business for at least the year 2002. The US Aerospace
Industries Association (AIA) estimates a fall of 20% in unit deliveries in the US, although the downturn will not be as marked
elsewhere in the world. The flat market prospects have induced Honeywell and the Transportation Research Board (TRB) not
to issue new forecasts this year. Rolls-Royce has joined forces with forecasting specialist the Teal Group, in what it believes
is the definitive and most accurate turbine helicopter market forecast market, pooling respective analytical tools, forecasting
databases and industry surveys.
Rolls-Royce Annual Forecast of Worldwide Turbine Helicopter Demand 2002-2011
In its latest forecast, Rolls-Royce remains optimistic about longer-term growth, although predicting a "short-term
contraction", due to the impact of the economic recession, which will be felt this year, exacerbated by a reduction in
passenger traffic in the last quarter of 2001, and a fall in the price of oil. The delivery total of 9,805 turbine-powered
helicopters, both civil and military, over the next 10 years, is identical to that forecast last time, but this is due coincidentally, Rolls-Royce says, to the inclusion for the first time of military tiltrotors. The underlying forecast, however, is
2 per cent lower than last year's total, due to an increase in military deliveries being offset by a reduction in civil deliveries.
On a unit basis, the split between civil and military is now 50:50.
The outlook for the civil market alone is even less encouraging, although Rolls-Royce projects a stable market. A total of
4,785 units over the next 10 years is down by 7.5 per cent over the 5,175 helicopters forecast last year, with an airframe value
of $14.0 billion and associated market for turboshaft engines of $1.9 billion. This compares with US$15.3 billion and US$2.0
billion respectively suggested in its previous outlook. Deliveries are expected to recover over the period from a low 445 units
to a peak of 510 at the end. Rolls-Royce says that affordable single-engine helicopters will continue to lead the market with
55 per cent, due to strong corporate and law enforcement sectors, followed by light twins (26 per cent), stimulated by
regulations and new products. The low oil price and a reduction in US Government offshore exploration funding is
temporarily slowing the growth of the offshore support market, but the long-term future remains bright given the underlying
pressure on commodity prices. Other positive influences on the market are said to be new technologies, especially the focus
on quieter helicopters and lower costs, a slowly increasing interest in scheduled services, and the advent of fractional
helicopter ownership programmes.
Rolls-Royce and the Teal Group employ quantitative methodologies to model the civil helicopter markets, enabling the
development of detailed, market-driven forecasts derived from an analysis of fleet activity, airframe retirements, known
procurement programmes and requirements, operational usage, and macroeconomic factors. This analytical research is
reinforced by direct input polled from the world's major airframe manufacturers, owners and operators.
For further information contact: Alex Youngs, Business Development Director, Rolls-Royce Corporation, e-mail:
alex.youngs@rolls-royce.com. Web: http://www.rolls-royce.com or Richard Aboulafia, Director Aviation Studies, Teal
Group Corporation, e-mail: raboulafia@tealgroup.com. Web: http://www.tealgroup.com
UPDATED
World civil helicopter fleet distribution by manufacturers - 2001
(2002)
Turbine-engined helicopters - manufacturers' 10-year actual market share 1991-2000

(2002)
Piston-engined helicopters - manufacturers' 10-year market share 1991-2000

(2002)
New turbine-engined helicopters(units) - manufacturers' actual market share 2000

(2002)
New piston-engined helicopters (units) - manufacturers' actual market share 2000

(2002)
Turbine helicopter delivery forecast by region 2002-2011

(2002)
World's top civil helicopter operating nations - 2001

(2002)
Turbine helicopter delivery forecast 2002-2011

(2002)
Civil turbine helicopter market segment delivery forecast 2002-2011

(2002)
Civil turbine helicopter regional demand 2002-2011

(2002)
Gnter Endres MRAeS
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MARKET INTELLIGENCE
THE INDUSTRY VIEW

Only Rolls-Royce and the Teal Group are taking the military market into their forecasts for
turbine-powered helicopters. The latter is a little more optimistic about military prospects,
particularly in the transport segment, while Rolls-Royce has reduced its forecast, based on a
proliferation of upgrade programmes.
Rolls-Royce 1998 Ten-year Forecast for Turbine-powered Helicopters.
During the 1999-2008 timeframe, Rolls-Royce projects total turbine helicopter deliveries of 8,945,
including 3,535, or 39.5 per cent for specific military roles. Predominantly civil-certificated light
helicopters operated as military utility transports have been excluded from military totals. The projected
deliveries indicate a decrease of 119 units in comparison to the 1998 forecast. Among the factors given
for shaping this prognosis are the existence of upgrade programmes, which are providing
``cost-effective and/or budget compliant alternatives, postponing the need for new aircraft,'' service life
extension programmes (SLEP), and the postponement or cancellation of several acquisition
programmes.
Nearly one-half of the military total will be multi-engined heavy rotorcraft, the report states, followed
by attack helicopters (27 per cent) and medium twins (11 per cent). Shipments are expected to climb
sharply from a low of under 250 units per year in 1999 and 2000, to an annual peak of 440 units in
2002. The initial three years of the current forecast indicate a reduced volume of attack and medium
twin helicopters, primarily due to development problems, deferred decisions or protracted competitions.
Teal Group World Rotorcraft Overview

The Teal Group forecasts production of a total of 8,818 helicopters worth US$67 billion (in 1999
dollars) between 1999 and 2008, of which 4,021 units, or 45.6 per cent, will be military machines, worth
some US$54.3 billion. The military market, says Richard Aboulafia, will see some growth in all
segments, especially transport/utility, as the market recovers from its ``lowest point in decades.'' Much
of this growth will come from remanufacturing programmes, which will rise from about 6.4 per cent of
the total military helicopter market in 1999 to 10.5 per cent in 2008.
World rotorcraft overview - production in units 1999-2008
Units produced
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Total
Agusta A 109
48
Agusta/Bell AB 139
Bell 206/407/427
2
10 18 12 12 14 12 86
183 183 152 139 141 157 177 212 201 189 1,734
Bell 230/430
Bell 406/OH-58D
16
20
18
9
17
10
18
12
12
12
19
4
18
-
16
-
14
-
14
-
162
67
Bell AH-1
16
13
12
12
14
15
15
10
121
Boeing AH-64D
10
15
15
16
14
12
15
20
22
16
155
Boeing AH-64D (reman)
36
48
60
64
64
72
72
66
30
512
Bell UH-1/212/412
Bell/Agusta 609
Bell/Boeing V-22
64
3
57
-
52
12
41
28
36
24
34
20
28
20
28
24
32
24
29
22
401
177
12
18
21
30
30
30
30
191
Boeing CH-47
17
13
12
14
12
11
108
Boeing CH-47D/ICH (rem) 3

Boeing/Sikorsky RAH-66 -
11
30
30
30
30
30
175
14
Denel CSH-2 Rooivalk

EHI EH 101
30
25
28
27
10
11
10
10
146
Eurocopter AS332/532**
Eurocopter AS350/355
Eurocopter AS365/565*
Eurocopter BO105/EC135
Eurocopter EC 120
33
102
27
53
33
78
30
54
32
61
32
44
26
45
29
40
19
40
22
42
17
39
27
40
16
32
25
35
9
20
26
36
4
14
21
42
2
14
22
34
191
445
261
420
56
50
40
50
56
70
74
72
80
80
628
Eurocopter Tiger
Eurocopter/Kaw.BK 117
HAL ALH
15
17
2
15
4
15
23
13
20
11
22
9
22
9
24
9
26
9
143
122
12
12
12
12
16
16
16
16
12
132
Kaman K-MAX
63
Kaman SH-2 (reman)

Kawasaki OH-1
49
10
10
10
10
72
MD Explorer
16
12
18
10
14
12
10
12
122
42
37
34
42
32
36
36
34
30
371
MD 500/600
Mitsubishi H-60
42
15
41
16
38
18
27
16
28
12
25
7
25
6
25
6
22
6
18
6
291
108
NH-90
Sikorsky S-76
32
38
42
48
48
48
260
16
21
17
15
18
24
18
17
16
19
181
Sikorsky S-92**
12
22
20
18
22
21
118
Sikorsky CH-53
Sikorsky SH-60
4
Sikorsky SH-60R (reman) -
11
47
15
20
22
22
22
113
Sikorsky UH-60
78
58
54
52
54
52
49
41
36
30
504
Westland Lynx
10
10
44
Westland WAH-64
Total units
12 18 18 11 59
929 916 846 796 861 917 927 942 885 799 8,818
Total military
Total civil
367 384 376 357 423 453 460 455 409 345 4,029
562 532 470 439 438 464 467 487 476 454 4,789
Source: Teal Group Corporation

* civil/military split assumed 50/50
** civil/military split assumed 72/28
World rotorcraft overview - production in dollar value 1999-2008
Dollar Value (99$bn)
Agusta A 109
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Total
Agusta/Bell AB 139
Bell 206/407/427
0.02 0.08 0.14 0.09 0.09 0.11 0.09 0.65

0.25 0.25 0.21 0.19 0.19 0.21 0.24 0.29 0.27 0.26 2.34
Bell 230/430
Bell 406/OH-58D
Bell AH-1
Bell UH-1/212/412
Bell/Agusta 609
Bell/Boeing V-22
0.07
0.14
0.08
0.29
0.03
Boeing AH-64D
0.22 0.33 0.33 0.35 0.31 0.26 0.33 0.44 0.48 0.35 3.41
Boeing AH-64D (reman)
0.32 0.43 0.54 0.58 0.58 0.65 0.65 0.59 0.27 -
Boeing CH-47
0.31 0.24 0.22 0.17 0.15 0.09 0.13 0.26 0.22 0.20 2.00
0.18 0.13 0.11 0.11 0.13 0.10 0.11 0.11 0.11 0.09 1.18
0.07
0.06
0.18
0.26
-
0.07
0.07
0.08
0.23
0.11
0.07
0.08
0.14
0.18
0.26
0.05
0.08
0.13
0.16
0.22
0.08
0.03
0.13
0.15
0.19
0.07
0.15
0.13
0.19
0.07
0.17
0.13
0.22
0.06
0.17
0.14
0.22
0.06
0.11
0.13
0.20
0.66
0.47
1.33
1.80
1.65
0.14 0.27 0.27 0.41 0.61 0.71 1.02 1.02 1.02 1.02 6.49
4.61
Boeing CH-47D/ICH (rem) 0.03 0.03 0.06 0.02 0.10 0.29 0.29 0.29 0.29 0.29 1.66
Boeing/Sikorsky RAH-66 0.10 0.15 0.20 0.20 0.05 0.71
Denel CSH-2 Rooivalk
EHI EH 101
0.04 0.04 0.03 0.01 0.01 0.02 0.01 0.01 0.01 -
0.18
0.70 0.78 0.76 0.28 0.20 0.25 0.31 0.28 0.28 0.25 4.09
Eurocopter AS332/532**
Eurocopter AS350/355
0.41 0.41 0.40 0.33 0.24 0.21 0.20 0.11 0.05 0.03 2.39
0.15 0.12 0.09 0.07 0.06 0.06 0.05 0.03 0.02 0.02 0.67
Eurocopter AS365/565*
Eurocopter BO105/EC135
Eurocopter EC 120
0.12 0.13 0.14 0.13 0.10 0.12 0.11 0.11 0.09 0.10 1.15
0.19 0.19 0.15 0.14 0.15 0.14 0.12 0.13 0.15 0.12 1.47
Eurocopter Tiger
Eurocopter/Kaw.BK 117
HAL ALH
0.05 0.06 0.05 0.05 0.04 0.04 0.03 0.03 0.03 0.03 0.41
Kaman K-MAX
0.02 0.02 0.03 0.03 0.02 0.02 0.02 0.03 0.02 0.02 0.23
Kaman SH-2 (reman)
Kawasaki OH-1
0.04 0.02 0.05 0.08 0.10 0.10 0.12 0.12 0.12 0.12 0.86
MD Explorer
0.05 0.04 0.06 0.03 0.04 0.03 0.04 0.03 0.03 0.04 0.39
MD 500/600
Mitsubishi H-60
0.05 0.05 0.05 0.03 0.03 0.03 0.03 0.03 0.03 0.02 0.35
0.53 0.57 0.64 0.57 0.43 0.25 0.21 0.21 0.21 0.21 3.83
NH-90
Sikorsky S-76
Sikorsky S-92**
Sikorsky CH-53
0.03 0.01 -
0.17 0.32 0.29 0.26 0.32 0.30 1.71
0.03 -
0.06 0.05 0.04 0.05 0.06 0.07 0.07 0.07 0.08 0.08 0.63
-
0.03 0.05 0.30 0.26 0.29 0.29 0.31 0.34 1.86
0.04 0.06 0.06 0.06 0.06 0.08 0.08 0.08 0.08 0.06 0.66
0.07 0.10 0.05 0.08 0.08 0.06 0.07 0.05 0.02 0.59
0.09 0.74 0.87 0.97 1.10 1.10 1.10 5.98
0.10 0.13 0.11 0.09 0.11 0.15 0.11 0.11 0.10 0.12 1.12
-
Sikorsky SH-60
0.08 0.22 Sikorsky SH-60R (reman) -
0.03
0.06 0.08 0.12 0.12 0.10 0.08 0.08 0.94

0.07 0.14 0.26 0.34 0.37 0.37 0.37 1.92
Sikorsky UH-60
0.78 0.58 0.54 0.52 0.54 0.52 0.49 0.41 0.36 0.30 5.04
Westland Lynx
0.04 0.04 0.02 0.02 0.01 0.02 0.01 -
0.15
Westland WAH-64
Total value
Total Bell
Total Boeing
Total Eurocopter
Total Sikorsky
Total Westland-Agusta
Total other
Total military market
5.54
0.92
0.96
0.98
1.01
0.91
0.77
4.20
7.25
1.35
1.77
1.51
1.23
0.85
0.55
6.01
6.54
1.24
1.35
1.48
1.18
0.79
0.50
5.37
1.39
66.95
11.30
15.56
12.76
11.12
9.12
7.10
54.33
Total civil market
1.33 1.30 1.24 1.27 1.24 1.31 1.24 1.27 1.25 1.18 12.63
0.28
6.12
0.95
1.22
0.96
0.94
1.17
0.87
4.82
Source: Teal Group Corporation

* military/civil split assumed 50/50
** military/civil split assumed 72/28
0.42
6.05
0.88
1.37
0.90
0.65
1.25
1.00
4.81
0.42
5.90
1.09
1.45
0.88
0.79
0.83
0.86
4.83
0.26
6.91
1.12
1.57
1.46
1.12
0.87
0.78
5.67
7.25
1.14
1.75
1.51
1.46
0.78
0.61
5.93
7.68
1.27
2.00
1.55
1.45
0.83
0.58
6.44
7.71
1.35
2.11
1.54
1.28
0.84
0.58
6.44
World miltary turbine helicopter delivery forecast 1999-2008 (3,535 total units)
(1999)
Military turbine helicopter delivery forecast 1999-2008 (1999)
Key military rotorcraft markets (1999)
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MILITARY CENSUS, KOREA, SOUTH

Korea National Police

The Korea National Police is a Government agency with the administrative headquarters in Seoul. It
comprises five special task force agencies, including the Marine Police and 13 provincial headquarters.
It has its own chain of command independent of the army.
Type
206L LongRanger
212
412SP
No
5
2
Utilisation
transport/utility/patrol
Base
various
various
various
A109C
various
Ka-26
marine patrol
various
MD500
Total
7
21
various
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MILITARY CENSUS, GERMANY

Bundesgrenzschutz (Border Guard)

The Bundesgrenzschutz (BGS) comes under the German Ministry of Interior and operates a large
number of helicopters based at geographically oriented divisions, including BGSP North at Bad
Bramstedt, BGSP East at Berlin, BGSP Middle at Fuldatal, BGSP South at Munich and BGSP West at
St Augustin. There is also a Flying School at Lbeck. The BGS also provides Search and Rescue (SAR)
operations with civil-registered helicopters.
Type
212
AS 332L1
BO 105CBS-5
EC 135
No
10
3
22
Utilisation
transport/utility/SAR
transport
SAR
Base
various
various
various
observation
various
EC 155B
13
transport/utility
various
SA 318C Alouette Astazou
23
observation
various
SA 330J Puma
22
transport
various
Total
102
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MILITARY CENSUS, THAILAND

Royal Thai Agricultural Aviation

Aircraft and helicopters are operated in military markings on behalf of the Ministry of Interior on
crop-spraying, rainmaking and firefighting.
Type
206B JetRanger
No
4
Utilisation
aerial work
Base
Takhli, Nakhon Sawan, Rangsit
412
AS 350B Ecureuil
AS 350BA Ecureuil
1
10
2
aerial work
aerial work
aerial work

AS 350B2 Ecureuil
aerial work
Total
21
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MILITARY CENSUS, FINLAND

Suomen Maavoimat (Finnish Army)

The Helikopterilentue (Helicopter Flight) at Utti, part of Utin Jaakarirykmentii (Utti Fighter Regiment)
was formed in January 1997 with helicopter transferred from the air force.
Type
500D
No
2
Utilisation
liaison
Base
Utti
500E
Mi-8 Hip
liaison/transport
Utti
utility/SAR
Utti, Rovaniemi
NH90
Total (excluding
orders)
(20)
utility/transport
on order
11
UPDATED
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MILITARY CENSUS, COLOMBIA

Ejercito de Colombiana (Colombian Army Aviation)

The Colombian Army Aviation operates an Air Element based at Bogot - El Dorado. Its only
helicopters are flown on transport duties by the Batalln de Helicpteros (Helicopter Battalion).
Type
Mi-17 Hip-H
No
15
Total
15
Utilisation
transport
Base
Bogot - El Dorado
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MILITARY CENSUS, VENEZUELA

Fuerza Area Venezolana (Venezuelan Air Force)

Grupo Areo de Operaciones Especiales (Special Operations Air Group) No 10, based at BA (Base
Area/Airbase) El Libertador, Palo Negro, comprises two squadrons (Escuadrn) equipped entirely with
helicopters. Escuadrn 42, of Grupo Areo de Transportes (Air Transport Group) No 4, headquartered
at BA Generalissimo Francisco de Miranda, Caracas, is also equipped with helicopters used on utility
and liaison missions.
Type
212
214ST
412SP
Utilisation
VIP transport
utility transport/liaison
Base
Palo Negro
Caracas
VIP transport
Palo Negro
AS 532UL Cougar
transport
Palo Negro
SA 316B Alouette III
liaison
Palo Negro
UH-1B Iroquois
Palo Negro
UH-1D Iroquois
Palo Negro
UH-1H Iroquois
Palo Negro
Total
No
3
3
30
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Guardia Nacional - Fuerza Armadas de

Co-operacion (National Guard - Air Co-operation
Fleet)
The Venezuelan National Guard is a paramilitary organisation, engaged in internal security, medevac
and anti-drug operations. Destacamento de Apoyo Areo (Air Support Detachment) operates several
helicopters on transport and liaison duties.
Type
206B JetRanger
206L LongRanger
280FX
412EP
No
11
1
4
Utilisation
liaison
liaison
training
Base
various
various
various
11
transport/liaison
various
412SP
liaison
various
A 109A Hirundo
liaison
various
AS 355F Ecureuil II
Total
9
40
liaison
various
UPDATED
The Venezuelan Guardia Nacional acquired four new Enstrom 280FX light
training helicopters in 2001 (Enstrom)
(2002)
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Servicio Areo del Ejrcito Venezolano

(Venezuelan Army Air Service)
The Venezuelan Army Air Service has a substantial transport and liaison fleet of fixed-wing aircraft and
helicopters. The latter are operated by 811 GaAdL (Grupo a Areo de Logistica/Air Logistics Group),
which comes under the control of 81 Regimento de Caballeria Area (Air Cavalry Regiment), `General
de Division Leon Fobres Cordoba', headquartered at BA Generalissimo Francisco de Miranda, La
Carlota, Caracas.
Type
205A-1
206B JetRanger
206L LongRanger
A 109A/A-2 Hirundo
AB 412
AS 61D
UH-1H Iroquois
No
3
1
1
7
2
4
Utilisation
utility transport
liaison
liaison
liaison
transport/liaison
transport
Base
Caracas/La Carlota
Caracas/La Carlota
Caracas/La Carlota
Caracas/La Carlota
Caracas
Caracas
utility transport
Caracas
Total
22
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Comando de la Aviacion Naval (Naval Aviation

Command)
EAdH (Escuadrn Aeronaval de Helicpteros, based at EA (Estacion Aeronaval/Naval Air Station)
Puerto Caballo, is equipped mainly with Agusta-Bell 212AS ASW helicopters, which are also deployed
from guided missile frigates.
Type
206B JetRanger III
212
AB 212AS
Total
No
1
1
8
10
Utilisation
training/liaison
utility
ASW
Base
Caracas/Puerto Caballo
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MILITARY CENSUS, UNITED KINGDOM
QinetiQ (formerly Defence Evaluation and

Research Agency (DERA))
Several helicopters from the different forces are assigned to QinetiQ and operated by the Experimental
Flying Squadron, Rotary-Wing Test Squadron and International Test Pilots' School at Boscombe Down.
In addition, QinetiQ has its own, as listed below.
Type
Gazelle HT. Mk 3
No
Utilisation
Base
test pilot training
Boscombe Down
Lynx AH. Mk 7
test pilot training
Boscombe Down
Lynx Mk 5X
experimental
Boscombe Down
Sea King HU. Mk 5
experimental
Boscombe Down
Sea King Mk 4/4X
experimental
Boscombe Down
Total
6
UPDATED
Westland Lynx Mk 8 in service with the Royal Navy
Royal Air Force Boeing Chinook Mk. 2 demonstrating the high availability of the
Rapier FSC/Jernas air defence system (Matra Bae Dynamics)
(1998)
Gazelle HT.Mk3 operated by the International Test Pilots School at Boscombe

Down
(2002)
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Army Air Corps

Headquartered at Middle Wallop, near Stockbridge, the Army Air Corps is organised into Army Air
Corps I (BR) Corps, Army Air Corps UK Land Forces and Overseas-Based Elements, with the vast
majority of squadrons operating a mix of helicopters for anti-armour attack fitted with Hughes BGM-71
TOW missiles, and for observation and scouting. Overseas elements are based at Seria, Brunei;
Dhekelia, Cyprus; Belize City, Belize; Nicosia, Cyprus; and in Canada.
Type
A 109A
No
Utilisation
Base
special duties
Netheravon
212
support
Gazelle AH. Mk 1
140*
Lynx AH. Mk 1
Lynx AH. Mk 7
94
attack
Dishforth, Belfast, Gtersloh, Middle

Wallop, Wattisham
Lynx AH. Mk 9
25
combat support
Wattisham
Squirrel HT. Mk 2 (AS

350BA)
12
training
Middle Wallop
Seria/leased in
Belfast, Brggen, Dhekelia, Dishforth,
Gtersloh, Middle Wallop,
observation/scout/liaison
Netheravon, Shawbury, Suffield,
Turnhouse, Wattisham
WAH-64D Apache AH.

67
Mk 1
Total
attack
276
* includes 28 in storage
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Fleet Air Arm

The Fleet Air Arm is headquartered at RNAS (Royal Naval Air Station) Yeovilton in Somerset. Its
helicopter complement is operated by First Line and Second Line Units at RNAS Culdrose, RNAS
Prestwick and Yeovilton. Helicopters are also assigned for shipborne operations from Type 22 and 23
Frigates, Type 42 Destroyers, Assault Ships and the Ice Patrol Ship HMS Endurance/ED and aircraft
carriers HMS Illustrious and Invincible.
Type
AS 365N2 Dauphin II
EH 101 Merlin HAS. Mk 1
No
2
Utilisation
liaison
Base
Culdrose
44
ASW
Culdrose, in delivery
Gazelle AH. Mk 1
scout
Culdrose
Lynx AH. Mk 7
combat
Yeovilton
Lynx HAS. Mk 3
ASW
Portland
Lynx HAS. Mk 3ICE
antarctic support
Portland
Lynx HAS. Mk 3S
15
ASW
Portland
Lynx HAS. Mk 3SGM
15
ASW
Portland
Lynx HAS. Mk 8
40
ASW
Portland
Sea King AEW. Mk 2A
13
AEW
Culdrose
Sea King AEW. Mk 5
AEW
Culdrose
Sea King HC. Mk 4
38
utility transport
Culdrose
Sea King HAS. Mk 5U
14
utility transport
Culdrose
Sea King HAS. Mk 5
ASW
Culdrose
Sea King HAS. Mk.6
40
ASW
Culdrose, Prestwick
Total
245
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Royal Air Force (RAF)

The Royal Air Force is organised into RAF Strike Command, headquartered at High Wycombe; RAF
Logistics Command, headquartered at Brampton; Joint Helicopter Command at Wilton; and RAF
Personnel and Training Command at Innsworth. Additionally, Directly Administered Units and
Contractorised Units operate helicopters in the UK, and at 12AF Akrotiri in Cyprus and RAF Falkland
Islands. Helicopters are also used by the Defence Helicopter Flying School at RAF Shawbury.
Type
Squirrel HT.2 (AS 355F1
Ecureuil II)
No
Utilisation
Base
training
Shawbury
Chinook HC. Mk 2/2A
40
transport/special
ops
Laarbruch, Odiham, Mount Pleasant
Chinook HC. Mk 3
(8)
transport
on order
EH 101 Merlin HC. Mk 2
22
transport
Benson
Griffin HT.1 (412EP)
training
Shawbury
Squirrel HT.1 (AS 350BA

Ecureuil)
26
training
Shawbury
Puma HC. Mk 1
39
transport/OCU
Belfast, Laarbruch, Benson
Sea King HAR. Mk 3
19
SAR
Boulmer, Lossiemouth, St Mawgan,

Mount Pleasant, Leconfield
Sea King HAR. Mk 3A
SAR
Chivenor, Wattisham, Valley
Wessex HC. Mk 2
17
transport
Akrotiri, Belfast, Northolt,

Shawbury, Valley
Total (excluding orders)
181
*mostly stored
UPDATED
Griffin HT.1 (Bell 412EP) in service with the Defence Helicopter Flying School at
RAF Shawbury
(2000)
Royal Navy EH 101 Merlin on preliminary ships interface trials

(2000)
RAF Rescue Sea King HAR. Mk 3A

(2002)
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Royal Thai Border Police

The Air Detachments of the Royal Thai Border Police's No.1 and No. 2 Divisions operate a large
number of helicopters on border patrol and anti-smuggling operations, from bases at Bangkok and
Songkhla.
Type
No
Utilisation
Base
205A-1
206B JetRanger
206L LongRanger
212
412EP
18
12
2
15
utility transport/patrol
utility transport
Bangkok, Songkhla
Bangkok, Songkhla
Bangkok, Songkhla
Bangkok, Songkhla
utility transport/VIP
Bangkok, Songkhla
UH-1H Iroquois
Bangkok, Songkhla
Total
61
VERIFIED
Royal Thai Army Boeing CH-47D Chinooks at Hanoi, Vietnam on VIP transport
duties (Gnter Endres)
(1998)
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Kongbin Tha Han Bo Thai (Royal Thai Army)

The main operating base of the Royal Thai Army is the Army Aviation Centre at Lop Buri, with more
than 150 helicopter and fixed-wing aircraft supporting detachments throughout Thailand. It is believed
that some of these locations are Chiang Mai, Korat Nakhon Ratchasima and Saraburi. There is also a
dedicated attack helicopter squadron and a separate VIP transport unit, based at Bang Khen Barracks,
Bangkok.
Type
No
Utilisation
Base
206B JetRanger
212
AH-1F HueyCobra
10
50+
scout/VIP transport
utility/VIP transport
Bangkok, Lop Buri +

Bangkok, Lop Buri +
attack
Lop Buri
CH-47D Chinook
VIP/transport
Bangkok, Lop Buri +
TH-300C
40
training/scout
Lop Buri
UH-1H Iroquois
92
utility transport
Bangkok, Lop Buri +
UH-1H Iroquois
(30)
utility transport
on order, 2002-2004
206+
UPDATED
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Kongbin Tha Han Lur Thai (Royal Thai Navy)

Helicopters are flown by 202 and 203 Squadron of 2 Wing at RTNAB (Royal Thai Navy Airbase)
Songkhla, on anti-submarine warfare, anti-piracy patrols, liaison and transport missions. Helicopters are
also based at U Tapao and Narathiwat and can be deployed from aircraft carrier Chakri Naruebet and
`Chao Phraya' class guided missile frigates.
Type
212ASW
214ST
S-70B-7 Seahawk
No
7
7
Utilisation
ASW
liaison
Base
Narathiwat, Songkhla, U Tapao
SAR/ASW
S-76N
SAR/transport
UH-1H Iroquois
utility transport
Total
29
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Kongtap Agard Thai (Royal Thai Air Force)

The dedicated helicopter unit of the Royal Thai Air Force is 2 Wing, based at RTAFB (Royal Thai Air
Force Base) Lop Buri. This is organised into 201 Squadron, 202 Squadron, which operates fixed-wing
aircraft, and 203 Squadron. Additionally, the Royal Flight, part of 6 Wing at RTAFB Bangkok (Don
Muang International), provides VIP transport.
Type
206B JetRanger
412
AS 332 L2 Super
Puma
No
6
8
Utilisation
training
VIP/transport
Base
Kamphaeng Saen
Bangkok-Don Muang, Lop Buri
VIP transport
Bangkok-Don Muang
S-58T
Bangkok-Don Muang, Hat Yai,

SAR/utility transport Korat/Nakhon Ratchasima, Lop Buri,
Phitsanulok
UH-1H Iroquois
27
SAR/utility transport Chiang Mai, Kamphaeng Saen, Lop Buri
Total
48
VERIFIED
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MILITARY CENSUS, SLOVAKIA
Letectva a Protivzdusnej Obrany (Slovak Air Force

and Air Defence Force)
The independent Slovak Republic came into being on 1 January 1993, when the Czech and Slovak
Federation (Czechoslovakia) was dissolved and divided into two separate republics. The Slovak armed
forces were newly organised almost immediately after the disbandment of Czechoslovakia, receiving
around one-third of the assets, commensurate with the respective sizes of the two nations, including 215
aircraft and helicopters. As decreed by the Conventional Forces in Europe (CFE) Treaty, Slovakia is
permitted a maximum of 25 combat helicopters. All combat helicopters are stationed at 34 Letecka
Zakladna (airbase) at Presov in the east of the country, where four squadrons (Letka) are grouped under
34 Vrtulnikovy Kridlo (Helicopter Wing). 34/4 Letka also operates helicopters from Sliac.
Type
Ka-50 Hokum
No
Utilisation
Base
(6)
attack
on order
Mi-2 Hoplite
17
liaison/scout
Piestany, Presov, Sliac
Mi-8PPA Hip-K
ECM
Piestany
Mi-8P/T Hip-C
Mi-17 Hip-H
utility transport/VIP
Piestany, Presov
15
utility transport
Piestany, Presov, Sliac
Mi-17Z-II Hip
AEW
Piestany
Mi-24D Hind-D
attack
Presov
Mi-24DU Hind-D
attack
Presov
Mi-24V Hind-E
10
attack
Presov
62
UPDATED
The Slovak Air Force operates Mil Mi-24 Hind attack helicopters from its
Presov base (Peter Zsill)
(1998)
Slovak Air Force Mil Mi-8P in VIP configuration (Peter Zsill)

(2002)
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MILITARY CENSUS, PORTUGAL

Ejrcito Portuguesa (Portuguese Army Aviation)

An Army Aviation element is being established with up to 50 helicopters obtained from the USA,
including the AH-1F HueyCobra attack helicopter and UH-1H Iroquois utility/transport helicopter.
Operational base will be the former Portuguese Air Force base at Tancos.
Type
EC 635
No
Utilisation
Base
(10)
Tancos, on order
NH90
(10)
on order
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Marinha Portuguesa (Portuguese Navy)

The Portuguese Navy's Esquadrilha de Helicpteros de Marinha (Naval Helicopter Flight) operates five
Westland Lynx helicopters aboard its new `Vasco de Gama' frigates.
Type
Lynx Mk 95
No
Utilisation
Base
ASW/ASUW
Montijo
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Forca Area Portuguesa (Portuguese Air Force)

The Portuguese Air Force is headquartered at Alfragide near Lisbon. Small helicopter units are operated
by three Grupo Operacional (Operational Group) based at BA (Base Area/Airbase) No. 4, Lajes, BA
No. 6, Montijo, and BA No. 11, Beja.
Type
EH101
SA 316B/C Alouette III
No Utilisation
(12) SAR/fisheries protection
Base
on order
18
utility transport
Beja
SA 330C Puma
10
SAR/transport
Lajes, Montijo
28
UPDATED
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MILITARY CENSUS, PHILIPPINES
Philippine Police Service

The Air Element of the Philippine Police Service operates twin-engined helicopters on police and
paramilitary work alongside fixed-wing aircraft.
Type
BO 105C
No
2
Utilisation
police/paramilitary
Base
?
VERIFIED
McDonnell Douglas MD 500MG Defender in service with the Philippine Air Force
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Philippine Naval Aviation

The Air Element of the Navy utilises a small number of fixed-wing aircraft and helicopters on SAR and
liaison duties from Sangley Point AB.
Type
BO 105C
No
7
Utilisation
SAR/liaison
Base
Sangley Point
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Hukbons Himpapawid NG Pilipinas (Philippine Air

Force)
Headquartered at Villamor Airbase, Pasay City, the Philippine Air Force is organised into three air
divisions and Air Force Support Command. 1st Air Division is based at Villamor AB, 2nd Air Division
at Mactan AB, 3rd Air Division at Edwin Andrews AB and Air Force Support Command. Helicopters
are operated by 1.5 Strike wing at Sangley Point AB and by 205 Helicopter Wing at Villamor AB.
Type
205A-1
412EP
Utilisation
utility/training
Base
Villamor (Pasay City)
VIP transport
VIP transport
attack/scout
attack/scout
Sangley Point
Sangley Point
VIP transport
S-76A
transport/liaison
SA 330 Puma
liaison
65
utility
412SP
AUH-76
MD 520MG Defender
S-70A-5 Black Hawk
UH-1H Iroquois
Total
No
7
5
20
108
UPDATED
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MILITARY CENSUS, PAKISTAN

Pakistan Naval Aviation

Helicopters with the Pakistan Naval Aviation are operated by 111 Squadron and 333 Squadron, both
based at PNS (Pakistan Navy Ship) Mehran, near Karachi, on ASW, SAR and surveillance duties.
Helicopters are occasionally also flown from destroyers.
Type
SA 316O Alouette III
Utilisation
Base
ASW/SAR/liaison
Karachi
Lynx HAS Mk 3
ASW
Karachi
Sea King Mk 45/45A
ASW/attack
Karachi
Total
No
17
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Pakistan Army Aviation Corps

The Army Aviation Corps, headquartered at Dhamial, operates 13 Squadrons, an Aviation School and
VIP Flight. All but three squadrons are equipped with helicopters for a variety of duties, including
attack, support, liaison and training. These are operated at Multan, Dhamial and Lahore, and by the
Rahwali-based Aviation School for Training.
Type
47G/OH-13 Sioux
No
12
Utilisation
training
Base
Rahwali
206B JetRanger II
206B JetRanger III
300C
AB 205A-1
18
10
10
liaison
liaison
training
Multan
Multan
Rahwali
utility
Dhamial
AH-1F HueyCobra
18
anti-tank
Multan
AH-64D Apache
attack
IAR/SA 315B Lama
15
liaison
Dhamial
IAR/SA 316B Alouette III
20
liaison
Dhamial, Peshawar
Mi-8 Hip-C
10
transport
Dhamial
Mi-17 Hip-H
17
transport
Dhamial
SA 330J Puma
25
transport
Dhamial, Multan
UH-1H Iroquois
utility transport
Dhamial, Lahore, Multan
Total
171
UPDATED
Pakistan Army Aviation Corps Aerospatiale SA 330J Puma (Christopher F Foss)

(2002)
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Pakistan Fiza'ya (Pakistan Air Force)

Headquartered at Peshawar, the Pakistan Air Force is organised into three regional commands: Central
Air Command, Northern Air Command and Southern Air Command, together with Direct Reporting
Units. Each command has its helicopter squadron.
Type
No Utilisation
SA 316B/319B Alouette III
15 SAR/liaison
Base
Masroor, Mianwali, Peshawar, Quetta,
Sargodha
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MILITARY CENSUS, OMAN

Al Quwwat al Jawwiya as Oman (Royal Air Force of

Oman)
The Royal Air Force of Oman's helicopter fleet is operated by 3 Squadron at Muscat-Seeb and by 14
Squadron at Salalah. The Royal Flight, based at Muscat-Seeb, operates Aerospatiale Super Pumas in
civilian markings. An order was signed on 19 January with AgustaWestland for 16 Super Lynx 300
shipborne helicopters for likely deployment on the Qahir-class guided missile corvettes.
Type
212
214B
AB 205A
No
2
5
Utilisation
Transport
Transport
Base
Salalah
Salalah
18
transport/utility
Salalah
AB 206A JetRanger
AB 212
AS 332C Super Puma
3
1
Liaison
Transport
Salalah
Salalah
VIP transport
Muscat-Seeb
AS 332L1 Super Puma
VIP transport
Muscat-Seeb
SA 330J Puma
VIP transport
Muscat-Seeb
Super Lynx 300
(16)
ASW/ASUW
35
UPDATED
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MILITARY CENSUS, NIGERIA

Nigerian Navy Air Arm

101 Squadron based at Navytown near Ojo operates Westland Lynx helicopters for anti-submarine
warfare and SAR operations from the German-built Meko class frigate.
Type
A109
No
Utilisation
Base
surveillance/patrol
A109
(3)
surveillance/patrol
Warri - on order for delivery in June

2002
Lynx Mk 89
ASW/SAR
Ojo
Total
4
UPDATED
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MILITARY CENSUS, NIGERIA

Nigerian Air Force

The Nigerian Air Force is experiencing severe difficulties, battling against a small defence budget, in
spite of government policy to build up its force, and serviceability problems of much of its equipment.
Helicopters are operated by a Combat Squadron and Support Squadron, and by the Kaduna-based
Flying School.
Type
300C
AS 332B Super Puma
No
12
Utilisation
training
Base
Kaduna
utility transport
Kaduna
BO 105CB
Mi-35P Hind
18
attack/scout/liaison
Makurdi, Kaduna
patrol
Total
34
VERIFIED
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MILITARY CENSUS, NEW ZEALAND

Royal New Zealand Air Force (RNZAF)

The RNZAF is organised into two Operations Wings and a Flying Training Wing, all under the
jurisdiction of the Operations Group, headquartered at Auckland. No 3 Squadron, based at Hobsonville,
but part of the Operations Wing at Whenuapai, utilises helicopters, as does a detachment at
Christchurch. When not shore-based, helicopters are deployed aboard frigates and the survey ship
Monowai. The Seasprites are used on behalf of the Royal New Zealand Navy (RNZN).
Type
47G-3B1
SH-2F Seasprite
SH-2G (NZ) Super Seasprite
No
5
3
Utilisation
training
ASW/SAR
Base
Hobsonville (Whenuapai)
4(1)
ASW
UH-1H Iroquois
15
SAR/utility
Christchurch, Hobsonville
(Whenuapai)
27
UPDATED
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MILITARY CENSUS, MEXICO
Aviacin de la Armada de Mexico (Mexican Naval

Aviation)
Mexico's Naval Aviation is predominantly a land-based force providing transport, liaison and SAR
services.1 Grupo Aeronaval (Naval Air Group) at Veracruz is entirely comprised of helicopters. There
is also a naval air squadron at La Paz. Some helicopters operate from Spanish-built corvettes.
Type
AS 550 Fennec
No
Utilisation
Base
SAR
Veracruz
BO 105C
BO 105CB
MD 500E
6
5
shipborne SAR
SAR
Veracruz, La Paz
La Paz, Veracruz
training
Veracruz
MD 902 Explorer
SAR/drug
interdiction
various
Mi-8MTV Hip-H
20
assault transport
Veracruz, Teacapan, Chetumal
SAR/liaison
La Paz
UH-12E Raven
training
Veracruz
UH-1H Iroquois
utility transport
Chetumal
R22M Mariner
training
Veracruz
R44 Clipper
Total
48
training/transport
Veracruz
UPDATED
Mexican Naval Aviation Robinson R22 Mariner

(2002)
Mexican Naval Aviation has recently taken delivery of a single Robinson R44
Clipper for training and transport duties (Robinson)
(2002)
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MILITARY CENSUS, MEXICO
Fuerza Area Mexicana (Mexican Air Force)

The Mexican Air Force operates largely in the transport role and comprises an excessively large
presidential and VIP fleet. Helicopters are operated by squadrons at BAM (Base Area Militar/Military
Airbase) No.5 at Zapopn, BAM No 7 at Pt de la Cuesta and at BAM No.11 in Mexico City.
Type
206L-3 LongRanger
206 JetRanger
No
3
18
Utilisation
utility
utility
Base
Zapopn
Zapopn
212
15
transport
AS 332L Super Puma
VIP transport
Zapopn, Pt de la
Cuesta, Culiacan
Mexico City
AS 355F2 Ecureuil II
liaison/training
Mexico City
MD 530MF
10
SAR/utility
Zapopn, Pt de la
Cuesta, Culiacan
MD 530MG
utility
Santa Lucia
S-70A-24 Black Hawk
transport
Mexico City
SA 330F Puma
VIP transport
Mexico City
UH-1H Iroquois
60
utility
Zapopn
UH-60L Black Hawk
Total
130
special ops
Santa Lucia
VERIFIED
MD 530F used by the Mexican Air Force on SAR/utility missions

(2000)
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MILITARY CENSUS, MALAYSIA

Tentara Darat Diraja Malaysia (Royal Malaysian

Army)
The Royal Malaysian Army inaugurated its Army Air Corps (AAC) on 13 March 1997 with the
formation of 881 Skuadron. Equipped with Aerospatiale Alouette III helicopters, the new squadron
undertakes a number of specialised roles for the army, including our reconnaissance and support
operations, as well as tactical lift for the Rapid Deployment Force.
Type
SA316B Alouette III
No
Utilisation
Base
10
Scout/support
Keluang
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Tentara Laut Diraja Malaysia (Royal Malaysian

Navy)
Headquartered at Kuala Lumpur, the Royal Malaysian Navy's 499 Skuadron (Squadron) at Lumut Naval
Base is equipped with a fleet of helicopters, deployed on board the navy's frigates, corvettes and
hydrographic ship for ASW, maritime patrol and SAR duties.
Type
Wasp HAS Mk 1
No
Utilisation
Base
ASW/patrol/SAR
Lumut
Super Lynx 300
(6)
ASW
on order
*only about half believed airworthy

UPDATED
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Tentara Udara Diraja Malaysia (Royal Malaysian Air

Force)
The Royal Malaysian Air Force, headquartered at Kuala Lumpur, is organised into two main units:
Markas Besar Operasi Udara (Air Operational Headquarters) and Markas Bantuan Udara (Air Support
Headquarters). It is the latter which operates a sizeable fleet of helicopters, with Skuadron (Squadrons)
based at various locations. There is also a FTC (Flying Training Centre) at Alor Star.
Type
47G-A5
A109C
No
7
Utilisation
training
Base
Sungai Besi
SAR
Sungai Besi
AS-61N Nuri
Mi-171 Hip
training
Keluang
firefighting
Sungai Besi
NAS 332L Super Puma
VIP transport
Kuala Lumpur-Subang
S-61A-4 Nuri
S-70A Black Hawk
30
transport/SAR
Butterworth, Labuan, Kuching, Sungai Besi
VIP transport
Kuala Lumpur-Subang
SA 316/316B Alouette III
13
liaison/training Butterworth, Keluang, Kuching, Sungai Besi
Total
59
UPDATED
Royal Malaysian Air Force Mil-Mi-171 firefighter (Gnter Endres)

(2002)
Royal Malaysian Air Force Sikorsky S-70A Black Hawk used for VIP transport
(Gnter Endres)
(2002)
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MILITARY CENSUS, MACEDONIA

Voeno Vozduhoploustvo i Protiv Vozdusna

Odbrana Armija na Republika Makedonija (Air
Force and Defence Forces of the Republic of
Macedonia Armed forces)
The air force of the former Yugoslav republic was established on 10 June 1992 and acquired some
Mi-17 assault helicopters during 1994. The fleet has since been built-up, mostly with helicopters
acquired from the Ukraine. They are operated by 301 Transport Squadron and 201 Combat Helicopter
Squadron.
Type
Mi-8MT Hip
No
Utilisation
Base
transport/assault
Skopje-Petrovec
Mi-17-VI Hip-H
Mi-24V Hind-E
transport/assault
Skopje-Petrovec
10
attack/CSAR
Skopje-Petrovec
Mi 24K Hind-G2
attack/CSAR
Skopje-Petrovec
UH-1H
transport/utility
Skopje-Petrovec
Total
21
UPDATED
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Republic of Korea Army (RoKA)

The RoKA has a formidable helicopter strength, which is continuously being further enhanced. The
present fleet is stationed at the main operating base at Taegu, with smaller detachments elsewhere.
Type
AH-1F/J HueyCobra
No
Utilisation
Base
60
attack
Taegu +
AS 332L Super Puma
VIP transport
Taegu +
BO 105
12
utility
Taegu+
CH-47D Chinook
18
transport
Taegu +
MD 500MD/TOW
MD 500MD
UH-1H Iroquois
45
130
TOW
AOP
Taegu +
Taegu +
20
utility transport
Taegu +
UH-60P Black Hawk
130
assault transport
Taegu +
Total
418
VERIFIED
Sikorsky UH-60P Black Hawk assault transport helicopter in service with the
Republic of Korea Army
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Republic of Korea Navy (RoKN)

The RoKN has a sizeable aviation element with shipborne helicopters assigned to anti-submarine
warfare duties from destroyers with 627 Squadron. Land-based helicopters are used on liaison tasks by
Unit 1056.
Type
206B JetRanger
Lynx Mk 99
No
2
Utilisation
liaison
Base
?
11
ASW
Chinhae
Lynx Mk 99A
13
ASW
MD 500MD/ASW
25
ASW
Chinhae
liaison
UH-60P Black Hawk
9+
utility
Total
65+
VERIFIED
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Han-Guk Kong Goon (Republic of Korea Air Force)

(RoKAF)
Headquartered at Seoul, the RoKAF comprises six Tactical Fighter Wings, an Air Transport Wing,
Tactical Reconnaissance Group, and a Flying Training School. Only the Air Transport Wing has a small
complement of helicopters, operated by 35 Squadron at Sungnam. This includes a Search and Rescue
Unit with detachments at various locations.
Type
212
412
CH-47D Chinook
No
4
3
Utilisation
liaison/SAR
VIP/transport
Base
Sungnam +
Sungnam
transport
Sungnam
UH-1H Iroquois
SAR
Total
18
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MILITARY CENSUS, IRELAND

Aer-Chor Nah Eireann (Irish Air Corps)

Headquartered in Dublin, the Irish Air Corps operates from two main bases at Baldonnel and
Gormanston. Helicopters are flown by ASS (Army Support Squadron) at Baldonnel and Detachments at
Monaghan and Donegal; and by the Garda Air Support Unit.
Type
AS 355F Ecureuil II
EC 135
No Utilisation
1 police
Base
Baldonnel
paramilitary
Baldonnel
S-92
(3) SAR/utility
Baldonnel
liaison/utility
Baldonnel, Donegal, Monaghan
SA 342L Gazelle
training/utility
Baldonnel
SA 365F Dauphin II
4 SAR/utility
15
Baldonnel
UPDATED
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MILITARY CENSUS, IRAN

Islamic Republic of Iran Army

The Islamic Army's helicopter strength is formidable, at least in numbers, having inherited substantial
quantities of combat and transport helicopters from the former Imperial Iranian Army. The
serviceability of much of the US equipment is, however, probably low.
Type
No
Utilisation
Base
Bakhtaran, Isfahan,
Kerman
Bakhtaran, Isfahan,
Kerman
Bakhtaran, Isfahan,
Kerman
Bakhtaran, Isfahan,
Kerman
Bakhtaran, Esfahan,
Kerman, Masjed
Suleyman
212
20
transport
214A/C
100
transport/SAR
AB 205A-1
10
transport
AB 206A/B JetRanger
40
observation/training
AH-1J SeaCobra
50
anti-tank/COIN
CH-47C Chinook
20
transport
Isfahan
Mi-17 Hip-H
21
assault
Kerman
Mi-171 Hip-H
21
assault
Kerman
Mi-171 Sh
(30)
assault
on order for delivery

2002/2003
Mi-24 Hind
10
attack
Masjed Suleyman
292
UPDATED
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Islamic Republic of Iran Navy

The Islamic Navy, headquartered at Tehran, lost many of its helicopters during the Iran-Iraq war and
these appear not to have been replaced. The serviceability of much of the equipment of US origin is
probably very low, as is its combat capability.
Type
AB 205A
No
Utilisation
Base
transport/liaison
Bandar Abbas
AB 206B JetRanger
AB 212AS
RH-53D Sea Stallion
6
6
liaison/training
ASW
Bandar Abbas
Bushehr
minesweeping
Bushehr
ASH-3D Sea King
10
ASW
Bandar Abbas
Total
29
UPDATED
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Islamic Republic of Iran Air Force

Reliable information on Iranian aircraft and helicopters, and its order of battle remain difficult to obtain.
Tactical Airbases with helicopter units are believed to be maintained at Tabriz (TAB 2),
Hamadan-Sharoki (TAB 3) and Khatami-Isfahan (TAB 8), all under the Western Area Command, and
at Bandar Abbas (TAB 9) under the Southern Area Command.
Type
214A/C
AB 206B JetRanger
No
20
2
Utilisation
transport/SAR
liaison/training
AB 212
transport
AS-61A-4
CH-47C Chinook
VIP transport
Base
Tabriz
?
Tabriz, Hamadan,
Khatami, Bandar
Abbas
?
10
transport
Total
40
UPDATED
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MILITARY CENSUS, INDIA

Indian Coast Guard

The Indian Coast Guard is organised into three fixed-wing squadrons and one helicopter squadron. The
latter, CGAS (Coastguard Air Squadron) 800 operates HAL Chetak helicopters on liaison and SAR
duties from its base at Goa-Daman. The Chetak is also deployed aboard `Vikram' class patrol boats.
Type
ALH
No
2
Utilisation
liaison/SAR
Chetak (SA 316B Alouette III)
13
liaison/SAR
Total
15
Base
Dabolim, Daman,
Meenambakam
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Indian Army Air Corps

The Indian Army Air Corps comprises many Squadrons operating HAL Cheetah and Chetak
helicopters. Locations of bases are unknown.
Type
ALH
Cheetah (SA 315B Lama)
No
8
Utilisation
assault/utility
Base
?
40
observation/liaison
120
observation/liaison
Lancer
Total
1
169
assault
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Indian Naval Aviation

The Indian Naval Aviation is based at Goa-Dabolim and comprises several Indian Navy Air Squadrons
(INAS) operating helicopters. Helicopters are also deployed from surface combatants and other surface
vessels.
Type
ALH
No
1
Utilisation
ASW
Base
45
ASW/ASMD/SAR/liaison
Cochin, Colaba, Port

Blair, Arkonam,
Vishakhapatnam
Ka-25BSh Hormone
ASW
Dabolim
Ka-28 Helix
12
ASW
Dabolim
Ka-31
ASW
Ka-31
(9)
AEW
Liaison
Colaba, Cochin
Sea King Mk 42
ASW/SAR
Colaba
Sea King Mk 42A
ASW/SAR
Colaba
Sea King Mk 42B
15
ASW/ASMD/training
Cochin, Dabolim
INS Viraat, Krivak III

frigates
on order, delivery from
2002
Sea King Mk 42C
103
utility
Bombay
UPDATED
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Bharatiya Vayu Sena (Indian Air Force)

The Indian Air Force is considered the most potent in Asia with some 45 fixed-wing attack squadrons
and 20 Helicopter Units split in geographically-based Air Commands. Base locations of most units is
unknown. The Helicopter Training School (HTS) at Hakimpet, forms part of the Support Forces.
Type
ALH
No
4
Utilisation
assault transport
Base
11
training
Siachen Glacier
40
training/liaison
Mi-8 Hip
80
assault transport
Mi-17 Hip-H
65
assault transport
Mi-24 Hind
15
attack
Pathankot
Mi-26 Halo
15
transport
Pathankot
Total
230
Siachen Glacier,
Jodhpur
Yelanhanka ?
Gorakhpur, Port
Blair, Palam,
Jodhpur
Taiwang, Jorhat,
Palam, Jodhpur
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Heeresflieger (Army Aviation)

The Army is organised into the Light Mechanised Brigade, II Korps and Heeresfliegerbrigade 3. All
comprise several Staffel (Squadron). Each command has two anti-tank helicopter regiments and a
number of liaison and transport regiments.
Type
CH-53GS Stallion
No
Utilisation
Base
104
transport/training
Laupheim, Mendig, Rheine-Bentlage
EC 135T1
15
training
being delivered
PAH-1 (BO 105P)
205
anti-tank/training
Celle, Fritzlar, Roth
SA 313B Alouette II
38
weapons training
Bckeburg
TTH 90
(120)
UH-1D Iroquois
124
utility
transport/training
Fassberg, Itzehoe, Niederstetten
VBH (BO 105M)
97
scout/liaison
Itzehoe, Laupheim, Mendig, Niederstetten,

Rheine-Bentlage
Total (excluding orders) 583

UPDATED
Bell UH-1D Iroquois utility helicopters in service with Germany's Army Aviation
(Gnter Endres)
(1998)
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Marineflieger (Naval Air Arm)

The Naval Air Arm operates two helicopter squadrons, 3 Hubschrauberstaffel (Helicopter Squadron) of
Marinefliegergeschwader (Naval Air Wing) 3 `Graf Zeppelin', based at Nordholz and 1
Hubschrauberseenotstaffel (Helicopter Sea Emergency Squadron) of Marinefliegergeschwader 5 at
Kiel/Holtenau Helicopters are also operated from surface combatants and other surface vessels.
Type
No Utilisation
Lynx Mk 88(A)
16 ASW/OTHT Nordholz
Lynx Mk 88A
Sea King Mk 41
20 ASW/SAR
Total
43
ASW/ASV
Base
Nordholz
Borkum, Helgoland, Kiel, Parow, Westerland/Sylt
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Luftwaffe (Air Force)

The Lufttransportkommando (Air Transport Command) of the German Air Force headquartered at
Mnster-Osnabrck has several squadrons (Staffel) equipped with Bell Iroquois helicopters.
Type
AS 532U2 Cougar II
No
Utilisation
Base
liaison
Kln-Wahn
NH90 TTH
(50)
utility/transport
UH-1D Iroquois
107
liaison/transport/SAR/
Total (excluding
orders)
110
Ahlhorn, Diepholz, Holzdorf, Hohn,

Wunsdorf Landsberg/Penzing,
Nrvenich, Kln-Wahn
VERIFIED
Luftwaffe Eurocopter AS 532 U2 cougar

(2002)
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MILITARY CENSUS, GEORGIA

Republic of Georgia Air Force

The Republic of Georgia proclaimed its independence in December 1990 and set up its own air force
following the withdrawal of all aircraft and helicopters of the Russian Air Force in 1992. Helicopters are
operated by a dedicated Vertolet'nyi Polk (Helicopter Regiment) at Telavi-Kurgelauri.
Type
412
Mi-2 Hoplite
No
2
Utilisation
VIP transport
Base
Telavi-Kurgelauri
liaison
Telavi-Kurgelauri
Mi-8T Hip-C
10
assault/transport
Telavi-Kurgelauri
Mi-24 Hind
attack
Telavi-Kurgelauri
UH-1H Iroquois
10
utility transport
Telavi-Kurgelauri
Mi-8MTV Hip-H
assault/transport
Telavi-Kurgelauri
Total
27
UPDATED
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Rajavartiolaitos (Finnish Border and Coastguard)

The Finnish Border and Coastguard operates mostly helicopters on various paramilitary tasks, such as
search and rescue, patrol and transport.
Type
AB 412HP
No
Utilisation
transport/SAR/patrol Helsinki/Malawi, Ivalo, Tampere, Vaasa
AB 206 JetRanger
AB 206B JetRanger
AS 332L Super Puma
2
2
transport/patrol
transport/patrol
AS 332L1 Super Puma 1
Total
Base
Helsinki/Malawi, Ivalo, Tampere, Vaasa
Helsinki/Malawi, Ivalo, Tampere, Vaasa
10
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MILITARY CENSUS, DENMARK

Hrens Flyvetjeneste (Army Flying Service)

Headquartered at Vandel, the Army Flying Service comprises two helicopter companies, OHK
(Observations Helikopter Kompagni/Helicopter Company) and PVHK (Panservrns Helikopter
Kompagni/Anti-armour Helicopter Company).
Type
500M
AS 550C2 Fennec
EH 101
No
12
12
24
Utilisation
training/utility/scout
attack
(14)
Base
Vandel
Vandel
on order
UPDATED
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Svaernets Flyvetjeneste (Naval Flying Service)

The Danish Naval Flying Service is autonomous but receives support from Eskadrille 722, also based at
Vaerlose. It has a fleet of Westland Lynx helicopters, which also operate from the deck of frigates.
Type
Lynx Mk 90
No
Utilisation
Base
SAR/OTHT
Vaerlose
Total
7
VERIFIED
Naval Flying Service re-manufactured AgustaWestland Super Lynx

(2002)
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Flyvevabnet (Royal Danish Air Force)

Now forming part of NATO's Allied Air Forces Central Europe, the RDAF comprises two main
elements: the Flyvertaktist Kommando (Tactical Air Command) and the Flyvemateriel Kommando (Air
Materiel Command). The latter has one helicopter squadron, based at Vaerlose.
Type
S-61A Sea King
No
Utilisation
Base
SAR/utility
Vaerlose
Total
8
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MILITARY CENSUS, CROATIA
Hrvatsko Ratno Zrakoplovstro i Protiv Zracna

Obrana (Croatian Air Force and Anti-aircraft
Defence)
The Croatian Air Force was formed soon after independence in the latter half of 1991, using aircraft left
behind by the retreating Federal Yugoslav Air Force (JRV) and defectors. Helicopters are flown from
four Zrakoplovna Baza (Military Air Base).
Type
206B JetRanger III
500
MD 500D
No
8
2
Utilisation
training
training/liaison
Base
Zadar
training/liaison
Zadar
Mi-8/8 MTV Hip

Mi-24D/V Hind-D/E
Total
25
15
53
attack/transport
attack
Zagreb-Lucko, Split
Zagreb-Pleso
UPDATED
Croatian Air Force MIL Mi-24 Hind combat helicopter
Croation Air Force Bell 206B JetRanger III used for training (Bell Helicopter Textron)
(2002)
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Policia Nacional de Colombia (Colombian National

Police)
The Colombian National Police operates a mix of fixed-wing aircraft and helicopters, employed largely
against drug traffickers and left-wing guerillas.
Type
No
Utilisation
Base
205
206L-3 LongRanger
212
MD 530F
UH-1H Iroquois
3
10
9
10
paramilitary
paramilitary
paramilitary
Cartagena +
Bogot-El Dorado +
Bogot-El Dorado +
34+
paramilitary
Bogot-El Dorado +
UH-60L Black Hawk
paramilitary
Bogot-El Dorado +
Total
69+
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Comando Aviacion Naval (Naval Aviation

Command)
Formed in 1984, this small Naval Air Arm, headquartered at Bogot, operates helicopters from frigates
and corvettes on liaison and communications duties. They form part of the GAdA (Grupo Aeronaval del
Atlantico/Atlantic Naval Air Group) at Cartagena, and by the Escuela de Avicion Naval (Naval
Aviation School).
Type
AS 555SN Fennec
No
Utilisation
Base
ASW/liaison
Cartagena
BO 105CB
R22
ASW/liaison
Cartagena
training
Total
5
UPDATED
The Eurocopter AS 555SN Fennec is used in the anti-submarine warfare role
(Eurocopter/G Deulin)
(2002)
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Fuerza Area Colombiana (Colombian Air Force)

Helicopters in the Colombian Air Force are operated principally by the Comando Aereo de Apoyo
Tactico (Tactical Air Support Command), with its headquarters at BA (Base Area/Air Base) Melgar.
Based at BA El Dorado is the Escuadrn Presidencial (Presidential Squadron), while Escuadrn del
CAMAN, which comes under the control of the Comando Aereo de Mantenimiento (Air Maintenance
Command) is based at BA Madrid. Escuela Militar de Aviacin (Military Aviation School) is
headquartered at BA Cali.
Type
No
Utilisation
Base
205A-1
212
412
500
F28F
MD 500D Defender
6
17
3
2
11
COIN/transport
VIP/transport
VIP transport
COIN
training
Melgar
Melgar
Bogota-El Dorado
Melgar
Melgar/Velasquez
COIN
Melgar, Palanquero
MD 500E Defender
COIN/training
Melgar, Palanquero
MD 500MG Defender
COIN/training
Melgar, Palanquero
MD 530F
OH-13 Sioux (47G-3B)
16
COIN
Melgar, Palanquero
training
Melgar
UH-1H Iroquois
23
COIN/transport
Melgar, Cali, Palnquero
UH-60A/L Black Hawk
32
transport
Rio Negro
Total
118
VERIFIED
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MILITARY CENSUS, CHILE
Prefectura Areo-Policial de los Carabineros de

Chile (Chilean Military Police Air Unit)
The Military Police Unit operates a mix of fixed-wing aircraft and helicopters for police and other
paramilitary duties.
Type
206B JetRanger
BK 117B-1
BO 105CBS/LSA-3
EC 135T1
No
2
1
8
Utilisation
paramilitary/police
paramilitary/police
paramilitary/police
Base
Santiago-Tobalaba
Santiago-Tobalaba
Santiago-Tobalaba
paramilitary/police
Santiago-Tobalaba
Total
12
VERIFIED
The Enstrom 280FX is used for training by the Chilean Army Aviation Command
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Comando de Aviacin del Ejrcito de Chile

(Chilean Army Aviation Command)
The Army Aviation Command, headquartered at Santiago, operates 65 light aircraft, of which more than
half are helicopters, primarily on transport and liaison duties. The Regimento de Aviacin (Aviation
Regiment) No 1 at Rancagua incorporates five Seccione de Aviacin (Aviation Section) and the Army
Aviation Flying Training School.
Type
280FX
AS 332B Super Puma
No
12
Utilisation
training
Base
Rancagua
transport
AS 332M1 Super Puma
transport
MD 530F
SA 315B Lama
20
light attack
12
observation
SA 330F Puma
utility transport
SA 330L Puma
utility transport
Total
58
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Comandancia de Aviacin Naval de la Armada de

Chile (Chilean Naval Air Command)
Headquartered at Santiago, the Naval Air Command has one helicopter squadron attached to BAN
(Base Areo Naval/Naval Air Base) Vina del Mar. Helicopters are also deployed on surface combatants
and survey ships. There are also Detachments in Iquique, Puerto Montt and Talcahuano.
Type
206A/206B JetRanger
AS 532SC Cougar
No
5
Utilisation
Base
training/utility Vina del Mar
ASW/ASV
Vina del Mar
BO 105S/LSA-1/CBS-5
liaison/SAR
Vina del Mar, Iquique, Puerto Montt,

Talcahuano
Total
19
VERIFIED
A Chilean Navy AS 532SC Cougar landing with the aid of Indal Technologies ASIST
system
(2000)
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Fuerza Area de Chile (Chilean Air Force)

The Chilean Air Force, headquartered at Santiago, is organised into five Brigada Area (Air Brigades),
geographically spread throughout the country. All five have small helicopter elements alongside their
fixed-wing fleets. They are based at BAM (Base Area Militar/Military Airbase) Cerro Moreno,
Antofagasta, BAM Los Condores, Iquique, BAM Los Cerrillos, Santiago, Maguhu, Temuco, and BAM
El Tepual, Puerto Montt. There are also two further groups with helicopters at BAM Carlos Ibnez and
at BAA (Base Area Antarctica) on King George Island.
Type
No
Utilisation
Base
206A JetRanger
412EP
BK 117B-1
BO 105CB-4/CBS
SA 315B Lama
1
8
VIP support
Santiago, Los Cerillos
liaison/SAR/Antarctic Puerto Montt, Santiago, Antarctic
liaison/SAR
UH-1H Iroquois
liaison/SAR/Antarctic Punta Arenas, Antarctic, Puerto Montt
S-70A Black Hawk
utility/transport
Total
29
Santiago, Los Cerillos
Antofagasta, Iquique
UPDATED
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MILITARY CENSUS, AUSTRIA
sterreichische Luftstreitkrfte (Austrian Air

Force)
A division of the Austrian Army, the Air Force is headquartered at Fliegerhorst Brumowski in
Tulln-Langenlebarn, and divided into three regiments, all incorporating several Hubschrauberstaffeln
(helicopter squadrons). These are variously based at Tulln, Zeltweg, Aigen in Ennstal and
Linz-Hrsching, with two Sttzpunkte (Detachments) at Klagenfurt and Schwaz.
Type
AB 204B
No
Utilisation
Base
utility transport
Linz-Hrsching, some in storage
AB 206A JetRanger
AB 212
11
23
training/utility
utility transport
Tulln-Langenlebarn
Linz, Tulln-Langenlebarn
OH-58B Kiowa
11
observation
Tulln-Langenlebarn
utility
Aigen, Klagenfurt, Schwaz
11
utility
SE 3160 Alouette III
11
utility
Total
75
UPDATED
The Austrian Air Force Alouette III helicopters are being retrofitted by Becker
for night surveillance missions
(2002)
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MILITARY CENSUS, AUSTRALIA

Australian Army Aviation

The Australian Army Aviation is based at Oakey in Queensland and is organised into Land Command
and Training Command. Land Command comprises 1 Aviation Regiment (Reconnaissance), which is
divided into three squadrons, and 5 Aviation Regiment (Air Mobility), made up of A, B and C
Companies. Training Command comprises the School of Army Aviation and ADF Helicopter School.
Type
No Utilisation
206B-1 JetRanger
40
scout/liaison/training
AS 350B Ecureuil
CH-47D Chinook
18
training
Base
Georges Heights, Oakey, Darwin,
Townsville/Lavarack
Georges Heights
transport
Townsville/Garbutt
35
transport/training
Townsville/Garbutt, Oakey
S-70A-9 Black
Hawk
Tiger ARH
UH-1H Iroquois
Total (excluding
orders)
(22) armed reconnaissance
on order
25
Townsville/Garbutt, Oakey
transport/training
124
UPDATED
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Royal Australian Navy-Fleet Air Arm

Headquartered at RANAS (Royal Australian Naval Air Station) Nowra, New South Wales, the naval air
arm comprises three helicopter squadrons. Seahawks, JetRangers and Ecureuil operate regularly from
frigates. The navy is buying the Kaman's SH-2G(A) Super Seasprite for its new ANZAC frigates.
Type
206B JetRanger
AS 350B Ecureuil
S-70B-2 Seahawk
No
4
6
Utilisation
training/utility
training/utility
Base
Nowra
Nowra
16
ASW/ASMD
Nowra
SH-2G(A) Super Seasprite
(11)
ASW/ASMD
Nowra
Mk 50 Sea King
utility transport
Nowra
Mk 50A Sea King
utility transport
Nowra
33
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Royal Australian Air Force (RAAF)

No helicopters are operated by the air force.
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MILITARY CENSUS, ARGENTINA
Gendarmeria Nacional Argentina (National Police

Force of Argentina)
The Division Aviacin (Aviation Division) of the Gendarmerie at Campo de Mayo, Buenos Aires,
operates a small number of fixed-wing aircraft and helicopters on national police duties from its base at
Buenos Aires.
Type
AS 350BA Ecureuil
No Utilisation
Base
liaison/patrol
Buenos Aires/Campo de Mayo
HB 350B Esquilo
RACA 500C/D
R44
3
3
liaison/patrol
liaison/patrol

(3) liaison/patrol
on order

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Eurocopter AS 555 Fennec of the Argentine Naval Aviation Command
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Prefectura Naval Argentina (Argentine Coastguard)

The Division de Aviacin (Aviation Division) of the coastguard is split into two groups - Agrupacion
Albatros, based at Darsena Norte, Buenos Aires, and Agrupacion CASA, operating out of Jorge
Newberry Airport, Buenos Aires. Helicopters also operate from Halicon Class patrol ships.
Type
300C
AS 365N2 Dauphin II
AS 565MA Panther
No
6
1
Utilisation
patrol/training
SAR/utility
Base
Buenos Aires-Jorge Newberry
Buenos Aires-Darsena Norte
utility
SA 330L Puma
SAR/transport
Total
11
UPDATED
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Comando de Aviacin del Ejrcito Argentino

(Argentine Army Aviation Command)
The Agrupacion (Army Aviation Group) 601, based at Campo de Mayo in Buenos Aires, has two
companies for helicopter transport, Compania A and Compania B. Also operating out of Campo de
Mayo is EAER 602 (Escuadrn de Aviacion de Exploracion y Reconocimiento/Aviation Scout and
Reconnaissance Squadron), and the DEA (Departamento Escuala de Aviacin/Aviation School
Department). There are also a number of provincial aviation sections (Seccion Aviacin).
Type
No
Utilisation
Base
212
A 109A Hirundo
transport
scout/attack
AS 332B Super Puma
utility transport
SA 315B Lama
SAR/utility
Mendoza, Neuquen
UH-1H
Iroquois/205A-1
44
utility transport
Buenos Aires, Comodoro Rivadavia, Rio

Gallegos
UH-12ET
Total
8
64
training
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Comando de Aviacin Naval Argentina (Argentine

Naval Aviation Command)
Within the Fuerza Aeronaval (Naval Air Force) No 2, helicopters are operated by two Escuadra
Aeronaval de Helicoptros (Naval Air Helicopter Squadron). Helicopters are also operated from
frigates, destroyers and the icebreaker Almirante Irizar. Both are based at BAN (Base Aeronaval/Naval
Air Base) Comandante Espora, Buenos Aires. The Alouette and Fennec helicopters are also deployed
from destroyers and frigates.
Type
No Utilisation
Base
AS 555 MNi Fennec
training
Buenos Aires
ASH-3H Sea King
ASW
Buenos Aires
S-61D-4
ASW
Buenos Aires
utility
Buenos Aires
UH-1H Iroquois
utility
Buenos Aires
Total
25
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Fuerza Area Argentina (Argentine Air Force)

The Argentine Air Force, headquartered at Buenos Aires, comprises several brigades under the Air
Operations Command (Comando de Operaciones Areas). Helicopters are operated by the IV Brigada
Area at BAM (Base Area Militar/Military Air Base) El Plumerillo, Mendoza; VII Brigada Area at
BAM Doctor Mariano Moreno, Jos C Paz, Buenos Aires, and the X Brigada Area at BAM Rio
Gallegos. Light training squadrons form part of the Instituto Nacional de Aviacion Civil at BAM
Moron.
Type
No
Utilisation
Base
212
412
CH-47C Chinook
7
1
utility transport
VIP
Rio Gallegos
Buenos Aires
transport
Buenos Aires
MD 500C/D/M
MD530F
RACA 500D
S-61R
17
3
12
scout/attack/liaison
liaison
scout/training
Buenos Aires
Buenos Aires
Moron
transport/SAR
Buenos Aires
SA 315B Lama
utility transport
Mendoza
UH-1D/H Iroquois
Total
12
59
utility transport
Buenos Aires
*part of a US arms transfer package

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MILITARY CENSUS, ROMANIA

Politia (Police)
The Air Unit, part of the Ministry of Internal Security, is based at Bucharest-Baneasa.
Type
No
Utilisation
Base
Mi-8MT Hip
paramilitary
Bucharet-Baneasa
Mi-8PS Hip
paramilitary
Bucharet-Baneasa
Mi-8T Hip
paramilitary
Bucharet-Baneasa
Mi-17-1 Hip
paramilitary
Bucharet-Baneasa
Total
6
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MILITARY CENSUS, GABON

Gendarmerie Nationale (National Gendarmerie)

Type
AS 350B Ecureuil
Total
No
2
2
Utilisation
paramilitary
Base
Libreville
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MILITARY CENSUS, ZIMBABWE

Air Force of Zimbabwe

The Air Force of Zimbabwe comprises eight squadrons, of which only 7 Squadron and 8 Squadron, both based
at Manyame, operate helicopters.
Type
AB 412
AS 532 Cougar
No
7
2
SA 316 Alouette III
25
Total
34
Utilisation
utility/VIP transport
Base
Manyame
liaison
Manyame
Manyame
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MILITARY CENSUS, ZAMBIA

Zambian Air Force and Air Defence Command

A lack of hard currency and skilled personnel are responsible for the low serviceability of much of the
Zambian Air Force's equipment including helicopters, which are flown mostly on liaison and transport
duties.
Type
No Utilisation
AB 47G 10 utility/liaison
Base
?
AB 205A 8 utility transport ?

AB 212
2 liaison
Mi-8 Hip 7 assault
Total
?
?/most believed unserviceable
27
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MILITARY CENSUS, YUGOSLAVIA, FEDERAL REPUBLIC

Ratno Vazduhoplovstvo i Protiv Vazdusna Odbrana

(Air Force and Air Defence)
After the collapse of the old Yugoslav Federation in 1991 and the loss of most of its operational bases in the
newly independent Croatia, Slovenia and Bosnia-Herzegovina, the country's armed forces underwent a major
reorganisation and have regrouped within the remaining territory of Serbia and Montenegro. The Air Force
and Air Defence is organised into three Air Corps and one Air Training Command. It is not known how much
equipment damage was sustained during the recent Kosovo conflict.
Type
Ka-25BSh Hormone-A (H-43)
No
Utilisation
Base
ASW/SAR
Titograd
Ka-28PL Helix-A (H-46)

Mi-8/Mi-17 Hip (H-40)
Mi-14PL Haze-A (H-44)
2
40
ASW/SAR
assault/transport
Titograd
Batajnica, Nis, Titograd
ASW/SAR
Titograd
SA 342H Partizan (H-42)
50
observation
SA 342L Partizan (H-45)
45
attack/liaison
Nis
Batajnica, Nis, Ponikve,
Titograd
Total
144
UPDATED
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MILITARY CENSUS, YEMEN

United Yemen Air Force

The Yemen Arab Republic (North Yemen) and the People's Democratic Republic (South Yemen) were
reunited in May 1990 as the Republic of Yemen, and shortly afterwards the two air forces were amalgamated
into a single unit. However, the 1994 civil war is likely to have caused significant reductions in the inventory
and in the levels of operational effectiveness. One Combat Unit operates assault/attack helicopters, and others
are used for transport and liaison duties.
Type
No
Utilisation
Base
AB 204B
utility transport
?/possibly retired from service
AB 206B JetRanger
AB 212
6
6
liaison
utility transport
?
?
Mi-8 Hip
48
assault
Mi-24 Hind
15
attack
Total
77
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MILITARY CENSUS, VIETNAM

Kon Quan Nhan Dan Viet Nam (Vietnam People's

Army Air Force)
The People's Army Air Force is organised into three Divisions and several Direct Operating Units. Helicopters
are flown by Helicopter Transport Regiment at Hoa Lac, and Ho Chi Minh City.
Type
No
Utilisation
Base
Ka-25PL Hormone
ASW/surveillance
Da Nang, Kien An
Ka-28 Helix
ASW/surveillance
Da Nang, Kien An
Ka-32T Helix-C
utility
Da Nang
Mi-6 Hook
10
heavylift/support
Hoa Lac
Mi-8/17 Hip
55
transport/support
Hoa Lac/Ho Chi Minh-Tan Son

Nhut
Mi-24 Hind
30
attack
Hoa Lac
Total
109
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MILITARY CENSUS, UZBEKISTAN

Uzbek Air Force

The Republic of Uzbekistan, together with Armenia, Kazakhstan, Kyrgyzia, Russia and Tajikistan,
signed a collective security pact on 15 May 1992. In consequence, control of the substantial combat
resources stationed on its territory is vested in the Commonwealth of Independent States (CIS). Among
these are at least one attack helicopter and one transport helicopter regiment.
Type
Mi-6 Hook-A
Mi-6BUS Hook-C
No
27
2+
Utilisation
Base
transport
Kagan
command post
Kagan
Kagan,
Verkhnekomsomolsk
Mi-8/17 Hip
63
assault
Mi-24 Hind
45
attack
Verkhnekomsomolsk
Mi-26 Halo
transport
Verkhnekomsomolsk
Total
138+
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MILITARY CENSUS, URUGUAY

Aviacin Naval Uruguaya (Uruguayan Naval Aviation)

The Grupo des Escuadrones (Group Squadrons), BA 2 'Capitan Curbelo' at Laguna del Sauce, incorporates
one helicopter squadron (Escuadrn de Helicpteros) with a small number of ageing machines used on liaison
and utility tasks.
Type
No
Utilisation
Base
WS.58 Wessex
utility transport/SAR
Punta del Este

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MILITARY CENSUS, URUGUAY

Fuerza Area Uruguaya (Uruguayan Air Force)

The Commando Areo de Operaciones comprises two Base Area (Air Bases) including BA (Base
Area/Airbase) No 1 Capitan Boise Lanza, Montevideo-Carrasco, which has three aviation groups one of
which, Escuadron Area 5, operates Bell helicopters on transport and liaison duties.
Type
No
Utilisation
Base
212
transport/liaison
Montevideo-Carrasco
AS 365N Dauphin II
transport/liaison
Montevideo-Carrasco
UH-1H Iroquois
transport/liaison
Montevideo-Carrasco
WS-58 Wessex
transport/liaison
Montevideo-Carrasco
Total
12
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MILITARY CENSUS, UNITED STATES OF AMERICA
United States Army

The United States Army operates almost 5,000 helicopters. Numerous Battalions, Squadrons and Companies
are equipped with helicopters, both within the United States and overseas from bases in Egypt, Germany,
Belgium, Italy, Turkey, Japan and South Korea.
Type
No
Utilisation
Base
AH-1F/S HueyCobra
470
attack
various
AH-64A Apache
620
attack
various/inc 232 for

planned conversion to
AH-64D
AH-64D Apache
70
attack
various
AH-6/MH-6 Cayuse
35
special operations
various
CH-47D Chinook
415
transport
various
EH-60A Black Hawk
64
SIGINT
various
MD-47D Chinook
11
special operations
various
MH-60A/L Pave Hawk
63
special operations
various
MH-47E Chinook
26
special operations
various
OH-58A/C Kiowa
460
scout
various
OH-58D Kiowa Warrior 390
attack
various
TH-67A Creek
training
various
135
UH-1H/V Iroquois
1,010
utility transport/medevac
various
UH-60A/L Black Hawk 1,342
utility transport/medevac
various
UH-60Q Black Hawk
utility medevac
various
Total
5,112
UPDATED
US Marine Corps Sikorsky CH-53E Super Stallion, the western world's largest helicopter
(US Marine Corps)
Boeing MH-47E Chinook developed specifically for the US Army's Special Operations
Aircraft Regiment (SOAR)
McDonnell Douglas AH-64A Apache played a major role in Operation Desert Storm
during the 1990-91 Gulf War
Armed OH-58D Kiowa Warrior, the centrepiece of the US Army's digitised battlefield
(Bell Helicopter Textron Inc)
Kaman SH-2G Super Seasprite of HSL-94 based at Willow Grove ARB in Pennsylvania
(Gnter Endres)
(1998)
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United States Coast Guard

The US Coast Guard is the third arm of the Department of the Navy. It is organised into Commander
Atlantic Area and Commander Pacific Area. Some 30 CGASs (Coast Guard Air Stations) operate a mix
of Aerospatiale Dolphin and Sikorsky Jayhawk helicopters.
Type
No Utilisation Base
HH-60J Jayhawk 42 SAR
various
HH-65A Dolphin 92 SAR
Total
various
134
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United States Marine Corps (USMC)

The USMC comes under the Department of the Navy. The aviation elements are organised into Fleet
Marine Force Atlantic, Fleet Marine Force Pacific and the Marine Corps Reserve. The Marine
helicopter force consists of heavy-medium (HMM) and light-attack (HMLA) squadrons.
Type
AH-1W SuperCobra
No
Utilisation
Base
200
attack
various
CH-46D Sea Knight
27
utility transport/training various
CH-46E Sea Knight
232
utility transport/training various
CH-53D Sea Stallion
47
heavylift transport/utility various
CH-53E Super Stallion 152
heavylift transport/utility various
CH-60S Seahawk
HH-1N Iroquois
HH-46D Sea Knight
(42) combat support

25
SAR/utility
on order
various
42
combat SAR
various
HH-60H Pave Hawk
40
combat SAR
various
HV-22A Osprey
MH-53E Sea Dragon
(48) utility transport

43
heavylift/combat support various
MV-22A Osprey
utility transport
on order
NSH-60B Seahawk
experimental
OH-6A Cayuse
test pilot training
various
OH-58A Kiowa
test pilot training
various
SH-2G Super Seasprite 14
ASW
various
SH-3H Sea King
ASW
various/withdrawal in progress
SH-60B Seahawk
164
ASW
various
SH-60F Ocean Hawk
75
ASW
various
TH-57B SeaRanger
45
training
TH-57C SeaRanger
73
training
UH-1N Iroquois
104
utility transport
various
UH-3H Sea King
52
utility transport
various
UH-46D Sea Knight
11
utility transport
various
UH-60A Black Hawk 3
test pilot training
various
VH-3A Sea King
VIP transport/liaison
various
VH-3D Sea King
11
special operations
various
VH-60N White Hawk 8
Quantico
YSH-60F Ocean Hawk 1
experimental
Total USN and USMC 1,397

(excluding orders)
UPDATED
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United States Navy (USN)

The US Navy is organised into five main commands: Commander Naval Air Force Atlantic Fleet,
headquartered at NAS (Naval Air Station) Norfolk, Virginia; Commander Naval Air Force Pacific Fleet,
NAS North Island, California; Chief of Naval Education and Training, NAS Pensacola, Florida;
Commander Naval Air Reserve Force, NAS New Orleans, Louisiana; and Naval Air Systems
Command, Washington, DC. Helicopters are operated by support units, and are also assigned to aircraft
carriers, surface combatants and other surface vessels.
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United States Air Force (USAF)

The United States Air Force is organised into eight major Commands and an Air Reserve Component,
including the Pacific Air Forces and United States Air Forces and Air Forces in Europe. While each
comprises helicopter complements, the 58 Special Operations Wing at Kirtland AFB in New Mexico is made
up entirely of helicopters.
Type
No
Utilisation
Base
CV-22 Osprey
(50)
combat support
on order
HH-1H/UH-1H Iroquois
HH/MH-60G/H Pave Hawk
62
104
utility/SAR/missile support
special ops/SAR/missile support
various
various
MH-53J/NCH-53A/TH-53A
44
special ops/SAR/training
various
210
UPDATED
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MILITARY CENSUS, UNITED ARAB EMIRATES
Dubai Police Air Wing

The Dubai Police Air Wing is headquartered at Dubai International Airport and operates a variety of
helicopters on police and paramilitary duties.
Type
Utilisation
Base
police/paramilitary
Dubai International
206B-3 JetRanger
10
III
police/paramilitary
Dubai International
A 109K2
police/paramilitary
Dubai International
AB 212
police/paramilitary
Dubai International
AB 412EP
police/paramilitary
Dubai International
BO 105CBS
police/paramilitary
Dubai International
212
Total
No
25
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Umm al-Qaiwain
Type No Utilisation Base
222UT 1 VIP transport Umm al-Qaiwain
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Sharjah
Type
No Utilisation Base
206B JetRanger 3 liaison
Sharjah
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Dubai
Type
No
Utilisation
Base
206B JetRanger
liaison
Dubai/Mindhat
206L-1 LongRanger
liaison
Dubai/Mindhat
212
utility transport
Dubai/Mindhat
214B
utility transport
Dubai/Mindhat
AB-205A-1
AB 412
6
6
utility transport
utility
Dubai/Mindhat
Dubai/Mindhat
AS 365N1 Dauphin II
VIP transport
Dubai/Mindhat
transport
Dubai/Mindhat
IAR-330L Puma
10
Total
36
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Abu Dhabi
Type
AH-64A Apache
AS 332L Super Puma
No
Utilisation
Base
30
attack
Al Dhafra
ASW
Al Dhafra
training
Al Dhafra, on order
AS 350B Ecureuil
(14)
AS 532SC Cougar
VIP/transport/liaison
Al Dhafra
AS 532UC Cougar
utility
Al Dhafra
AS 565SA Panther
ASW
Al Dhafra
BO 105CBS
SA 330C/F Puma
ultility
Al Dhafra
transport/liaison
Al Dhafra
SA 342L Gazelle
15
attack
Al Dhafra
75
UPDATED
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United Arab Emirates Air Force (UAEAF)

The United Arab Emirates Air Force comprises the formerly independent Abu Dhabi Air Force, Dubai
Union Air Force and the Sharjah Amiri Air Wing. The other four members of the UAE - Ajman,
Fujairah, Ras al-Khaimah, Umm al-Qaiwain - contribute to funding, but do not provide their own
equipment. The UAEAF is organised into two regional commands: Western Air Command,
headquartered at Abu Dhabi; and Central Air Command at Dubai/Mindhat. Attack helicopters are
operated by Al Ghezelle and Apache Squadrons, both based at Al Dhafra Airbase. Al Dhafra AB is also
the home of the Sharjah Communications Squadron, Anti-Submarine Warfare Squadron, Puma
Squadron, and the Royal Flight. All these come under Western Air Command. Central Air Command
has one Helicopter Squadron, based at Mindhat AB.
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MILITARY CENSUS, UKRAINE

Ukrainian Ground Forces (Army Aviation)

The Ukrainian Ground Forces are organised into the Southern Operational Command, headquartered at
Odessa; Western Operational Command at Lvov; and the Northern Operational Command at Chernigov.
Each has a number of BrAAs (Brigada Aviatsion'nyi Armiya/Army Aviation Brigades), usually
equipped with attack/assault and Command Post helicopters. Helicopter regiments and squadrons are
based at Chernobayevka, Odessa Central and Raukhovka, assigned to Southern Operational Command;
at Brody, Kalinov and Zhovtnevoye, assigned to Western Operational Command, and at Radyanskoye
and Vapnyarka, assigned to Northern Operational Command.
Type
Mi-2 Hoplite
No
50* liaison/utility
various, mostly stored
Mi-6 Hook-A
39* transport
various
Mi-6AYa Hook-C
Command Post various
Mi-6VKP Hook-B
Mi-8 Hip-K
20
combat support various
Mi-8T/TV Hip-C/H
Mi-9 Hip-G
201* assault
18
Utilisation
Base
various
Mi-24D/V/P Hind-D/E/F 230* attack

various
Mi-24K Hind-G2
24 reconnaissance various
Mi-24RKR Hind-G1
24
Mi-26 Halo
27* transport
Total
643

various
*total 207 in storage

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Aviatsiya Voyenno-Morskoyo Flota (Naval Aviation

Force)
Ukraine assumed control of airbases at Nikolayev/Balovnoye, Nikolayev/Kulbakino and Ochakov in
1994 when former Soviet Black Sea Fleet resources were divided. Maritime attack regiments are
supported by a relatively small fleet of ASW/assault helicopters, for embarked duty on surface
combatant vessels. They are operated by 555 OPLVP (Otdel'nyi Protivolodoch'nyi LV
Polk/Anti-shipping Regiment).
Type
No
Utilisation
Base
Ka-25 Hormone
18
ASW
Ka-27 Helix
12
ASW
Ka-29 Helix
assault
Mi-8 Hip
transport
Mi-14 Haze
ASW/mine countermeasures
Total
47
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Voyenno-Vozdushnyye Sily (Military Air Forces)

Under the Conventional Forces Europe (CFE) agreement, Ukraine is allowed 1,090 fixed-wing combat
aircraft, 330 armed helicopters and 100 naval aircraft. Its helicopter strength far exceeds these numbers and
many are, therefore, believed stored. The Air Force has a number of helicopter units assigned to the Fifth
Aviation Corps at Odessa and the Fourteenth Aviation Corps at Lvov, and several Direct Departing Units.
Type
No
Utilisation
Base
Mi-6 Hook
20
transport
Kiev, Lvov, Odessa, Vinnitsa
Mi-6AYa
Hook-C
command post
Vinnitsa
Mi-8/17 Hip
106
utility transport/electronic
Blagoyevo, Kiev, Lutsk North, Lvov,

Odessa, Vinnitsa
Total
128
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MILITARY CENSUS, UGANDA

National Police Air Wing

The Air Element of the National Police, which comes under the jurisdiction of the Air Force, operates
helicopters on utility transport and liaison duties.
Type
No
Utilisation
Base
206B JetRanger
212
Total
1
2
3
utility transport
Entebbe
Entebbe
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MILITARY CENSUS, UGANDA

Uganda Air Force

The Uganda Air Force is organised into a Transport Unit, Flying School, and three Communications Flights,
stationed at Entebbe, Arua, Jinja and Nakasongola, operating helicopters on transport and liaison duties.
Type
206B JetRanger III
No
2
Utilisation
transport/liaison
Base
Entebbe, in storage
412
transport/liaison
Entebbe
AB 206A JetRanger
transport/liaison
Entebbe, Arua, Jinja, Nakasongola
AB 412SP Griffon
transport
Mi-17 Hip
transport
Total
12
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MILITARY CENSUS, TURKMENISTAN

Turkmenistan Air Force and Air Defence Force

The Turkmenistan Air Force operates several fighter regiments and a training regiment on Turkmenistan soil.
Helicopters are flown by 470SAE (Otelel'nyi Smeshan'nyi Aviatsion'nyi Eskadrilya/Independent Mixed Aviation
Squadron) at Ashkabad.
Type
Mi-8 Hip
No
8
Utilisation
assault/transport
Base
Ashkabad
Mi-24 Hind
10
attack
Ashkabad
Total
18
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MILITARY CENSUS, TURKEY
Trk Jandarma Teskilati (Turkish Gendarmerie)

The Gendarmerie comes under the control of Army Aviation and operates helicopters on police and
paramilitary duties from its principal operating base at Ankara-Gvercinlik and a smaller facility at
Diyarbakir.
Type
No
Utilisation
Base
AB 204B
paramilitary
Ankara-Gvercinlik, Diyarbakir, Van
AB 205A-1
15
paramilitary
AB 206A JetRanger
paramilitary
AB 212
paramilitary
Mi-17 Hip-H
19
transport/liaison
S-70A-17 Black Hawk
34
transport/liaison
Total
85
UPDATED
Turkey Army Aviation Robinson R-22 training helicopters
Turkish Naval Aviation AB212ASW deployed on guided missile frigates (H M Steele)
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Trk Kara Kuvvetleri (Turkish Army Aviation)

The Turkish Army Aviation is organised into several Hava Alayi (Aviation Regiment), Taaruz Helikopteri
Tabaru (Attack Helicopter Battalion) and Trk Kara Havailik Okulu (Turkish Army Aviation School). 1
Hava Alayi is based at Istanbul, 2 Hava Alayi at Malatya, 3 Hava Alayi at Erzincan and Aegean Hava Alayi at
Izmir. The Attack Helicopter Battalion is divided into 1, 2 and 3 Filo.
Type
300C
AB 204B
No
25
Utilisation
training
Base
Ankara-Gvercinlik
12
utility/training
Ankara-Gvercinlik
AB 205A
120
utility transport/training
AB 206B JetRanger
AB 212
AH-1P HueyCobra
30
2
training
transport
Ankara, Erzincan, Istanbul, Izmir,

Malatya
Ankara-Gvercinlik
Ankara-Gvercinlik
40
attack
Ankara-Gvercinlik
AH-1S HueyCobra
10
attack
Ankara-Gvercinlik
AH-1W SuperCobra
10
attack
Ankara-Gvercinlik
AS 532UL Cougar
20
transport/liaison
AS 532UL Cougar
(10)
transport/liaison
on order
OH-58B Kiowa
20
observation

Malatya
S-70A-17 Black Hawk
45
UH-1H Iroquois
40
374
Ankara-Gvercinlik, Erzincan, in
delivery
Malatya
UPDATED
Turkish Army Aviation Sikorsky S-70A Black Hawk

(2002)
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Trk Sahil Gvenlik (Turkish Coast Guard)

The Air Element of the Turkish Coast Guard, established in November 1993 at Topel, operates
helicopters on coastal patrol duties.
Type
AB 206B JetRanger
No
3
Utilisation
SAR/patrol
Base
Topel
AB 412EP
(6)
SAR/patrol
Topel, on
order
3
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Trk Donama Havaciligi (Turkish Naval Aviation)

Helicopters of the Turkish Naval Aviation are operated by 351 Filo (Squadron) at Topel, with
Detachments at Antalya, supporting Southern Naval District; Cigli, supporting Western Naval District;
and Trabzon, supporting Northern Naval District.
Type
AB 204AS
AB 212ASW
AB 212EW
SH-70B Seahawk
Total
No
3
10
3
4
20
Utilisation
utility/SAR
ASW/ASMD
EW
ASW
Base
Antalya, Cigli, Topel, Trabzon
Antalya, Cigli, Topel, Trabzon, in delivery
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Trk Hava Kuvvetleri (Turkish Air Force)

The Turkish Air Force is organised into several commands, each divided into a number of AJU (Ana Jet
US/Jet Base). All of these incorporate one E-IK (Egitim-Irkibat Kita/Training-Liaison Flight) equipped
with helicopters.
Type
No
Utilisation
AS 532AL Cougar
20
CSAR/SAR
UH-1H Iroquois
45
liaison/support/SAR
Total
65
Base
various, in
delivery
various
UPDATED
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MILITARY CENSUS, TUNISIA

Al Quwwat al Jawwiya al Jamahiriyah at'Tunisia

(Republic of Tunisia Air Force)
The Republic of Tunisia Air Force has two helicopter squadrons, both based at Bizerte-La Karouba. 31
Squadron provides utility transport and 32 Squadron training services.
Type
205A-1
AB 205A-1
No
5
Utilisation
utility transport
Base
Bizerte-La Karouba
12
utility transport
Bizerte-La Karouba
AS 350B Ecureuil
training/liaison
Bizerte-La Karouba
training/liaison
Bizerte-La Karouba
SE 3130 Alouette II
training/liaison
Bizerte-La Karouba
Total
30
UPDATED
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MILITARY CENSUS, TRINIDAD AND TOBAGO

National Helicopter Service

The National Helicopter Service is an agency of the Ministry of National Security, tasked with search
and rescue and paramilitary duties, using twin-engined helicopters in civilian markings.
Type
No Utilisation Base
BO 105CBS 3 SAR/liaison Port-of-Spain-Piarco
S-76A
Total
SAR/liaison Port-of-Spain-Piarco
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MILITARY CENSUS, TRINIDAD AND TOBAGO

Trinidad and Tobago Defence Force

The air element of the Defence Force operates only a small number of fixed-wing aircraft.
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MILITARY CENSUS, TONGA

Tonga Defence Force

The air element of the Tonga Defence Force, formed in 1986, does not operate helicopters.
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MILITARY CENSUS, TOGO

Force Arienne Togolaise (Togolese Air Force)

The Togolese Air Force has a small helicopter element, based at Lom Airport, which operates
Aerospatiale helicopters on transport and liaison flights. The Super Puma is operated in civilian
markings.
Type
AS 332L Super Puma
No Utilisation
Base
VIP/transport
Lom
SA 315B Lama
liaison
Lom
Total
4
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MILITARY CENSUS, TANZANIA

Tanzania Police Air Wing

The Tanzania Police Air Wing operates a mixed helicopter fleet on police work and paramilitary tasks.
Type
No
Utilisation
Base
47G-3B2
AB 206L LongRanger
1
2
paramilitary
paramilitary
Dar es Salaam-Mikumi
Total
3
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MILITARY CENSUS, TANZANIA

Jeshi la Wanachi la Tanzania (Tanzanian People's

Defence Force Air Wing)
The Tanzanian People's Defence Force Air Wing has three fighter squadrons, a transport squadron and a
helicopter squadron, which operates helicopters mainly to transport government officials and visiting
dignitaries.
Type
AB 205B
No
2
Utilisation
transport
Base
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MILITARY CENSUS, TAJIKISTAN

Tajikistan Air Arm

Although Tajikistan is mainly dependent on Russian ground forces to combat anti-government rebels on
cross-border incursions by Dushmani (Mujahedeen) insurgents from Afghanistan, it has established a small air
arm, equipped with helicopters.
Type
No
Utilisation
Base
Mi-8MTV Hip-H
12
assault transport
Dushanbe, Khodjent/Gafurov
attack
Dushanbe
Hi-24 Hind
Total
5+
17+
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MILITARY CENSUS, TAIWAN
Republic of China Army Air Arm

Organisational details of the Republic of China Army Air Arm are sketchy, but force includes transport,
anti-armour, light attack/scout and training helicopters operated by the 1st and 2nd Army Training School, and
Headquarters company.
Type
No
Utilisation
Base
234MLR Chinook
heavylift
Kuai Jen
AH-1W SuperCobra
41
attack
Lung Tan
AH-1W SuperCobra
(21)
attack
on order
CH-47D Chinook
utility
on order for delivery

2002
CH-47SD Chinook
(9)
utility
on order
OH-58D Kiowa Warrior
30
attack/scout
Lung Tan
TH-67 Creek
30
training
Kuai Jen
UH-1H Iroquois
80
utility transport
Kuai Jen, Lung Tan
187
UPDATED
Sikorsky S-70C Black Hawk operated on search and rescue missions by the Republic of
China Air Force
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Republic of China Naval Air Arm

Precise details of the order of battle are unknown, but helicopters routinely embark on helicopter-capable
destroyers and frigates. The subordinate Marine Corps element is reported to utilise scout helicopters.
Type
500MD/Defender
500MD
S-70M(C)-1 Thunderhawk
Total
No
8
Utilisation
ASW/Scout
Base
Kaohsiung
1
9
trainer
ASW/Elint
Kaohsiung
Hualien
18
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Chung-Kuo Kung Chuan (Republic of China Air

Force)
The only helicopters operated by the Republic of China Air Force belong to the `Seagull' ARB (Air
Rescue Brigade) at Chia Yi Airbase, part of 4th (455th) TFW (Tactical Fighter Wing).
Type
S-70C Black Hawk
No Utilisation Base
13 SAR
Chia Yi
S-70C-6 Super Blue Hawk 4 SAR

Total
17
Chia Yi
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MILITARY CENSUS, SYRIA

Syrian Arab Naval Air Arm

The Syrian Naval Air Arm has a small helicopter element tasked with anti-submarine warfare missions.
Type
No Utilisation Base
Ka-25BSh Hormone 5 ASW
?
Mi-14PL Haze-A
20 ASW
Total
25
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MILITARY CENSUS, SYRIA

Al Quwwat al Jawwiya al Arabiya As'Souriya

(Syrian Arab Air Force)
Adhering to former Soviet organisational methods and concepts, and still operating predominantly
Soviet equipment, the Syrian Arab Air Force has a strong helicopter component providing scouting,
anti-armour and transport support to the Syrian Army.
Type
Mi-2 Hoplite
Mi-6 Hook
Mi-8/17 Hip
Mi-24 Hind
No Utilisation
20 utility transport ?
100 assault transport ?
36 attack
SA 342L Gazelle 35 anti-armour

Total
Base
?
?
201
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MILITARY CENSUS, SWITZERLAND

Schweizer Luftwaffe (Swiss Air Force)

Helicopters within the Swiss Air Force are operated by a number of LTst (Lufttransportstaffel/Air
Transport Squadron) within Fliegerregiment (Aviation Regiment) 4, part of Flugwaffenbrigade
(Aviation Brigade) 31.
Type
TH-86 (AS 332 Super Puma)
No
Utilisation
Base
transport
various
TH-89 (AS 332M Super Puma)
12
transport
various
48
liaison
various
20
liaison
various
Total
83
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MILITARY CENSUS, SWEDEN

Svenska Armen-Armeflyget (Swedish Army-Army

Flying Service)
The Swedish Army Flying Service is divided into Armeflygbattaljon (Army Aviation Battalion) AF1, based at
Boden, and AF2, based at Malmen. Both operate helicopters.
Type
Hkp 3C (AB 204B)
No
Utilisation
Base
11
transport
Boden
Hkp 5B (300C)
Hkp 6A (AB 206A JetRanger)
Hkp 9A (BO 105CB)
24
20
19
training
liaison/training
attack/support
Malmen
Boden, Malmen
Boden, Malmen
Hkp 11 (AB 412)

Hkp 15 (A 109)
transport
Boden
(20)
utility/SAR/Medevac
on order
NH90
(18)
79
on order
UPDATED
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Svenska Marinen (Swedish Navy)

Swedish Navy comprises three units, all equipped with helicopters, including 11 Helikopterdivisionen
(Helicopter Squadron) at Berga, 12 Helikopterdivisionen at Rnneby and 13 Helikopterdivisionen at Save.
On 1 January 1999, all military helicopters were placed under naval control as the Frsvarsmaktens
Helikopterflottilj (Armed Forces Helicopter Wing), divided into four squadrons.
Type
No
Utilisation
Base
Hkp 4B (KV 107 II-5)
ASW/OTHT
Berga
Hkp 4C (KV 107 II-5)
ASW/transport
Berga, Ronneby, Sve
Hkp 4D (KV 107-11-15)
ASW/OTHT
Berga
Hkp 6B (AB 206B JetRanger)
10
ASW/OTHT
Berga, Ronneby, Sve
Total
24
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Svenska Flygvapnet (Swedish Air Force)

The Swedish Air Force is organised into regional sectors, all comprising a Helicopter Group
(Helikoptergrupp). These are Luftforsvarssektor Ovre Norrlands (Upper Norland Air Defence Sector),
Luftforsvarssektor Nedre Norrlands (Lower Norland Air Defence Sector); Nellersta Luftforsvarssektor
(Central Air Defence Sector) and Luftforsvarssektor Syd (Southern Air Defence Sector).
Type
No
Utilisation
Base
Hkp 3B (AB 204B)
utility transport
Angelholm, Froson-stersund, Malmslatt, Uppsala
Hkp 9B (BO 105CBS)
transport/SAR
Malmslatt, Satenas
transport/SAR
Lule, Rnneby, Sderhamn
Hkp 10 (AS 532UL Cougar) 12

Total
19
VERIFIED
Agusta-Bell Hkp 3B (AB 204B) operated by the Swedish Air Force
(2000)
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MILITARY CENSUS, SWAZILAND

Umbutfo Swaziland Defence Force

Based at Manzini-Matsapha airfield, the Air Wing of the Swaziland Defence Force operates a mixed fleet of fixed-wing aircraft and
helicopters.
Type
No
Utilisation
Base
utility
Manzini-Matsapha
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MILITARY CENSUS, SURINAME

Suriname Air Force

The Air Element of the tiny Suriname Air Force, headquartered at Paramaribo-Zanderij, operates a single Aerospatiale Alouette III
on liaison duties.
Type
No
Utilisation
Base
liaison
Paramaribo-Zanderij
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MILITARY CENSUS, SUDAN

Silakh al Jawwiya As'Sudaniya (Sudanese Air

Force)
Although the Sudanese Air Force continues to receive limited assistance from China and Libya, its
operational capabilities and combat potential are believed to be extremely low. Its order of battle is
unknown, but apart from its main operating base at Khartoum, other bases are maintained at the airfields
of Al Fashir, Al Ubayyid, Juba, Kassala, Kusti, Malaki and Wad Madani.
Type
AB 212
BO 105CB
IAR-330L Puma
No Utilisation
Base
5 anti-tank
?
8
transport
Mi-8 Hip
transport
attack
Mi-24V Hind-E 5
Total
28
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MILITARY CENSUS, SRI LANKA

Sri Lankan Air Force (SLAF)

The SLAF comprises three helicopter units: 6 Helicopter Squadron, based at Vavuniya, close to the frontline in
the battle by government forces against the Tamil Tiger separatists, who are striving for independence, and
Sinhalese left-wing insurgents. 7 Helicopter Squadron at Minneriya; and 9 Attack Squadron, also at
Minneriya.
Type
No
Utilisation
Base
206A/B JetRanger
utility transport
Colombo-Katunayake
212
11
utility transport
Colombo-Katunayake
412SP
transport
Colombo-Katunayake
Mi-17 Hip-H
assault transport
Vavuniya, Minneriya
Mi-24V Hind-E
assault transport
Vavuniya, Minneriya
Mi-35P Hind-F
assault transport
Vavuniya, Minneriya
Total
40
UPDATED
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MILITARY CENSUS, SPAIN
Fuerza Aeromviles del Ejrcito de Tierra (Army-Air

Mobile Forces)
The Army-Air Mobile Forces, based at Colmenar Viejo, are equipped entirely with helicopters. The order of
battle comprises 10 units.
Type
Utilisation
Base
attack
Almagro/Ciudad Real
training
Colmenar Viejo
HR.12B ( OH-58A Kiowa)
11
training
Colmenar Viejo
HR.15 (BO 105GSH)
31
reconnaissance
Almagro/Ciudad Real, Agoncillo, Betera, Los

Rodeos
HT.17 (CH-47C/D
Chinook)
17
transport
Colmenar Viejo
HT.21 (AS 532UC Cougar) 21
transport
Colmenar Viejo
HU.10 (UH-1H Iroquois)
48
utility transport
Agoncillo, Betera, Colmenar Viejo, Los Rodeos
6
170
utility transport
Colmenar Viejo
HA.15 (BO 105ATH)

HE.15 (BO 105CB)
HU.18 (AB 212)

Total
No
28
VERIFIED
Sikorsky S-76C employed by the Spanish Air Arm for training
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Arma Area de la Armada Espaola (Spanish Naval

Air Arm)
The Flotilla de Aeronaves de la Armada (Naval Air Flotilla) at Rota has four helicopter squadrons
(Escuadrilla). The Searchwater-equipped Sea Kings regularly deploy aboard the carrier Principe de Asturia,
and Seahawks are operated from guided missile frigates.
Type
HA.18 (AB 212ASW)
HS.9 (SH-3 Sea King)
No
10
Utilisation
ASW/ASMD
Base
Rota
10
ASW
Rota
HS.9 (SH-3 Sea King/Searchwater)
AEW
Rota
HS.13 (369M)
HS.23 (S-70B Seahawk)
11
training
Rota
ASW/ASMD
Rota
HS.23 (S-70B Seahawk)
(6)
ASW/ASMD
on order
40
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Ejrcito del Aire Espaol (Spanish Air Arm)

The Spanish Air Arm's Mando Operativo Areo (Operational Air Command) comprises four regional
divisions: Mando Areo del Centro (MACEN) (Central Air Command), Mando Areo del Estrecho (MAEST)
(Strait Air Command), Mando Areo de Levante (MALEV) (Eastern Air Command) and Mando Areo de
Canarias (MACAN) (Canary Isles Air Command). All include helicopter wings.
Type
HD.21 (AS 332F Super Puma)
No
Utilisation
Base
10
SAR/transport
Cuatro Vientes, Gando, Palma
HE.20 (269A-1)
HE.24 (S-76C)
14
training
Granada-Armilla
training
Granada-Armilla
HT.19 (SA 330C/H Puma)
transport
Cuatro Vientes
HT.21/21A (AS 332B/M Super Puma)
VIP transport
Cuatro Vientes
training
on order
EC 120B Colibri
(15)
42
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MILITARY CENSUS, SOUTH AFRICA

Suid-Africaanse Ler (South African Army)

The South African Army has no independent air arm. Alouette III, Puma and Oryx helicopters are
provided for support duties by the SAAF.
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Suid-Africaanse Vloot (South African Navy)

The South African Navy has no independent air arm. Alouette III, Puma and Oryx helicopters are
provided by the SAAF for SAR duties and shipborne operations as needed.
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Suid-Afrikaanse Lugmag (South African Air Force)

(SAAF)
The present order of battle includes five squadrons equipped with helicopters, together with 87 AFS (Advanced
Flying School) at Bloemfontein. The five squadrons are 15 Squadron, based at Durban; 19 Squadron at Louis
Trichardt; 16 Squadron at Bloemspruit; 17 Squadron at Swartkop and 22 Squadron at Ysterplaat.
Type
No
Utilisation
Base
Oryx (SA 330 Puma)
50
Liaison/support
Durban, Louis Trichardt, Swartkop
AS 365N Dauphin II
Transport
Swartkop
BK 117A-1/-3
10
Utility/transport
Durban
AH-2A Rooivalk
12
Attack
Bloemspruit
30
Liaison/scout/training
Bloemfontein, Ysterplaat
22
Liaison/scout/training
Bloemfontein, Ysterplaat
Super Lynx 300
(4)
SAR
On order
125
UPDATED
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MILITARY CENSUS, SOMALIA

Dayuuradaha Xoogga Dalka Somalyeed (Somalian

Aeronautical Corps)
The entire inventory of the Somalian Aeronautical Corps was either destroyed or damaged beyond
effective repair in fighting following the ousting of President Mohamad Siad Barre in January 1991.
With unrest still plaguing the country and the inability of SAC to muster any resources for new
equipment, its resurrection appears unlikely until stability returns. Before 1991, SAC had a small fleet
of Agusta-Bell 204B and 212 helicopters for transport.
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MILITARY CENSUS, SOLOMON ISLANDS

Air Arm
A helicopter gunship, possibly an Mi-24, was impounded by Australia on delivery, at the request of the
new government, although it is believed that a helicopter is operated. The recent unrest has shed no light
on the air arm's composition and capability.
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MILITARY CENSUS, SLOVENIA

Slovensko Vojasko Letalstvo (Slovene Military

Aviation)
Since gaining independence from Yugoslavia in September 1991, efforts to build up an armed force have
been frustrated by the continuing UN arms embargo, imposed on all former Yugoslav republics. Some
helicopters, including Bell 212 and 412EP models, are operated on paramilitary duties in civilian
registrations by 15 Brigade at Ljubljana-Brnik. 15 Brigade at Cerklje operates Bell JetRangers for training.
Type
206B JetRanger
No
3
Utilisation
training
Base
Cerklje
412EP
transport
Ljubljana-Brnik
412HP
utility transport
Ljubljana-Brnik
412SP
utility transport
Ljubljana-Brnik
Total
11
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MILITARY CENSUS, SINGAPORE

Republic of Singapore Air Force

The helicopter order of battle of the Republic of Singapore Air Force consists of five squadrons, all based at
Sembawang Airbase. These are 120 (Condor) Squadron, 123 (Sunbird), 124, 125 (Starling) and 126 Squadron.
Type
No
Utilisation
Base
AB 205A
utility/liaison
Sembawang
AH-64D Apache
(20)
attack
on order
AS 332M Super Puma
20
utility/liaison
Sembawang
AS 532UL Cougar
14
transport/SAR
Sembawang
AS 550A2 Fennec
10
attack/scout
Sembawang
AS 550C2 Fennec
CH-47D Chinook
10
attack
Sembawang
transport
Sembawang
CH-47SD Chinook
transport
Sembawang
utility/liaison
Sembawang
UH-1H Iroquois
16
90
UPDATED
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MILITARY CENSUS, SIERRA LEONE

Sierre Leone Armed Forces

The 1998 coup in Sierra Leone and the following unrest makes it difficult to establish the composition of the
armed forces, but it is known that a combat-capable air element is equipped with Mil Mi-24 attack helicopters.
Type
No
Utilisation
Base
AS 355F Ecureuil II
transport/liaison
Freetown-Lungi
Mi-17 Hip-H
assault
Freetown-Lungi
Mi-24 Hind
attack
Freetown-Lungi
Total
3
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MILITARY CENSUS, SEYCHELLES

Seychelles Coast Guard

Formerly known as the Seychelles People's Air Force, the Coast Guard Air Wing operates
civil-registered helicopters on transport and liaison duties from Mah Airport.
Type
No Utilisation
Base
Chetak (SA 316B Alouette III) 2 transport/liaison Mah
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MILITARY CENSUS, SENEGAL

Arme de l'Air de Sngal (Senegalese Air Force)

The Senegalese Air Force possesses a small transport element which operates helicopters on utility
transport and liaison duties from Dakar International Airport.
Type
SA 318C Alouette II
No
Utilisation
Base
liaison/transport
Dakar
UPDATED
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MILITARY CENSUS, SAUDI ARABIA
Saudi Armed Forces Medical Services

The government-owned aircraft fleet maintained for medical duties includes some Aerospatiale Dauphin
twin-engined helicopters, operated in civilian markings.
Type
AB 212
AS 365N Dauphin II
No Utilisation Base
2 medevac Riyadh
5 medevac
Riyadh
SA-70A-1L Desert Hawk 8 medevac

Total
15
Riyadh
VERIFIED
Sikorsky S-70A Desert Hawk used on transport and medevac duties by the Royal
Saudi Land Forces
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Royal Saudi Land Forces

As a result of the Gulf War, the Royal Saudi Land Forces have been boosted by the acquisition of a
modern fleet of mostly US-built helicopters, all operated by Army Aviation Command at King Khaled
Military City in Riyadh.
Type
No Utilisation Base
406CS Combat Scout 13 scout
Riyadh
AH-64A Apache
12 attack
Riyadh
S-70A-1 Desert Hawk 12 transport
Total
37
Riyadh
UPDATED
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Royal Saudi Naval Force

Based at Al Jubail, the Royal Saudi Naval Force's Air Element is equipped with Eurocopter
(Aerospatiale) helicopters operated on transport duties and armed for anti-ship missile defence.
ASW/ASMD variants are also deployed aboard the Navy's guided-missile frigates and replenishment
ships.
Type
No Utilisation
Base
AS 532UC Cougar 5 utility transport Al Jubail
AS 532SC Cougar
6 ASMD
Al Jubail
AS 565SA Panther 18 ASW/ASMD
Al Jubail
AS 565SC Panther 4 SAR/utility
Al Jubail
Total
33
UPDATED
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Al Quwwat al Jawwiya al Malakiya as Sa'udiya (Royal

Saudi Air Force)
The Royal Saudi Air Force, headquartered at Riyadh, operates helicopters on transport and liaison duties, from
Riyadh and King Fahd AB in Taif.
Type
No
Utilisation
Base
AB 212
24
transport
Taif
AS 532A2 Cougar Mk II
12
combat support
being delivered
liaison/transport
Riyadh
AS-61A-4
Total
38
UPDATED
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MILITARY CENSUS, RWANDA

Force Arienne Rwandaise (Rwandan Air Force)

Headquartered in the capital Kigali, the Air Element of the Rwandan Air Force is equipped with a small
number of helicopters on COIN and liaison missions.
Type
Mi-17MD Hip
No
1
Utilisation
liaison/transport
Base
Kigali
assault/liaison
Kigali
Mi-24 Hind
attack
Kigali
Total
9
UPDATED
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MILITARY CENSUS, RUSSIAN FEDERATION
Armeiskaya Aviatsiya (Army Aviation)

Armeiskaya Aviatsiya (Army Aviation) retains a substantial capability in spite of a lack of flying hours
and urgent requirement for a new attack helicopter, which has been delayed because of budget
restraints. Once this has been resolved, a large order may be placed for either or both of the Kamov
Ka-50 Hokum and the Mil Mi-28/28N Havoc. Under the Conventional Forces in Europe (CFE) treaty,
Russia is limited to 890 combat helicopters in the European theatre. Aviation resources are generally
grouped into regimental units, comprising subordinate squadrons (Eskadrilya), which are further
subdivided into flights (Zveno) and pairs (Para). The assault regiment is usually composed of three
squadrons, two of which are tasked with assault.
Type
Ka-50
Mi-2 Hoplite
No
Utilisation
8 attack
100 utility
Mi-6 Hook-A
transport
Base
under evaluation
various
various
Mi-6VKP Hook-B
100 Command Post various
Mi-6AYa Hook-C
Mi-8 Hip
assault
Mi-8K Hip

1,000
various
Mi-8SMV Hip-J
Mi-8PPA Hip-K
Mi-8VZPU Hip-D
Mi-9 Hip-G
30 Command Post various
Mi-24D/V/P Hind-D/E/F
Mi-24K Hind-G2
700 attack
Mi-24RKR Hind-G1
Mi-26 Halo
Total
various
35 transport
still being delivered
1,973*
*estimated.
UPDATED
Mil Mi-26T heavy-transport helicopter of Russian Ground Forces
The Russian armed forces still use several hundred Mi-2 Hoplite light utility
helicopters (Paul Jackson)
(1998)
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Aviatsiya Voyenno-Morskoyo Flota (AV-MF) (Aviation

of the Naval Defence Fleet)
Russian naval forces are distributed among four major fleet commands - Baltic, Black Sea, Northern and
Pacific Fleets - plus two smaller elements, the Caspian Flotilla and St Petersburg Naval Base. Each major fleet
has its own aviation complement and includes the Otdelnaya Smieshennaya Korabelnaya Diviziya (Special
Carrier Mixed Division) deployed aboard the Admiral Kuznetsov. In spite of extensive use of helicopters from
surface combatant vessels, Naval Aviation is equipped predominantly with shore-based aircraft, but little
information is available on helicopter dispositions.
Type
No
Utilisation
Ka-25PL Hormone-A
50
ASW
Base
Petropavlovsk, Bruyusterort,
Khersones, Kachalovka
Ka-25BShZ/PS Hormone-C 15
Utility
Ka-27PL Helix-A
85
ASW
Petropavlovsk, Bruyusterort,
Khersones, Kachalovka
Ka-29 Helix-B
30
Assault
Ka-31
AEW
Mi-8/17 Hip
Mi-14BT Haze-B
35
Assault transport
Korsakov, Kacha
Mine countermeasures
Kacha
Mi-14PL Haze-A
20
ASW
Bryusterort, Kacha, Kachalovka,

Petropavlovsk Korsakov
Mi-14PS Haze-C
40
utility
Total
280
UPDATED
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Although the Russian forces inherited a large number of combat aircraft and helicopters from the former
forces, they are battling against severe budget restraints. The armed forces are structured into three
major commands which incorporate a number of geographically based Military Districts.
Type
No Utilisation
Mil Mi-2 Hoplite 100 + utility transport
Base
various
Mi-8/M/MT Hip 100 + utility transport/training various

Total
200 +
UPDATED
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Marina Romana (Romanian Navy)

The FME (Flotila de Marina Elicopter/Naval Helicopter Regiment), based at Tuzla on the Black Sea,
operates helicopters on anti-submarine warfare missions, and on liaison duties. They are also deployed
from surface combatants and support ships.
Type
No Utilisation
IAR-316B Alouette III 5 liaison/transport
Base
Tuzla
IAR-330L Puma
6 ASW/naval support Tuzla
Mi-14PL Haze-A
6 ASW
Total
Tuzla
17
UPDATED
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Aviatez Militare Romane (Romanian Military Aviation)

The Romanian Military Aviation is organised into the 1st and 2nd Air and Anti-Aircraft Defence Corps at
Ploesti and Timisoara; the Military Academy at Brasov, and Direct Reporting Units, all operating helicopters.
Type
No
Utilisation
AS 365C Dauphin II
VIP transport
IAR-316B Alouette III
104
IAR-330L Puma
80
Mi-8/17 Hip/Hip-H
26
213
Base
Bucharest-Otopeni
Boboc, Bucharest-Otopeni, Buzau,
liaison/transport
Caransebes, Sibiu-Turnisor, Titu-Boteni,
Turdu Luna
Boboc, Bucharest-Otopeni, Caransebes,
attack/assault/transport
Sibiu-Turnisor, Titu-Boteni
utility transport
Alexini, Bucharest-Otopeni
UPDATED
IAR-330L Puma in service with the Romanian Military Aviation

(2000)
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MILITARY CENSUS, QATAR

Qatar Amiri Air Force

The small Qatar Amiri Air Force, headquartered at Rumaillah Fort in the capital Doha, is organised into
1 Fighter Wing and 2 Rotary Wing, both based at Doha International Airport. 2 Rotary Wing comprises
6 (CS) (Close Support) Squadron flying Aerospatiale Gazelle helicopters on anti-armour attack and
communications duties; 8 (ASV) (Anti-Surface Vessel) Squadron and 9 (MR) (MultiRole) Squadron.
Type
SA 342L Gazelle
No Utilisation
Base
10
attack
Doha
Commando Mk 3
ASUW/attack
Doha
Commando Mk 2A
utility transport
Doha
Commando Mk 2C
VIP transport
Doha
Total
21
UPDATED
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MILITARY CENSUS, POLAND

Ministerstwo Spraw Wewnetrznych (Ministry of the

Interior)
The Polish Ministry of Interior has a large helicopter fleet operated from Warsaw by 103 PL (Pulk
Lotniczy/Air Regiment) on paramilitary tasks and VIP transport.
Type
No
Utilisation
Base
206B JetRanger III

Mi-2 Hoplite
VIP transport
Warsaw-Bemowo
paramilitary
Warsaw-Bemowo
Mi-8P Hip
paramilitary
Warsaw-Bemowo
Mi-8S Hip
Mi-8T Hip
paramilitary
Warsaw-Bemowo
paramilitary
Warsaw-Bemowo
Mi-17 Hip-H
paramilitary
Warsaw-Bemowo
W-3 Sokol
paramilitary
Warsaw-Bemowo
W-3 A Sokol
SAR
Warsaw-Bemowo
Total
24
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Polska Lotnictwo Wojsk Ladowych (Polish Army Air

Force)
The Army Air Force operates on all helicopter fleet, flown by 25 DKP (Dywizja Kawalerii Powietrznej/Air
Cavalry Division), Warszawa Okreg Wojskowy (Warsaw Military District) and Pomorski Okreg Wojskowy
(Pomeranian Military District).
Type
Mi-2 Hoplite
No
Utilisation
Base
80
liaison
Leczyca-Wielka
Mi-8 Hip-C
30
assault transport
Leczyca-Wielka
Mi-17 Hip-H
assault transport
Leczyca-Wielka
W-3W Sokol
28
attack
Leczyca-Wielka
Mi-24D Hind-D
29
attack
Warsaw
Mi-24V Hind D
14
attack
Inowroclaw
Total
184
UPDATED
Polish Army Air Force W-3 Sokol (Paul Beaver)

(2002)
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Polska Lotnictwa Marynarki Wojennej (Polish Naval

Air Arm)
The land-based Naval Air Arm comprises the mixed fleet 1 DLMW (Dywizjon Lotnictwa Marynarki
Wojennej/Naval Air Arm Division) and the all-helicopter 2 DLMW, flying helicopters on SAR and utility
transport from Gdynia and Darlowo.
Type
Mi-2RM Hoplite
No
Utilisation
Base
utility/SAR
Darlowo
Mi-14PL Haze-A
10
ASW
Darlowo
Mi-14PS Haze-C
SAR
Darlowo
SH-2G Super Seasprite
SAR/utility
Darlowo
W-3 Sokol
utility transport
Gdynia-Babie Doly
W-3RM Anakonda
SAR/utility
Gdynia-Babie Doly
Total
29
UPDATED
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Polska Wojska Lotnicze i Obrony Powietrznej (Polish

Air Defence and Aviation Force)
The Polish Air Defence and Aviation Force retains its Russian organisational structure, including two fighting
helicopter regiments, a single helicopter training regiment and a transport helicopter regiment.
Type
412SP
No
Utilisation
Base
VIP transport
Warsaw-Okeie
Mi-2 Hoplite
80
anti-tank/scout
Bydgoszcz, Inowroclaw, Modlin,

Warsaw-Bemowo, Wroclaw
Mi-8S Hip-C
transport
Warsaw-Okeie
W-3 Sokol
17
training/attack
Warsaw-Okeie, Nowe Miasto
Total
106
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MILITARY CENSUS, PERU

Policia Nacional Peruana (Peruvian National

Police)
The Peruvian National Police, headquartered in the capital Lima, undertakes various policing,
anti-smuggling, anti-drugs and other paramilitary tasks from various bases within the country. It
operates a mix of fixed-wing aircraft and helicopters, flown by Escuadron 200.
Type
No
Utilisation
Base
MD 500D
training
Lima-Callao
BK 117B-1
BO 105LSA-3
2
4
police/paramilitary
police/paramilitary
Lima-Callao
Lima-Callao
Mi-17 Hip
10
police/paramilitary
Lima-Callao
UH-1H Iroquois
15
police/paramilitary
Lima-Callao
Total
32
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Aviacin del Ejrcito Peruana (Peruvian Army

Aviation)
The precise order of battle of the Peruvian Army Aviation is not available, but it is known that
Lima-Callao is the main operating base for both fixed-wing and helicopter elements engaged on
scout/observation, combat, transport and communications tasks. Other airfields used include Pisco and
Talara.
Type
412
A 109K2
F28F Falcon
Mi-8/17 Hip
Mi-24D Hind-D
No
2
Utilisation
utility transport
Base
Lima-Callao
10
assault transport
Lima-Callao +
utility/training
Lima-Callao +
40
transport
Lima-Callao +
14
attack
Lima-Callao +
Mi-26 Halo
utility transport
Lima-Callao +
SA 315B Lama
utility/liaison
Lima-Callao +
Total
82
VERIFIED
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Servicio Aeronaval de la Marina Peruana (Peruvian

Naval Air Service)
The Peruvian Naval Air Service, headquartered in Lima-Callao, has several fixed-wing squadrons and a single
rotary-wing squadron, which also operates helicopters from frigates.
Type
No
Utilisation
Base
206B JetRanger
training
Lima-Callao
AB 212AS
AS-61D/ASH-3H Sea King
ASW
Lima-Callao
ASW/ASMD
Lima-Callao
Mi-8T Hip
utility transport
Lima-Callao
Total
17
VERIFIED
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Fuerza Area del Peru (Peruvian Air Force)

The Peruvian Air Force is one of the most potent in South America, having been able to build up its combat
capability with aircraft and helicopters acquired from the former Soviet Union, and latterly from Brazil. It has
a strong helicopter contingent for transport and communications, operated principally by Grupo Areo (Air
Group) 3, based at Lima-Callao (Jorge Chavez International). Grupo Areo 3 incorporates three squadrons and
the Ella Entrenamiento (Training Flight). A Special Forces Group (Grupo de Fuerzas Especiales), based at
Arequipa (Base Area Rodriguez Ballon), is equipped with attack and transport helicopters.
Type
No Utilisation
Base
212
10
utility transport
Lima-Callao
214ST
utility transport
Lima-Callao
412HP
VIP transport
Lima-Callao
BO 105CBS
liaison
Lima-Callao
BO 105LS
liaison
Lima-Callao
Mi-8/17 Hip
20
assault transport
Arequipa, Lima-Callao
Mi-24 Hind-D
10
attack
Arequipa
utility transport
Lima-Callao
UH-1H Iroquois
Total
6
57
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MILITARY CENSUS, PARAGUAY

Aviacin de la Armada Nacional Paraguaya

(Paraguayan Naval Aviation)
In spite of being a land-locked country, Paraguay has established a Naval Flight, which is used to patrol
the Paraguay River from Asuncion's Silvio Pettirossi Airport and the Sajonia Naval Base. A small
complement of fixed-wing aircraft and light helicopters are flown on liaison and transport missions. The
helicopters operate from platforms on river patrol vessels.
Type
No Utilisation
Base
HB 350B Esquilo 2 liaison/transport Sajonia
OH-13 Sioux
training
UH-12E Raven
liaison/transport Sajonia
Total
Sajonia
VERIFIED
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MILITARY CENSUS, PARAGUAY

Fuerza Area Paraguaya (Paraguayan Air Force)

1 Brigada Area (Air Brigade) comprises a number of groups, including the Grupo Areo de
Helicpteros, stationed at BAM (Base Area Militar/Military Airbase) Nh Guaz, Campo Grande,
Asuncion.
Type
300C
A 109A
No Utilisation
Base
1* liaison/transport Asuncion-Nh Guaz
1* liaison/transport Asuncion-Nh Guaz
HB 350B Esquilo 3 liaison/transport Asuncion-Nh Guaz

UH-1B Iroquois 3 liaison
Asuncion-Nh Guaz
UH-1H Iroquois
Total
8 liaison/utility
Asuncion-Nh Guaz
16
*possibly withdrawn
UPDATED
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MILITARY CENSUS, PAPUA NEW GUINEA

Papua New Guinea Defence Force

The air element of the small Papua New Guinea Defence Force is tasked with coastal and border patrol
and transport duties, operated by the Air Transport Squadron based at Lae Airbase, with a mix of
fixed-wing aircraft and helicopters.
Type
UH-1H Iroquois
No Utilisation
Base
Lae
utility/transport
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MILITARY CENSUS, PANAMA

Panama Servicio Areo Nacional (National Air

Service)
Panama's National Air Service operates as an unarmed transport and liaison force, using a small number of
fixed-wing aircraft and helicopters from bases at Panama City's Tocumen International and Paitilla airports.
Type
No
Utilisation
Base
205A/UH-1H Iroquois
9+
utility transport
Panama City-Tocumen + Paitilla
212
utility transport
S-76C
utility transport
Total
13+
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MILITARY CENSUS, PALESTINE

Palestine Authority
The newly established Air Element uses donated Russian helicopters for transport, SAR and internal
security operations. An Agusta-Bell AB 212 is used on liaison duties.
Type
AB 212
No Utilisation Base
1 liaison
Gaza
Mi-17 Hip-H 2
Total
utility/SAR Gaza
3
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MILITARY CENSUS, NORWAY
Kongelige Norske Luftforsvaret (Royal Norwegian Air

Force)
The Norwegian Air Force is organised within the NATO structure of Allied Forces Northwestern Europe. It
has two main commands: Luftkommando Nord-Norge (North Norway Air Command) and Luftkommando
Sor-Norge (South Norway Air Command), and FlygeSkolan (Flying School).
Type
412SP Arapaho
No
Utilisation
Base
19
utility transport
Bardufoss, Rygge, Bod
Lynx Mk 86
patrol/SAR
Bardufoss
NH90
(14)
Sea King Mk 43B
12
Total (excluding
orders)
37
on order
utility/SAR
Bod, Banak, rland, Stavanger
UPDATED
Westland Mk 43B SAR Sea Kings of the Royal Norwegian Air Force
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MILITARY CENSUS, NIGER

Escadrille Nationale du Niger (Niger National

Squadron)
The Niger National Squadron, based in the capital Niamey, is a small transport and liaison force with a
few fixed-wing aircraft, but no helicopters.
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MILITARY CENSUS, NICARAGUA

Ejercito de Nicaragua - Fuerza Area (Nicaraguan

Army Air Force)
The Nicaraguan Army Air Force, headquartered at the capital Managua, is gradually downsizing its
large military force built up during the war between the Sandinistas, now in power, and the US-backed
guerrillas operating from neighbouring Honduras. It still maintains the Escuadrn de Ala Rotatoria
(Helicopter Squadron) at Managua-Sandino Airport.
Type
No Utilisation
Base
Mi-17 Hip-H 5 assault/transport Managua-Sandino
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MILITARY CENSUS, NETHERLANDS

Marine Luchtvaartdienst (Naval Aviation Service)

Headquartered at Valkenburg, the MLu comprises the Groep Maritime Helikopters/MARHELI
(Maritime Helicopter Group), whose 860 Squadron flies Westland Lynx helicopters on ASW and SAR
operations from a base at de Kooy.
Type
NH90 NFH
No
Utilisation
Base
(20)
ASW/SAR
on order
SH-14D Lynx
22
ASW/SAR/utility
De Kooy
Total (excluding
orders)
22
UPDATED
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MILITARY CENSUS, NETHERLANDS
Koninklijke Luchtmacht (Royal Netherlands Air

Force)
The Royal Netherlands Air Force is organised into three commands: Comando Tactische Luchtstrijdkrachten
(Tactical Air Command), Comando Logistiek en Opleidingen (Logistics and Training Command) and Groep
Helikopters (Helicopter Group). The Helicopter Group works closely with the Koninklijke Landmacht (Royal
Netherlands Army), but is an air force element. Groep Helikopters comprises several squadrons based at
Soesterberg, Deelen and Gilze-Rijen. Part of the Tactical Air Command is a Leeuwarden-based SAR Flight.
Type
AB 412SP
No Utilisation
Base
3 SAR
Leeuwarden
AH-64A Apache
10 attack
Gilze-Rijen
AS 532 Cougar Mk II
17 utility/transport
Soesterberg, being delivered
BO 105C/DB/CB-4
26 AOP/liaison
Deelen
CH-47D Chinook
13 transport
Soesterberg
NAH-64D Apache
30 attack
Gilze-Rijen, being delivered

Total
5 utility/transport
Deelen, Gilze-Rijen, being withdrawn
104
UPDATED
Chinook CH-47D on exercise with the RNLAF (J Janssen Lok/JDW)

(2000)
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MILITARY CENSUS, NEPAL

Royal Nepalese Air Force

The main roles of the Royal Nepalese Air Force, based at Kathmandu-Tribhuvan, are army support and civil
assistance. India donated a few helicopters for liaison duties and Aerospatiale Pumas are operated on
transport flights. The Royal Flight uses a Super Puma in civil markings for VIP transport.
Type
No
Utilisation
Base
206L-3/-4 LongRanger
utility transport
Kathmandu-Tribhuvan
AS 332L/L1 Super Puma
VIP transport
Kathmandu-Tribhuvan
AS 350B Ecureuil
utility
Kathmandu-Tribhuvan
liaison
Kathmandu-Tribhuvan
SA 330G Puma
transport
Kathmandu-Tribhuvan
Total
8
UPDATED
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MILITARY CENSUS, NAMIBIA

Namibia Defence Force

Namibia gained its independence from South Africa in April 1991, but has yet to establish a properly
constituted air arm. Only civil-registered fixed-wing aircraft are operated on EEZ patrol duties, together with
Indian-built Cheetah and Chetak helicopters on government business.
Type
No
Utilisation
Base
paramilitary
Windhoek-Eros
paramilitary
Windhoek-Eros
Total
6
UPDATED
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MILITARY CENSUS, MYANMAR (BURMA)

Tamdaw Lay (Myanmar Air Force)

Myanmar's (until 1989 known as Burma) low defence budget is damaging the effectiveness of the Myanmar
Air Force, whose Western equipment in particular is suffering from a lack of spares. The air force operates a
helicopter squadron, based at Mingaladon.
Type
206B JetRanger
Mi-2 Hoplite
No
6
Utilisation
utility
Base
Mingaladon
18
observation
Mingaladon
Mi-17 Hip-H
assault transport
Mingaladon
Mi-171 Hip
assault transport
Mingaladon
W-3U Sokol
10
attack/liaison
Mingaladon
UH-1H Iroquois
12
utility transport
Mingaladon
58
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MILITARY CENSUS, MOZAMBIQUE

Fora Popular Area de Mocambique (Mozambique

Air Force)
The Mozambique Air Force has suffered considerably from combat attrition, especially the helicopter
fleet, during the long civil war which ravaged the country until 1992. One helicopter unit at Nampula,
however, remains active with Mi-24 Hind helicopters being operated by an attack squadron, and Mi-8
types being flown by an assault squadron, although some of these are believed derelict.
Type
Mi-8 Hip
No Utilisation
6* assault transport Nampula
Mi-24 Hind 4
Total
Base
attack
Nampula
10
*not all Mi-8 believed active

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MILITARY CENSUS, MOROCCO

Escuadron Arien du Gendarmerie Royale (Royal

Gendarmerie Air Squadron)
The Air Squadron of the Royal Gendarmerie operates an all-helicopter fleet on various paramilitary
tasks.
Type
No Utilisation
Base
AS 365N Dauphin II
paramilitary
Rabat-Sal
S-70A Black Hawk
paramilitary
Rabat-Sal
SA 315B Lama
paramilitary
Rabat-Sal
SA 330C Puma
paramilitary
Rabat-Sal
SA 342K Gazelle
paramilitary
Rabat-Sal
Total
18
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MILITARY CENSUS, MOROCCO

Al Quwwat al Jawwiya al Malakiya Marakishiya/Force

Arienne Royale Marocaine (Royal Moroccan Air
Force)
Rabat-Sal is the home of several helicopter squadrons, including the Combat Helicopter Squadron, Heavy
Helicopter Squadron, Medium Helicopter Squadron, and Light Helicopter Squadron.
Type
AB 205
No
Utilisation
Base
38
utility transport
Rabat-Sal
AB 206A JetRanger
liaison
Rabat-Sal
AB 206B JetRanger
15
liaison
Rabat-Sal
AB 212
transport
Rabat-Sal
CH-47C Chinook
transport
Rabat-Sal
SA 330F/G Puma
30
transport/paramilitary
Rabat-Sal
SA 342L Gazelle
20
anti-tank/COIN
Rabat-Sal
Total
122
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MILITARY CENSUS, MONGOLIA

Air Force of the Mongolian Republic

Formerly Soviet-controlled, this small Ulan Bator-based air force is still being flown and maintained by
Russian personnel. A support element comprises mostly fixed-wing aircraft, but also some Mil Mi-8
transport helicopters.
Type
No Utilisation
Base
Mi-8 Hip 12 utility/transport Ulan Bator
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MILITARY CENSUS, MOLDOVA

Moldova Air Force and Air Defence

In March 1992, six months after the country's independence in 1991, Moldova inherited aircraft and
Mi-8 helicopters formerly assigned to Soviet Navy 86 IAP (Istrebitel'nyi Aviatsion'nyi Polk/Fighter
Aviation Regiment) at Markuleshty. CFE Treaty permits 50 armed helicopters.
Type
Mi-8 Hip
No Utilisation
Base
Chisinau
utility transport
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MILITARY CENSUS, MAURITIUS

Mauritius Police Air Wing

Type
No Utilisation
Base
paramilitary
Port Louis-Pleasance
AS 555 Fennec
paramilitary
Port Louis-Pleasance
Total
5
UPDATED
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MILITARY CENSUS, MAURITANIA

Force Arienne Islamique de Mauritanie

(Mauritanian Islamic Air Force)
The small Mauritanian Islamic Air Force, headquartered at Nouakchott, presently operates no
helicopters.
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MILITARY CENSUS, MALTA

Armed Forces of Malta

The Air Squadron of 2 Regiment, based at Luqa, is made up of a Helicopter Flight and a Fixed-wing
Flight. The Italian military mission attached to Malta also operates helicopters on SAR duties, jointly
manned by Italian and Maltese crews.
Type
47G-2
AB 47G-2
NH 500HM
No
2
1
2
Utilisation
scout/training
scout/training
liaison
Base
Luqa
Luqa
Luqa
utility/SAR
Luqa
SA 3160 Alouette III
Luqa
Total
10
UPDATED
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MILITARY CENSUS, MALI

Force Arienne de la Rpublique du Mali (Mali

Republic Air Force)
The Mali Republic Air Force, headquartered at Bamako-Senou, operates a mixture of Russian and
French equipment. It is organised into the Escadrille de Chasse (Fighter Squadron), Escadrille de
Transport (Transport Squadron) operating fixed-wing aircraft and helicopters, and the Ecole de Pilotage
(Flying Training School).
Type
AS 350B Ecureuil
Mi-8 Hip
No Utilisation
1
VIP transport
Base
Bamako
Bamako
SA 365N Dauphin
Total
2
4
utility transport
UPDATED
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MILITARY CENSUS, MALDIVES

Maldives Defence Force

Based at Hulule Airport in the capital Mal, the Maldives Defence Force operates a Mil Mi-8 helicopter,
on loan from the Indian Air Force, on SAR duties.
Type
No Utilisation Base
Mi-8T Hip-C 1 SAR
Mal
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MILITARY CENSUS, MALAWI

Malawi Army Air Wing

The Malawi Air Wing operates an Air Transport Element, based at Blantyre-Chileka International and a
Helicopter Air Element at Lilongwe. A Police Air Wing also operates a Dauphin in civil markings.
Type
AS 355F Ecureuil II
AS 365N Dauphin II
No
1
Utilisation
liaison/transport
Base
Lilongwe
transport/police
Lilongwe
SA 330J Puma
utility/transport
Lilongwe
Total
4
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MILITARY CENSUS, MADAGASCAR

Arme de l'Air Malgache (Malagasy Air Force)

The air force of the Malagasy Republic (Madagascar) has been kept operational with Soviet and North
Korean aid, but the serviceability of some of the older equipment is questionable. Helicopters are
operated by the Escadrille de Transport (Transport Squadron) based at Amborovy.
Type
No Utilisation Base
Mi-8 Hip 5 transport Amborovy
UPDATED
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MILITARY CENSUS, LITHUANIA

Karins Oro Pajgos (Military Air Forces)

Operating from three former Russian airbases, the Karines Oro Pajegos (KOP) was established on 1
March 1993. Helicopter operations are undertaken by 13 Eskadrile (Squadron) from the first airbase at
Zokniai, while 23 Eskadrile flies utility helicopters from the second airbase at Pajuostis.
Type
Mi-2
No
Utilisation
Base
liaison
Pajuostis
Mi-8PS Hip-C
liaison
Zokniai
Mi-8T Hip-C
utility/transport
Zokniai
Mi-8MTV Hip-H
transport/SAR
Zokniai
Total
14
UPDATED
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MILITARY CENSUS, LIBYA

Libyan Arab Republic Army

Details of unit structure and operating bases remain undetermined, although the Meridionali-assembled CH-47
Chinook transport helicopters have been reported at El Kufra and Sebha.
Type
AB 205
No
Utilisation
Base
AB 206A JetRanger
CH-47C Chinook
liaison
10
transport
El Kufra, Sebha
SA 342L Gazelle
35
assault
Total
55+
5+
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Libyan Arab Republic Navy

Headquartered at Al Girdabiyah base in Tripoli, the navy operates a helicopter unit on anti-submarine
warfare duties.
Type
Mi-14PL Haze
No Utilisation Base
12 ASW
Tripoli
SA 321GM Super Frelon 5 ASW

Total
17
Tripoli
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Al Quwwat al Jawwiya al Jamahiriyah al Arabiya al

Libya (Libyan Arab Republic Air Force)
In spite of possessing a substantial force of combat aircraft, the operational potential is poor, with the
Libyan Arab Republic Air Force lacking in maintenance support and suffering from training
deficiencies. The order of battle is unknown, but main operating bases are situated at Benghazi-Banina,
El Adem (Gamal Abdel Nasser), Ghat, Sebha, Tripoli-Okba Ibn Nafa (Wheelus) and Tobruk. A single
helicopter Combat Regiment is in existence.
Type
No Utilisation
Base
A 109A Hirundo
liaison
AB 212
AS 61A-4
CH-47C Chinook
2
1
utility transport
liaison
?
?
transport
Mi-8 Hip
transport
Mi-24D/V Hind-D/E
SA 321M Super Frelon
Total
21
4
41
attack
transport
?
?
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MILITARY CENSUS, LIBERIA

Liberian Army Air Unit

The Liberian Army Air Unit, headquartered at Monrovia, operates only fixed-wing aircraft.
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MILITARY CENSUS, LESOTHO

Royal Lesotho Defence Force

The Air Squadron of the Royal Lesotho Defence Force, based in the capital Maseru, operates a small
contingent of helicopters on transport, search and rescue and internal police duties.
Type
47G-3B-1
412SP
No Utilisation
1
scout
Base
Maseru
VIP transport
Maseru
AB 412
BO 105S
Total
1
2
5
transport
liaison/EMS
Maseru
Maseru
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MILITARY CENSUS, LEBANON

Al Quwwat al Jawwiya al Lubnaniya/Force

Arienne Libanaise (Lebanese Air Force)
Decades of civil strife have left the Lebanese Air Force ineffective as a combat force, with many of its
aircraft destroyed or left unserviceable. The Support Element, operating helicopters from Beirut-Khalde
International Airport, remains active.
Type
AB 212
No
7
Utilisation
utility/transport
Base
Beirut
liaison
Beirut
SA 330L Puma
utility/transport
Beirut
SA 342L Gazelle
anti-tank/AOP
Beirut
SE 3130 Alouette II
liaison
Beirut
UH-1H Iroquois
16
utility
Beirut
UH-1H Iroquois
utility
Beirut, on order
Total
51
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MILITARY CENSUS, LATVIA

Latvijas Gaisaspeki (Latvian Air Force)

Following independence on 21 August 1991 and the eventual withdrawal of Russian military units in
August 1994, the Air Defence Forces of Latvia were re-established on the 18th of the month at the
former Soviet airbase at Lielvarde, 50 km to the east of Riga, but soon moved to Riga-Spilve airport.
Helicopters are flown within the Aviacijas Baze Grupa (airbase group).
Type
Mi-2R Hoplite
No
Utilisation
Base
utility
Riga-Spilve
Mi-2S Hoplite
Mi-2U Hoplite
transport
Riga-Spilve
training/patrol
Riga-Spilve
Mi-8 Hip-C
utility/transport
Riga-Spilve
Total
6
UPDATED
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MILITARY CENSUS, LAOS

Lao People's Liberation Army Air Force

The People's Liberation Army Air Force is headquartered at Vientiane-Wattay and is organised into a fighter
regiment, transport regiment and flying school. The transport regiment incorporates Russian helicopters, which
are also flown in conjunction with the government-controlled national airline Lao Aviation.
Type
No Utilisation
Base
Mi-6 Hook
heavylift
Vientiane-Wattay
Mi-8 Hip
transport
Vientiane-Wattay
Mi-17
12
transport
Vientiane-Wattay
Total
22
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MILITARY CENSUS, KYRGYZSTAN

Republic of Kyrgyzsa Air Arm

KYRGYZSTAN, along with Armenia, Kazakhstan, Russia, Tajikistan and Uzbekistan, signed a collective
security pact on 15 May 1992, but has organised an independent air arm, taking control of the training regiment
at Lygovaya.
Type
No Utilisation
Base
Mi-8/17 Hip
utility
Mi-24 Hind
attack
Total
?
UPDATED
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MILITARY CENSUS, KUWAIT

Al Quwwat al Jawwiya al Kuwaitiya (Kuwait Air

Force)
The Kuwait Air Force operates a small number of helicopters from Ali al Salem AB. These are flown by
32 Squadron and 33 Squadron.
Type
No Utilisation
AH-64D Longbow Apache (16) attack
Base
Ali al Salem
AS 532SC Cougar
ASUW/SAR Ali al Salem
SA 330H Puma
transport
SA 342L Gazelle
16
attack/scout Ali al Salem
28
Ali al Salem
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MILITARY CENSUS, KOREA, NORTH

Korean People's Army Air Force

The Korean People's Army Air Force, headquartered in the capital Pyongyang, has benefited in the past from
the substantial resources made available by the isolationist Communist government, but its Russian and
Chinese equipment including a substantial helicopter component, is now mostly obsolete. The air force is
organised along Russian lines, but little is known of its distribution.
Type
No
Utilisation
Base
300C
MD 500D
training
15
utility/support
MD 500E
55
utility/support
Mi-2 hoplite/Hyokshin-2 ?
utility
Mi-4 Hound
20
utility
Mi-8 Hip
20
utility transport
Mi-14PL Haze-A
10
ASW
Mi-24 Hind
20
attack
Total
141+
UPDATED
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MILITARY CENSUS, KENYA

Kenya Air Force

The Kenya Air Force, headquartered at Nairobi-Eastleigh, comprises a fighter squadron and light attack
squadron based at Laikipia, a transport squadron at Moi International Airport in Mombasa, liaison
squadron at Jomo Kenyatta International in Nairobi, a flying school at Laikipia and a capable helicopter
squadron.
Type
500D
500MD/TOW Defender
500MD/Scout Defender
IAR-330L Puma
No
2
12
12
Utilisation
training
TOW
scout
Base
?
?
?
utility transport
MD 500E
observation
Mi-17
utility
SA 330H Puma
utility transport
Total
49
UPDATED
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MILITARY CENSUS, KAZAKHSTAN

Kazakhstan Air Force and Air Defence

Kazakhstan has set up its own embryonic air force comprising a helicopter combat element and
transport wing. It has not been possible to establish quantities and bases.
Type
Mi-6 Hook
No
Utilisation
Base
transport
Ucharal
Mi-8/17 Hip
Mi-8PPA Hip-K
54
assault transport
Ucharal
ELINT
Ucharal
Mi-24D/V Hind-D/E
Mi-26 Halo
42
attack
Ucharal
24
transport
Ucharal
Total
130
UPDATED
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MILITARY CENSUS, JORDAN

Al Quwwat al Jawwiya al Malakiya al Urduniya (Royal

Jordanian Air Force)
The Royal Jordanian Air Force is organised into an Operations Command, and Royal Flight, both based at
Amman/Marka, and the Training Command based at Al Mafraq.
Type
No
Utilisation
Base
500D
training
Al Mafraq
AH-1S HueyCobra
21
attack
Amman/Marka
AS 332M-1 Super Puma
10
VIP transport
Amman/Marka
S-70A-11 Black Hawk
transport
Amman/Marka
UH-1H Iroquois
34
utility transport
Amman/Marka
Total
74
UPDATED
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MILITARY CENSUS, JAPAN

Nihon Rikujyo Jieitai (Japanese Ground Self-Defence

Force) (JGSDF)
The JGSDF is organised into five major geographical divisions, and a helicopter brigade and aviation school,
all operating large numbers of helicopters. These are Chubu Homentai (Central Army) at Itami; Hokubu
Homentai (Northern Army) at Sapporo; Seibu Homentai (Western Army) at Kengun; Tobu Homentai (Eastern
Army) at Ichigaya; Tohoku Homentai (Northeastern Army); Dai-Ichi Herikoputadan (First Helicopter
Brigade) at Kisarazu; and Koku Gakko (Aviation School) at Akeno. Each division comprises a number of
Hikotai (Squadron) and a single Taisensha Herikoputatai (Anti-Tank Helicopter Squadron).
Type
No
Utilisation
Base
AH-1S HueyCobra
87
attack/support
AS 332L Super Puma
VIP transport
Kisarazu
CH-47J Chinook
42
transport
Akeno, Kasumigaura, Kisarazu
KV-107-II-4/II-4A/IIA-4
transport
Kisarazu, Naha, Takayubaru,
OH-1
observation
OH-6D Cayuse
184
AOP/liaison/training
OH-6J Cayuse
Akeno, Hachinohe, Kasumigaura,

Kisarazu,
Metabaru, Naha, Tokashi,
Akeno, Kasumigaura, Kisarazu,

Metabaru, Yao, Hofu
Asahikawa, Tokash, Okadama, Jinmach,
AOP/liaison/training Hachinohe, Metabura, Takayubaru,
Naha Tachikawa Kisarazu, Utsonomiya
Jinmach, Kasuminome, Kisarazu,

Metabaru,
Naha, Okadama, Tachikawa,
Takayubaru, Tokashi, Utsonomiya, Yao
UH-1H Iroquois
70
utility transport
Akeno, Asahikawa, Kasumigaura,

Kasuminome, Okadama, Tachikawa,
UH-1J Iroquois
83
utility transport
Akeno, Asahikawa, Kasumigaura,

Kasuminome, Okadama, Tachikawa,
UH-60JA Black Hawk
Total
489
UPDATED
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MILITARY CENSUS, JAPAN

Nihon Kaijyo Jieitai (Japanese Maritime Self-Defence

Force) (JMSDF)
The JMSDF is organised into two major divisions: Koku Shudan (Air Command) and Kyoiku Koku Shudan
(Air Training Command), together with Direct Operating Units. All are equipped mostly and, in some instances
entirely, with a mix of maritime and support helicopters.
Type
No
Utilisation
Base
BK 117
experimental
Chifu
HSS-2B Sea King
27
ASW
Atsugi, Kanoya, Komatsujima, Ohmura,

Ominato, Tateyama
MH-53EJ Sea Dragon

OH-6D Cayuse
10
minesweeping
Iwakuni
training/utility
Kanoya, Tateyama
OH-6DA Cayuse
training/utility
S-61A/AH
SH-60J Seahawk
SAR
Iwo Jima, Kanoya, Ozuki, Tokushima, Takayama
65
ASW/testing
Atsugi, Ohmura, Tateyama,
UH-60J Black Hawk
15
SAR/utility
Atsugi, Hachinohe, Shimofusa
Total
133
UPDATED
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MILITARY CENSUS, JAMAICA

Jamaica Defence Force Air Wing

The Jamaica Defence Force Air Wing's primary function is to support ground units in internal security,
anti-drugs operations and search and rescue. It is split into a Fixed-Wing Flight operating from Norman
Manley International Airport at Kingston and a Helicopter Flight, based at Up Park Camp, Kingston.
Type
206A/B JetRanger
212
Total
No Utilisation
Base
6 liaison/SAR
Kingston
2 utility transport Kingston
8
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MILITARY CENSUS, COTE D'IVOIRE

Force Arienne de la Cote d'Ivoire (Ivory Coast Air

Force)
This small air force has two squadrons operating helicopters, including the Escadrille d'Ecolage et de
Liaison (Training and Liaison Squadron), based at Bouak and the Escadrille Prsidentielle (Presidential
Squadron) which operates from the capital Abidjan.
Type
No
Utilisation
Base
liaison/SAR
Bouak
SA 330H Puma
VIP/transport
Abidjan
SA 365C Dauphin II
Total
2
4
VIP/transport
Abidjan
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MILITARY CENSUS, ITALY
Guardia di Finanza (Customs)

Helicopters are operated by the Centro Aviazone (Aviation Centre), Gruppo Osservatore (Observation
Group), Gruppo Aeronavale (Naval Air Group), and Regional Units comprising 12 Nucleo Elicotteri
(Helicopter Unit). These operate various helicopters on observation and liaison duties from bases at
Bari, Frosinone, Genoa, Naples, Palermo, Pescara, Pisa, Pratica di Mare, Rimini and Venice.
Type
A 109 A-II
No
Utilisation
Base
14
observation/liaison
various
A 109C
observation/liaison
various
AB 412HP
14
observation/liaison
various
NH 500M
NH 500MC
NH 500MD
Total
5
38
14
92
observation/liaison
observation/liaison
observation/liaison
various
various
various
UPDATED
Agusta A129 Mangusta anti-tank, scout and combat support helicopters of Italy's
Army Aviation
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MILITARY CENSUS, ALBANIA

Forcat Ushtarake Ajore Shgipetare (Albanian

People's Army Air Force)
Headquartered at Tirana, the Albanian People's Army Air Force has on strength three helicopter
squadrons under Aviation Regiment 4040 based at Tirana-Farkas and Aviation Regiment 4050 at Vior.
Type
222UT
No Utilisation
1
utility
Base
Vior
AS 350B Ecureuil
utility
Vior
utility
Vior
Mi-4A/S Hound/Z-5
35
transport
Tirana-Farka
Mi-8
utility
Vior
Total
44
UPDATED
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MILITARY CENSUS, AFGHANISTAN

De Afghan Hauai Quvah (Afghan Army Air Force)

During Soviet occupation, the Afghan Army Air Force built up a large combat-proven force which
included eight combat and transport helicopter squadrons. Following the Soviet withdrawal and
subsequent internecine squabbles and warfare, it quickly lost much of its capabilities, with a large
amount of equipment falling into rebel hands. Although the Taliban is now in government, it is still
facing rebel opposition, but it is not known how many helicopters are in rebel hands.
Type
No Utilisation
Mi-4 Hound 12 utility
Base
?/probably retired from service
Mi-8/17 Hip 45 assault transport Kandahar, Mazar-i-Sharif

Mi-24 Hind 25 attack
Jurm?, Kandahar, Mazar-i-Sharif
Total
82
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Corpo Carabinieri (Military Police Force)

The operating element of the Military Police is headquartered at the Centro Elicotteri (Helicopter Centre) in Pratica
di Mare, and controls 13 Nucleo Elicotteri (Helicopter Unit), based at Turin, Bergamo, Bolzano, Pisa, Ancona, Bari,
Naples, Palermo, Valentia, Olbia, Cagliari, Forli and Genoa.
Type
No
Utilisation
Base
A 109A
11
paramilitary
various
A 109A-II
11
paramilitary
various
AB 205A-1
paramilitary
various
AB 206A-1
12
paramilitary
various
AB 206B-1
AB 412SP
27
paramilitary
various
26
paramilitary
various
AB 412HP
paramilitary
various
Total
93
UPDATED
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Capitanerie di Porto (Ports Authority)

The Guardia Costeira (Coast Guard) element of the Port Authority operates three SVE (Sezione di Volo
Elicotteri/Helicopter Flight Section) and CNCRSM, the Centro Nazionale de Coordinamento per la
Ricerca e Soccorso in Mare (National Centre for Co-ordination of Search and Rescue at Sea), all
equipped with twin-engined helicopters.
Type
No
Utilisation
Base
AB 412CP
SAR
Genoa, Bari, Catania, Naples, Rome

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Cavalleria dell'Aria (Air Cavalry)

Italy's Air Cavalry has a formidable helicopter force, with almost 400 in service in the liaison, AOP and
anti-tank roles. They are operated by the Air Cavalry Command, which includes numerous semi-autonomous
regiments and squadrons as well as the Centro Addestrativo (Training Centre). Army helicopters are based at
Alghero-Fertilia, Bolzano-San Giacomo, Cagliari-Elmas, Catania-Fontanarossa, Florence-Peretola,
Milan-Bresso, Padova-Brusegna, Lamezia Terme, Pordenone-Casare della Delizia, Pisa-Pontedera,
Rome-Urbe, Salerno-Pontecagnano, Udine-Campoformido, Turin-Venaria Reale, Viterbo and Vittorio
Veneto-San Giacomo di Veglio.
Type
No
Utilisation
Base
A 109A Hirundo (EC-1)
liaison/reconnaissance/trials
various
A 109AT Hirundo (EC-1A)

A 109CM Hirundo (EOA-1)
liaison/reconnaissance/trials
various
16
observation/scout/transport
various
A 109CM Hirundo (EOA-2)
observation/liaison/transport
various
A 129 Mangusta (EA-1)
60
attack
various/delivery in
progress
AB 205 (EM-2)
15
utility transport
various
AB 205A (EM-2)
62
utility transport
various
AB 205B (EM-2)
utility transport
various
AB 206A-2 (ERI-2)
AB 206C-1 (ERI-3)
13
102
training
reconnaissance/scout
various
various
AB 212 (EM-3)
12
utility transport
Catania, Salerno
AB 412 (EM-4)
23
utility transport
CH-47C/C Plus (ETM-1)
38
transport
Alghero, Milan,
Pordenone, Viterbo
Viterbo
NH90 TTH
(60)
utility
On order
355
UPDATED
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Marina Militare Italiano (Italian Naval Aviation)

The Naval Air Arm incorporates three Stazione Elicotteri della Marina (Maristaeli)/Naval Helicopter Stations,
and two directly assigned units. All come under the command of VI Reparto Aeromobili della Marina
Militare (Naval Aviation Airmobility Detachment) at Rome. Helicopters are also deployed from aircraft
carrier Guiseppe Garibaldi, surface combatants and other surface vessels.
Type
AB 212ASW
No
58
Utilisation
ASW
Base
Catania, La Spezia, Taranto
EH 101 Merlin
(8)
ASW
on order
EH 101 Merlin
(4)
AEW
on order
EH 101 Merlin
(4)
utility
on order
NH 90
(10) utility
on order
NH 90 NFH
(46) ASW
on order
SH-3D Sea King
20
ASW/utility
Catania, La Spezia, Taranto
SH-3H Sea King
10
ASW
Taranto
88
UPDATED
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Aeronautica Militare Italiana (Italian Air Force)

The Italian Air Force's Comando Nazionale della Difesa Aerea (National Air Defence Command) comprises
several Air Wings (Stormo), some equipped with twin-engined helicopters to supplement the fixed-wing fleet
on liaison duties.
The Comando Trasporti e Soccorso Aereo (Air Transport and Rescue Command) operates two Wings
equipped with helicopters. Other helicopter operations are provided by the Comando Generale delle Scuole
(General Training Command), and by two Direct Reporting Units.
Type
AB 212
No
35
Utilisation
liaison
Base
Capua, Decimomannu, Foggia, Grosseto, Novara,
Perdasdefogu, Rome-Ciampino, Treviso,Verona
AS-61A-4
VIP transport Rome-Ciampino
HH-3F Pelican
33
SAR
Brindisi, Rimini, Rome-Ciampino, Trapani
NH 500D
training
Frosinone
NH 500E
50
training
Frosinone
Total
122
UPDATED
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MILITARY CENSUS, ISRAEL
Tsvah Haganah le Israel-Heyl Ha'Avir (Israeli Defence

Force - Air Force)
The Israeli Air Force is a combat-proven force maintaining an impressive state of readiness. It has a substantial
helicopter contingent operated by some 14 squadrons within the Air Operating Units.
Type
No
Utilisation
Base
AH-64D Apache Longbow
(8)
attack
on order
Anafa (Heron) (AB 212)
20
transport/SAR
Hatzerim, Palmachim
Atalef (Bat) (AS 565SA Panther)
ASW/ASUW
Dolpheen (Dolphin) (HH-65A Dauphin)
SAR
Palmachim
Lahatoot (Acrobat) (MD 500 Defender)
25
TOW/scout
Hatzerim
Peten (Cobra) (AH-64A Apache)
39
attack
Ramat David, Ramon
Saifan (Gladiolus) (AB 206B JetRanger)
35
liaison
Hatzerim, Sde Dov
Seyfaneet (NightOwl) (206L LongRanger)
liaison
Sde Dov
Tsefa (Viper) (AH-1F/S HueyCobra)
39
attack
Palmachim
Yanshuf (Owl) (UH-60A Black Hawk)
10
transport
Palmachim
Yanshuf (Owl) (S-70A-50 Black Hawk)
15
transport
Palmachim
Yas'ur (Petrel) (CH-53 Sea Stallion)
38
assault transport
Tel Nov
239
UPDATED
Deliveries have begun to the Israel Defence Force - Air Force of the Sikorsky S-70A-50
Black Hawk
(1998)
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MILITARY CENSUS, IRAQ

Al Quwwat al Jawwiya al Iraqiya (Iraqi Air Force)

Defeat in the 1990-91 Gulf War has had devastating consequences for the Iraqi Air Force, with much of
its equipment destroyed in sustained Allied bombing. The subsequent arms embargo and Iran's decision
to hold onto about 100 aircraft that had been evacuated as war reparation for the Iran-Iraq conflict, has
made it impossible for the Iraqi Air Force to regain some of its former strength. Many of the original 60
bases are now in the no-fly zone.
Type
214ST
AB 212AS
AS-61TS
BK 117A/B
BO 105C
MD 500D/F
Mi-6 Hook
No
20
6
3
15
40
30
Utilisation
transport
ASW
VIP/utility
VIP/transport/SAR
anti-tank/liaison
?
Base
?
?
?
?
?
?
10
transport
Mi-8 Hip
80
transport
Mi-24 Hind
20
attack
SA 316C Alouette III
15
liaison
SA 321GV Super Frelon
ASW
SA 330F Puma
10
transport
SA 342K Gazelle
20
anti-tank/liaison
Total
274
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MILITARY CENSUS, INDONESIA
Tentara Nasional Indonesia - Angkatan Kepolisian

(Indonesian National Defence - Police Force)
The TNI-AK relies mostly on helicopters for policing and other paramilitary security tasks undertaken from its
headquarters at Jakarta by Skuadron Polisi Udara.
Type
No
Utilisation
Base
206B JetRanger
police/patrol
Jakarta-Pondok Cabe
NBO-105CB
14
police/patrol/transport
Jakarta-Pondok Cabe
Total
15
VERIFIED
IPTN-built NBell-412 utility helicopter in service with the Indonesian Armed Forces
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Tentara Nasional Indonesia - Angkatan Darat

(Indonesian National Defence - Army Aviation)
The TNI-AD operates a large helicopter fleet for liaison and transport duties flown by Skuadron Udara AD1,
based at Semarang and Skuadron Udara AD2, based at Jakarta. Training is undertaken by Sekolah Penerbang
(Flying School) at Semarang.
Type
No
Utilisation
Base
205A-1
liaison/transport
Semarang-Achmad Yani
300C
12
training
NBell-412SP
12
transport
NBO-105C/CB
17
liaison/transport
Jakarta, Semarang
utility/transport
Jakarta-Pondok Cabe
Total
51
UPDATED
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Tentara Nasional Indonesia - Angkatan Laut

(Indonesian National Defence - Naval Aviation)
The TNI-AL has its main base at Surabaya on the island of Java, from where it operates mostly helicopters on
ASW and transport duties. Helicopters are also deployed a frigates and landing ships.
Type
No
Utilisation
Base
NAS-332B Super Puma
ASW/transport
Surabaya-Juanda
NBell-412
transport
Surabaya-Juanda
NBO-105CB
Wasp HAS Mk 1
SAR/transport
Surabaya-Juanda
9*
ASW
Surabaya-Juanda
Total
23
*only three believed airworthy

UPDATED
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Tentara Nasional Indonesia - Angkatan Udara

(Indonesian National Defence - Air Force)
The TNI-AU is organised into two Air Force Operations Commands: Koopsau 1, covering the west of the
country from its base at Jakarta, and Koopsau 2, covering the eastern region from Ujung Padang. Attached to
Koopsau 1 are two transport helicopter squadrons.
Type
No
Utilisation
Base
47G
training
Kalijati
NAS 330L Puma
utility/transport
Bogor-Semplak/Atang Senjaya
NAS 332 Super Puma
(5)
utility/transport
on order
NAS 332L1 Super Puma
VIP transport
Jakarta-Halim-Perdanakusumah
NBell-412
liaison
NBO-105CB
utility/transport
NBO-105CB4
utility/transport
SA 330J Puma
utility/transport
Jakarta-Halim/Bogor-Semplak
S-58T
10
utility/transport
38
UPDATED
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MILITARY CENSUS, ICELAND

Islenska Landhelgisgaeslan (Icelandic Coastguard)

Iceland, a member of NATO, does not have a self-defence force and continues to rely on the United
States for its defence. The Coastguard operates a small fleet on law-enforcement tasks.
Type
AS 332L1 Super Puma
No Utilisation
Base
utility
Reykjavik
AS 350B Ecureuil
AS 365N Dauphin II
liaison/training
Reykjavik
SAR
Reykjavik
Total
3
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MILITARY CENSUS, HUNGARY
Magyar Honvdseg Replo Csapatai (Hungarian Air

Defence Group)
The Hungarian Air Defence Group is organised into two commands: Lgvedlmi s Replo Parancsnoksag
(Air Defence and Aviation Command) and Csapatreplo Parancsnoksag (Troop Air Command), and Replo
Acadmia (Air Academy). Helicopters are attached to 87 HHE (Harci Helikopter Ezred/Combat Helicopter
Regiment) `Bakony' at Szentkiralyszabadja Airbase and Szolnok' VSD (Vegyes Szallitoreplo Dandar/Mixed
Transport Aircraft Brigade) at Szolnok Airbase.
Type
Mi-2 Hoplite
No
Utilisation
Base
32
scout/liaison/training
Szolnok
Mi-8TB Hip
14
assault
Szentkiralyszabadja
Mi-8S Hip
VIP transport
Szolnok
Mi-8T Hip
17
transport
Szolnok
Mi-9 Hip-G
Command Post
Szentkiralyszabadja
Mi-17 Hip-H
assault
Szentkiralyszabadja
Mi-17P Hip-K
EW
Szentkiralyszabadja
Mi-24D Hind-D
22
attack
Szentkiralyszabadja
Mi-24V Hind-E
10
attack
Szentkiralyszabadja
Total
106
UPDATED
Although in service since 1969, the Mil Mi-8 still provides the Hungarian Air Defence
Group with all its transport needs (Peter Zsill)
(1998)
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MILITARY CENSUS, HONDURAS

Fuerza Area Hondurena (Honduran Air Force)

The Honduran Air Force has been built largely with US aid, in part to combat infiltration of guerillas
from neighbouring countries. The Base Area (Airbase) Tenient-Coronel Hermn Acosta Meija at
Tegucigalpa has a Helicopter Squadron (Escuadrn de Helicpteros), for various duties. BA Coronel
Enrique Soto Cano at Palmerola undertakes liaison and training.
Type
412SP
No
Utilisation
Base
transport
Tegucigalpa
MD 500D
COIN/observation
Tegucigalpa
TH-55A Osage
UH-1H Iroquois
liaison/training
Palmerola
SAR/utility
Tegucigalpa
Total
20
UPDATED
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MILITARY CENSUS, HAITI

Corps Arien d'Haiti (Haitian Air Corps)

The Haitian Air Corps is virtually grounded following the internal turmoil of recent years and the
suspension of international aid. No helicopters are on strength.
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MILITARY CENSUS, GUYANA

Guyana Defence Force Air Corps

Headquartered at Camp Ayanganna at Georgetown, this small Air Corps operates helicopters from its
base at Georgetown-Timehri International Airport.
Type
206B JetRanger
No Utilisation
1
scout/liaison
Base
Georgetown
412
Mi-8P Hip
VIP transport
Georgetown
utility transport
Georgetown
Total
5
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MILITARY CENSUS, GUINEA REPUBLIC

Force Arienne de Guine (Guinea Republic Air Force)

The Guinea Republic Air Force is experiencing severe economic difficulties and with its fleet reaching
obsolescence, some of its already small force of aircraft and helicopters are not in airworthy condition. The Air
Force is divided into a fighter unit, transport unit and liaison unit, all headquartered at the capital Conakry.
Only the liaison unit operates helicopters.
Type
No
Utilisation
Base
AS 350B Ecureuil
liaison
Conakry-Gbessia
IAR 316B Alouette III
liaison
Conakry-Gbessia
IAR 330L Puma
liaison/transport
Conakry-Gbessia
SA 342L Gazelle
liaison
Conakry-Gbessia
Total
5
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MILITARY CENSUS, GUINEA-BISSAU

Force Arienne da Guin-Bissau (Guinea-Bissau

Air Force)
The Guinea-Bissau Air Force has only a nominal combat capability and a lack of government funding
has resulted in many aircraft becoming and remaining unserviceable. A small number of French-built
helicopters are operated by a transport unit, stationed at Bissau-Bissalanca.
Type
No Utilisation Base
SA 316B Alouette III 2 liaison
Bissau
SE 313B Alouette II 1
Total
liaison
Bissau
3
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MILITARY CENSUS, GUATEMALA

Fuerza Area Guatemalteca (Guatemalan Air Force)

The Guatemalan Air Force comprises an Aircraft Wing (Ala Fija) and a dedicated Helicopter Wing (Ala
Rotativa). The Escuadrn de Helicpteros (Helicopter Squadron), based at BA (Base Area/Airbase) La
Aurora in Guatemala City, is attached to the Ala Rotativa and operates helicopters on transport and
communications duties.
Type
No
Utilisation
206B JetRanger III
utility
Base
Guatemala City
206L LongRanger
liaison
Guatemala City
212
assault/utility
Guatemala City
412
assault
Guatemala City
S-76A
liaison/transport
Guatemala City
UH-1H Iroquois
assault
Guatemala City
Total
32
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MILITARY CENSUS, GREECE
Elliniki Aeroporia Stratou (Hellenic Army Aviation)

The Greek Army Aviation is headquartered at Megara and is divided into the Deftero Soma Stratou-Dynami
Tachias Epemvasis (Second Army Corps - Rapid Reaction Force), Tetarto Soma Stratou (Fourth Army Corps)
and the Scholi Aeroporias Stratou (Army Aviation School). Each Batallion has several Companies (Lokos).
Type
No
Utilisation
Base
AB 205A
25
assault transport
Alexandroupoli, Megara, Stefanovikion
AB 212
liaison
Megara
AH-64A Apache
20
attack
Stefanovikion
CH-47D Chinook
transport
Megara
CH-47D Chinook
(7)
transport
on order
NH-300C
15
training
Stefanovikion
OH-13 Sioux
transport/liaison
Alexandroupoli
UH-1H Iroquois
65
assault transport
Alexandroupoli, Megara, Stefanovikion
135+
UPDATED
Sikorsky S-70B Seahawk built for the Hellenic Navy
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Elliniki Polemiki Naftikou (Hellenic Navy)

The Diekise Elikopteron Naftikou (Naval Helicopter Command) operates three helicopter flights
(sminos) on ASW and Elint duties from a base at Kotroni.
Type
AB 212ASW
No
8
Utilisation
ASW
Base
Kotroni
AB 212EW
S-70B-6 Seahawk
EW/Elint
Kotroni
ASW
Kotroni
ASW
Kotroni
Total
20
UPDATED
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Elliniki Polemiki Aeroporia (Hellenic Military

Aviation)
The Hellenic Military Aviation is organised into three commands: Tactical, Air Support and Air
Training. Only the Diokisi Aeroporikis Ipostirixis (Air Support Command) at Elefsis and Diokisi
Aeroporiki Ekpetheyseos (Air Training Command) at Dekelia-Tatoi operate helicopters.
Type
47G-3B
No
3
Utilisation
utility
Base
Tatoi, Elefsis
AB 205A-1
14
SAR/utility
Elefsis
AB 206A JetRanger
AB 212
OH-13H Sioux
Total
1
4
2
24
liaison
VIP/transport
utility
Elefsis
Elefsis
Tatoi, Elefsis
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MILITARY CENSUS, GHANA

Ghana Air Force

The Ghana Air Force, headquartered at Burma Camp in Accra, has a light attack capability, but is mostly a
transport and liaison force, although it is generally suffering from low serviceability of aircraft.
Helicopters are flown by 3 Squadron at Accra-Kotoka International.
Type
A 109A
No
Utilisation
Base
transport/liaison
Accra-Kotoka
AB-412
transport/liaison
Accra-Kotoka
Mi-2 Hoplite
liaison
Accra-Kotoka
liaison
Accra-Kotoka
Total
7
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Aviation Lgre des Armes (Army Aviation)

The Air Wing of the Army Aviation, also based at BA 01 in Libreville, is made up mostly of French
helicopters, used in combat and transport roles.
Type
412SP
No
Utilisation
Base
utility/transport
Libreville
SA 316 Alouette III
utility
Libreville
SA 330C Puma
utility/transport
Libreville
SA 342L1 Gazelle
scout/attack
Libreville
Total
8
UPDATED
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Garde Prsidentielle (Presidential Guard)

The Presidential Guard, headquartered at BA (Base Arienne/Airbase) 01 in Libreville, operates an Air
Wing which includes a single Super Puma for VIP transport.
Type
AS 332 L Super Puma
No
Utilisation
Base
VIP transport
Libreville
Total
1
UPDATED
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Forces Ariennes Gabonaises (Gabonese Air

Forces)
The air force is organised into Fighter and Transport Squadrons, and the Ministerial Liaison Group, all
based at Libreville.
Type
AS 355F
Ecureuil
Total
No
Utilisation
Base
liaison
Libreville
2
UPDATED
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MILITARY CENSUS, FRANCE

Centre d'Essais en Vol (Flight Research Centre)

The Flight Research Centre operates a small number of helicopters on experimental duties from its centres at
Brtigny-sur-Orge, Cazaux, Istres and Melun Villaroche.
Type
No
Utilisation
Base
experimental research
AS 550U2 Fennec
various
SA 316 Alouette III
various
SA 330Ba Puma
various
SA 365N Dauphin II
various
Total
18
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Gendarmerie Nationale (National Territorial Police)

The Gendarmerie comprises several Section Ariennes de la Gendarmerie (Gendarmerie Air Section) and
Groupement Instruction Scurit (Security Instruction Group), both within Metropolitan France and
oversees detachments at Fort-de-France in Martinique, Pointe-a-Pitre in Guadeloupe, Cayenne in French
Guyana, Nouma in New Caledonia and St Denis on Reunion Island. All are equipped with Eurocopter
helicopters.
Type
No
Utilisation
Base
AS 350B Ecureuil
AS 350B1 Ecureuil
AS 350BA Ecureuil
23
4
paramilitary
paramilitary
various
various
paramilitary
various
BK 117
paramilitary
various
paramilitary
various
paramilitary
various
Total
50
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Aviation Lgre de l'Arme de Terre (Army Aviation)

Army Aviation is divided into the Force d'Action Rapide (Rapid Reaction Force), headquarters at
Maison-Lafitle; Forces de Defense Territoire (Ground Defence Forces), and together with Independent units.
All units are equipped almost entirely with helicopters.
Type
No
Utilisation
Base
AS 532UL Cougar
20
transport
various
AS 532UL Cougar Horizon
surveillance
Nancy
AS 555UN Fennec
17
training
Luc
21
various
SA 330B Puma
130
transport/training
various
SA 341F Gazelle
29
various
SA 341F Gazelle/Athos
28
observation
various
SA 341F Gazelle/Canon
62
armed support
various
SA 341M Gazelle/HOT
26
anti-tank
various
SA 342L Gazelle/Athos
28
observation
various
SA 342M Gazelle/HOT
155
anti-tank
various
Total
520
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Aronautique Navale (Naval Air Arm)

The French Naval Air Arm comprises several Flotille (Squadron-First Line) and Escadrille (Squadron-Second
Line), some of which are equipped with helicopters as is 12 Escadrille at Papeete-Faaa and Escadrille de
Rception, Convoyage et d'Essais (Acceptance, Ferry and Trials Squadron) at Hyres, part of Direction
Gnrale d'Armement. Helicopters also operate from surface combatants and other vessels.
Type
No
Utilisation
Base
AS 365F Dauphin II
utility/support
Lanvoc-Poulmic, Saint Mandrier
AS 365N Dauphin II
utility/support
Lanvoc-Poulmic
AS 565MA Panther
15
utility/support
Lanvoc-Poulmic, Saint Mandrier
Lynx HAS Mk 4 (FN)
33
ASW/ASV
Hyres, Lanvoc-Poulmic, Saint Mandrier
NH90 NFH
(41)
ASW/utility
on order
SA 316 Alouette III
15
utility/support
Hyres, Lanvoc, Papeete, Saint Mandrier
13
utility/support
Hyres, Lanvoc, Papeete, Saint Mandrier
SA 321 Super Frelon
15
utility/transport
SE 3130/SA 318 Alouette II
training
106
Hyres, Lanvoc-Poulmic, Saint Mandrier
UPDATED
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Arme de l'Air (Air Force)

The French Air Force is equipped entirely with French-built Eurocopter helicopters operated by numerous
Escadron d'Hlicoptres (Helicopter Squadron) and mixed squadrons- Metropolitan France, as well as the
Centre d'Instruction des Equipages Hlicoptre (Helicopter Operational Conversion Unit). Helicopter flights
are also maintained overseas by ETOM (Escadron de Transport Outre-Mer/Overseas Transport Squadron) at
Dakar, Senegal), St Denis, Reunion Island, Djibouti, Faaa, Tahiti, Fort-de-France, Martinique, Pointe-a-Pitre,
Guadeloupe; and at Nouma, New Caledonia).
Type
No
Utilisation
Base
AS 332C Super Puma
transport/liaison
various
AS 332L Super Puma
VIP transport
AS 332L1 Super Puma
utility
various
utility transport
various
AS 532A2 Cougar RESCO
AS 532UL Cougar
utility transport
Aix
AS 555AN Fennec
44
liaison/combat SAR
various
SA 316 Alouette III
utility/liaison/SAR
various
SA 330Ba Puma
29
utility transport/Elint
various
Total
95
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MILITARY CENSUS, FIJI

Fiji Air Wing

The Fiji Air Wing has replaced its sole Eurocopter AS 355F2 Ecureuil II with another, as yet unknown,
type.
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MILITARY CENSUS, ETHIOPIA

Ethiopian Army Aviation

The situation with Ethiopia's Army Aviation is similar to that of the air force, with most aircraft and
helicopters unserviceable.
Type
UH-1H Iroquois
No Utilisation
Base
Total
transport/liaison
UPDATED
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MILITARY CENSUS, ETHIOPIA

Ye Ityopya Ayer Hayl (Ethiopian Air Force)

Although in limited operation, few aircraft and helicopters of the Ethiopian Air Force are serviceable as a
result of the cessation of aid from the former Soviet Union in February 1991 and the subsequent internecine
strife in the wake of the overthrow of the Mengistu Haile Mariam regime three months later. US assistance is
being given to rebuild the air force. Helicopter bases are unknown.
Type
No
Utilisation
Base
Mi-8/17 Hip
25
assault transport
Addis Ababa
Mi-8T Hip-C
utility
Addis Ababa
Mi-14PL Haze-A
ASW/patrol
Addis Ababa
Mi-24/35 Hind
30
attack
Addis Ababa
SA 316B Alouette III*
20
liaison
Addis Ababa
SA 330H Puma
transport
Addis Ababa
Total
82
*includes IAR-316B and HAL Chetak licence-built models

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MILITARY CENSUS, ESTONIA

Eesti Piirivalve Lennusalk (Estonian Border Guard

Aviation Group)
The Border Guards operates Mi-8 helicopters on SAR and utility transport duties from Tallinn-Ylemiste
Airport.
Type
No
Utilisation
Base
Mi-8S Hip-C
Mi-8T Hip-C
utility transport
Tallinn-Ylemiste
utility transport
Tallinn-Ylemiste
Mi-8TB Hip-C
utility transport
Tallinn-Ylemiste
Total
4
UPDATED
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MILITARY CENSUS, ESTONIA

Eesti huvgi (Estonian Air Force)

Since regaining its independence in September 1991 and following the withdrawal of Russian forces,
Estonia has established an embryonic air force, which operates mostly fixed-wing aircraft, but retains
two Mi-2, operated by a detachment at Tapa.
Type
Mi-2 Hoplite
No Utilisation
Base
Tapa
Total
utility
UPDATED
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MILITARY CENSUS, ERITREA

Eritrean Air Force

Eritrea established its small air force at Asmara following independence from Ethiopia in May 1993. It
presently operates only a small fixed-wing fleet. The two Mil Mi-8 helicopters left behind by the
Ethiopian Air Force are believed to be beyond repair.
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MILITARY CENSUS, EQUATORIAL GUINEA

Guardia Nacional (Equatorial Guinea National

Guard)
The National Guard of this small West African country is operating only fixed-wing aircraft.
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MILITARY CENSUS, EL SALVADOR

Fuerza Area Salvadorena (Salvadorean Air Force)

Headquartered in the capital San Salvador, the Salvadorean Air Force operates a Grupo Helicoptros
(Helicopter Group) comprising three helicopter squadrons at BA (Base Area/Airbase) Ilopango. The exact
complement of each squadron is unknown and some of the helicopters may no longer be airworthy. Also
operating helicopters is the Academia de Avicion Militar (Military Aviation Academy).
Type
No
Utilisation
Base
300C
training
San Salvador-Ilopango
500MD Defender
attack/utility
UH-1H Iroquois
33
utility transport
UH-1M Iroquois
assault transport
Total
43
UPDATED
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MILITARY CENSUS, EGYPT
Egyptian Navy
Headquartered at Alexandria, the navy's Helicopter Unit undertakes anti-submarine and anti-ship operations.
The Super Seasprites are deployed on frigates.
Type
No
Utilisation
Base
SA 342L Gazelle
12
ASV attack
Alexandria
SH-2G Super Seasprite
10
ASW
Alexandria
Sea King Mk 47
ASV/ASW
Alexandria, Mersah Matruh
Total
27
VERIFIED
Kaman SH-2G(E) Seasprite in Egyptian Navy markings (Kaman)

(2000)
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MILITARY CENSUS, EGYPT

Al Quwwat al Jawwiya il Misriya (Arab Republic of

Egypt Air Force)
US aircraft and helicopters now form the backbone of the Egyptian Air Force, gradually replacing
outdated Chinese and Soviet equipment. The order of battle and locations of some sensitive bases are
kept secret.
Type
AH-64A Apache
No Utilisation
Base
35
anti-tank attack
AS-61
VIP/transport
East Cairo
CH-47C Chinook
10
transport
Kom Awshim
Commando 1
Commando 2
Commando 2B
Commando 2E
Mi-8 Hip
5
17
2
4
utility transport
utility transport
VIP transport
Elint
?
?
?
?
40
assault
Mi-17-1V
(20) utility transport
on order
S-70A-21 Black Hawk
VIP transport
East Cairo
SA 342K Gazelle
observation
SA 342L Gazelle
60
anti-armour attack ?
UH-12E Raven
16
training
UH-60L Black Hawk
(2) liaison
?
?

UPDATED
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MILITARY CENSUS, ECUADOR

Servicio Areo del Ejrcito Ecuatoriana (Ecuadorean

Army Air Service)
Headquartered in the capital Quito, the Ecuadorean Army Air Service is principally a transport force, but
operates a number of armed helicopters for battlefield support. All aircraft and helicopters are assigned to 19
Brigada Area del Ejrcito (Army Air Brigade).
Type
No
Utilisation
Base
214B
transport
Guayaquil, Quito-Mariscal Sucre
AS 332B Super Puma
transport
AS 350B Ecureuil
liaison
Mi-171 Hip
utility
SA 315B Lama
SAR/transport
SA 330L Puma
transport/utility
SA 342K/L Gazelle
20
battlefield support
Total
33
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Aviacin Naval Ecuatoriana (Ecuadorean Naval

Aviation)
A small number of helicopters are operated by the Escuadrilla de Helicopteros, based at Guayaquil.
Type
206B JetRanger
222
412EP Sentinel
No
6
2
Utilisation
liaison
liaison, reconnaissance
Base
Guayaquil
Guayaquil
ASV/ASW
Guayaquil
Total
10
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Fuerza Area Ecuatoriana (Ecuadorean Air Force)

The Ecuadorean Air Force is one of the best equipped in South America, but has only a small complement of
helicopters. These are operated in a pool arrangement by three Squadrons forming the Ala de Combate
(Combat Wing) 22 at BA (Base Area/Airbase) Simon Bolivar, Guayaquil, within II Zona Area (Air Zone).
Type
TH-57A SeaRanger
No Utilisation
10 utility transport
Base
Guayaquil
Guayaquil
Total
14
utility/training
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MILITARY CENSUS, DOMINICAN REPUBLIC

Fuerza Area Dominicana (Dominican Air Force)

The Dominican Air Force, headquartered at Santo Domingo, has suffered from a lack of cash and has had
to rely heavily on US military aid for its equipment. Most of its small fleet of helicopters, operated by the
Escuadron de Rescate (Rescue Squadron) at BA (Base Area/Airbase) de San Isidro, are more than 20
years.
Type
205A-1
No
2
Utilisation
transport
Base
San Isidro
UH-1H Iroquois
utility transport
San Isidro
Total
8
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MILITARY CENSUS, DJIBOUTI

Force Arienne Djiboutienne (Djibouti Air Force)

The Djibouti Air Force, based at Ambouli, provides transport and communications, with France still
responsible for national defence in this strategically important country at the mouth of the Red Sea.
Type
No Utilisation Base
AS 355F Ecureuil II 2 liaison
Djibouti-Ambouli
Mi-2 Hoplite
2 liaison
Djibouti-Ambouli
Mi-8 Hip
Total
transport
Djibouti-Ambouli
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MILITARY CENSUS, CZECH REPUBLIC

Letecka Sluzba Policie Cesk Republiky (Czech

Republic Police Aviation)
The Czech national police force, headquartered at Prague, has a strong helicopter element for paramilitary
duties.
Type
No
Utilisation
Base
412HP
paramilitary
Prague
BO 105CBS-4
Mi-2 Hoplite
paramilitary
Hradec Krlov
paramilitary
Prague
Mi-8P Hip
paramilitary
Prague
Total
9
UPDATED
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MILITARY CENSUS, CZECH REPUBLIC
Cesk Letectvo a Protivzdusna Obrana (Czech Air

Force and Air Defence)
Headquartered at Prague, the Czech air force is organised into 3 Sbor Taktichho Letectva (Tactical Air
Corps), based at Hradec Kralov; 4 Sbor Protivzdusn Obrany (Air Defence Corps), based at Star Bolesov;
and several Direct Operating Units. A dedicated helicopter regiment at Prerov comprises several squadrons, as
does the Air Training Flight at Pardubice, and the SAR centre at Plzen-Line.
Type
No
Utilisation
Base
Mi-2 Hoplite
32
scout/utility
Pardubice, Plzen-Line, Prague-Kbely, Prerov
Mi-8 Hip
assault/transport
Plzen-Line, Prague-Kbely, Prerov
Mi-8PPA Hip-K
ECM/Elint
Prerov
Mi-9 Hip-G
Command Post
Prerov
Mi-17 Hip
29
assault/transport
Plzen-Line, Prague-Kbely, Prerov
Mi-17Z-II Hip
AEW
Pardubice
Mi-24D Hind-D
13
attack
Prerov
Mi-24DU Hind
training
Prerov
Mi-24V Hind-E
25
attack
Prerov
W-3A Sokol
Total
11
119
SAR/utility
Plzen-Line
UPDATED
Czech Air Force W-3A Sokol used in the SAR/utility role (Paul Beaver)
(2000)
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MILITARY CENSUS, CYPRUS

Astynomia (Police)
An Air Element at Larnaca operates the Bell 412 on paramilitary tasks.
Type
412EP
No
Utilisation
Base
paramilitary
Larnaca
412SP
paramilitary
Larnaca
Total
2
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MILITARY CENSUS, CYPRUS

Kypriaki Stratiotiki Aeroporia (Cyprus Air Force)

Headquartered at Nicosia, the Cyprus Air Force operates mostly helicopters, mainly on transport and
coastal and internal patrols, but with limited light attack capability. The Air Element at Lakatamia
operates helicopters equipped for anti-armour and liaison duties.
Type
206L-3 LongRanger III
No
3
Utilisation
liaison/patrol
Base
Paphos
Kania
utility
Lakatamia
MD 500
utility
Lakatamia
SA 341L Gazelle
anti-armour
Lakatamia
Total
11
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MILITARY CENSUS, CUBA

Defensa Anti-Area y Fuerza Area Revolucionaria

(Anti-aircraft Defence and Revolutionary Air Force)
Headquartered at Aeropuerto Libertad Mariano, Havana, the air force is organised into three geographical
regions: Zona Area Oeste (Western Air Zone), Zona Area Oriente (Eastern Air Zone) and Zona Area
Central (Central Air Zone), all three incorporating dedicated helicopter squadrons. These are located at Campo
Libertad, part of Zona Area Oeste, Santiago de Cuba in Zona Area Oriente, and at Cienfuegos in Zona Area
Central.
Type
No
Utilisation
Base
Mi-2 Hoplite
utility
Mi-8 Hip
40
utility/transport
Cienfuegos, Havana, Santiago de Cuba
Mi-14PL Haze-A
14
ASW
Cienfuegos
Mi-17 Hip-H
16
utility/transport
Cienfuegos, Havana, Santiago de Cuba
Mi-24D Hind-D
15
attack
Santiago de Cuba
Total
87
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MILITARY CENSUS, COSTA RICA
Ministerio de La Seguridad Pblica (Costa Rica Public

Security Ministry)
The Servicio de Vigilancia Area (SVA) is a paramilitary organisation within the Ministerio de la Seguridad
Publica (Public Security Ministry), but under the operational control of the Policia de Fronteras (Border Police).
Type
No
Utilisation
Base
FH-1100
border patrol
San Jos-Juan Santamaria International
MD 500E
transport/surveillance
Mi-17 Hip-H
transport
Total
4
VERIFIED
Costa Rica's sole Mil Mi-17 used on transport duties

(2000)
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MILITARY CENSUS, CONGO, DEMOCRATIC REPUBLIC

Force Arienne Congolaise (Congo Air Force)

The Congo Air Force is organised into 1 Groupement Arien (Air Group) and 2 Groupement Arien Tactique
(Tactical Air Group). Only the 12 Escadre de Liaison N(Liaison Wing) at Kinshasa-Ndolo operates
helicopters.
Type
No
Utilisation
Base
AS 332L Super Puma
transport
Kinshasa-Ndolo
liaison
Kinshasa-Ndolo
SA 330C Puma
transport/liaison
Kinshasa-Ndolo
Total
14
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MILITARY CENSUS, CONGO

Force Arienne Congolaise (Congolese Air Force)

The Congolese Air Force operates a helicopter unit, providing vital communications and transport links
between the base at Brazzaville and the country's interior. A single Aerospatiale AS 365C Dauphin II is flown
by the Escadrille Presidentiale (Presidential Squadron).
Type
No Utilisation
Base
Mi-8 Hip
liaison/transport
Brazzaville-Maya Maya+
liaison/transport
SA 365C Dauphin II
VIP transport
Total
6
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MILITARY CENSUS, COMOROS

Comoros Military Aviation Command

The Military Aviation Command of this small group of islands off the East African coast operates a
single Aerospatiale AS 350B Ecureuil on transport duties from the capital's Hahaya International
Airport.
Type
AS 350B Ecureuil
Total
No
1
1
Utilisation
VIP/transport
Base
Moroni-Hahaya
UPDATED
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MILITARY CENSUS, CHINA, PEOPLE'S REPUBLIC
Army Aviation Corps

The Army Aviation Corps, based at Tong Xian, was established in 1988 with the transfer of utility helicopters
from AFPLA, specifically to support ground troops. A total of almost 400 helicopters is operated, some with
limited anti-armour capability.
Type
No
Utilisation
Base
AS 332 L1 Super Puma
assault/transport
Mi-8/17 Hip
55
assault/transport
S-70C II Black Hawk
20
transport
?/grounded due to US embargo
SA 342 L1 Gazelle
support
Z-5 (Mi-4)
280
utility/support
Z-9/Z-9A Haitun
25
utility/support
Z-11
utility
Total
398
VERIFIED
Camouflaged Chinese Army Mil Mi-171 at Zhuhai (Gnter Endres)

(1998)
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Aviation of the People's Navy

Headquartered at Beijing, the land-based Aviation of the People's Navy is made up of three geographical Fleet
organisations: North, South and East, with the maritime force established on similar lines to AFPLA.
Helicopters are operated in ASW and transport support roles.
Type
No
Utilisation
Base
Ka-28 Helix-A
12
ASW
SA 321Ja Super Frelon
ASW/transport
Z-5 (Mi-4)
30
utility
Z-8 (SA 321 Super Frelon)
12
ASW/transport
Z-9/Z-9A Haitun (SA 365N)
25
ASW/transport
?/Hong Kong-Sek Kong+
Total
87
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Zhongkuo Shenmin Taifang Tsunputai (Air Force

of the People's Liberation Army) (AFPLA)
The third-largest air arm in the world, the AFPLA, headquartered at Beijing, is organised along
Soviet-established lines, with seven geographically constituted Military Air Regions at Beijing,
Chengdu, Guangzhou, Jinan, Lanzhou, Nanjing and Shenyang. These exercise control over operating
forces via an Air Division, which typically comprises three air regiments, made up of three or four
aircraft-operating batallions (the equivalent of Squadrons), typically with 10-15 aircraft each. The
AFPLA operates a large number of locally built helicopters - both Soviet and French designs assembled
under licence - mostly now obsolescent.
Type
Z-5 (Mi-4)
No Utilisation
70 utility/reconnaissance ?
Z-8 (SA 321 Super Frelon) 8

Total
Base
transport
78
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MILITARY CENSUS, CHAD

Escadrille Nationale Tchadienne (Chad National

Flight)
The Air Element of the Chad National Flight, based in the capital N'Djamena, provides transport
services with technical support from France, which also maintains its own ground forces in the country.
Type
No
Utilisation
Base
utility
N'Djamena
Total
2
UPDATED
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MILITARY CENSUS, CENTRAL AFRICAN REPUBLIC

Escadrille Centrafricaine (Central African Flight)

Headquartered at Bangui-M'poko Airport, this small Air Element undertakes only transport and liaison
duties, equipped with just one fixed-wing aircraft and one helicopter. External security is provided by
France.
Type
AS 350B Ecureuil
No
1
Total
Utilisation
liaison
Base
Bangui-M'poko
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MILITARY CENSUS, CAPE VERDE

Fora Area Caboverdaine (Cape Verde Air Force)

This small air arm, based at Amilcar Cabral on Sal Island, operates only fixed-wing aircraft.
VERIFIED
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MILITARY CENSUS, CANADA
Canadian Forces-Air Command

Canadian Air Division comprises several Wings made up of a number of squadrons. Helicopters are operated
by all but two of the Wings with flying units assigned, and the Aerospace Engineering and Test Establishment
(AETE) at Cold Lake, Alberta. Helicopters also operated from surface combatants and other surface vessels.
Type
No
Utilisation
Base
CH-113A Labrador (BV

107-II)
13
transport/SAR
Greenwood, Comox, Gander, Trenton
CH-118 Iroquois (UH-1H)
support
Bagotville, Cold Lake
CH-124A Sea King (SH-3)
23
ASW/training
Shearwater
CH-124B Sea King (SH-3)
ASW/training
Shearwater
CH-135 TwinHuey (UH-1N)
37
transport
CH-136 Kiowa (OH-58)
54
CH-139 (206B JetRanger)
13
Cold Lake, Gagetown, Goose Bay, Namao,

Ottawa, Petawawa
Cold Lake, Gagetown, Montreal, Namao,
liaison/scout/training
Petawawa, Toronto
training
Southport
CH-146 Griffon (412HP)
99
liaison/SAR/transport
being delivered to replace CH-118,

CH-135 and CH-136
EH-101 Cormorant
(15)
transport/SAR
on order
250
UPDATED
Canadian Forces Bell 412 (CH-146 Griffon) tactical transport helicopter
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MILITARY CENSUS, CAMEROON

Arme de l'Air du Cameroun (Cameroon Air Force)

Headquartered in the capital Douala, this small West African air force operates helicopters in the VIP
Flight and on liaison duties as part of a Communications Unit. Bases are located at Batouri, Douala,
Garouna and Yaounde.
Type
206L-3 LongRanger III
AS 332L Super Puma
No
2
Utilisation
liaison
Base
?
VIP transport
AS 365N Dauphin II
VIP transport
SA 318C Alouette-Astazou
liaison
VIP transport
SA 330C Puma
liaison
SA 342L Gazelle
COIN
Total
13
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MILITARY CENSUS, CAMBODIA

Royal Cambodian Air Force

In accordance with a UN-brokered agreement to end the civil war, all operations were terminated and aircraft
and helicopters of the then Air Force of the Kampuchea Liberation Army were handed over to UN
representatives in 1992. The new Royal Cambodian Air Force resumed limited operations in early 1994. A
Tactical Helicopter Squadron and a VIP Transport Squadro are both based at Phnom-Penh-Pochentong
Airport.
Type
No
Utilisation
AS 350B Ecureuil
AS 365 Dauphin II
Mi-8 Hip
utiliy transport
Mi-17 Hip
utility transport
Mi-26 Halo
transport
Total
19
VIP
transport/liaison
VIP
transport/liaison
Base
Phnom Penh-Pochentong
Phnom Penh-Pochentong, Battembang, Siem
Reap
Phnom Penh-Pochentong, Battembang, Siem
Reap
UPDATED
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MILITARY CENSUS, BURUNDI

Arme Nationale du Burundi (Burundi National

Army)
The small National Army has an Air Element at the capital Bujumbura, equipped with fixed-wing
aircraft and helicopters.
Type
No Utilisation
Base
AS 350B2 Ecureuil
liaison
Bujumbura
utility
Bujumbura
SA 342L Gazelle
COIN
Bujumbura
Total
4
UPDATED
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MILITARY CENSUS, BURKINA FASO

Force Arienne de Burkina Faso (Burkina Faso Air

Force)
The Burkina Faso Air Force provides only internal security and transport services. The Escadrille
d'Helicoptres (Helicopter Squadron), based in the capital Ouagadougou, uses a small number of types
on liaison and transport duties.
Type
AS 350B Ecureuil
No
1
Utilisation
liaison
Base
Ouagadougou
AS 365N Dauphin II
liaison
Ouagadougou
Mi-8 Hip
utility transport Ouagadougou
Mi-17 Hip
transport
Total
Ouagadougou
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MILITARY CENSUS, BULGARIA

Aviatziya Na BVMF (Bulgarian Naval Aviation)

A small helicopter flight under the control of the Bulgarian Navy utilises Kamov Ka-25s and Mi-14s on shore
patrol and ASW from Varna-Tchaika on the Black Sea.
Type
Mi-14PL Haze-A
No
Utilisation
Base
ASW
Varna-Tchaika
Mi-14BT Haze-B
mine countermeasures
Varna-Tchaika
Total
8
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MILITARY CENSUS, BULGARIA

Bulgarski Voenno Vozdushni Sili (Bulgarian Military

Air Forces)
The Bulgarian Military Air Forces operate a combat helicopter base 23 VABV (Vertoletna Aviobasa Boiny
Vertolety), which is part of Korpus Takticheska Aviatzia/Tactical Aviation Corps at Plovdiv. It comprises 23
Attack Helicopter Regiment based at Targoviste and a detachment at Stara Zagora. Under the Conventional
Forces of Europe (CFE) Treaty the Bulgarian forces are limited to 67 combat helicopters. Transport and
training and liaison helicopters are operated out of Krumovo.
Type
206B JetRanger III
No
6
Utilisation
training/liaison
Base
Krumovo
Mi-8T Hip-C
transport
Krumovo
Mi-17 Hip-H
21
transport
Krumovo
Mi-17PP Hip-K
combat support
Krumovo
Mi-24D Hind-D
35
attack
Targoviste, Stara Zagora
Mi-24V Hind-E
attack
Targoviste, Stara Zagora
Total
78
UPDATED
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MILITARY CENSUS, BRUNEI DARUSSALAM

Angkatan Tentara Udara Diraja Brunei (Royal Brunei

Air Force)
The Royal Brunei Air Force, based at Brunei International Airport in the capital Bandar Seri Begawan, is
comprised almost entirely of helicopters, serving with three of the five squadrons.
Type
206B JetRanger III
212
No Utilisation
2
training
10 transport/patrol
Base
Bandar Seri Begawan
Bandar Seri Begawan
214ST
BO 105CB
BO 105CBS
1
5
1
VIP transport
COIN
VIP transport
Bandar Seri Begawan

Bandar Seri Begawan
Bandar Seri Begawan
S-70A Black Hawk
VIP transport
Bandar Seri Begawan
Total
23
UPDATED
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MILITARY CENSUS, BRAZIL
Comando do Aviao do Exrcito (Army Aviation

Command)
Headquartered at Taubat, the 1a Brigada de Aviaco Exrcito (1st Army Aviation Brigade) comprises
1 GAE (Grupo do Aviao do Exrcito (Army Aviation Group) at Taubat, and 2 GAE at Manaus.
Both incorporate helicopter squadrons.
Type
No Utilisation Base
HA-1 (AS 350L1 Esquilo) 15 attack/scout Taubat, Manaus
HA-1 (AS 350 Esquilo)
(20) attack/scout on order
HA-1 (AS 550A2 Fennec) 18
attack/scout Taubat, Manaus
HM-1 (AS 565AA Panther) 33
transport
S-70A Black Hawk
observation Patuca (Ecuador)
70
Taubat, Manaus
VERIFIED
Eurocopter AS 565 Panther multirole helicopter in service with the Brazilian Army
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Fora Aeronaval da Marinha do Brasil (Brazilian Naval

Air Force)
The Naval Air Force operates no fixed-wing aircraft. It is organised into five squadrons, all based at So Pedro
de Aldeia, and DAE-FLOTAM (Destacamento Areo Embarcado da Flotilha do Amazonas/Amazon Flotilla
Embarked Air Attachment). DAE-FLOTAM operates helicopters from patrol boats on the Amazon. All
helicopters also deploy frequently aboard navy surface combat vessels.
Type
No
Utilisation
Base
IH-6B (206B JetRanger III)

SAH-11 (Super Lynx Mk 21A)
14
training
So Pedro de Aldeia
14
ASW/attack
So Pedro de Aldeia
SH-3D Sea King
13
ASW
So Pedro de Aldeia
UH-12 (HB 350BA Esquilo)
15
utility
Amazon
UH-13 (HB 355F2 Esquilo)
14
training
So Pedro de Aldeia
UH-14 (AS 532UC Cougar)
utility transport So Pedro de Aldeia
Total
75
UPDATED
Brazilian Naval Air Force AgustaWestland Super Lynx

(2002)
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Fora Area Brasiliera (Brazilian Air Force)

The Brazilian Air Force operates mostly French helicopters assembled locally by Helibras. The II Fora Area
(2nd Air Force) at Rio de Janeiro has several GAvs (Grupo de Aviaao/Aviation Group) with helicopter
strength, based at Belm, Recife, Campo dos Afonsos, Santa Maria, Manaus, Campo Grande, Anpolis,
Fortaleza. There is also the Santos-based 1/11 GAv of Comando Areo de Treinamento (Operational Training
Command) and Academia da Fora Area at Pirassununga, which comes under the Departamento de Ensino
(Department of Training), and a Direct Reporting Unit, the Grupo de Transport Especial (GTE) at Brasilia.
Type
No
Utilisation
Base
205A
CH-34 (AS 332M Super Puma)
utility
transport
Campo dos Afonsos
CH-50/TH-50 (AS 350B Esquilo) 25

CH-55 (AS 355F2 Esquilo)
10
liaison/training
Anpolis, Fortaleza, Pirassununga, Santos
liaison
Belm
UH-1D Iroquois
transport/COIN
Campo Grande, Manaus, Santa Maria
UH-1H Iroquois
48
transport/COIN
Campo Grande, Manaus, Santa Maria
Total
97
UPDATED
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MILITARY CENSUS, BOTSWANA

Botswana Defence Force Air Wing

The small Air Wing, based at Sir Seretse Khama Airport in the capital Gaborone, is organised into five
squadrons, one of which, Z21 Squadron, operates helicopters exclusively.
Type
No
Utilisation
Base
412/412SP
Gaborone-Molepolole
AS 350B Ecureuil
scout/training
Gaborone-Molepolole
Total
9
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MILITARY CENSUS, BOSNIA-HERZEGOVINA

Vazduhoplovstvo I Protivvazdusna Odbrana Vojska

Republike Srpske (Serbian Republic Air and Air
Defence Force)
With support from Belgrade, the Serb minority has put together a small air force, headquartered at Banja Luka.
Helicopters are operated by 92 Aviation Brigade at Banja Luka, and by the 92 MultiRole Light Squadron at
Udbina and Pale.
Type
No
Utilisation
Base
Mi-8 Hip
7+
assault/transport
Banja Luka, Zawan
SA 341H Gazelle
12
scout/attack
Banja Luka, Zawzan, Pale
SA 342L Partizan
attack
Banja Luka
Total
26+
UPDATED
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MILITARY CENSUS, BOSNIA-HERZEGOVINA

Ratno Zrakoplovstvo I Protuzracna Odbrana

Vojske Federacije (Bosniac and Croat Federation
Air and Air Defence Force)
Since Bosnia and Herzegovina declared its independence from the former Yugoslavia in December
1991, the Muslim-controlled Republic of Bosnia-Herzegovina was able to establish an Air Element
within the army, initially using light fixed-wing aircraft and Mil Mi-8 helicopters seized from the
Federal Yugoslav Air Force.
Type
No
Utilisation
Base
Rajlovac, Mostar, Bihac,
Tuzla
Mi-8 Hip
utility transport
Mi-34
training
Rajlovac
UH-1H Iroquois
15
utility transport
Bihac, Mostar, Rajlovac,

Tuzla
Total
22
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MILITARY CENSUS, BOLIVIA

Aviacin del Ejercito Boliviano (Bolivian Army

Aviation)
The Bolivian Army Aviation Air Element at La Paz-El Alto operates mostly fixed-wing aircraft, but has
a single Aerospatiale Lama for SAR and liaison duties.
Type
SA 315B Lama
No
Utilisation
Base
SAR/liaison
La Paz-El Alto
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MILITARY CENSUS, BOLIVIA

Fuerza Area Boliviana (Bolivian Air Force)

The Bolivian Air Force, headquartered at La Paz, is organised into four Air Brigades (Brigada Area)
covering different parts of this large, landlocked, South American country. Helicopters are operated by
II Brigada Area, based at Cochabamba, and Puerto Suarez, and III Brigada Area which operates
from Santa Cruz de la Sierra's El Trompillo Airport.
Type
No Utilisation
HB 315B Gavio 8 SAR/liaison
SA 315B Lama 6 SAR/liaison
Base
Cochabamba, Puerto Suarez
Cochabamba, Puerto Suarez
UH-1H Iroquois 19 utility transport Santa Cruz de la Sierra

Total
33
VERIFIED
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MILITARY CENSUS, BHUTAN

Bhutan Air Arm

The Air Element of this small Himalayan kingdom, stationed in the capital Thimphu, operates Mil Mi-8
twin-engined helicopters on transport and utility missions, alongside a fixed-wing aircraft.
Type
No Utilisation Base
Mi-8 Hip 2 utility/liaison Thimphu
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MILITARY CENSUS, BENIN

Force Arme Populaire du Benin (People's Armed

Forces of Benin)
The Air Element of the small People's Armed Forces of Benin has no combat capability and operates
only two Aerospatiale AS 350B Ecureuil on liaison duties, and charter flights from its base at
Cotonou-Cadjhoun, operated by the air force's Dpartement des Vols Commerciaux.
Type
No Utilisation Base
AS 350B Ecureuil 1 liaison
Cotonou-Cadjhoun
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MILITARY CENSUS, BELIZE

Belize Defence Force

The Air Wing of the Belize Defence Wing, formed in 1983 and based at Belize City International
Airport, only operates a small number of light fixed-wing aircraft.
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MILITARY CENSUS, BELGIUM

Rijkswacht/Gendarmerie
The Rijkswacht/Gendarmerie operates an air element based at Melsbroek which operates a mix of fixed-wing
aircraft and helicopters.
Type
No Utilisation
Base
MD 900 Explorer
paramilitary
Melsbroek
MD 520N
paramilitary
Melsbroek
Total
4
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1 Image
Groupement d'Avions Lgre/Groepering Licht

Vliegwezen (Light Aviation Group)
The Light Aviation Group is organised into three battalions based at Lige-Bierset and the SSLV (School
Smaldeel van het Licht Vliegwezen - Light Aviation School Squadron), based at Brasschaat.
Type
No Utilisation
Base
A 109HA
28
attack
Lige-Bierset, Brasschaat
A 109HO
18
attack/scout
Lige-Bierset, Brasschaat
SA 318C Alouette Astazou
30
utility/training
Lige-Bierset, Brasschaat,
Norvenich
Total
76
UPDATED
Belgium Army/Agusta A109HO attack/scout helicopter

(2000)
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Force Arienne Belge/Belgische Luchtmacht

(Belgian Air Force)
40e Escadrille/40 Smaldeel (Squadron), based at Koksijde, is a joint air force/navy unit forming part of
the Direct Reporting Units of the Belgian Air Force, headquartered at Evre-sud, Brussels. It operates
the Force Navale Belge/Belgische Zeemacht (Belgian Navy) helicopters on SAR and liaison duties.
Type
No Utilisation
Base
SAR/utility
Koksijde
Sea King Mk 48
SAR
Koksijde
Total
8
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MILITARY CENSUS, BELARUS

Voyenno-Vozdushnye Sily (Military Air Forces)

The Military Air Forces took over the helicopter assets of the former Byelorussian Military District, which
was deactivated in May 1992. Under the Conventional Forces in Europe (CFE) treaty, signed on 15 May 1992
and ratified in the following October, Belarus is limited to 80 combat helicopters. These are operated by
several assault/transport and specialist squadrons.
Type
Mi-6 Hook-A
No
Utilisation
Base
transport
Bobruysk
Mi-8P/MT/MTV/MV Hip-C/H/J 118
assault transport
Bobruysk, Kobrin, Pruzhany,

Minsk-Stepyanka, Polotsk NW
Mi-24K Hind-G2
combat support
Polotsk
Mi-8MV Hip-J
Mi-8PPA Hip-K
ECM
Polotsk NW
ECM
Kobryn
Mi-8SMV Hip-J
Elint
Kobryn, Polotsk NW
Mi-9 Hip-G
liaison
Minsk-Stepyanka
Mi-22 Hook-C
liaison
Minsk-Stepyanka
Mi-24P Hind-F/-24V Hind-E
61
assault
Minsk-Stepyanka, Polotsk NW, Pruzhany
Mi-24RKR Hind-G1
combat support
Polotsk NW
Mi-26 Halo
14
heavylift
Kobryn
Total
223
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MILITARY CENSUS, BARBADOS

Barbados Defence Force

The Barbados Defence Force, based at the capital Bridgetown, only operates a single fixed-wing
aircraft.
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MILITARY CENSUS, BANGLADESH

Bangladesh Biman Bahini (Bangladesh Defence Force

Air Wing)
At its headquarters at Dhaka-Tezgaon, the Bangladesh Defence Force Air Wing operates 31 Squadron (VIP),
for VIP transport. Two other helicopter squadrons are located at Chittagong (1 Squadron) and at Jessore (18
Squadron).
Type
No
Utilisation
Base
206L-1 LongRanger II
training
Jessore
212
Mi-8S Hip-C
22
1
liaison
Chittagong-Patenga, Dhaka-Tezgaon
Dhaka-Tezgoan
Mi-17 Hip-H
15
transport/utility
Chittagong Patenga, Dhaka-Tezgaon
Total
41
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MILITARY CENSUS, BAHRAIN

Bahrain Amiri Naval Air Arm

The special Air Element of the Naval Air Arm operates helicopters from its base at Manama and from
the navy's fast attack craft.
Type
No Utilisation Base
BO 105CBS-4 2 SAR/OTHT Manama
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MILITARY CENSUS, BAHRAIN

Bahrain Amiri Air Force

All operations of the Bahrain Amiri Air Force are undertaken from the Sheikh Isa Air Base at Manama and
the Riffa AB. Helicopters are operated by the Combat Helicopter Squadron, Public Security Flying Wing,
and a special VIP unit.
Type
412SP
No
Utilisation
Base
transport/paramilitary
Manama
430
liaison
Manama
AB 212
AH-1E HueyCobra
12
utility
Riffa
24
attack
Manama/Riffa
TAH-1P HueyCobra
training
Riffa
BO 105C
UH-60A Black Hawk
utility
Riffa
VIP transport
Manama
UH-60L Black Hawk
VIP transport
Manama
Total
51
UPDATED
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MILITARY CENSUS, BAHAMAS

Royal Bahamas Defence Force

No helicopters are operated by the Air Wing of the Nassau-based Royal Bahamas Defence Force.
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MILITARY CENSUS, AZERBAIJAN

Azerbaijani Air Force

Following independence in 1991, Azerbaijan obtained from the Russian forces a number of aircraft and
helicopters. Details of the organisation and exact equipment of the Azerbaijani Air Force are still
unknown, but airbases are being maintained at Baku/Kala, Kyurdamir, Gyandza and Zeynelabdin.
Type
Mi-2 Hoplite
No Utilisation
Base
utility
Baku/Kala
Mi-8 Hip
13
assault/utility
Baku/Kala
Mi-24 Hind
15
attack
Baku/Kala
Total
35
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MILITARY CENSUS, ARMENIA

Republic of Armenia Air Force

Following the re-emergence as an independent state in 1991, the Republic of Armenia created a small
airarm. Only the Mixed Aviation Regiment at Yerevan operates helicopters.
Type
Mi-24RKR Hind-G1
No
Utilisation
Base
combat support
Yerevan/Erebuni
Mi-24K Hind-G2
combat support
Yerevan/Erebuni
Mi-2 Hoplite
liaison
Yerevan/Erebuni
Mi-9 Hip-G
command post
Yerevan/Erebuni
17 Hip-H
Mi-24P Hind-F
utility transport
Yerevan/Erebuni
attack
Yerevan/Erebuni
Total
30
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MILITARY CENSUS, ANGOLA

Fora Area Popular de Angola (Angolan People's Air

Force)
Two attack helicopter units are based at Benguela and Lubango.
Type
AS 565UA Panther
No
Utilisation
Base
utility transport
Benguela
AS 565AA Panther
attack
Benguela
IAR-316B Alouette III
30
liaison
Mi-8/17 Hip
Mi-24 Hind-E/Mi-24 Hind-F
30
assault transport
Benguela
20
attack
Benguela, Lubango
SA 342L Gazelle
10
observation
Total
103
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MILITARY CENSUS, ALGERIA

Al Quwwat al Jawwiya al Jaza'eriya (Algerian Air

Force)
The Algerian Air Force's helicopter component is provided by three dedicated Helicopter Regiments,
including one Combat Helicopter Regiment based at Biskra AB.
Type
No
Utilisation
Base
Ka-27 Helix
SAR
Bou Star
Mi-2 Hoplite
20
training
Setif/Ain Arnat
Mi-8 Hip-C
30
assault transport
Algiers/Blida, Ech Cheliff
Mi-8TBK Hip-F
Mi-17 Hip-H
assault transport
42
assault transport
Mi-24 Hind
33
attack
Biskra
Total
132
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Guarda Nacional Republicana (National Republican

Guard)
The Republican Guard operated a small flight of ageing Alouette II helicopters on paramilitary tasks
from a base at Alverca, but now appears to have been disbanded.
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Suomen Ilmavoimat (Finnish Air Force)

Helicopters operated by the Finnish Air Force were transferred to the Finnish Army on January 1997.
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MILITARY CENSUS, BELARUS


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PRICE GUIDE
PRICE GUIDE
The helicopter prices schedule covers helicopters with low-time (10-20 per cent TSO/TSN) to mid-time
(40-60 per cent TSO/TSN), and factory-new prices for in-production models. Values given reflect the
most recent pricing information available. Supply and demand, geographic locations, financial
conditions and the helicopter specifications themselves, change frequently and affect resale prices.
Prices are based on the realities of the marketplace gathered from current resales throughout the world.
Additional variables such as shipping costs, local taxes, duties and currency fluctuations have not been
included. Nor has account been taken of special discounts, dealer or distributor profits, trade-in
allowances, extra service or parts, options added above the average, or special financing arrangements.
Helicopter prices resulting from `forced', `bulk', or `liquidation/distress' sale can vary widely with
each make and model of helicopter and market condition. Neither do widely divergent nor unverified
sales reports determine prices. Sales may take place which are not indicative of those occurring in an
orderly marketplace. Since sales in this category may not represent `current resale' trends, these have
not been assigned the same statistical weight as those sales which are less isolated, and which typify a
normal transaction.
The following options show what is normally added or subtracted from a helicopter's value if the item
is, or is not, included. The value does not necessarily have a direct relationship to what the item might
cost when purchased new, or if it was installed in a ùsed-serviceable' condition. The options' values can
be added to (or subtracted from) any of the helicopters' value ranges regardless of the age of the option,
the value of the helicopter, or its component's service life status. The list is a sample of the values for
some of the common options found on some medium to large helicopters operating over water.
Options
Add (subtract) $ to resale values
Health Usage
Monitoring ( HUMS)
US$150,000
North Sea-equipped
US$100,000
Auto-jettison liferafts
Pop-out flotation gear
US$75,000
US$50,000
Auxiliary fuel tank
US$40,000
No cockpit voice
recorder
(US$30,000)
The major variable pricing determinant of a helicopter is the component times. While not completely
irrelevant to a resale value, it should be remembered that the total time on the airframe (TTAF) is not a
significant valuation point, unless the helicopter has unusually high, or low, total flight hours. It should
also be borne in mind that a `Low Time - High US$ value' helicopter can have thousands of hours on its
airframe. The low-high value spread is due largely to the condition (service life status) of the
components.
The usage, maintenance and overhaul history of the components can exert a huge influence on the
helicopter's value. Those components which have not been compensated with extra care to make up for
their more strenuous duty or operation in a corrosive/erosive atmosphere, may not carry their full resale
value. Overhauls not accomplished in an authorised shop could seriously deteriorate the value of that
component. Of equal importance is the availability of the proper `birth-to-death' maintenance
paperwork, accuracy and completeness with all back-up documentation. If each operation performed is
not properly signed off, most regulatory authorities would classify the component as invalid and no
longer in airworthy condition.
This helicopter price information has been made available by courtesy of HeliValue$, Inc,
publisher of The Official Helicopter Blue Book, PO Box 876, Lincolnshire, Illinois 60069-0876,
USA.
Tel: +1 (847) 487 8258, Fax: +1 (847) 487 0206
Price schedule (US$) alphanumeric by manufacturer/model (2001)
Make
Model
Agusta
Agusta
Agusta
Agusta
109A
109A Mk II
4109A Widebody
109A2/109A Plus
Agusta
Agusta
Agusta
Bell
Mid-time
Low-time
490,000
640,000
740,000
840,000
685,000
800,000
1,010,000
1,050,000
109C
109E Power
109KII
1,050,000
2,300,000
1,700,000
1,650,000
3,250,000
2,455,000
47G-2 series
69,500
111,100
2001 new
factory
prices
equipped
3,700,000
3,750,000
Bell
Bell
47G-3B/G-3B1
47G-3B2/G-3B2A
73,100
92,000
165,000
160,000
Bell
Bell
Bell
47G-4
47G-4A
47G-5 series
70,850
81,650
77,150
130,500
147,000
155,000
Bell
47J series
56,000
112,150
Bell/Soloy
47 Turbine
146,000
225,000
Bell
Bell
204B
205A-1
600,000
910,000
800,000
1,250,000
Bell
Bell
206B JetRanger
206B III JetRanger
180,000
270,000
290,000
575,000
Bell
206L LongRanger
206L-1 LongRanger
330,000
443,000
445,000
535,000
590,000
785,000
Bell
206L-3 LongRanger
206LT/206L-3 Gemini ST
800,000
1,025,000
Bell
206L-4 LongRanger
795,000
1,020,000
1,285,000
Bell
Bell
Bell
Bell
212
214B
214ST
222A
1,000,000
1,250,000
1,850,000
430,000
2,400,000
1,600,000
2,650,000
700,000
5,150,000
Bell
Bell
Bell
Bell
222B
222UT
230
407
1,100,000
1,000,000
1,750,000
835,000
1,500,000
1,500,000
2,550,000
1,300,000
1,600,000
Bell
Bell
Bell
Bell
412/412SP
412HP/EP
430
427
1,750,000
2,550,000
3,400,000
-
2,900,000
4,000,000
4,350,000
-
5,750,000
5,475,000
2,660,000
EH Industries
EH 101
Enstrom
Enstrom
Enstrom
Enstrom
Enstrom
280
280C
280F/FX
480
F-28A
42,750
61,000
100,000
280,000
30,600
67,200
90,000
225,000
440,000
54,600
Bell
Bell
835,000
18,000,000
(base)
641,000
Enstrom
Enstrom
F-28C/C-2
F-28F
47,800
75,000
89,000
195,500
Eurocopter
AS-332L-1 Super Puma
6,525,000
8,400,000
Eurocopter
AS-332L-2 Super Puma
7,900,000
9,550,000
Eurocopter (Aerospatiale)
AS 350B Ecureuil
AS 350B1 Ecureuil
400,000
600,000
650,000
800,000
Eurocopter
AS 350B2 Ecureuil
750,000
985,000
1,250,000
Eurocopter
AS 350B3 Ecureuil
1,050,000
1,300,000
1,610,000
Eurocopter
AS 350BA Ecureuil
550,000
920,000
Eurocopter
AS 350D Astar
350,000
500,000
450,000
675,000
625,000
900,000
1,225,000
1,600,000
Eurocopter
Eurocopter
Eurocopter
AS 355F/F1 Ecureuil
II/TwinStar
AS 355F2 Ecureuil
II/TwinStar
AS 355N Ecureuil
II/TwinStar
Eurocopter
BO 105 CB/CBS
250,000
775,000
Eurocopter
BO 105 CBS 5
750,000
1,075,000
Eurocopter
BO 105 LS
625,000
1,250,000
Eurocopter
EC 135
2,150,000
2,750,000
Eurocopter
EC 155
Eurocopter
EC Super Five
13,500,000
2,135,000
3,300,000
4,950,000
1,150,000
1,550,000
SA 315B Lama
400,000
640,000
SA 330J Puma
1,100,000
1,850,000
SA 332L Super Puma
5,425,000
7,600,000
SA 341G Gazelle
202,500
312,600
Eurocopter
SA 365C Dauphin
SA 365N Dauphin
SA 365N1 Dauphin
AS 365N2 Dauphin
638,000
1,050,000
1,815,000
2,350,000
889,500
1,725,000
2,475,000
3,650,000
5,295,000
Eurocopter/CATIC/STAe
EC 120B Colibri
600,000
775,000
1,100,000
Eurocopter/Kawasaki
BK 117A series
1,075,000
1,580,000
Eurocopter/Kawasaki
Eurocopter/Kawasaki
BK 117B series
BK 117C series
1,285,000
2,200,000
2,255,000
3,000,000
4,000,000
Eurocopter/Kawasaki
BK 117C-1
3,170,000
Hiller
FH 1100
117,000
176,000
Hiller
UH-12D
22,500
42,000
Hiller
UH-12E
43,200
109,200
Hiller
UH-12E4
41,400
103,950
Hiller/Soloy
UH-12ET
107,100
170,100
Hiller/Soloy
UH-12E4T
116,100
180,600
Hughes
Hughes
Hughes
269A/A-1
269B
300C
34,200
39,600
68,500
51,450
61,950
117,500
Hughes
Hughes
500C
500D
201,000
296,000
274,000
415,000
Kaman
K-MAX
1,600,000
2,150,000
3,900,000
MD Helicopters
MD 500E
345,000
545,000
920,000
MD Helicopters
MD 520N
550,000
795,000
1,305,000
MD Helicopters
475,000
840,000
1,110,000
MD Helicopters
MD 530F
MD 600N
820,000
1,220,000
1,385,000
MD Helicopters
MD Explorer
1,725,000
2,700,000
3,335,000
PZL Swidnik
W-3A Sokol
PZL Swidnik
SW-4
Robinson
43,000
77,000
Robinson
R22HP
R22 Alpha
54,000
90,300
Robinson
R22 Beta
64,000
129,000
148,000
Robinson
R22 Mariner
67,000
140,000
157,000
Robinson
R44
130,000
205,000
294,000
Schweizer
Schweizer
300C
300CB
85,000
-
190,000
-
265,000
195,000
2,950,000
600,000
Schweizer
330SP
Sikorsky
S-58T
475,000
925,000
Sikorsky
S-61N
2,100,000
2,825,000
Sikorsky
S-76A/Mk II
1,500,000
1,900,000
Sikorsky
S-76A+
2,500,000
3,050,000
Sikorsky
S-76A++
4,000,000
4,875,000
Sikorsky
S-76B
2,600,000
3,425,000
Sikorsky
S-76C
3,650,000
4,750,000
Sikorsky
S-76C+
4,250,000
5,100,000
559,000
6,200,000
Price schedule (US$) ascending order of mid-time resale value (2001)

Make
Model
Hiller
Enstrom
Hughes
Hughes
UH-12D
F-28A
269A/A-1
269B
22,500
30,600
34,200
39,600
Hiller
UH-12E4
41,400
103,950
Enstrom
Robinson
280
R22HP
UH-12E
42,750
43,000
67,200
77,000
43,200
109,200
F-28C/C-2
R22 Alpha
47,800
89,000
54,000
90,300
56,000
61,000
112,150
90,000
Robinson
47J series
280C
R22 Beta
64,000
129,000
148,000
Robinson
R22 Mariner
67,000
140,000
157,000
Hughes
Bell
Bell
Bell
300C
47G-2 series
47G-4
47G-3B/G-3B1
68,500
69,500
70,850
73,100
117,500
111,100
130,500
165,000
Enstrom
F-28F
75,000
195,000
Bell
Bell
47G-5 series
47G-4A
77,150
81,650
155,000
147,000
Hiller
Enstrom
Robinson
Bell
Enstrom
Mid-time
Low-time 2001 new factory

prices equipped
42,000
54,600
51,450
61,950
250,000
Schweizer
Bell
300C
47G-3B2/G-3B2A
85,000
92,000
190,000
160,000
265,000
Enstrom
Hiller/Soloy
Hiller/Soloy
280F/FX
UH-12ET
UH-12E4T
100,000
107,100
116,100
225,000
170,100
180,600
270,000
400,000
Hiller
FH 1100
117,000
176,000
Robinson
R44
130,000
205,000
Bell/Soloy
47 Turbine
146,000
225,000
Bell
Hughes
206B JetRanger
500C
180,000
201,000
290,000
274,000
Eurocopter (MBB)
BO 105 CB/CBS
250,000
775,000
Bell
Enstrom
Hughes
206B III JetRanger

480
500D
270,000
280,000
296,000
575,000
440,000
415,000
Bell
330,000
443,000
MD Helicopters
206L LongRanger
MD 500E
345,000
545,000
Eurocopter
AS 350D AStar
350,000
500,000
SA 315B Lama
400,000
640,000
Bell
AS 350B Ecureuil
222A
206L-1 LongRanger
400,000
430,000
650,000
700,000
445,000
535,000
450,000
675,000
475,000
840,000
475,000
925,000
490,000
685,000
Eurocopter
109A
AS 350BA Ecureuil
550,000
920,000
MD Helicopters
MD 520N
550,000
795,000
1,305,000
Bell
Bell
Eurocopter CATIC/STAe
206L-3 LongRanger
204B
AS 350B1 Ecureuil
EC 120B
590,000
600,000
600,000
600,000
785,000
800,000
800,000
775,000
1,100,000
Eurocopter
AS 355F2 Ecureuil II/

TwinStar
BO 105LS
SA 365C Dauphin
625,000
625,000
638,000
900,000
1,250,000
889,500
Bell
MD Helicopters
Sikorsky
Agusta
Eurocopter (MBB)
AS 355F/F1 Ecureuil
II/Twinstar
MD 530F
S-58T
294,000
835,000
641,000
895,000
Agusta
Agusta
109A Mk II
109A wide-body
640,000
740,000
800,000
1,010,000
Eurocopter
AS 350B2 Ecureuil
750,000
985,000
Eurocopter
BO 105 CBS5
750,000
1,075,000
Bell
206L-4 LongRanger
795,000
1,020,000
Bell
206LT/206L-3 Gemini ST
800,000
1,025,000
MD Helicopters
MD 600N
820,000
1,220,000
1,385,000
Bell
407
835,000
1,300,000
1,600,000
Agusta
109A2/109A Plus
840,000
1,050,000
Bell
205A-1
910,000
1,250,000
Bell
Bell
212
222UT
1,000,000
1,000,000
2,400,000
1,500,000
SA 365N Dauphin
AS 350B3 Ecureuil
1,050,000
1,725,000
1,050,000
1,300,000
1,050,000
1,075,000
1,100,000
1,650,000
1,580,000
1,500,000
109C
BK 117A series
222B
SA 330J Puma
1,100,000
1,850,000
Eurocopter
EC Super Five
1,150,000
1,550,000
Eurocopter
AS 355N Ecureuil II/
Bell
TwinStar
214B
1,225,000
1,250,000
1,600,000
1,600,000
BK 117B series
S-76A/Mk II
K1200 K-MAX
1,285,000
1,500,000
2,255,000
1,900,000
1,600,000
2,150,000
1,700,000
2,455,000
3,750,000
MD Helicopters
A109K2
MD Explorer
1,725,000
2,700,000
3,335,000
Bell
Bell
412/412SP
230
SA 365N1 Dauphin
1,750,000
1,750,000
1,815,000
2,900,000
2,550,000
2,475,000
Bell
1,850,000
2,650,000
Sikorsky
214ST
S-61N
2,100,000
2,825,000
Eurocopter
EC 135
2,150,000
2,750,000
3,300,000
Eurocopter/Kawasaki
2,200,000
3,000,000
4,000,000
Agusta
BK 117C series
A 109E Power
2,300,000
3,250,000
3,700,000
SA 365N2 Dauphin
2,350,000
3,650,000
5,295,000
Eurocopter
Agusta
Eurocopter/Kawasaki
Bell
Eurocopter/Kawasaki
Sikorsky
Kaman
Agusta
1,250,000
1,285,000
5,150,000
1,610,000
3,950,000
Sikorsky
S-76A+
2,500,000
3,050,000
Bell
2,550,000
4,000,000
Sikorsky
412HP/EP
S-76B
2,600,000
3,425,000
Bell
430
3,400,000
4,350,000
Sikorsky
S-76C
3,650,000
4,750,000
Sikorsky
S-76A++
4,000,000
4,875,000
Sikorsky
S-76C+
4,250,000
5,100,000
SA 332L Super Puma
5,425,000
7,600,000
Eurocopter
AS 332L1 Super Puma
6,525,000
8,400,000
Eurocopter
AS 332L2 Super Puma
7,900,000
9,550,000
5,750,000
5,475,000
6,200,000
13,500,000
UPDATED
Gnter Endres MRAeS
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SIGNIFICANT EVENTS
Significant events in 2002

2002
January
3 January
7 January
Iran took delivery in January of the last two Mil Mi-171 helicopters,
completing a 21 unit buy signed with the Ulan-Ude Aviation Plant
last April. Also in 2001, Iran placed a contract with export company
Rosoboronexport for 30 Mi-171Sh helicopters equipped with the
Shturm anti-tank system for delivery in 2002/2003.
The US Army has certified its fifth combat-ready AH-64D Apache
Longbow helicopter battalion. The Army's 1st Attack Helicopter
Battalion, 101st Aviation Regiment, based at Fort Campbell,
Kentucky, received its certification in December at Fort Hood,
Texas, where it completed an accelerated six-month intensive
training with the 21st Cavalry Brigade.
A report in the German magazine Der Spiegel states the German
Bundeswehr is selling surplus Bo 105 helicopters at rock-bottom
prices. Bavarian entrepreneur was said to have bought nine
well-maintained helicopters for DM100,000 (Euro52,000) each. A
mid-time civil version normally sells for more than 10 times that
amount.
9 January
The United States delivered 14 new Sikorsky S-70 Black Hawk

helicopters to Colombia for use in the continuing war on drugs. The
helicopters were officially handed over to Colombian president
Andres Pastrana, by US Ambassador Anne Patterson, at the
Tolemaida airbase in the Andean lowlands. During the month, the
Colombian Army also received six Mil Mi-17-1V helicopters from
Russia.
10 January
Tajik radio announced that national carrier Tajikistan Airways has

opened a scheduled helicopter route between the capital Dushanbe
and Panjakent in the northern Soghd region, flown with Mil Mi-8s.
The new service provides a vital link during the Winter, when roads
become impassable.
According to a report in Pravda, production has been launched of
the Kamov Ka-60 twin-engined medium military utility helicopter.
The Russian armed forces are believed to have a requirement for
350 units.
US operator Air Logistics has purchased 10
Eurocopter/CATIC/STAe EC 120Bs as part of a fleet renewal plan.
Six of the helicopters were delivered during the month to support oil
and gas operations in the Gulf of Mexico, with the remaining four
due to be delivered during the first quarter 2002.
10 January
10 January
10 January
AgustaWestland, the UK/Italian joint venture, announced the

consolidation of its UK operations at its Yeovil, Somerset site with
effect from April, together with 950 job losses. The move had been
anticipated as the company completes two major UK military
contracts for 66 EH 101 and 67 WAH-64 Apache helicopters.
10 January
The first of 269 additional US Army AH-64A Apaches entered final

assembly at Mesa, Arizona, for upgrading to the AH-64D Apache
Longbow configuration. The 269 helicopters form part of a second
five-year contract. The first, for 262 units, is nearing completion.
14 January
Agusta announced the signing with South Africa's Denel Group of a

formal agreement for licence production and marketing of the
Agusta A109 LUH, A109 Power and A119 Koala models in South
Africa. The licence agreement allows Denel to both manufacture
and market the A109 and A119 helicopters in specified markets
around the world, including South East Asia, the Middle East, South
America and Africa. Denel CEO Flip Botha has put the worldwide
market for the two models at some 30 per year, which would
translate into potential annual sales, worth US$90 million, to be
shared by the two companies. South Africa's industrial participation
in the A109 LUH programme is expected to be expanded soon with
a contract to build airframes for the 20 A109 Military helicopters
ordered by the Swedish procurement agency FMV.
14 January
15 January
16 January
19 January
22 January
22 January
Robinson's four-seat R44 Raven has become the first US

manufactured helicopter to receive certification from the
airworthiness authorities for Russia and the Commonwealth of
Independent States (CIS). A 14-member team from the Interstate
Aviation Committee spent nearly two weeks at Robinson's
Torrance, California facility to complete the technical review and
type certification process. Very few modifications were required.
New R44s exported to Russia will have altimeters calibrated in
metres (instead of feet), and the heated pitot and artificial horizon optional on the R44 - must be installed. Additionally, the Pilot's
Operating Handbook will have a Russian supplement. The R44 is
being marketed in Russia by Mychikov-based GALS Helicopters,
which has already taken delivery of four R44s and has three more
on order.
According to local press reports citing the Defence Ministry,
Macedonia, has acquired two combat-ready Mi-24 helicopters and
is negotiating to buy four more.
The Republic of Ireland agreed to begin negotiations for the
purchase of three Sikorsky S-92 helicopters to fulfil the Irish Air
Corps Search and Rescue (SAR) mission. The award includes an
option for two more aircraft for general transport duties. Pending
final negotiations and completion of the contract, the three aircraft,
including support services, are valued at approximately US$62
million. After losing out in the Nordic competitions and in Portugal,
this marks the first purchase of the S-92 by a military customer. The
Irish decision has caused controversy and appears to go against
advice received by the Irish Government last year to opt for the
Eurocopter AS 532 Cougar II on technical grounds and operational
cost efficiency. Also in the frame was the EH Industries EH101,
selected by Denmark and Portugal.
HE Sayyid Badr bin Saud al Busaidy, Omani Minister Responsible
for Defence Affairs, signed an agreement with Westland
Helicopters to provide the Royal Air Force of Oman (RAFO) with
16 Super Lynx 300 helicopters to replace existing Bell 212s. This is
the first contract for the Super Lynx 300 by a Middle East customer.
According to a report in the Turkish Daily News, Turkey is to buy
14 Sikorsky Seahawk naval helicopters, in a deal struck by Prime
Minister Bulent Ecevit, during a visit to Washington. The
helicopters will be acquired with a US$324 million loan from the
US Eximbank.
French engine manufacturer Turbomeca announced the setting up of
a Canadian subsidiary, Turbomeca Canada Inc. The subsidiary will
be managed by Hlne Squinotte, former commercial director of
MTU Turbomeca Rolls-Royce.
22 January
28 January
1 February
Eurocopter had an excellent year, posting a 10 per cent increase in

turnover to Euro2.243 billion, and signing the first export contracts
for the Tiger and NH 90 helicopters. Some 57 per cent of the
turnover was derived from the civil and parapublic sector and 435
from the military. Exports outside Germany and France totalled 65
per cent. A total of 335 helicopters were delivered during the year,
and the company took 375 orders, including: 81 EC 120B Colibri
103 AS 350/550 Ecureuil/Fennec 17 AS 355/555 Ecureuil
II/Fennec 27 EC 130 B4 2 BO 105 38 EC 135 2 BK 117 8 EC
145 10 AS 365/565 Dauphin/Panther 13 EC 155B/B1 26 AS
332/EC 225 Super Puma and AS 532/EC 725 Cougar 48 NH 90
The consolidated order book for series-production helicopters
represents Euro1.76 billion.
The first aircraft worldwide featuring a series production capable
primary flight control system via optical fibres (fly-by-light)
successfully completed its maiden flight at Eurocopter
Deutschland's Ottobrunn facility near Munich. The fully-redundant
flight control system for pilot and co-pilot was integrated into a
production EC 135 helicopter, designated ACT/FHS (active control
technology demonstrator/flying helicopter simulator). It was flown
by test pilot Herbert Graser and flight test engineer Manfred
Hausner.
Prototype no.1 of the Boeing Sikorsly RAH-66 Comanche entered
retirement after completing its final scheduled test flight on 30
January. During the six years since its first flight on 4 January 1996,
the prototype accumulated 387.1 flight hours during 318 sorties.
The second test aircraft, nicknamed `The Duke' in honour of John
Wayne, will resume flight testing this Spring. It first flew in 1998
and has accumulated 103.5 hours on 93 flights.
The US Defense Department stated that Kuwait has finally been
cleared to buy the Boeing AH-64D Apache Longbow helicopter.
The United States has been working with Kuwait on a deal for 16
Apaches since 1994. The acquisition is valued at around US$1
billion.
2 February
Saab and NH Industries signed a contract, valued at around SKr2

billion, for the development and production of a tactical mission
system (TMS) for the new Swedish NH 90 multirole helicopter.
Sweden has ordered 18 NH 90s for delivery between 2005 and 2009
4 February
The Robinson R44 became the first US-manufactured helicopter

approved by Russia and the other nations of the Commonwealth of
Independent States (CIS), when Vladimir Bespalov, senior vice
chairman of the Interstate Aviation Committee, presented Frank
Robinson with the Russian type certificate for the helicopter.
8 February
The Sikorsky MH-60S, the US Navy's first newly designed

helicopter in more than a decade, officially entered the fleet in a
ceremony at Naval Air Station (NAS) North Island, California. The
MH-60S will initially be assigned to Helicopter Combat Support
Squadron Three (HC-3) at NAS North Island. The Navy's
Helicopter Master Plans calls for the purchase of up to 237 MH-60S
aircraft.
14 February
Robinson Helicopter Company has sold four R44 light helicopters

to the Estonian Air Force in a US$2 million deal. Two are fully
equipped police helicopters, which include infra-red sensor and
zoom TV camera, fold-down monitor, VHS recorder, searchlight,
dual-audio controller, dual-band receiver and two Comm radios,
GPS, transponder, and observation doors. The other two are R44
Clippers, one equipped with utility floats, the other with pop-out
floats. Delivery to the Amari Air Force Base will begin in May
2002.
Sikorsky Aircraft and Shanghai Little Eagle Science & Technology
Company (SLEC) signed a joint venture at Heli-Expo in Orlando to
pursue the manufacture of the Schweizer 300C and 300CB light
helicopters for the Chinese civil market. The new company,
Shanghai Sikorsky Helicopter Company, is owned 51 per cent by
SLEC and 49 per cent by Sikorsky.
Enstrom Helicopter Corporation delivered its 1,000th helicopter, a
Model 280FX. The family of light helicopters entered series
production with the F28A in 1968. Since then, the company has
produced 949 piston-powered and 51 turbine helicopters.
The German Federal Border Guard (BGS) has placed a repeat order
with Eurocopter for an additional 11 EC 135 and two EC 155
helicopters worth Euro68 million, bringing its total fleet of the two
models to 37. The EC 135s have high-skid landing gear, external
loudspeakers, tactical multifrequency radio sets, gyro-stabilised
daylight and thermal imaging camera, searchlights with infra-red,
Avionique Nouvelle, AeroNavIII moving map display, weather
radar and four axis autopilot. The EC 155s are additionally
equipped with hoisting winches, cargo sling, fast-roping system
and, from 2003, a de-icing system.
15 February
Schweizer Aircraft sold five helicopters to China through its

distributor Sierra Academy of Aeronautics of Oakland, California.
Two 300CBs and one 300C will be operated by the Civil Aviation
Flying College (CAFC), the national aviation training school
located in Sichuan Province. Two 300Bs will be used for flight
training by Yang Jiang Aviation Company in Guangdong Province.
Turbomeca announced the launch of the demonstration phase of a
new engine in the Arrius family to meet the requirements of future
single engine or light twin helicopters. Called Arrius 3 TECH, the
new high-technology engine will provide power in the 600 to 700
kW (805 to 940 shp), and will be controlled by a dual-channel
FADEC. On the same day, it also achieved delivery of the 5,000th
Arriel engine. A total of 28 Arriel variants power a variety of
helicopters, including the Eurocopter EC 130, EC 145, EC 155,
Ecureuil, Dauphin, Sikorsky S-76, and Agusta A 109K2.
25 February
26 February
The US Army Reserve marked the re-establishment of its utility

helicopter fleet with the induction of eight new UH-60 Black Hawk
helicopters. The Army Reserve had been without a utility helicopter
component since 1993 when its assets were transferred elsewhere in
the Army. The first four were handed over to newly-formed A
Company, 158th Aviation Regiment at St Petersburg-Clearwater
International Airport, while the remaining four went to D Company
at the Southern California Logistics Airport in Victorville on 22
February.
Turbomeca, the South African Department of Public Enterprise,
Denel and the French Minister of Equipment, Transport and
Housing announced the signing of Heads of Agreement that will
lead to Turbomeca acquiring a major equity holding in Turbomeca
Africa, to be formed with Denel Airmotive, a division of the
state-owned Denel (Pty) Ltd. Turbomeca Africa will become the
service centre for Turbomeca engines, and will manufacture parts
for Turbomeca, Rolls-Royce, General Electric and Volvo, and
undertake repair and overhaul of Snecma engines.
Boeing has awarded GKN Aerospace Services of East Cowes on the
Isle of Wight, UK, a US$15 million contract to develop and
manufacture composite components for the RAH-66 Comanche
helicopter. The contract covers some 30 components, which will be
manufactured using Resin Transfer Moulding (RTM).
Air Methods Corporation, a leading aeromedical transport services

and products provider, reported record revenues and net income for
the year ended 31 December 2001. Revenue increased by 22 per
cent to US$92.1 million, while net income increased by 58 per cent
to US$6.6 million. Both figures represent all-time highs for the third
consecutive year, and significantly exceeded the company's 2001
objective for a 15 per cent growth in net income.
MD Helicopters announced the first MD Explorer sale into China.
Hangzhou-based Zhejiang Leasing will lease the Explorer to
Guangdong General Aviation Company (GGAC), which also
operates China's first MD 600N.
Honeywell announced at Asian Aerospace 2002 in Singapore the
signing of a new US Army T55 engine upgrade programme,
estimated to be worth some US$1.1 billion over the next eight
years, if all options are exercised. The engine - the T55-GA-714A
variant - offers a 22 per cent boost in performance. The engines are
part of the US Army's Chinook upgrade programme and include
improvements such as FADEC, corrosion resistance, thermal
protected combustion components and more.
East Asia Airlines/Helicopters Hong Kong signed a deposit
agreement at Asian Aerospace 2002 for a single Sikorsky S-92 for
its regular passenger service between Macau and Hong Kong. The
joint operator currently flies four Sikorsky S-76C+ on this schedule,
which supports some 56 flights a day.
27 February
28 February
1 March
Schweizer Aircraft introduced the new 300CBi, an enhanced

version of its 300CB training helicopter. The 300CBi features a
number of improvements including fuel injection, a new main rotor
driveshalf and hub, and Schweizer's new electronic AES system.
These improvements are said to provide simplified operating
procedures, reduced operating costs and further advancements in
safety. The 300CBi will replace the 300CB from June 2002. Base
price is US$214,740, a modest US$5,000 increase over its
predecessor.
The Rolls-Royce Model 250 family of turboshaft and turboprop
engines, introduced by Allison in 1961, celebrated an
unprecedented 150 million flight hours. More than 28,500 have
been sold to date, with some 17,000 remaining in service
MD Helicopters celebrated delivery of Serial No. 100 MD Explorer.
The aircraft was delivered to Tomen Aerospace Corp, MDHI's
distributor in Japan, and will be operated by Aero Asahi in
Hiroshima for electronic news gathering.
11 March
14 March
14 March
In response to emergency funding initiatives with respect to border

security, the United States Border Patrol signed a contract with
American Eurocopter Corporation for 13 more AS 350B3s for
immediate delivery. The helicopters will be equipped with
searchlight, full NVG cockpit, featuring the newly-designed law
enforcement half instrument panel and digital displays, and cabling
for a wide variety of dual sensors.
Sikorsky Aircraft signed an agreement to purchase
Milwaukee-based Derco Holding, which provides military logistics
and component distribution, component repairs and aftermarket
programme management. The acquisition represents a major
expansion of Sikorsky's aftermarket business, which is expected to
have revenues of US$1 billion in 2003. Derco joins Sikorsky's
Worldwide Customer Service business, which also includes
Helicopter Support Inc (HSI), bought in 1998, and Sikorsky Support
Services Inc.
Malaysia is reported to have placed an order for 10 Mil Mi-171
helicopters with the Ulan-Ude manufacturing plant in Russia.
18 March
Hindustan Aeronautics Ltd (HAL) delivered the first Advanced

Light Helicopter (ALH) to the country's Coast Guard.
18 March
Bell Helicopter chairman and CEO John Murphy responded to press

reports about the imminent cancellation of the Bell/Agusta BA609
commercial civil tiltrotor programme by stating that the
development and certification has only slowed, to allow the V-22
Osprey to remain the lead programme. "I don't believe a
commercial version can be successful in the market until the V-22
completes its latest round of testing," he said. "It is still our plan to
fly the BA609 later this year and keep this technology ready for
expansion into other markets at the right time and as opportunities
arise."
CR Airways received its operating certificate and will begin a
scheduled helicopter service from Hong Kong's Shun Tak heliport
in Sheung Wan to Zhuhai, using a 12-passenger Sikorsky S-76C.
Other planned destinations on mainland China include Shantou,
Meizhou, Zhanjiang, Haikou and Wuzhou, with more to follow
later. According to CR Airways chairman Robert Yip, the new
company expects to build up the S-76 helicopter fleet to six.
18 March
19 March
In a surprise move, Eurocopter pulled out of the C$2.9 billion

competition to replace Canada's ageing fleet of Sea King
helicopters, saying that its Cougar Mk 2 can no longer meet all the
requirements demanded by the Canadian Government
20 March
20 March
21 March
22 March
26 March
26 March
26 March
April
The US Department of Defense announced that it has awarded Bell

Boeing a US$770 million contract to build 11 MV-22 Osprey
tiltrotors in an effort to continue the test programme and prove the
viability of the aircraft. Work on the 11 MV-22s is expected to be
completed in 2005.
Hindustan Aeronautics Ltd (HAL) chairman N R Mohanty revealed
during the handover of two Advanced Light Helicopters (ALH) to
the Indian Army that it is talking to private companies with a view
to co-producing the helicopter for both the home and export
markets.
General Akin Zorlu, a senior Turkish military official revealed that
a new request for proposal for eight heavy-lift helicopters for the
Turkish Army will be issued in early 2003. The contract, won by
Sikorsky, was cancelled previously for lack of funding. Both
Sikorsky, with its CH-53 Super Stallion and Boeing with the CH-47
Chinook, are expected to bid for the new US$ 250 million contract.
The first production Eurocopter Tiger combat helicopter, in UHT
configuration (Untersttzungshubschrauber Tiger) was rolled out at
Eurocopter's German facility in Donauwrth. The Tiger programme
has a total value of Euro3.9 billion (excluding engines) and is split
evenly between Germany and France. A production contract for an
initial batch of 160 Tigers - 80 for France and 80 for Germany - was
signed in June 1999.
The departure of 10 Royal Air Force Westland Wessex helicopters
from Belfast Aldergrove marked the end of Wessex operations in
the UK and the disbandment of Northern Ireland-based 72
Squadron, which has been flying Wessex helicopters for 38 years. A
few of the aircraft will continue flying in Cyprus.
The Irish Government has got itself entangled in an international
controversy over its decision to order the Sikorsky S-92 for its new
SAR helicopter. Eurocopter started legal proceedings, saying that it
is taking the action "because the Eurocopter EC 725 was the
preferred choice of the expert group set up by the Minister to
evaluate the tender. [He] chose to ignore [this] advice." Eurocopter's
claim, that "price sensitive information was also disclosed to third
parties", was repudiated by the US manufacturer which, in its
response, stated that it was "at no stage privy to any of our
competitors' prices or any details of their tenders."
Sikorsky unveiled the first of 24 Black Hawk helicopters acquired
by the Israeli Air Force for US$211.8 million. The IAF previously
acquired 15 Black Hawks in 1998.
Thieves broke into the high-security Kempton Park complex of
South Africa's Denel and stole computer hard disks containing
information on the Rooivalk attack helicopters.
2 April
4 April
9 April
12 April
14 April
16 April
16 April
19 April
22 April
At FIDAE 2002, Eurocopter inaugurated its new installations at the

Eulogio Snchez Airport in the heart of Chile. Eurocopter Chile SA
will co-ordinate the European manufacturer's commercial activities
in South America. Estimated revenues for 2002 will be
approximately US$2 million.
AgustaWestland signed a wide-ranging agreement with the Chilean
company ENAER, to build industrial links worldwide as a result of
the Chilean Government's interest in the AgustaWestland range of
helicopters. The agreement intends to develop ENAER's capability
to support AgustaWestland helicopters in Chile and elsewhere in
Latin America.
Following major structural enhancements and systems upgrades, the
first H-92 military variant (aircraft 3) re-entered flight test with
additional gross weight capability, an extended main rotor shaft, and
an upgraded electrical system. These enhancements will be
incorporated in all future S/H-92s.
Sikorsky announced that it had not submitted its S/H-92
medium-lift helicopter for consideration in a continuing
procurement of helicopters by the Japan Maritime Self-Defense
Forces (JMSDF), saying that the Japanese "wanted to go in a
different direction than the S/H-92."
The Bangkok Post reported Thai army chief Gen Surayud
Chulanont as saying that the army intended to buy 33 Black Hawk
helicopters by 2009 to replace its 92 Bell UH-1-H helicopters.
Kaman Corporation reported a decline in earnings in the first
quarter of 2002, down from US$8.7 million in the same period last
year, to US$5.3 million, which, it says, was primarily due to the
weakness in the country's manufacturing sector. Revenues, at
US$233.4 million, were also down from the US$244.7 million
generated in the first quarter of 2001. Revenues in the aerospace
segment were US$75.6 million, compared with US$92.2 million,
largely due to a drop in helicopter sales.
Kamov and Turbomeca signed an agreement for engining of the
Ka-115, Ka-226 and other light Kamov helicopters. It is also
planned to co-produce the Arrius 2G, intended for the Ka-226, in
Russia, probably with NPO Saturn in its factory at Rybinsk.
The Regional Emergency Medical Services Authority (REMSA) of
Reno, Nevada, became the first customer to sign up for an MD
Explorer engine upgrade programme, which will involve retrofitting
its P&WC PW206A-powered Explorer with the more powerful
PW207E engines.
Bell Helicopter announced the appointment of Glenn E Hess as
president and chief operating officer (COO). Hess joined Bell after
a 23-year career with McDonnell Douglas/Boeing. He will be
managing engineering, manufacturing and procurement.
22 April
Sypris Electronics of Tampa, Florida, announced that it had

received an additional US$35 million contract from Honeywell for
production of circuit card assemblies for the display electronics on
the AH-64D Apache Longbow helicopter.
22 April
The Bell Agusta pre-production AB139 (01) suffered a fatal

accident in the vicinity of Montelone, during which the flight
engineer died. The pilot ejected safely.
Helicopter pioneer Alfred Gessow, a former NASA researcher and
founder in 1981 of the University of Maryland's Center for
Rotorcraft Education and research, died in Birmingham, Alabama,
aged 79.
Steve Daniels, formerly business development director for the
K-MAX at Kaman Aerospace, was appointed chief executive
officer (CEO) at Enstrom Helicopter Corporation, taking over
day-to-day management from Bob Tuttle who remains as chairman.
The Iranian Ambassador announced during a visit to Kazan, that the
Islamic Republic of Iran intends to purchase 20 helicopters from the
Kazan Helicopter Plant, although he did not specify the type.
2 May
9 May
15 May
15 May
17 May
The US Army took delivery of the first remanufactured Boeing

CH-47F Chinook helicopter. One of two EMD prototypes, serial
8002, is undergoing test flights in the Army's Lead the Fleet
programme at Fort Rucker, Alabama.
The US Congress was notified of a request from the Egyptian
Government for an upgrade of six Boeing CH-47C helicopters to
the more modern CH-47D configuration. The FMS contract could
be worth around US$155 million.
17 May
The Republic of Singapore Air Force (RSAF) received its first

AH-64D Apache Longbow attack helicopter in a ceremony at
Boeing's Mesa manufacturing facility. Deliveries of the eight
Apaches will be completed by August 2002.
19 May
The third prototype of the US Navy's Northrop Grumman RQ-8A

Fire Scout UAV completed its first two flights at the Naval Air
Warfare Center, Weapons Division, China Lake, California.
23 May
Prototype 2 of the Boeing Sikorsky RAH-66 Comanche made its

first flight with a newly installed mission equipment package (MEP)
and new LHTEC T-800-LHT-801 engines. The 1.4-hour flight was
undertaken from Sikorsky's Development Flight Center at West
Palm Beach.
A report by Agence-France Press/Press Trust of India stated that the
US Government has approved the sale of 30 AH-64D Apaches to
Taiwan.
24 May
28 May
Gilles Ouimet has been appointed chairman of Pratt & Whitney

Canada, while Alain Bellemare is the new president.
29 May
30 May
The Defense Advanced Research Projects Agency (DARPA)

selected a number of companies to conduct concept development
studies for the DARPA-US Army unmanned combat armed
rotorcraft (UCAR) programme. The companies are Boeing,
Northrop Grumman, Lockheed Martin, and Sikorsky/Raytheon. The
12-month study, Phase I of the programme, will procure a system
capability document and a detailed development plan for follow-on
phases.
The Czech Republic, Slovakia, Hungary and Poland sealed a pact
for the joint modernisation of the Mi-24 helicopter operated by their
armed forces, which will include a capability enhancement and life
extension. About 100 aircraft are to be modified.
UPDATED
Gnter Endres MRAeS
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UNMANNED HELICOPTERS, UNITED STATES OF AMERICA

Advanced Dynamics FDX-1

Type
VTOL UAV.
Programme
Designed with a flying saucer shaped fuselage integrated with an integral circular air stream propulsion
system with only two moving parts. Two counter-rotating centrifugal fans are used to create a
torque-free horizontal air stream to a circular airfoil, which then redirects the air stream downwards for
VTOL effect. The integral circular air stream propulsion system is coupled to a control system that
manipulates the air stream for precise control of ascent, descent and hovering. The designers are seeking
joint venture partners to develop the FDX-1 for various civil and military applications.
NEW ENTRY
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UNMANNED HELICOPTERS, CANADA
Bombardier CL-327 Guardian

Type
Multirole VTOL UAV.
Programme
The CL-327 Guardian is based on the innovative CL-227 Sentinel, which made its first tethered flight
on 25 August 1978. It incorporates a heavy fuel engine and automatic take-off and landing system and
also features increased endurance and payload capacity. CL-327 made its first flight 30 November 1997.
Variants
CL-227 Sentinel: Land-based version.
CL-227 Sea Sentinel: Configured for shipborne applications.
CL-227 Puma: Modified for TUAV competition, with Lear Astronics MIAG, modified upper and
lower modules, sweptback fin on upper lobe and larger diameter rotors. First flown March 1996.
CL-327 Guardian: Current production version.
CL-427: Projected growth version, based on the Puma.
Applications
Reconnaissance; surveillance and target acquistion/designation; electronic warfare; communications
relay.
Operational status
In production since 1996. Demonstrated to US Navy at Yuma Proving Grounds, Arizona between
March and June 1998, making more than 40 flights.
Airframe
Modular body of aluminium and composites outer shell, comprising upper power module, a central
rotor module with two three-blade contrarotating rotors with all-composite blades, and a lower payload
module. Four demountable tubular support legs with internal shock-absorbers. Special emphasis has
been placed on survivability through low-thermal, visual, audible and radar signatures. Airframe is EMI
and ECM shielded and, in maritime configuration, is treated against saltwater corrosion.
Mission payloads
Interchangeable, modular payloads for specific applications. Can include day TV; FLIR;
communications relays; electronic jammers or decoys; or, for naval applications, sonobuoy dispensers
and mine detectors; ESM; radars and laser designators.
Guidance and control
Preprogrammed, autonomous and automatic, as well as real-time flight control. Lear Astronics MIAG
digital flight control system, including GPS and inertial navigation. Radio command uplink and
real-time video downlink. Automatic take-off and landing Integrated Automatic Recovery System
(IARS).
System composition
Basic system comprises four air vehicles, two payloads and ground control station. System is
transportable on two HMMWVs and a trailer, and operable by two crew.
Launch
Conventional vertical take-off from trailer platform for land-based systems, and from a specially
designed four-wheel deck traverser for ship-based variants.
Recovery
Conventional vertical landing on any flat area of ground; shipboard landings are performed on to a
small grid, which captures Indal Technologies-built probes installed in the vehicle's feet.
Power plant (CL-327)
One 93.2 kW (125 shp) Williams International WTS 117-5 heavy-fuel turboshaft, flat-rated at 74.5 kW
(100 shp). Fuel capacity in two tanks 180 litres (47.5 US gallons; 39.7 Imp gallons).
Specifications
Dimensions
Rotor diameter, each:
CL-227
CL-327, -427
2.80 m (9 ft 2 in)
4.01 m (13 ft 2 in)
Body diameter, max:

CL-227
CL-327
0.64 m (2 ft 1 in)
0.76 m (2 ft 6 in)
Height to top of power module:

CL-227
1.64 m (5 ft 4 in)
CL-327
1.84 m (6 ft 0 in)
CL-427
2.12 m (6 ft 11 in)
Landing gear track and base:
1.57 m (5 ft 1 in)

Weight empty:
CL-227
111 kg (245 lb)
CL-327
150 kg (330 lb)
CL-427
135 kg (298 lb)
Max fuel weight:

CL-227
54 kg (119 lb)
CL-327
150 kg (330 lb)
CL-427
160 kg (353 lb)
Max payload:
CL-227
45 kg (99 lb)
CL-327
50 kg (110 lb)
CL-427 (standard)
68 kg (150 lb)
Max T-O weight:

CL-227
CL-327, -427
227 kg (500 lb)

350 kg (772 lb)
Performance
Max level speed:
CL-227
77 kt (142 km/h; 88 mph)
CL-327
85 kt (157 km/h; 98 mph)
CL-427
120 kt (222 km/h; 138 mph)
Cruising speed:
CL-327
CL-227
75 kt (139 km/h; 86 mph)

4.6 m/s (900 ft/min)
CL-327
7.6 m/s (1,500 ft/min)
CL-427
7.1 m/s (1,400 ft/min)
Ceiling:
CL-227
3,000 m (9,840 ft)
CL-327, -427
5,485 m (18,000 ft)
Typical mission radius:

CL-227
32.4 n miles (60 km; 37.3 miles)
CL-327
CL-427
Max endurance:
CL-227
3 h 30 min
CL-327
4 h 45 min
CL-427
8h
VERIFIED
The Canadair CL-227 Sentinel UAV is aptly referred to as the `flying peanut'
(1998)
Bombardier Services CL-327 Guardian is designed for both naval and land use
(1998)
Bombardier Services CL-327 Guardian on display at Asian Aerospace 2002 in

Singapore (Gnter Endres)
(2002)
Main features of the Canadair CL-427

1 Power module
2 Rotor module
3 Lower structure assembly
4 IFF antenna
5 Datalink antenna
6 Strobe light
7 Lower fuel tank
8 Space for SAR antenna
9 Space for SAR electronics
10 RVT antenna
11 IFF antenna
12 FTS antenna
13 E-O/IR sensor
(1998)
Gnter Endres MRAeS
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UNMANNED HELICOPTERS, RUSSIAN FEDERATION AND ASSOCIATED STATES (CIS)
Yakovlev Albatros
Type
Multimission tiltrotor UAV.
Programme
Developed by Yakovlev Design Bureau alongside fixed-wing Expert model, and first revealed at Farnborough
2000 in July.
Applications
Reconnaissance, observation, search, pipeline patrol, mapping, environmental monitoring.
Operational status
Under development.
Airframe
Aerodynamically shaped fuselage with inverted V-tail. Wings fixed but engine assembly tilting to provide
vertical take-off and landing capability; three-blade propeller.
Mission payloads
TV and infra-red and other monitoring sensors.
Remotely-piloted from ground control station (GCS), which may be based on small sea-going ships, river
vessels, or on two KAMAZ-type trucks.
Launch and recovery
Vertical or short take-off; vertical landing.
Powerplant
119 kW (160 hp) engine, type unknown.
Dimensions
Wingspan, including rotors extended
Length overall
8.00 m (26 ft 3 in)

4.80 m (15 ft 9 in)
Height overall
2.20 m (7 ft 2 in)

Max T-O weight
450 kg (992 lb)
Performance
Max speed
162 kt (300 km/h; 186 mph)
Rate of climb
Endurance
9.0 m/s (1,772 ft/min)

350 m (1,150 ft)
7h
NEW ENTRY
Yakovlev Albatros
(2001)
Yakovlev Albatros
(2001)
Gunter Endres MRAeS
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Freewing Scorpion
Type
Experimental multirole UAV.
Programme
Design of the tilt-body concept, whereby the fuselage/tail assembly is allowed to rotate, began in the early
1990s. The first tilt-body was flight tested between June and August 1992. Three sub-scale prototypes were
built and flight tested, before a full-scale prototype flew for the first time in January 1994.
Variants
Scorpion: Built for the JTUAV competition.
Scorpiette: Smaller model aimed at commercial and mility law enforcement market.
Manta: Developed jointly with Veda in response to the US Navy's VLAR (Vertical Launch and Recovery)
programme.
Marvel: Entered with Matra Defense in 1994 to provide naval forces with target detection capability and ECM
missions.
Applications
Reconnaissance and targeting missions, law enforcement.
Operational status
Under continued development.
Airframe
Outboard freewings and central lifting body fuselage, the latter incorporating the single engine; two articulated
tail booms.
Mission payloads
Options of day/night EO/IR sensors, laser target designator, EW or other packages.
Pre-programmed or remote control. 32-channel telemetry link for navigation and downlink; 32-channel
command and control uplink.
Launch and recovery
Short or vertical take-off and wheeled landing.
Power plant
One 38.8 kW (52 hp) Rotax 447 two-cylinder in-line engine; fuel capacity of 45.4 litres (12 US gallons; 10
Imp gallons). Heavy fuel rotary engine planned.
Dimensions
Wingspan
4.90 m (16 ft 1 in)
Length overall
3.59 m (11 ft 9 in)

Weight empty
Max T-O weight
115 kg (253 lb)

174 kg (383 lb)
Max payload
25.9 kg (57 lb)
Performance
Max level speed
Loiter speed
150 kt (278 km/h; 173 mph)

55 kt (102 km/h; 63 mph)
Max rate of climb

Operational ceiling
Endurance
12.2 m/s (2,400 ft/min)

4,575 m (15,000 ft)
3h
NEW ENTRY
The 40 per cent scale Scorpion freewing UAV demonstrator taking off
(2001)
Freewing Scorpion Tilt-Body UAV (Jane's/John W Wood)

(2001)
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UNMANNED HELICOPTERS, FRANCE
Thomson-CSF Detexis Thomcopter

Type
Surveillance and reconnaissance VTOL UAV.
Programme
Developed around the Schiebel Camcopter aerial vehicle for a variety of civil and military tasks. Demonstrated to
the French armed forces.
Applications
Battelfield reconnaissance, surveillance and observation, target location, mine detection, NBC sampling,
surveillance at sea, police and customs investigation, natural resources mapping, industrial site monitoring.
Airframe
Schiebel Camcopter (which see).
Mission payloads
Daylight charge coupled device TV camera, plus mission-specific payloads such as infra-red thermal imager,
advanced data exploitation software or datalink.
Ground control station (GCS) built into small light terrain vehicle. Autonomous flight control system based on an
Inertial Navigation System (INS), combined with a Differential Global Positioning System (DGPS). Digital
spread spectrum datalink.
Launch and recovery
Conventional helicopter take-off and landing from confined spaces.
Power plant
One 11.2 kW (15 hp) two-stroke petrol engine with remote starter. Fuel capacity 12 litres (3.15 US gallons; 2.65
Imp gallons), expandable to 30 litres (7.9 US gallons; 6.6 Imp gallons).
Dimensions
As Schiebel Camcopter.
As Schiebel Camcopter.
Performance
Speed
23.35 kt (42.2 km/h; 26.2 mph)
Ceiling
3,050 m (10,000 ft)
Max range
Endurance
>2 h
NEW ENTRY
Thomcopter uses the Schiebel Camcopter aerial vehicle with Thomson-CSF ground
control station and sensors
(2001)
Gunter Endres MRAeS
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ATECH-PRO Foucade
Type
Close-range observation VTOL UAV.
Programme
Developed in response to a French special operations command requirement for an anti-ambush and
command-assisted system, known as FOUCADE (Force d'Observation Utile au Commandment Assistance la
Dtection d'Embuscade). Flight trials commenced in February 2000. A simplified system, which will be entered
in the British Army's Sender UAV competition in association with Detexis and BAE Systems, was to be
demonstrated in September. Foucade is also being demonstrated to the Jordanian Special Operations Command
for potential border control applications.
Applications
Border control, surveillance and observation.
Variants
Foucade: basic remotely-piloted system.
Foucade II: simplified system under development.
Airframe
Typical pod and boom configuration with two-blade main and tail rotors; swept-back upper and lower fins at end
of tailboom; twin-skid landing gear. Sensors suspended beneath the fuselage in metal tubular cage attached to
landing skids.
Mission payloads
Daylight charge coupled device TV camera, optical transmission module, motorised fibre-optic cable dispenser,
and piloting sensors including GPS, attitude, battery voltage and fuel state.

Remotely piloted by fibre-optic cable. Ground control station (GCS) incorporates a piloting display with Matra
CHERLOC cartography and GPS interface.
Launch and recovery
Conventional helicopter take-off and landing.
Power plant
One 1.8 kW (2.5 hp) petrol engine.
Specifications
Dimensions
Main rotor diameter
1.80 m (5 ft 11 in)
Length
1.65 m (5 ft 5 in)

Weight empty
4.2 kg (9.25 lb)
Max payload
3.0 kg (6.60 lb)
Performance
Speed
23.35 kt (42.2 km/h; 26.2 mph)
Ceiling
1,000 m (3,280 ft)
Max range
Endurance
30 min
NEW ENTRY
A prototype Foucade on show at Amman

(2001)
Gunter Endres MRAeS
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Bell Eagle Eye

Type
Tilt-rotor UAV.
Programme
Patterned on the V-22 Osprey tilt-rotor technology and developed under the US Department of Defense TRUS
programme (Tilt-Rotor UAV System) for a VTOL UAV, common and interoperable with the Joint Tactical
UAV programme. Ground runs began in March 1993; first of two prototypes made initial flight on 10 July
1993, but badly damaged in landing mishap. Second prototype flew on 4 November 1993. Transition between
helicopter and vertical and horizontal flight modes began February 1994. Size of prototype TR911X is 0.875
of intended production version.
Applications
Joint service reconnaissance, surveillance, OTH targeting, Battle Damage Assessment (BDA) and Electronic
CounterMeasures (ECM).
Operational status
Programme suspended mid-1994 after 15 hours' test flying (45 flights), including trials at Yuma Proving
Ground, Arizona and NAS Patuxent River, Maryland. Flight testing resumed 26 November 1997. Completed
two-phase US Navy contract on 17 May 2000, during which it completed 95 per cent of the required data
points during testing. The Eagle Eye demonstrator (TR911X) made more than 70 flights during the
programme.
Airframe
All-composites mid-wing monoplane with twin inward-canted fins, built by Scaled Composites Inc. Single
turboshaft drives three-blade proprotors in tilting nacelles at wingtips. Retractable bicycle landing gear on
fuselage centreline, plus non-retractable outrigger wheel under each nacelle.

Mission payloads
Onboard TRW/IAI datalink and mission processor. Provision for nose-mounted imaging sensor and JTIDS
datalink. Other potential payloads include mine detection systems and submunitions.
Redundant flight control system with INS/GPS navigation; Honeywell advanced ring laser gyro AHRS.
E-band UHF command uplink.
Launch and recovery
Vertical take-off and landing. Provision for automatic landing system.
Power plant
One 313 kW (420 shp) Allison 250-C20R turboshaft, with two three-blade proprotors. Fuel capacity
(centre-fuselage and wing tanks) 167 litres (44 US gallons; 37 Imp gallons).
Specifications
Dimensions
Proprotor diameter (each)
Wing span over nacelles
Total span over proprotors
Length overall
Fuselage max depth
Height overall, nacelles vertical
2.50 m (8 ft 2 in)
4.63 m (15 ft 2 in)
6.26 m (20 ft 6 in)
5.46 m (17 ft 11 in)
0.90 m (2 ft 11 in)
1.74 m (5 ft 8 in)

Max payload
136 kg (300 lb)
Useful load (payload + fuel)

Max T-O weight
>408 kg (900 lb)

1,020 kg (2,250 lb)
Performance
Dash speed
Max cruising speed
Loiter speed
Service ceiling
Operational radius
Endurance (fuel capacity limited)
210 kt (389 km/h; 241 mph)

200 kt (370 km/h; 230 mph)
60 kt (111 km/h; 69 mph)
6,100 m (20,000 ft)
3,050 m (10,000 ft)
100-200 n miles
(185-370 km; 115-230 miles)
3 hours
UPDATED
Bell Eagle Eye

(1998)
Bell Eagle Eye tilt-rotor UAV (Jane's/John W Wood)

(1998)
Gunter Endres MRAeS
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UNMANNED HELICOPTERS, JAPAN

Yanmar YH-300
Type
Agricultural remotely piloted helicopter.
Programme
After achieving limited success with KG-135, developed in conjunction with Kobe Giken and Japan Aviation
Electronics Industry (JAE), Yanmar Heli Service Co Ltd introduced the YH-300 in late 1996 as competitor to
Yamaha R-50 and R-MAX.
Applications
Agricultural spraying.
Operational status
Airframe
All-metal pod-and-boom fuselage; two-blade main rotor and tail rotor; twin-skid landing gear.
Payload
Agricultural chemicals dispensed from underfuselage tank via detachable spraybars.
Remote control via hand-held radio transmitter.
Launch and recovery
Specifications
Dimensions
Main rotor diameter

Tail rotor diameter
3.38 m (11 ft 1 in)

0.60 m (1 ft 11 in)
Length: fuselage
Height overall
2.74 m (9 ft 0 in)
3.93 m (12 ft 10 in)
1.15 m (3 ft 9 in)

Weight empty
Max payload
58 kg (128 lb)
30 kg (66 lb)
Max T-O weight
88 kg (194 lb)
VERIFIED
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UNMANNED HELICOPTERS, JAPAN
Yamaha R-MAX
Type
Agricultural remotely piloted helicopter.
Programme
Initial R-50 model developed for agricultural spraying in mid-1980s and entered service in 1990. Total production
now exceeds 1,100 units. Advanced R-MAX introduced in late 1997, featuring more powerful engine and larger
spray tank, flight stability system, low-fuel indicator and automatic rotor stop system.
Variants
R-50. Initial production model.
R-MAX. Improved, larger capacity variant introduced in 1997.
Applications
Agricultural spraying. Other potential applications include power line inspection and border patrol,
reconnaissance, surveillance, observation, law enforcement.
Operational status
Airframe
All-metal pod-and-boom fuselage; two-blade removable main rotor and two-blade tail rotor; twin-skid landing
gear with ground handling wheels.
Payload
Agricultural chemicals dispensed from underfuselage tank via detachable spraybars; easy-to-change cassette-type
spray liquid tanks.

Remote control via hand-held radio transmitter; GPS navigation; optional Yamaha Attitude Control System
(YACS). Preprogrammed autonomous flight and real-time velocity control systems under development.
Launch and recovery
Power plant
One 8.9 kW (12 hp) Yamaha L12 (R-50) or 15.65 kW (21 hp) L15 (R-MAX) water-cooled two-cylinder
two-stroke engine. Fuel capacity 4 litres (1.06 US gallons; 0.88 Imp gallons) (R-50); 6 litres (1.58 US gallons;
1.32 Imp gallons) (R-MAX).
Specifications
Dimensions
R-50
R-MAX
3.07 m (10 ft 1 in)

3.12 m (10 ft 2 in)

R-50
0.52 m (1 ft 8 in)
R-MAX
0.56 m (1 ft 10 in)
Length: fuselage
R-50
2.66 m (8 ft 8 in)
R-MAX
2.75 m (9 ft 0 in)

R-50
3.58 m (11 ft 9 in)
R-MAX
3.63 m (11 ft 11 in)
Height overall
1.08 m (3 ft 6 in)
Skid track:
R-50
0.70 m (2 ft 3 in)
R-MAX
0.72 m (2 ft 4 in)
Areas
Main rotor disc
R-50
7.40 m2 (79.7 sq ft)
R-MAX
7.62 m2 (82.0 sq ft)
Tail rotor disc

R-50
0.21 m2 (2.62 sq ft)
R-MAX
0.25 m2 (2.65 sq ft)
Weight empty:
R-50
44 kg (97 lb)
R-MAX
58 kg (128 lb)
Fuel weight:
R-50
3 kg (6.5 lb)
R-MAX
4.5 kg (9.9 lb)
Max payload:
R-50
20 kg (44 lb)
R-MAX
30 kg (66 lb)
Max T-O weight:

R-50
67 kg (148 lb)
R-MAX
88 kg (194 lb)
Max disc loading:

R-50
9.05 kg/m (1.85 lb/sq ft)
R-MAX
11.55 kg/m (2.37 lb/sq ft)
Max power loading:

R-50
7.49 kg/kW (12.31 lb/hp)
R-MAX
5.62 kg/kW (9.24 lb/hp)
Performance
Working speed
11 kt (20 km/h; 12.4 mph)
Altitude limitation
100 m (330 ft)
Ceiling
2,000 m (6,560 ft)
Line of sight control range
150 m (492 ft)
Endurance: R-50
30 min
R-MAX
1h
VERIFIED
Yamaha R-50 in agricultural service

(1998)
Yamaha R-50 general arrangement (Jane's/John W Wood)

(1998)
Yamaha R-MAX fitted for agricultural spraying

(2000)
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Techno Sud Vigilant

Type
Close-range observation VTOL UAV.
Programme
Design started in 1987, but first public appearance, in model form, not until late 1992. Civil model certificated by
Direction Gnrale de l'Aviation Civile (DGAC), as first UAV allowed to fly out of sight within civil airspace.
Original F2000 now replaced by F5000 and Observer models, featuring fully autonomous navigation, modified
engine with more lift, new composite twisted blades, titanium exhausts with upward airflow for minimum aural
and infra-red signatures, new mount for mission payloads. Miniature onboard electronics standardised for
different VTOL systems.
Applications
Battlefield surveillance, including scouting, target acquisition, security, mine detection, communications relay
and electronic warfare; various civil roles under consideration. Shipborne operation capability.
Variants
F 2000: Joint project with Fuji.
Observer: Current production version.
Operational status
In production.
Airframe
Aerodynamically shaped fuselage of composites construction; short tubular tailboom with small tailplane and
curved upper and lower fins; twin lateral air intakes and long, twin exhausts under fuselage. Two-blade main and
tail rotors. Twin-skid landing gear.
Mission payloads
Fixed, nose-mounted colour CCD (Charge Coupled Device) camera with zoom capability; ventral pan-and-tilt
mount for mission sensors. Thomson-CSF Sophie thermal imager.
Matra ground control station; VHF/UHF radio command uplink and video or telemetry downlink. GPS-based
navigation and position fixing. Switching between manual and autonomous mode available at all times.
Self-stabilised to permit hovering at all altitudes.
System composition
Two air vehicles, portable ground station, auxiliary power unit and support vehicle.
Launch and recovery
Power plant
One 8.94 kW (12 hp) TSI 102 cc two-cylinder, two-stroke flat-twin cylinder engine. Fuel capacity 3 litres (0.8
US gallons; 0.7 Imp gallons).
Specifications
Dimensions
Main rotor diameter
1.95 m (6 ft 5 in)
Tail rotor diameter
0.45 m (1 ft 5 in)
Length overall
2.40 m (7 ft 10 in)
Fuselage width
0.45 m (1 ft 5 in)
Width overall
Height overall
0.60 m (1 ft 11 in)
0.62 m (2 ft 0 in)
Skid track
0.41 m (1 ft 4 in)

Weight empty
31.9 kg (70.4 lb)
Payload
7 kg (15.5 lb)
Max T-O weight
39 kg (86.1 lb)
Performance
Max level speed
54 kt (100 km/h; 62 mph)
Operational ceiling
2,000 m (6,560 ft)
Range
Max endurance
1-2 h
VERIFIED
Vigilant Observer close range VTOL

(2000)
Gunter Endres MRAeS
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Sikorsky Cypher
Type
VTOL UAV.
Programme
Work began in 1986 to meet a now-suspended Department of Defense UAV requirement. Company funded
until 1993 when Sikorsky received US$100,000 from the US Army's air mobile ground security system
programme, to demonstrate battlefield surveillance and security in areas freed from an enemy. Made first
tethered flight in April 1992 and first free flight in early 1993, both from the company's Development Flight
Center at West Palm Beach, Florida. First off-site demonstration on 10 May 1994 at Fort Benning, Georgia.
Has accumulated more than 500 flight hours. Reduced-scale Cypher II being offered to meet the US Marine
Corps Dragon Warrior requirement.
Variants
Cypher I: Original version.
Cypher II: Modified 40 per cent scaled-down model offered to USMC for Dragon Warrior requirement;
added detachable wings and shrouded pusher propeller. Contract awarded by USMC for two prototype aircraft
and ground control stations.
Applications
Ground and naval surveillance, communications relay, mine detection, environmental monitoring and
countermeasures. Non-defensive roles could include narcotics interdiction, ordnance disposal, utility, law
enforcement and Search and Rescue.
Operational status
In demonstration and validation phase.
Airframe
Ring-shaped, moulded lightweight, high-strength fuselage using woven graphite composites, forming a shroud
for a coaxial Advancing Blade Concept (ABC) bearingless rotor system. The two independent coaxial rotors
each have four composite blades. The three sets of landing gear structures are made of glass fibre.
All-composite body with detachable wings for Cypher II.
Mission payloads
Daylight video camera; FLIR; communications relay; electronic warfare suite.
Autonomous or remote control; vehicle mission processor for execution of fly-by-wire flight control, vehicle
management functions, navigational computations, payload management and air vehicle communications;
digital telemetry uplink; real-time imagery/downlink.
System composition
Air vehicle and mobile ground station, using a system manager display from which the entire mission can be
planned. Operation from a standard HMMWV truck.
Launch and recovery
Vertical take-off and landing; parachute for emergency landing.
Power plant
One 38.75 kW (52 hp) UEL AR 801 two-cycle rotary engine, driving two four-blade coaxial rotors.
Specifications
Dimensions
Diameter overall
1.90 m (6 ft 2 in)
1.20 m (3 ft 11 in)
Cypher II
Wing span (Cypher II)
Max body depth
Height overall
0.90 m (2 ft 11 in)
2.59 m (8 ft 6 in)
0.50 m (1 ft 7 in)
0.61 m (2 ft 0 in)

Weight empty
Fuel weight
Max payload
Cypher I
Cypher II
Max T-O weight
Cypher I
Cypher II
75 kg (165.3 lb)
22.5 kg (49.6 lb)
22.7 kg (50 lb)
11.3-15.9 kg (25-35 lb)
113.4 kg (250 lb)

90.7 kg (200 lb)
Performance
Cruising speed
Cypher I
70 kt (130 km/h; 81 mph)
Cypher II
Ceiling
Mission radius
Cypher I
Cypher II
125 kt (231 km/h; 144 mph)

2,440 m (8,000 ft)
30-100 n miles (55-185 km; 34-161 miles)
Max endurance
Cypher I
2.5 h
Cypher II
4h
VERIFIED
The Sikorsky Cypher UAV hovers at the Military Operations in Urban Terrain (MOUT) site at
Fort Benning, Georgia
(2000)
Cutaway drawing of Sikorsky Cypher UAV

(1998)
Sikorsky is conducting wind-tunnel tests with this 40 per cent scale model of its Cypher
II UAV
(1999)
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UNMANNED HELICOPTERS, INTERNATIONAL
Kawada RoboCopter 300

Type
Multirole VTOL UAV.
Programme
Announced at Heli-Expo, February 1997. Unmanned version of Model 300CB light helicopter; joint programme
between Schweizer and Kawada Industries in Japan. Prototype, which first flew in October 1996, retains power
plant of manned helicopter, but a derated version able to run on mogas is planned.
Applications
Planned applications include crop spraying, pipeline patrol, law enforcement, media support, observation, aerial
filming and reconnaissance missions.
Operational status
Under development and in flight testing in Japan since early 1997.
Airframe
Minimal lightweight tubular frame, with partial fairing over nose portion. Three-blade main rotor and two-blade
tail rotor. Twin-skid landing gear.
Mission payloads
Mission-specific as required. Can carry two 180 litre (47.6 US gallon; 39.6 Imp gallon) spray tanks.
Unmanned control system and servo-actuators designed specifically for RoboCopter; Automatic Stabilisation
Equipment (ASE) for reduced operator workload. Autonomous control system, with flight control computer and
Satcom/INS navigation, is under development.
Launch and recovery

Power plant
One 125 kW (168 shp) de-rated Textron Lycoming HO-360-C1A flat-four engine. Standard fuel capacity 57
litres (15 US gallons; 12.5 Imp gallons); auxiliary tank optional.
Specifications
Dimensions
Main rotor diameter
Tail rotor diameter
8.18 m (26 ft 10 in)

1.30 m (4 ft 3 in)
Length overall, excluding main rotor
7.37 m (24 ft 2 in)
Length overall, incl main rotor

Length: fuselage
9.40 m (30 ft 10 in)

6.76 m (22 ft 2 in)
Max width
1.30 m (4 ft 3 in)
2.65 m (8 ft 8 in)
Skid track
1.99 m (6 ft 6 in)
Areas
Main rotor disc area
52.5 m2 (565.5 sq ft)
Tail rotor disc area
1.32 m2 (14.2 sq ft)

Weight empty
499 kg (1,100 lb)
Max payload (incl standard fuel)
295 kg (650 lb)
Max T-O weight
794 kg (1,750 lb)
Performance
1 h 40 min
VERIFIED
Kawada RoboCopter with sprayboom

(1998)
General configuration of the RoboCopter 300 (Jane's/John W Wood)

(1998)
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UNMANNED HELICOPTERS, SWEDEN
Scandicraft Apid
Type
Multirole VTOL UAV
Programme
Developed jointly by the Swedish National Defence Research Establishment (FAO) and Linkping University,
and built and marketed by Scandicraft Systems. Apid-2 (Autonomous Probe for Industrial Data Acquisition) first
flown 1996. Two prototypes built.
Variants
Apid-2: Prototype only.
Apid-3: Production model with improved fairing to provide stealth capability.
Applications
Reconnaissance, surveillance, target acquisition and EW; aerial photography.
Operational status
Apid-2 delivered to FAO for evaluation; Apid-3 in pre-industrial prototype stage.
Airframe
Aluminium frame with carbon fibre fairings; two-blade main rotor with carbon fibre epoxy blades and Hiller
stabiliser; two-bladed carbon fibre epoxy tail rotor; skid landing gear.
Payloads
Customer-specific EO and IR sensors.
Preprogrammable Flight Control System (FCS) with manual override; INS and DGPS tracking system. Ground
Control Station (GCS) comprises a PC, graphical display, a manual control box with joysticks, a radio uplink and
an uninterruptable power supply (UPS).
Launch and recovery
Fully automatic all-weather vertical take-off and landing.
Power plant
One 9.2 kW (12.35 hp) Comer K-100 two-stroke petrol engine with electronic ignition and electric starting; fuel
capacity 4 litres (1.05 US gallons; 0.88 Imp gallons).
Specifications
Dimensions
Main rotor diameter
2.98 m (9 ft 9 in)
Tail rotor diameter

Length of fuselage
0.62 m (2 ft 0 in)
2.82 m (9 ft 2 in)
3.62 m (11 ft 10 in)
Max width
1.00 m (3 ft 3 in)
1.08 m (3 ft 6 in)
Tail unit span
1.00 m (3 ft 3 in)
Areas
6.98 m2 (75.1 sq ft)
Main rotor disc

Weight empty
35 kg (77.2 lb)
Max payload (inc fuel)
25 kg (55.1 lb)
Max T-O weight
55 kg (121.25 lb)
Performance
Max speed
54 kt (100 km/h; 62 mph)
Max allowed altitude (Sweden only)

Ceiling
Typical range
300 m (984 ft)

2,500 m (8,200 ft)
Endurance
Standard fuel
1h
Auxiliary fuel
4h
VERIFIED
Scandicraft Apid-3 fully autonomous rotary UAV

(1999)
Scandicraft Apid-3
(1999)
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SAIC Vigilante
Type
Multirole VTOL UAV.
Programme
Developed from the American Sportscopter 496 ultralight helicopter to participate in the US Navy vertical
take-off and landing (VTOL) demonstration. Science Applications International (SAIC) is the prime
contractor, teamed with Unmanned Rotor Systems, a consortium of Aerobotics, Advanced Technologies (ATI)
and Newport News. Three prototypes built. Also funded by the US Ballistic Missile Defence Office (BMDO).
Variants
496: Prototypes using Ultrasport airframe and Hirth engine.
500: Improved with new, more streamlined fuselage shell and new fuel system.
600: More powerful planned production model with Zoche diesel engine.
Applications
Multirole naval missions.
Operational status
Pre-industrial prototype evaluated by US Navy at Yuma Proving Grounds, Arizona.
Development continuing.
Airframe
All-composite structure, including two-blade main rotor and shrouded tail rotor. Twin-skid landing gear.
Mission payloads
Dual EO/IR, SAR/MTI, laser range-finder/designator, minehunting/clearing, Sigint, EW.

Preprogrammable and autonomous, with manual override capability. INS and DGPS-based tracking. UHF
uplink and LOS real-time downlink.
Launch and recovery
Fully automatic vertical take-off and landing (in Vigilante 600).
Power plant
One 85 kW (115 hp) Hirth two-cycle two-stroke engine; to be replaced by 111.75 kW (150 hp) Zoche
aero-diesel engine in the Model 600. Standard fuel capacity 151 litres (40 US gallons; 33 Imp gallons);
optional 223 litres (59 US gallons; 49 Imp gallons).
Specifications
Dimensions
Main rotor diameter
7.01 m (23 ft 0 in)
Tail rotor diameter

Length: fuselage
0.79 m (2 ft 7 in)
6.02 m (19 ft 9 in)
Width
Height overall
Skid track
1.22 m (4 ft 0 in)
2.39 m (7ft 10 in)
2.44 m (8 ft 0 in)

Weight empty
496
500
600
Max payload
Max fuel load
Max T-O weight
274 kg (604 lb)

267 kg (589 lb)
285 kg (628 lb)
90 kg (198 lb)
190 kg (419 lb)
499 kg (1,100 lb)
Performance
Max level speed
496/500
600
Ceiling
496
500
600
Mission Radius
496/500
600
Endurance
496/500
600
117 kt (217 km/h; 135 mph)

135 kt (250 km/h; 155 mph)
3,660 m (12,000 ft)
3,960 m (13,000 ft)
4,575 m (15,000 ft)
8h
11 h
VERIFIED
SAIC Vigilante prototype
(1999)
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UNMANNED HELICOPTERS, CHINA, PEOPLE'S REPUBLIC
NAI Soar Bird

Type
Single-engined VTOL UAV.
Programme
Developed by the Nanjing University of Aeronautics and Astronautics, now Nanjing Aeronautical Institute, in
China. Revealed at Airshow China in November 1998.
Applications
Battlefield reconnaissance, communications relay, electronic jamming, firefighting, fish spotting.
Operational status
Available for order.
Airframe
All-metal enclosed fuselage with glass fibre skin panels and twin-skid landing gear. Two-blade main and tail
rotors with composite blades and advanced tips.
Mission payloads
Multiple sensors to suit specific missions.
Automatic flight control system, with GPS navigation, laser altimeter and telemetry downlink.
Launch and recovery
Power plant
One two-cylinder, water-cooled piston engine.

Specifications
Dimensions
Main rotor diameter
5.84 m (19 ft 2 in)
Tail rotor diameter

Skid track
1.17 m (3 ft 10 in)
7.07 m (23 ft 2 in)
2.25 m (8 ft 2 in)
2.44 m (8 ft 0 in)

Max T-O weight
Payload
280 kg (617 lb)

30 kg (66 lb)
Performance
Max speed
81 kt (150 km/h; 93 mph)
Hovering ceiling
Service ceiling
1,500 m (4,920 ft)

3,000 m (9,840 ft)
Range
Endurance

4h
Nanjing Aeronautical Institute Soar Bird RPH (Photo Link)

(2000)
VERIFIED
Gunter Endres MRAeS
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UNMANNED HELICOPTERS, TAIWAN
Modus Verticraft
Type
High-speed VTOL hybrid aircraft.
Programme
Small, high-performance Verticraft proof-of-concept model under construction in three-year programme
for construction, testing and marketing; initially to be trialled as scaled-down unmanned version.
Design features
Hybrid design with twin micro-jet engines combining VTOL capability of a helicopter with high-speed
cruise of fixed-wing aircraft. Pair of mirror-image counter-rotating discs and rigid bladelets on the
periphery, eliminates need for anti-torque devices such as the tail rotor; bladelets are retracted into the
discs and discs may be stopped during high-speed horizontal flight. Expected high-speed cruise in
excess of 300 km/h, with range greater than 1,500 km.
VERIFIED
Modus VertiJET
(1999)
Gunter Endres MRAeS
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Kamov Ka-137
Type
Multipurpose VTOL UAV.
Programme
First displayed in model form at the Moscow Air Show in 1995.
Applications
Environmental monitoring; surveillance and reconnaissance; pipeline protection; accident and disaster support;
police and border patrol; fishery protection and naval missions.
Operational status
Under development.
Airframe
Spherical body housing payloads and engine; twin three-blade coaxial, contrarotating rotors; twin-skid landing
gear.
Mission payloads
As per application and to customer requirements.
Unspecified automatic control and navigation system.
System composition
The complete system, designated MBVK-137 (mnogotselevoi besplotni vertoletni kompleks; multipurpose
unmanned helicopter system), comprises the Ka-137 air vehicle, a PPU-137 mobile ground control station, and
a transportation vehicle/launch platform based on the chassis of the KAMAZ 4310 motor car.
Launch and recovery
Power plant
One 48.5 kW (65 hp) Hirth 2706-R05 two-cylinder two-stroke in-line engine.
Specifications
Dimensions
Body diameter, max
5.30 m (17 ft 4 in)

1.30 m (4 ft 3 in)
Height overall
2.33 m (17 ft 5 in)
Skid track
1.74 m (5 ft 8 in)

Normal payload
50 kg (110 lb)
Max payload
Max T-O weight
80 kg (176 lb)
280 kg (617 lb)
Performance
Max level speed
Cruising speed
Hovering ceiling
95 kt (175 km/h; 109 mph)

78 kt (145 km/h; 90 mph)
2,900 m (9,515 ft)
Service ceiling
Max range with normal payload
Endurance
5,000 m (16,400 ft)

4h
VERIFIED
Kamov Ka-137 model on display at Moscow Air Show in 1995 (Paul Jackson)
(1998)
Kamov Ka-137 unmanned helicopter (Jane's/John W Wood)

(1998)
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Kamov Ka-37
Type
Twin-engined VTOL UAV.
Programme
Design started in 1990, but programme not officially revealed until 1992. First tethered flight on 5 March
1993. Selected by Daewoo as the unmanned platform for the South Korean government's ARCH (Agricultural
Remote-Control Helicopter) programme.
Applications
Agricultural spraying, aerial photography, communications relay, search and rescue, and surveillance.
Operational status
Under development.
Airframe
Lightweight pod-and-boom fuselage with toed-in endplate fins; two-blade coaxial contrarotating rotors;
twin-skid landing gear.
Mission payloads
Camera or communications relay package; hopper and dispersal kit for agricultural role; others to customers'
requirements.
Preprogrammed or remote control; can be reprogrammed by operator during mission by radio uplink.
Launch and recovery

Power plant
Two 25 kW (33 hp) Samara/Trud (Kuznetsov) P-037 two-cylinder, two-stroke engines.
Specifications
Dimensions
Main rotor diameter
Fuselage: length
4.80 m (15 ft 9 in)

2.88 m (9 ft 5 in)
max width
Height overall
0.75 m (2 ft 5 in)
1.64 m (5 ft 4 in)
Tail unit span
0.99 m (3 ft 3 in)
Skid track
1.34 m (4 ft 4 in)

Max payload
50 kg (110 lb)
Max T-O weight
250 kg (551 lb)
Performance
Max cruising speed
Econ cruising speed
Ceiling
Range
59 kt (110 km/h; 68 mph)

38 kt (70 km/h; 44 mph)
3,000 m (9,850 ft)
Endurance
1h
VERIFIED
Kamov Ka-37 fitted with underfuselage chemical tank and spraybars for agricultural
applications
(1998)
Kamov Ka-37 unmanned helicopter (Jane's/John W Wood)

(1998)
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Kaman Spyglass (K-MAX)

Concept engineering only undertaken to date for a variety of configurations, from small to large and
traditional to stealthy UAVs. Using the K-1200 K-MAX as the basis for the UAV family, Spyglass
would use two-blade intermeshing contrarotating main rotors, no tail rotor and single transmission.
Empty weight could range from 250 to 2,040 kg (551 to 5,000 lb) and gross weight from 545 to
5,445 kg (1,200 to 12,000 lb). Maximum internal/external payload is projected at 2,725 kg (6,000 lb)
and longest endurance at 216 hours. K-MAX participated as surrogate UAV in two US Navy and US
Marine Corps programmes in summer 1998, to demonstrate sea-based aerial supply of small troop units
ashore and shallow-water mine countermeasures.
VERIFIED
Artist's impression of typical appearance of the proposed Kaman Spyglass family
of UAVs
(1998)
K-MAX took part in a Limited Technical Assessment of the Broad-area Unmanned

Responsive Resupply Operations (BURRO) concept in Hawaii in August 1998. The
exercise was conducted by the Marine Corps Warfighting Laboratory
(2000)
Gunter Endres MRAeS
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UNMANNED HELICOPTERS, UNITED KINGDOM
Intora Firebird
Type
Multimission remotely piloted helicopter
Programme
Developed from the Minicopter project dating back to the 1950s and refined in Switzerland during the 1980s.
Versions
AD: Air defence.
AT: Anti-tank.
GS: Gun Ship.
OP: Observation and reconnaissance.
XI: Delivery platform, one-way missions.
Applications
Observation and reconnaissance, target designation, artillery observation post, border patrol, rescue operations,
fire support, mine detection, bomb dispensing, anti-aircraft missile system, ECM, anti-tank missile carrier,
communications relay, courier service, delivery of smoke screens, medium- and long-range real-life video
reconnaissance.
Operational status
Prototype rolled out 4 September 1998; began flight testing 2 December 1998. First production prototype
under construction.
Airframe
Lightweight aluminium/steel frame with twin skid landing gear. Main rotor propelled by a rocket engine fitted
at the end of each rotor blade. Virtually no infra-red and radar signatures.
Mission payloads
7.62 mm twin machine gun, 0.50 cal machine gun, 70 mm rocket launcher, air defence missiles, such as the
Igla-V, and bomb racks.
Onboard pilot control bay for mission select, connected to the ground station by microwave, video or
datalinks, with or without encryption, direct sight, or via a relay station.
Launch and recovery
Conventional vertical take-off and landing.
Power plant
Two 0.127 kN (28 lb) JAT H2O2 rocket engines fed with high-grade hydrogen peroxide. Standard fuel
capacity 60 litres (15.8 US gallons; 13.2 Imp gallons), extendable to 120 litres (32 US gallons; 26.5 Imp
gallons).
Specifications
Dimensions
Main rotor diameter
Tail rotor diameter
5 49 m (10 ft 0 in)
0.60 m (1 ft 11 in)
Frame, overall length

Width
Skid track
3.11m (10 ft 2 in)

0.64 m (2 ft 1 in)
2.10 m (6 ft 10 in)
1.45 m (4 ft 9 in)
Weights
Weight empty
Design gross weight
Standard fuel weight
110 kg (242 lb)

431 kg (950 lb)
93 kg (205 lb)
Alternative fuel weight
282 kg (678 lb)
Max disc loading
17.52 kg/m2 (3.73 lb/ft2)
Performance
Max speed
Cruising speed
Rate of climb
Service ceiling
Endurance:
Normal fuel
Optional fuel
87 kt (160 km/h; 100 mph)

30.4 kt (56 km/h; 35 mph)
10.8 m/s (2,000 ft/min)
9,150 m (30,000 ft)
30 min
45 min
VERIFIED
Diagram of remote-controlled Firebird UAV 1) GPS receiver; 2) dynamo and battery set; 3)
auxiliary fuel tank; 4) standard fuel tank; 5) optional anti-radar cover; 6) retractable payload;
7) countermeasure pods; 8) control system and antenna; 9) CCD video camera for piloting
(1999)
Remote-controlled Firebird UAV

(1999)
Hydrogen peroxide-powered tip jets

(2000)
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Dragonfly DP4
Type
VTOL UAV.
Programme
Development began in 1991, initially with `hobby' helicopter. Earlier DP models were subscale testbeds;
similar configuration to DP4. First flight of DP4 mid-1996; approximately 50 hours test flying by mid-1997.
Second prototype built to virtual production standard.
Applications
Aerial filming and media support; shipboard operation.
Operational status
Under development.
Cost
Projected cost US$100,000 (without sensor payload).
Airframe
All-metal open-frame fuselage with twin-skid landing gear. Two-blade composites main and tail rotors, driven
by two V-belts via three-stage gearbox. Main rotor blades have offset flapping hinges. Engine, gearbox and
skids have four-bolt attachment for ease of assembly. Laterally retractable landing gear optional.
Mission payloads
Compatible with various real-time aerial imaging (film, video or IR), communications and environmental
sensors. Stability augmentation system (computer and vertical gyro) standard.

Programmable and fully automatic flight control system, with radio command uplink and GPS navigation;
telemetry downlink.
Launch and recovery
Conventional helicopter take-off and landing. Full autorotation in event of power or command link
interruption.
Power plant
One 12.7 kW (17 hp) Quadra-Arrow QA-200XL 200 cc two-cylinder, two-stroke engine. Fuel capacity 5.7
Specifications
Dimensions
Main rotor diameter
Tail rotor diameter
fuselage
Height overall
Skid track
2.59 m (8 ft 6 in)
0.55 m (1 ft 9 in)
3.01 m (9 ft 10 in)
2.17 m (7 ft 1 in)
1.12 m (3 ft 8 in)
0.81 m (2 ft 8 in)

Weight empty
Fuel weight
Max T-O weight
31.8 kg (70 lb)

4.1 kg (9 lb)
63.5 kg (140 lb)
Performance
Max level speed
Theoretical ceiling
Endurance
87 kt (161 km/h; 100 mph)

2,135 m (7,000 ft)
1h
VERIFIED
The Dragonfly DP4 UAV is targeted mainly at the film industry

(1998)
General arrangement of Dragonfly DP4

(1998)
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UNMANNED HELICOPTERS, KOREA, SOUTH
Daewoo ARCH-50
Type
Agricultural VTOL UAV.
Programme
Government contract to develop ARCH (Agricultural Remotely Controlled Helicopter) received in 1992.
Designed with initial assistance from Kamov, whose Ka-37 forms the basis for three prototypes built by
Daewoo. Flight testing began in June 1996.
Applications
Agricultural spraying.
Operational status
In flight testing.
Airframe
Pod-and-boom composites fuselage; toed-in endplates, twin-skid landing gear of tubular metal. Twin,
two-plate, coaxial contrarotating teetering rotors; glass and carbon composites rotor blades.
Mission payloads
Hopper/tank and spray or spreader kits for agricultural chemicals.
Four-axis flight control and navigation system, incorporating Lear Astronics navigation system with NovAtel
GPS and Terra radio altimeter. Radio command uplink.
Launch and recovery

Power plant
One 48.5 kW (65 hp) Rotax 586 two-cylinder two-stroke water-cooled engine; two-stage bevel gear
transmission. Fuel capacity 14 litres (3.7 US gallons; 3.1 Imp gallons).
Specifications
Dimensions
Rotor diameter
4.80 m (15 ft 9 in)
Length excluding rotors

Height overall
2.80 m (9 ft 2 in)
1.30 m (4 ft 3 in)

Weight empty
Max payload
Max T-O weight
238 kg (525 lb)

50 kg (110 lb)
300 kg (661 lb)
Performance
Max level speed
Max rate of climb
81 kt (150 km/h; 93 mph)

6.7 m/s (1,312 ft/min)
Endurance
36 min
VERIFIED
Daewoo ARCH-50 equipped with agricultural spraybars

(1998)
Gunter Endres MRAeS
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Boeing Heliwing
Type
Multimission VTOL UAV.
Programme
Company-funded concept demonstrator and test platform for various sensors developed by Boeing. Proposed
to US Navy early 1994 as candidate for VLAR (Vertical Launch And Recovery) requirement for ship-based
surveillance missions. First flight at Moses Lake, Washington, on 26 April 1995. Aircraft destroyed in crash
during ninth and last scheduled test flight on 13 June 1995, due to loss of engine power. Work suspended
shortly after construction began of second prototype.
Applications
Potential missions include RSTA, ECM anti-ship missile defence, ship-to-ship delivery, communications or
sensor relay, and environmental sampling and retrieval. Civil applications also under investigation.
Operational status
Development currently suspended, but data being analysed from test flights. Intended for US Navy.
Airframe
Tail-sitter VTOL design with broad chord, tapered wings, swept slightly forward; rectangular-section fuselage;
rectangular dorsal and ventral fins and rudder. Twin nacelles, wing-mounted at half-span, house drive
mechanism for two large-diameter proprotors. Fixed quadricycle landing gear with small wheel carried on leg
at tip of each fin and rear of each proprotor nacelle.
Mission payloads
No details available.

Autonomous operation following preprogrammed track, but capable of being reprogrammed during flight by
UHF radio-command uplink. Lear Astronics GPS navigation with inertial back-up, and radio altimeter.
G/H-band real-time data downlink.
System composition
Air vehicle and AAI mission planning and ground control station.
Launch
Vertical take-off; aircraft then accelerates forward (with wing still vertical) until transition speed is reached,
when wing flaps are deployed progressively to pitch nose down into conventional flight attitude with wing
horizontal.
Recovery
Nose pitches up with reduced speed until vehicle reaches a vertical flight attitude and makes conventional
helicopter landing.
Power plant
One 179 kW (240 shp) Williams International WTS 124 turboshaft. Driving a pair of large-diameter,
contrarotating proprotors.
Specifications
Dimensions
Wing span
Length overall, excluding probe
Height overall
Proprotor diameter, each
5.18 m (17 ft 0 in)

2.44 m (8 ft 0 in)
2.29 m (7 ft 6 in)
2.13 m (7 ft 0 in)

Fuel weight
Max payload
Max T-O weight
181 kg (400 lb)

90.5 kg (200 lb)
658 kg (1,450 lb)
Performance (helicopter mode)

Speed
Ceiling
Endurance
0-100 kt (0-185 km/h; 0-115 mph)

10.2 m/s (2,000 ft/min)
4,575 m (15,000 ft)
>3 h
VERIFIED
The Boeing Heliwing is an unusual tailsitter design

(1998)
Gunter Endres MRAeS
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Survey-Copter
Type
Multipurpose VTOL remotely piloted helicopter.
Programme
Made public debut at UV 1998 in Paris, May 1998.
Variants
Copter 1: Model optimised for aerial photography.
Copter 2: Specialised for industrial and military applications.
Copter 3: Specialised for industrial and military applications.
Applications
Close- and medium-range surveillance, security, aerial filming and photography.
Operational status
In production and service. Total of 24 delivered by June 2000 for aerial photography and survey work.
Airframe
Typical pod and boom configuration, with two-blade main and tail rotors; sweptback upper and lower fins at
end of tailboom; twin-skid landing gear. Sensors mounted in separate tubular metal cage attached to landing
skids, providing 360 pan and 90 tilt freedom of movement, plus 20 horizontal correction.
Mission payloads
Stabilised three-axis frame with varying options including film, photo, video or thermal imaging cameras;
real-time video downlink; pollution, temperature or radioactivity sensors; minefield detection sensors.

Remote control via radio command, gyroscope and orientation sensors and DGPS with moving map display (in
development). Real-time video downlink being added.
Launch and recovery
Power plant
One 1.5 kW (2 hp) 23 cc single-cylinder two-stroke petrol engine with pull-rope starter (Copter 1); two 1.5 kW
(2 hp) 23 cc two-stroke petrol engine (Copter 2); one 3 kW (4 hp) 46 cc two-cylinder two-stroke twin petrol
engine (Copter 3).
Dimensions
Main rotor diameter
Length overall
1.82 m (5 ft 11 in)
2.20 m (7 ft 2 in)
Height overall
0.50 m (1 ft 7 in)

Weight empty
Copter 1
6.40 kg (14.10 lb)
Copter 2
10.00 kg (22.05 lb)
Copter 3
Max payload
Copter 1
8.00 kg (17.6 lb)

4.00 kg (13.10 lb)
Copter 2
8.00 kg (17.6 lb)
Copter 3
10.00 kg (22.0 lb)
Performance
Max cruising speed
Visual range
Radio range
Endurance
Copter 1
54 kt (100 km/h; 62 mph)

200 m (660 ft)
200 m (660 ft)
30 min
Copter 2
45 min
Copter 3
45 min
UPDATED
Survey-Copter remotely piloted helicopter

(2001)
Gunter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - CIVIL, CHINA, PEOPLE'S REPUBLIC
BUAA M-22
Type
Multirole VTOL remotely piloted helicopter.
Programme
Revealed at Air Show China in Zhuhai, November 2000; first flight October 2000.
Applications
Various.
Operational status
Not known.
Airframe
Twin, co-axial, two-blade contrarotating rotors; oblate spheroid body; three-legged tubular landing gear.
Mission payloads
Not known.
No details known.
Launch and recovery
Power plant
Not known.
Specifications
Max payload
10 kg (22 lb)
Max T-O weight
50 kg (110 lb)
Performance
Endurance
1 h 30 min
NEW ENTRY
The small BUAA M-22 remotely piloted helicopter (Photo Link)

(2002)
Rotor head detail of the M-22 (Photo Link)

(2002)
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - CIVIL, UNITED STATES OF AMERICA

Schweizer Argus
Type
Multirole VTOL UAV.
Programme
Originated as a joint project with Kawada of Japan under the name of RoboCopter 300, which first flew in June
1996, and is based on the Scheizer 300CB training helicopter. Robocopter now marked solely in the Far East,
with Schweizer offering the Argus in the Americas.
Applications
Agricultural spray applications, pipeline patrols, reconnaissance, filming, observation, law enforcement and
media support missions.
Operations status
Available on demand.
Airframe
Lightweight tubular frame, with partial fairing over nose portion. Three-blade main rotor and two-blade tail rotor.
Fixed skid landing gear.
Mission payloads
Mission specific payload as required.
Unmanned control system and servo-actuators designed specifically for Argus. Automatic Stabilisation
Equipment (ASE) for reduced operator workload. Autonomous control system, with flight control computer and
Satcom/INS navigation under development.
Launch and recovery
Power plant
One 125 kW (168 shp) de-rated Textron Lycoming HO-360-C1A flat-four engine. Standard fuel capacity 57
litres (15 US gallons; 12.5 Imp gallons); auxiliary tank optional.
Specifications
Dimensions
Main rotor diameter
Tail rotor diameter
8.18 m (26 ft 10 in)

1.30 m (4 ft 3 in)
Length overall, excluding main rotor
7.37 m (24 ft 2 in)
Length overall, including main rotor
9.40 m (30 ft 10 in)
Length of fuselage
Max width
6.76 m (22 ft 2 in)

1.30 m (4 ft 3 in)
2.65 m (8 ft 8 in)
Skid track
1.99 m (6 ft 6 in)
Areas
Main rotor disc area
52.5 m2 (565.5 sq ft)
Tail rotor disc area
1.32 m2 (14.2 sq ft)

Weight empty
Max payload (including standard fuel)
Max T-O weight
499 kg (1,100 lb)

295 kg (650 lb)
794 kg (1,750 lb)
Performance
1 h 40 min
NEW ENTRY
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - CIVIL, ISRAEL
AD&D Hornet
Type
VTOL UAV.
Programme
Developed from Hummingbird flying platform; began tethered flight tests in January 1999.
Applications
Reconnaissance and surveillance.
Operational status
In development.
Airframe
Off-the-shelf tubular metal; four-wheel, non-retractable landing gear.
Mission payloads
Not specified.
Fully autonomous data telemetry and real-time video link via suitcase-sized Ground Control Station (GCS).
Launch and recovery
Vertical take-off and landing.
Power plant
Four 16.4 kW (22 hp) Hirth F33-15A single-cylinder piston engines; electric starting. Standard fuel capacity 19
litres (5 US gallons; 4.2 Imp gallons).
Specifications
Dimensions
Diameter
2.20 m (7 ft 2 in)
Height overall
2.30 m (7 ft 6 in)

Weight empty
145 kg (320 lb)
Max T-O weight
260 kg (572 lb)
Useful payload (including fuel)
115 kg (253 lb)
Performance
Max speed
40 kt (74 km/h; 46 mph)
2,440 m (8,000 ft)
OGE
1,525 m (5,000 ft)

VERIFIED
Hornet in `high hover'

(2000)
Gunter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - CIVIL, UNITED STATES OF AMERICA
AAT Spinwing
Type
VTOL concept demonstrator.
Programme
Developed by Randy McDonnell (formerly of McDonnell Douglas Helicopters) in association with
Douglas Thorpe of Thorpe SEEOP Corporation. Revealed at AUVSI exhibition in June 1998. Flight
tests were completed on a concept demonstrator in St Louis, Missouri in summer 1996; whirlstand tests
for a technology demonstrator vehicle conducted at Mesa, Arizona in 1997.
Applications
Maritime operations from surface vessels, search and rescue, scientific research, law enforcement.
Operational status
Under development.
Airframe
Bottle-shaped fuselage with mid-mounted wings and three identical tailfins in Y configuration;
two-blade fixed-pitch propeller. No landing gear.
Mission payloads
No information.
Aircraft functions as a convertiplane to optimise both horizontal and vertical flight. Forward of the main
wing leading-edge, a ring bearing connects the nose section to the main fuselage, enabling the two
sections to rotate in relation to each other. At the tip of the nose, and at right angles to it, are four
L-shaped structures which enable the aircraft to stand on its nose for vertical take-off. In this mode, with
the main wings pivoted to provide lift by acting as rotors, the main fuselage and attached rotor/wings
are rotated by torque reaction, wing/blade cyclic pitch being controlled electronically.
In horizontal flight mode, the main fuselage remains static while the nose section, which contains the
mission payload, can be rotated for sensor pointing. Wing lift is augmented by that from the two
downward-pointing tailfins.
Launch and recovery
VERIFIED
Whirlstand tests for a technology demonstrator vehicle

(2000)
Gunter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/MILITARY, CZECH REPUBLIC

NADC N 44 Bion
Type
Programme
Derived from the NA 40 two-seat helicopter.
Applications
Potential missions include surveillance and reconnaissance, communications relay, target
acquisition/designation, battle damage assessment, border patrol, coast guard patrol, drug enforcement
and environmental inspections.
Operational status
Under development.
Airframe
Pod and boom structure of composites construction with inverted Y tail. Three-blade main rotor; no tail
rotor. Twin-skid landing gear.
Mission payloads
Mission specific, but could include TV camera, infra-red camera and synthetic aperture radar. Other
possible payloads are anti-radar missiles and air-to-ground missiles active jamming equipment.
Payloads can be mounted below fuselage or on stub wings.
Remotely piloted; navigation equipment includes GPS and INS.
Launch and recovery
Power plant
Two 86 kW (115 shp) PBS Velk Btes TE 50B turboshaft engines; or one Rolls-Royce Model 250
turboshaft; or unspecified single piston engine. Standard fuel capacity 210 litres (55.5 US gallons; 46.2
Imp gallons).
Specifications
Main rotor diameter
7.48 m (24 ft 6 in)
Fuselage
Length
6.15 m (20 ft 2 in)
Width
1.35 m (4 ft 3 in)
2.35 m (7 ft 8 in)
Baggage volume
0.42 m3 (14.8 cu.ft)

Max payload
Max T-O weight
530 kg (1,168 kg)

350 kg (772 lb)
950 kg (2,094 lb)
Performance
151 kt (280 km/h; 174 mph)
Max crusing speed
135 kt (250 km/h; 155 mph)
Max rate of climb
8.0 m/s (1,575 ft/min)
Service ceiling
4,000 m (13,125 ft)
Range
649 nm (1,200 km; 745 miles)
Endurance
5h
NEW ENTRY
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - CIVIL/MILITARY, JAPAN
Fuji RPH-2
Type
Programme
Large remotely piloted helicopter, first flown 1 February 1996; development flying completed in 1997.
Applications
Planned applications include cropspraying, surveying, surveillance and monitoring, and search and rescue.
Operational status
Total 10 units built as part of trials and pre-production programme. Believed now in full production.
Airframe
Typical pod-and-boom fuselage constructed from lightweight materials; two-blade main and tail rotors;
twin-skid landing gear.
Mission payloads
Twin chemical tanks on sides of fuselage and spraybars for agricultural applications; alternatively
electro-optical or IR sensors in ventral ball turret for survey, surveillance, monitoring or search missions.
Remotely piloted. Instrumentation includes fibre optic gyro, GPS magnetometer, altimeter and accelerometer.
Launch and recovery

Power plant
One 62.3 kW (83.5 hp), Fuji-Robin three-cylinder, two-stroke, water-cooled engine.
Specifications
Dimensions
Main rotor diameter
Tail rotor diameter
Length of fuselage, tail rotor turning
Height: overall
4.80 m (15 ft 9 n)
0.80 m (2 ft 7 in)
4.40 m (14 ft 5 in)
1.80 m (5 ft 11 in)
over tail rotor
1.40 m (4 ft 7 in)
Skid track
1.30 m (4 ft 3 in)

Weight empty
205 kg (452 lb)
Fuel weight
Spray gear
Chemical payload
Max T-O weight
20 kg (44 lb)
20 kg (44 lb)
60 kg (132 lb)
325 kg (716 lb)
Performance
Endurance (with full agricultural payload)
1h
UPDATED
Fuji RPH-2 with spray installation (Gnter Endres)

(1998)
Fuji RPH-2 remotely piloted helicopter (Jane's/John W Wood)

(2002)
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, UNITED STATES OF
AMERICA
RoboChopper
Type
Multirole VTOL UAV.
Programme
Designed for rugged field use by Ron Cogburn and Charles Colby in 1997. RoboChopper is in its
third-generation form and has been flying in various configurations since 2000, logging approximately
100 hours.
Applications
Aerial surveillance.
Operational status
Due to enter production in June 2002.
Airframe
Durable and light frame built largely of carbon fibre (95%) and aluminium. Five-blade rotor with
tapered carbon fibre blades for stability and reduced vibration; two-blade tail rotor. Fixed-skid landing
gear. Transportable in three standard freight containers.
Mission payloads
Wide variety of payload sensor packages. Three-axis gimble-mounted video camera at front. Fuel
capacity, engine size and flight control systems are configurable depending on the mission profile.
Patented IsoBlock control system; remote control, virtual pilot and autonomous operation available.
Launch and recovery
Power plant
Modified 7.8-12.3 kW (10.5-16.5 hp) two-cylinder, water-cooled gas or diesel engine(s). Fuel capacity
3.8 litres (1 US gallon; 0.84 Imp gallons) in two tanks; configurable for extra fuel.
Specifications
Dimensions
Main rotor diameter
2.24 m (7 ft 4 in)
Tail rotor diameter
0.41 m (1 ft 4 in)
Length overall, rotor turning
2.74 m (9 ft 0 in)
Length of fuselage
2.16 m (7 ft 1 in)
Height of fuselage
0.76 m (2 ft 6 in)

Weight empty
18 kg (40 lb)
32 kg (70 lb)
Max T-O weight
50 kg (110 lb)
Performance
Max speed
52 nm+ (97 km/h; 60 mph)
4-6 h
NEW ENTRY
RoboChopper has been designed for heavy-duty use; in this view, the cowling
has been removed for a clearer view of the system architecture, while the right
fuel tank is also removed for a better view of payload area (RoboChopper)
(2002)
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, NETHERLANDS
FlyCam
Type
Multirole VTOL RPV.
Programme
Developed initially for the film industry, but now targeted at other applications.
Applications
Aerial filming and photography, surveillance, environmental monitoring, traffic observation, pipeline
and cable patrol, border patrol, crop spraying, reconnaissance and targeting, minefield survey.
Operational status
In service.
Airframe
Lightweight tubular frame and tailboom, four-blade contrarotating main rotors and two-blade tail rotor.
High skid landing gear.
Mission payloads
Gyro-stabilised sphere mounts for movie or still camera plus video camera used as viewfinder, video
transmitter/receiver.
Manual. Autonomous version under development in three phases, beginning with a stabilisation system,
speed control command and automatic landing system, followed by a collision avoidance system, image
recognition and fault detection and isolation.
Launch and recovery
Power plant
Two versions available with 45 and 80 cc engines.
Specifications
Dimensions
Main rotor diameter
1.83 m (6 ft 0 in) or 2.44 m (8 ft 0 in)
Performance
Service ceiling
4,300 m (14,000 ft)

NEW ENTRY
The FlyCam unmanned helicopter can be equipped with two cameras (Gnter
Endres)
(2002)
Gnter Endres MRAeS
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AMERICA
Colby Land Mine and UXO detector

Type
Multirole VTOL UAV.
Programme
Under development since 1995 and due to fly during 2002. Designed by Chuck Colby. Funding and
partners required to complete development.
Applications
Minefield search and destroy missions, law enforcement, fire department surveillance, powerline and
bridge inspections.
Operational status
Under development.
Airframe
Rhomboidal body of carbon fibre, aluminium and titanium. Two-blade contrarotating rotors with carbon
fibre blades. Fixed-skid landing gear.
Mission payloads
Onboard cesium magnetometer for location of mines and UXO using differential GPS; in-place mine
detonation. Other mission-specific payloads. Data and video downlink.
Computer and GPS controlled; self-stabilised; autonomous.
Launch and recovery
Power plant
8.95 kW (12 hp) rotary engine using auto petrol. Fuel capacity 15 litres (4 US gallons; 3.3 Imp gallons).
Specifications
Dimensions
Main rotor diameter
1.83 m (6 ft 0 in)
Body size
0.5 x 0.5 m (1ft 6 x 1ft 6 in)
Length including tail
0.86 m (2 ft 10 in)
Height
0.91 m (3 ft 0 in)

13.6 kg (30 lb)
Performance
2-3 h
NEW ENTRY
Unusual configuration of Colby Landmine and UXO detector UAV featuring a

coaxial, contrarotating rotor system (Colby Systems)
(2002)
Gnter Endres MRAeS
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AMERICA
DARPA/Frontier Systems A160 Hummingbird

Type
Long-endurance VTOL UAV.
Programme
Helicopter project under development by the US Defense Advanced Research Projects Agency
(DARPA), featuring a hingeless rigid rotor with low tip speeds and disc loading for increased
endurance. Development of the rotor system is being undertaken under a 30-month contract by Frontier
Systems. Three flying prototypes under construction; first forward flight 29 January 2002.
Applications
Stealth surveillance.
Operational status
Under development and testing.
Airframe
Three-blade main and two-blade tail rotors; main rotor is of hingeless `rigid' type with low-tip speeds
and disc loading. Smoothly contoured fuselage for low signature response with interchangeable nose
section for payloads. Retractable landing gear.

Mission payloads
No information available.
Autonomous.
Launch and recovery
Power plant
One 224 kW (300 hp) piston engine.
Specifications
Dimensions
Length
11.3 (37 ft 1 in)

Payload
Max T-O weight
200 kg (441 lb)

1,815 kg (4,000 lb)
Performance
Cruising speed
140 kt (259 km/h;161 mph)
Cruising altitude
Range
Endurance
4,575 m (15,000 ft)

3000 n miles (5,556 km; 3,452 miles)
48 h
UPDATED
A160 Hummingbird provisional configuration
(2001)
The A-160 Hummingbird is seen as a candidate for the US Army's Unmanned

Combat Armed Rotorcraft (UCAR) programme (DARPA)
(2002)
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, CHINA, PEOPLE'S
REPUBLIC
NRIST Z-2
Type
Programme
Revealed at Air Show China in Zhuhai, November 2000.
Applications
Possible applications to include reconnaissance, surveillance, tactical assessment, communications,
relay, electronic jamming and military training.
Operational status
Believed to be developed and available.
Airframe
Pod and boom fuselage with sweptback upper and lower fins and non-swept horizontal stabiliser;
two-blade main and tail rotors; wide-track tubular skid landing gear.
Mission payloads
Mission-specific; no details given.

Remotely piloted; no details given.
Launch and recovery
Power plant
One 8.2 kW (11 hp) unspecified piston engine.
Specifications
Main rotor diameter
3.25 m (10 ft 8 in)
Fuselage length
2.85 m (9 ft 2 in)

Max payload
10 kg (22.0 lb)
Max T-O weight
35 kg (77.2 lb)
Performance
Max level speed
58 kt (108 km/h; 67 mph)
Operating height range:

Lower
10 m (33 ft)
Upper
1,000 m (3,280 ft)
Endurance
1h
NEW ENTRY
The NRIST Z-2 small RPH

(2001)
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, UNITED STATES OF AMERICA
Northrop Grumman Fire Scout

Type
VTOL tactical unmanned aerial vehicle.
Programme
Developed by Northrop Grumman's Integrated Systems and Aerostructures (IAS) sector at the Ryan Aeronautical
Center now Integrated Systems Sector ( ISS), in conjunction with Schweizer Aircraft and Lockheed Martin
Federal Systems Owego, for the US Navy's Vertical Takeoff and Landing Unmanned Aerial Vehicle (VTUAV)
competition. Based on the new Schweizer 333 manned turbine helicopter, the then Model 379 VTUAV began
unmanned flight test operations at the Naval Air Warfare Center at China Lake, California, with an 18-minute
first flight on 12 January 2000. A total of 39 manned flights was completed at Schweizer's Elmira, New York
facility, together with pre-flight checkouts and engine operation at San Diego, prior to the first flight. Exhibited at
Heli-Expo 2000, Las Vegas in January.
Applications
Real-time reconnaissance and targeting missions from any air-capable warship and unprepared landing zones in
proximity to the Forward Edge of the Battle Area (FEBA).
Operational status
In flight testing. Selected as winner of US Navy VTUAV competition, with US$93.7 million EMD contract
awarded 9 February 2000 for eight air vehicles and one structural test airframe over next three years. Contract
includes options for three LRIP systems one of which was awarded by the US Navy's Naval Air Systems in May
2001 at a cost of US$14.2 million. full-rate production contract scheduled for 2003. US Navy requires 12 systems
(36 air vehicles and 24 GCS); US Marine Corps requires 11 systems (33 air vehicles and 22 GCS).
Airframe
Lightweight construction with a new fuel tank and with streamlined fuselage shell; three-blade main rotor and
two-blade tail rotor. Twin-skid landing gear.
Mission payloads
Modular mission payload, designated U-MOSP and built by Israel Aircraft Industries' Tamam division, including
electro-optical/infra-red sensors (EO/IR) and a laser designator.
Autonomous operation from advanced ground control facilities, including the US Navy's Tactical Control Station
(TCS) developed for Navy ships, and the forward deployed Marine Corps Portable Ground Station. GPS/IN
navigation; tactical datalinks and communication suites.
Launch and recovery
Power plant
One 186 kW (250 shp) Rolls-Royce (Allison) 250-C20W turboshaft engine.
Specifications
Dimensions
Main rotor diameter
8.38 m (27 ft 6 in)
Tail rotor diameter
1.30 m (4 ft 3 in)
Length, folded
6.98 m (22 ft 11 in)
Height overall
2.87 m (9 ft 5 in)
Skid track
1.75 m (5 ft 9 in)
Areas
Rotor disc
Tail rotor disc
55.23 m2 (594.5 sq ft)

1.32 m2 (14.2 sq ft)

Weight empty
Payload
660 kg (1,457 lb)

91 kg (200 lb)
Mission fuel load
242 kg (793 lb)
Max T-O weight
1,157 kg (2,550 lb)
Performance prototype
Max level speed
Ceiling
Mission radius
Endurance
125 kt (231 km/h; 143 mph)

1,525 m (5,000 ft)
6,100 m (20,000 ft)
>150 n miles (227.5 km; 172.5 miles)
at 110 n miles (204 km; 127 miles) from base with

max payload
at 250 n miles (463 km; 287 miles) from base with
45 kg (100 lb) payload
4 h 12 min
2 h 12 min
UPDATED
Northrop Grumman Model 379 VTUAV

(2000)
Northrop Grumman Model 379 on first unmanned flight at China Lake, California
(2001)
General arrangement of Firescout (Jane's/John W Wood)

(2000)
Northrop Grumman Fire Scout UAV in flight (Northrop Grumman)

(2002)
Gnter Endres MRAeS
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, UNITED STATES OF AMERICA
Boeing Dragonfly
Type
Multirole VTOL UAV
Programme
Canard rotor-wing (CRW) concept based on NASA-funded studies into high-speed rotorcraft, and earlier Hughes
rotor/wing studies; patented by McDonnell Douglas in 1995.
Applications
Potential uses include reconnaissance communications/data relay, armed escort, tactical air support, logistics
re-supply, weapons delivery and littoral and urban operations. Intended for US Navy and US Marine Corps.
Operations from small-deck ships or forward bases.
Operational status
Two prototype air vehicles are being designed and built by Boeing's Phantom Works under a US$24 million
advanced technology demonstration (ATD) contract initiated in May 1998 and funded jointly by Boeing and the
Defense Advanced Research Projects Agency (DARPA). Final assembly is underway, with a first flight expected
in 2002.
Airframe
Short-span, broad-chord symmetrical aerofoil that can function as a helicopter rotor, or be stopped and locked in
flight to act as a fixed wing. Rotor/wing is mounted on top of a diamond-section fuselage fitted also with
cropped-delta canard surfaces and a tailplane with outward canted fins and rudders. Retractable tricycle landing
gear.
Mission payloads
No details available.
Preprogrammed, with GPS navigation. In helicopter mode, engine exhaust is directed through the rotor hub and
into the blade ducts to blade-tip jets. This eliminates the need for conventional heavy transmission and
anti-torque systems, although normal cyclic and collective controls are employed. At forward flight speeds of
130 to 150 kt (241 to 278 km/h; 150 to 173 mph), the rotor can be stopped and exhaust directed aft for
conventional turbofan forward propulsion. The wing can also be stopped at oblique angles for high-speed dash
operations. Active controls on canards and horizontal tail govern air vehicle attitude and direction.
Launch and recovery
Power plant
One 3.11 kN (700 lb) static thrust Williams F112 turbofan.
Specifications
Dimensions
Wing span/rotor diameter
3.66 m (12 ft 0 in)
Length overall
5.26 m (17 ft 3 in)
Height overall
1.60 m (5 ft 3 in)

Fuel weight
272.5 kg (601 lb)
Max payload
91 kg (200 lb)
Max T-O weight
600 kg (1,323 lb)
Performance (estimated)
Max level speed
>400 kt (740 km/h; 460 mph)
Ceiling
Max range
3,050 m (10,000 ft)

980 n miles (1,815 km; 1,128 miles)
Time on station at 150 n miles

(278 km; 173 miles) radius
3h
UPDATED
Artist's impression of the Dragonfly in US Navy service

(2000)
Dragonfly canard rotor/wing high-speed UAV (Jane's/John W Wood)

(2000)
Artist's impression of latest Canard Rotor/Wing design (Boeing)

(2002)
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, AUSTRIA
Schiebel Camcopter
Type
VTOL UAV.
Programme
Demonstrated in 1996 to Israeli MoD, Italian Army, Swedish Army and US Marine Corps. Contract awarded
for one system in March 1997 by the US Department of the Army, Communications Electronics Command
(CECOM), Night Vision and Electronic Sensors Directorate (NVESD), under the US Army's Broad Agency
Announcement for Humanitarian Demining, for evaluation of mine detection and clearance technologies.
Demonstrated at the McKenna MOUT (Military Operations in Urban Terrain) at Fort Benning, Georgia, in
November 1997. Recommended in October 1998 to the German Federal Office of Defence Technology and
Procurement (BWB) for the AAMIS (Airborne Minefield Reconnaisance) Technology Programme after
evaluation by IABG.
Variants
Camcopter 5.0: Original model with twin-skid landing gear.
Camcopter 5.1: Present upgraded model with more powerful engine and wheeled landing gear.
Camcopter 5.1 Mk 2: Modified system for Egyptian Navy with an automatic tracking parabolic antenna, 100
km mission radius and maximum endurance of six hours.
Applications
Ground and aerial surveillance, target acquisition, target designation and minefield and surface ordnance
survey.
Operational status
In production since early 1998. Three systems delivered to US Army. Three systems delivered to
Thomson-CSF for Thomcopter (which see). Two to Egyptian Navy in early 2002.
Airframe
Modular design, with faceted fuselage shell; built of robust, high-strength, lightweight materials. Two-blade
main rotor with Bell/Hiller-type stabiliser; two-blade tail rotor. Three-wheeled landing gear. Man-portable, but
can be transported in light utility vehicle.
Mission payloads
Nose-mounted colour CCD camera, with real-time C-band video downlink. Additional pan-and-tilt-mounted,
gyrostabilised sensors can be carried for surveillance, with real-time S-band, bidirectional datalink for data
transfer, analysis and recording. Data transceiver receives control commands and continuously transmits data
to the ground control station. RS-232 interface.
Ground Control Station (GCS) comprises a Mission Control Unit (MCU), including a pilot navigation and
flight control sub-unit, and a customised Sensor Control Unit (SCU), housed in shock-resistant containers.
Autonomous flight control system is based on Inertial Navigation System (INS), combined with a DGPS
positioning system. The mission control computer generates Geographical Information System (GIS) based
mission data, displaying air vehicle's actual location, programmed route, waypoints and mission data on a
digital map. Flight path is observable via the video downlink and monitored on an instrument panel.
System composition
Air vehicle; ground control station, including a navigation and flight control sub-unit; customised sensor
control unit.
Launch and recovery
Power plant
One 11.2 kW (15 hp) Minarelli two-stroke engine with remote starter, or UEL AR741 rotary piston engine
(Camcopter 5.1 Mk 2). Fuel capacity 12 litres (3.15 US gallons; 2.65 Imp gallons), expandable to 30 litres (7.9
US gallons; 6.6 Imp gallons). Typical fuel burn 5 litres/h (1.32 US gallons; 1.10 Imp gallons).
Dimensions
Main rotor diameter
Tail rotor diameter
Fuselage: length
width
Height overall
3.09 m (10 ft 1 in)

0.50 m (1 ft 7 in)
2.50 m (8 ft 2 in)
0.82 m (2 ft 8 in)
0.80 m (2 ft 7 in)

Weight empty
Fuel weight (standard)
Max payload (incl fuel)
40 kg (88.0 lb)
17.4 kg (38.4 lb)
25 kg (55.1 lb)
Max T-O weight
66 kg (145 lb)
Performance
Max cruising speed
Hovering ceiling (OGE)
49 kt (90 km/h; 56 mph)

3.0 m/s (590 ft/min)
1,700 m (5,580 ft)
Mission radius:
standard datalink
enhanced datalink
Max endurance

6h
UPDATED
Schiebel Camcopter 5.1 UAV in flight (Schiebel)

(2002)
Easy handling of Camcopter

(2000)
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, GERMANY
Dornier Seamos
Type
Maritime VTOL UAV.
Programme
Experimental research programme for the Seamos (Seeaufklrungsmittel und Ortungssystem, naval
reconnaissance and target acquisition system) began in 1991. Based on US Gyrodyne QH-50D vehicle, the
proof-of-concept demonstrator carried out a sequence of take-off and landing tests that same year on a moving
platform ship deck simulator, as part of NATO Project Group 35. In early 1996, contract awarded to Dornier
by the Bundesamt fr Wehrtechnik und Beschaffung (BWB) for the advancement of the Seamos technology
demonstrator. Full development contract through to and including flight tests awarded October 1998.
Applications
Naval reconnaissance and OTH target acquisition.
Operational status
Full-scale development started in 1998 under German Navy funding, for deployment on the planned class of
up to 15 Type K-130 corvettes. Three prototypes being built. North Sea trials were due to start from the
Meldorf Proving Ground in 1999, to be followed by multinational test programme by France, Germany, Italy,
UK and USA in 2000. Planned to enter service in 2005.
Airframe
Faceted pod fuselage with twin-skid landing gear; twin, two-blade, coaxial contrarotating propellers.
Mission payloads
Multimode sea surveillance radar; FLIR for visual identification, classification and Battle Damage Assessment
(BDA); mine detection/countermeasures. Planned provision for additional `plug in' smaller payloads.
Autonomous operation following preprogrammed track, but capable of being reprogrammed during flight on
radio-command uplink. GPS navigation with inertial back-up; real-time data downlink.
Launch and recovery
Power plant
One 131 kW (420 shp) Allison 250-C20W turboshaft.
Dimensions
Main rotor diameter, each
Length overall
6.10 m (20 ft 0 in)

2.85 m (9 ft 4 in)
Width
Height
1.55 m (5 ft 1 in)
2.50 m (8 ft 2 in)

Weight empty
620 kg (1,367 lb)
Max payload
Max T-O weight
150 kg (331 lb)

1,060 kg (2,337 lb)
Performance
Max level speed
Cruising speed
90 kt (167 km/h; 104 mph)

70 kt (130 km/h; 80 mph)

Ceiling
Control range
Max endurance
10.0 m/s (1,968 ft/min)

4,000 m (13,125 ft)
4.5 h
UPDATED
First engine tests of Seamos maritime UAV on ship deck simulator platform (EADS Dornier)
(2002)
Preliminary drawing of proposed Dornier Seamos

(1998)
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UNMANNED HELICOPTERS - ROTARY-WING - MILITARY, FRANCE
CAC Systmes/EDT Heliot

Type
Programme
Concept for both piloted and unmanned military multimission vehicle, based on the Italian Dragon Fly 333 light
helicopter, announced at Eurosatory in June 1996. Ordered in 1997 by Indonesia and unnamed Special Forces
Unit; NBC version ordered in 1999 for French nuclear plants.
Applications
Surveillance and reconnaissance, electronic warfare, NBC (Nuclear, Biological and Chemical) detection and
target acquisition.
Operational status
In production since 1997.
Airframe
Welded titanium frame with composites outer shell; aluminium tailboom and twin landing skids. Two-blade,
semi-rigid main rotor and two-blade tail rotor.
Mission payloads
IFF transponders; RR401 peacetime radar transponder; thermal analysers; high-resolution field scanners; NBC
and atmospheric sensors; camera systems; video and numeric datalinks.

CAC Systmes digital flight management and remote-control and telemetry system; vertical gyroscope and
navigation sensors; 12-channel differential GPS.
System composition
Air vehicle and ground control station, including DLTS (DataLink and Tracking System); Piloting Control
Station (PCS), Setting MiniStation (SMS), DGPS Mapping and Localisation System (MLS), Telemetry Storage
and Display System (TSDS), and Reconnaissance Real-Time Exploitation System (RRTES). Interoperation and
telecommunication system optional.
Launch and recovery
Power plant
One 78.3 kW (105 hp) Hirth F30A26AK four-cylinder, two-stroke engine with twin-spark ignition, modified for
helicopter use. Transmission driven through centrifugal clutch and two V-belts. Fuel capacity 64 litres (16.9 US
Specifications
Dimensions
Main rotor diameter
6.70 m (22 ft 0 in)
Tail rotor diameter
1.13 m (3 ft 8 in)

Length fuselage
Tailplane span
Skid track
7.86 m (25 ft 9 in)

5.92 m (19 ft 5 in)
2.36 m (7 ft 9 in)
0.91 m (2 ft 11 in)
1.55 m (5 ft 1 in)
Areas
Main rotor disc
35.21 m2 (379.0 sq ft)
Tail rotor disc
0.98 m2 (10.55 sq ft)

Weight empty
230 kg (507 lb)
Payload
120 kg (265 lb)
Max T-O weight
450 kg (992 lb)
Performance
Max speed
80 kt (148 km/h; 92 mph)
Cruising speed
70 kt (130 km/h; 80 mph)
Max rate of climb

Ceiling
Endurance
6.6 m/s (1,300 ft/min)

3,000 m (9,850 ft)
2 h 30 min
UPDATED
The CAC Systmes/EDT Heliot multirole UAV

(2002)
The Heliot multimission UAV is based on the Italian Dragon Fly light helicopter
(2000)
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