v1.0.0 / 01 oct 09 / greg goebel / public domain
* The Aerospatiale company of France became a global player in the helicopter market through its popular "Alouette" series of light helicopters. Following up on this success, in the 1970s the firm developed a new light helicopter, the "Ecureuil (Squirrel)" and a medium helicopter, the "Dauphin (Dolphin)", both of which proved popular as well and remain in production with Eurocopter, Aerospatiale's successor firm. This document provides a history and description of the Ecureuil and Dauphin family -- as well as their respective military variants, the "Fennec" and "Panther", plus the "EC 120 / EC 130" follow-ons to the Ecureuil.
* In the early 1970s, the Aerospatiale firm of France began work on a light utility helicopter to replace the company's popular Alouette series of helicopters. The result was the "AS 350", with first flight of the initial prototype, powered by an Avco Lycoming LTS 101 turboshaft engine, on 27 June 1974. A second prototype, powered by a Turbomeca Arriel 1A turboshaft, followed on 14 February 1975. The Lycoming engine fit was intended for sales in North America, while the Turbomeca engine fit was for Europe and elsewhere.
Not surprisingly given the difference in markets, the Turbomeca-powered line ended up predominating, with the initial production "AS 350B Ecureuil (Squirrel)" being certified in late 1977 and deliveries in 1978. It was offered in a variety of fits for applications such as emergency medical services and police work.
The AS 350B was powered by an Arriel 1B turboshaft providing 480 kW (640 SHP) and was of conventional configuration, with a three-blade fiberglass main rotor coupled to a fiberglass / elastomer "Starflex" hub; a two-blade tail rotor on a tailfin, with a ventral fin below; and skid landing gear. The Ecureuil featured a relatively high proportion of plastic and fiberglass assemblies.
The Ecureuil had two seats in front and a bench seat for up to four in the back, with a default door scheme of a single big forward-hinged door in front on each side. An alternate door scheme, with a smaller cockpit door forward and a rear-sliding main door on each side, was also offered. It is unclear if the four-door option was available on the original AS 350B, this scheme being associated with the AS 550 military variants of the Ecureuil -- see below -- but it is not unusual with later AS 350 civil variants. There was a baggage hold in the rear, with an upward hinged door on the right.
The Ecureuil was designed to be reliable, economical to operate, and relatively quiet. Ironically, the Alouette series proved to be resilient, with the modernized Gazelle variant continuing to sell well, and the Ecureuil ended up complementing its sales.
The AS 350B led to a series of refined variants:
As with the the AS 350B, the AS 350B1 was offered in a range of fits for different applications, with the increased lift capacity permitting to be used in the firefighting role as the "AS 350 Firefighter". It was fitted with taller landing gear and a belly tank designed by Conair, with a capacity of 700 liters (185 US gallons); the first customer was the French Securite Civile.
Sources also indicate an "AS 350BA" variant, which was effectively an AS 350B, with the Arriel 1B engine, but fitted with the wide-chord blades. It emerged in the early 1990s. It may have just been an upgrade for existing AS 350Bs, or a limited production machine for specific user requests, but details are unclear.
The UK ordered a special modification of the AS 350B2 with minor changes for military training, with this subvariant designated the "AS 350BB" and naturally named the "Squirrel". They were provided for both Royal Air Force and British Army Air Corps training as the "Squirrel HT.1" and "Squirrel HT.2" respectively, the primary difference being that the HT.2 had a night vision goggle (NVG) compatible cockpit.
The AS 350B3 also introduced a new "glass cockpit" with dual color flat-panel displays; presumably the new cockpit arrangement was also offered for the AS350B2. Initial flight of the AS 350B3 was on 4 March 1997, with deliveries beginning in 1998.
In 1992, the helicopter division of Aerospatiale merged with the German Messerschmitt-Boelkow-Blohm firm to form "Eurocopter", which would later become part of the "European Aerospace & Defense Systems (EADS)" group. As a result, the AS 350B2 and AS 350B3 are now, despite their "AS" designations, Eurocopter products.
The Ecureuil remains a component of Eurocopter product line, being sold with
possible options such as an external sling, rescue host, inflatable flotation
gear, video camera, searchlight, imaging turret, and agricultural spraytank.
EUROCOPTER AS 350B3 ECURIEUL:
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spec metric english
_____________________ _________________ _______________________
main rotor diameter 10.69 meters 35 feet 1 inch
fuselage length 10.93 meters 35 feet 10 inches
footprint length 12.94 meters 42 feet 6 inches
height (tail) 3.14 meters 10 feet 4 inches
empty weight 1,175 kilograms 2,590 pounds
MTO weight 2,250 kilograms 4,960 pounds
max cruise speed 250 KPH 155 MPH / 135 KT
service ceiling 5,280 meters 17,325 feet
range 640 kilometers 400 MI / 345 NMI
_____________________ _________________ _______________________
* The Avco Lycoming-powered variants of the AS 350 were developed in parallel
with the Turbomeca-powered variants, with the "AS 350C AStar" introduced in
1978. It was powered by an Avco Lycoming LTS101-600A2 turboshaft providing
460 kW (615 SHP). It was replaced in 1978 by the "AS 350D AStar", which was
equivalent to the AS 350B2 and powered by an LTS101-600A3 turboshaft with 460
kW (615 SHP).
* In 1978, work began on a twin-engine derivative, the "AS 355E Ecureuil 2", the twin engines providing greater safety and lift capacity. Initial flight of the first of two prototypes was on 28 September 1979. The result was very similar to the AS 350 but was powered by twin Allison 250-C20 turboshafts providing 315 kW (420 SHP) each. In North America, the Ecureuil 2 was sold as the "Twinstar". The AS 355E was followed by:
Specs of the AS 355N are very similar to those of the AS 350B3, dimensions being effectively identical, though the AS 355N's empty and MTO weight are about 15% greater. Other than the engine fit, there were some detail differences, for example three baggage holds instead of one. Optional gear was much the same as for the AS 350.
* While some military forces bought the Ecureuil for training and utility use, sales to armed services didn't pick up until Aerospatiale decided to develop a specific military series. The "AS 350L" was the first specifically military Ecureuil, being effectively an AS 350B1 with the Arriel 1D engine, but with taller landing gear, raising the machine's height by 20 centimeters (8 inches); the sliding door fit described above; extended instrument fit; a stores pylon on each side, bolstered with airframe reinforcements for weapons carriage and firing; plus provision for armored seats, cable cutters, and combat avionics such as defensive countermeasures systems and optical / infrared imager turrets.
Initial flight of the AS 350L was in March 1985, with deliveries beginning in 1986. It was followed by the "AS 350L2", which was renamed "AS 550U2" in 1990, the decision having been made that the military variants needed their own product line code, as well as a new name: "Fennec" or desert fox. The AS 550U2 was actually the general utility version, with other subvariants featuring different equipment fits and suffixes:
An improved "AS 550U3" was introduced to replace the AS 550U2, the new variant featuring the Arriel 2B engine of the AS 350B3; of course "AS 550A3", "AS 550C3", "AS 550M3", and "AS 550S3" subvariants were offered as well.
* The twin-engine AS 355s were given a similar military makeover. The French Air Force was an early user, obtaining eight AS 355F1 civil machines with Allison engines and militarizations, particularly the capability to carry the side-mounted GIAT 20 millimeter cannon. However, the military versions quickly went on to the fully-militarized "AS 555" series, with TM 319 Arrius 1A engines as per the AS 355N. AS 555 configurations included:
* The following table summarizes Ecureuil / Fennec variants:
variant notes
____________________________________________________________________
AS 350 Ecureuil prototype.
AS 350B Initial production variant with Arriel 1B engine.
AS 350BA AS 350B with wide-chord rotor blades.
AS 350B1 Arriel 1D engine, wide-chord rotor blades.
AS 350B2 Arriel 1D1 engine.
AS 350BB AS 350B2 modification for UK military.
AS 350B3 Arriel 3B engine, stronger gearbox, wider tail rotor.
____________________________________________________________________
AS 350C US-only AStar with LTS101-600A2 engine.
AS 350D US-only AStar with LTS101-600A3 engine.
____________________________________________________________________
AS 355E Allison 250-C20 engines.
AS 355F AS 355E with wide-chord rotor.
AS 355F1 AS 355F1 with greater takeoff weight.
AS 355F2 Further increment in takeoff weight.
AS 355N Turbomeca TM 319 Arrius 1A engines.
____________________________________________________________________
AS 350L Initial military variant, Arriel 1D engine.
AS 550U2 Military utility variant, originally AS 350L2.
AS 550C2 Anti-armor variant.
AS 550A2 Infantry support variant.
AS 550M2 Naval utility variant.
AS 550S2 Maritime combat variant.
AS 550U3 Improved military utility variant with Arriel 2B engine.
AS 550C3 Improved anti-armor variant.
AS 550A3 Improved infantry support variant.
AS 550M3 Improved naval utility variant.
AS 550S3 Improved maritime combat variant.
AS 555UN Army utility twin with TM 319 Arrius 1A engines
AS 555AN Army armed twin.
AS 555MN Naval utility twin.
AS 555SN Naval armed twin.
____________________________________________________________________
* There has been substantial foreign license production of the Ecureuil
family. Helibras of Brazil, a joint venture of Aerospatiale and several
Brazilian firms established in the late 1970s, built the Ecureuil under
license as the "Esquilo" -- Portuguese for "Squirrel" of course, Sales were
good, with deliveries not merely to Brazilian customers but to other buyers
all over South America, particularly military users. The Brazilian-branded
Ecureuils ended up with a confusing array of designations:
helibras_variant notes
____________________________________________________________________
HB 350B1 Same as AS 350B1.
HB 350B2 Same as AS 350B2.
HB 350L1 Same as AS 350L1 army single.
HB 355F1 Same as AS 355F1 twin.
HB 355F2 Same as AS 355F2 twin.
____________________________________________________________________
HA-1 Brazilian Army AS 350L1, with armament capability.
CH-50 Brazilian Air Force HB 350B/B1.
TH-50 Trainer variant of CH-50.
CH-55 Brazilian Air Force HB 355F2 twin.
VH-55 VIP transport variant of CH-55.
UH-12 Brazilian Navy HB 350B, with armament capability.
UH-12B Brazilian Navy HB 355F2, with armament capability.
____________________________________________________________________
Along with sales of Brazil-built machines, Helibras handles regional sales of
Eurocopter machines not built in Brazil.
* The Ecureuil is also built in China by the Change / CHAIG organization as the "Z-11". Initial flight of a Chinese-production machine was in 1997; the initial production variant was apparently equivalent to the AS 350B2, with an Arriel 1D turboshaft, license-built as the WZ8D, but featured a longer and sharper nose. It was followed in 2003 by the "Z-11MB1" with an Arriel 2B1A turboshaft. The Z-11 series is offered in various civil and military configurations, but no twin-engine variant has appeared just yet.
* In 1992, Aerospatiale group began to investigate a new entry-level single-engine helicopter, initially designated the "P120L". The company also began a hunt for cost-sharing partners to help fund development, with Harbin Aircraft Manufacturing Company (HAMC) of China and Singapore Technologies Aerospace (STA) signing up. Formal development of the new helicopter began in early 1993, the same year Aerospatiale became part of Eurocopter, with a trinational design team working out of the Eurocopter facility at Marignane, France. The first prototype of the "EC 120 Colibri (Hummingbird)", as the new helicopter was designated, performed its initial flight on 9 June 1995. A second prototype took to the air on 17 July 1996. Initial certifications followed in 1997, with initial deliveries in 1998.
* The appearance of the EC 120B -- as the initial production variant was designated -- does not immediately suggest much relationship to the earlier Ecureuil series of helicopters. It shares much of the technology of the older series, including tailboom, engines, power transmission, and gearbox, but features a new "widebody" cabin and also an eight-blade "fenestron" (enclosed) tail rotor. The widebody cabin appears to have due to a bit of "cross pollination" with the helicopters designed by the German MBB firm, the other ancestor of Eurocopter.
The Colibri can carry a pilot, with 3 or 4 passengers or a stretcher with a
medical attendant. It was designed with relatively quiet operation in mind
-- the tail rotor blades are unevenly spaced to reduce noise. The Colibri is
powered by a Turbomeca Arrius 2F turboshaft engine with 375 kW (505 SHP) for
takeoff, driving a three-blade rotor with composite blades and a Spheriflex
titanium hub. The fuselage is built of light alloy and composites and
features twin landing skids. The EC 120 has a partial "glass cockpit" with
twin flat-panel displays. Options include flotation gear and a searchlight.
EUROCOPTER EC 120B COLIBRI:
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spec metric english
_____________________ _________________ _______________________
main rotor diameter 10 meters 32 feet 10 inches
fuselage length 9.60 meters 31 feet 6 inches
footprint length 11.52 meters 37 feet 9 inches
height (tail) 3.50 meters 11 feet 6 inches
empty weight 960 kilograms 2,117 pounds
MTO weight 1,800 kilograms 3,969 pounds
max cruise speed 228 KPH 142 MPH / 123 KT
normal cruise speed 191 KPH 119 MPH / 103 KT
service ceiling 5,365 meters 17,600 feet
range 732 kilometers 455 MI / 395 NMI
_____________________ _________________ _______________________
Eurocopter handles overall design, engineering, and integration of the
Colibri, and produces the drive train, avionics, and electrical system.
HAMC has a 24% share and produces the fuselage, including fuel system and
canopy. STA has a 15% share and produces the tailboom, access doors, and
windshields.
* The Colibri was well-received by customers, and so Eurocopter went on to develop a more capable derivative. Initial studies were conducted in 1998, and the initial prototype of the "EC 130", as it was designated, performed its first flight on 24 June 1999. The second prototype flew in September 2000, with international certifications obtained by the end of the year. Initial customer delivery was in 2001.
The EC 130B4 -- as the initial production version was designated -- is very similar to the EC 120 but is larger, with 23% more cabin space and greater load capacity. It carries a pilot, plus 6 or 7 passengers, or 1 or 2 stretchers with a medical attendant. It has an external sling attachment with a maximum load of 1,160 kilograms (2,558 pounds). The EC 130B4 is powered by a single Turbomeca Arriel 2B1 turboshaft, with a dual channel FADEC and 632 kW (847 SHP) take-off power, driving a three-blade composite rotor and a fenestron tail rotor.
The EC 130B4 is even quieter than the EC 120, since it was designed partly with the tourism market in mind and meets the strict noise requirements set for the US national parks. It has a heavy-duty air-conditioning system to keep tourists cool, and the pilot sits on the left, not on the right as is traditional, a change that was driven by feedback from sightseeing and medevac operator feedback.
The EC 130B4 features assemblies from the EC 120, including doors and canopy
(with a new central window); engine, drivetrain, rotor, and hydraulics from
the Ecureuil series; and new assemblies, such as a metal tail boom and new
landing gear. It can be a bit difficult to tell an EC 130 from an EC 120;
one of the main recognition features is that the EC 130 has a three-part
windscreen, with a center panel, while the EC 120 has a two-part windscreen.
The EC 130 also has a "fat" tailfin that clearly differs from that of the EC
120.
EUROCOPTER EC 130B4:
_____________________ _________________ _______________________
spec metric english
_____________________ _________________ _______________________
main rotor diameter 10.69 meters 35 feet 1 inch
fenestron diameter 1 meter 3 feet 6 inches
fuselage length 10.68 meters 35 feet
footprint length 12.64 meters 41 feet 6 inches
height (tail) 3.61 meters 11 feet 10 inches
empty weight 1,360 kilograms 3,000 pounds
max loaded weight 2,800 kilograms 6,174 pounds
fast cruise speed 259 KPH 160 MPH / 140 KT
service ceiling 7,010 meters 23,000 feet
hover ceiling 5,320 meters 17,450 feet
range 640 kilometers 400 MI / 345 NMI
_____________________ _________________ _______________________
* Overall, total sales of the Ecureuil family are running at close to 4,000
machines, with users in at least 70 countries. The Ecureuil has been and
continues to be a nice little earner for Eurocopter.
* While Aerospatiale was working on the Ecureuil, the company was working in parallel on a mid-sized helicopter, with two prototypes built of the "SA 360C", the first performing its initial flight on 2 June 1972. The "SA" designation was a relic left over from Sud Aviation, which had become Aerospatiale through a set of mergers in 1970. The second prototype followed on 29 January 1973, leading to certification in late 1975 and initial customer shipments in early 1976.
The SA 360C had a four-blade main rotor plus a fenestron tail rotor with 13 blades; twin swept tailfins; and fixed tailwheel landing gear with the main gear in spats. The first prototype was powered by a single Turbomeca Astazou XVI turboshaft engine providing 730 kW (980 SHP), but it was later refitted with an Astazou XVIIIA with 785 kW (1,050 SHP), the engine fitted to production machines. It had a capacity of up to nine passengers plus the pilot.
Aerospatiale also decided to fly a militarized version, the "SA 361H", with the Starflex rotor hub developed for the Ecureuil and an uprated Astazou XXB turboshaft engine with 1,045 kW (1,400 SHP). In the assault transport role, it could carry 13 fully-equipped troops. It could also be configured as an anti-armor gunship, carrying eight Euromissile HOT anti-tank missiles -- aimed by an SFIM APX M397 optical sight on top of the fuselage, with the sight complemented by an SFIM Venus night-vision system mounted on the nose.
* Only one SA 361H was built, with the machine eventually being passed on to the French military for trials use. A single-engine helicopter was not satisfactory to the military, and Aerospatiale decided to rethink the entire product line by fitting it with twin engines. The result was the "SA 365C Dauphin 2", with initial flight of the prototype on 24 January 1975, powered by twin Turbomeca Arriel 1 turboshaft engines with 485 kW (650 SHP) each. Initial deliveries of production machines, with Arriel 1As providing 490 kW (660 SHP), were in early 1978.
The SA 365C was quickly followed by the "SA 365N Dauphin 2", which established the definitive Dauphin configuration. It featured Arriel 1C engines with 530 kW (710 SHP) each; retractable hydraulic tricycle landing gear; increased use of composite materials in the fuselage; and an extended nose for radar. The dynamic system was generally similar to that of its predecessors. It could carry a pilot and 12 passengers in a high density arrangement, though more typically there were two seats in front and two rows of four-across seating in back. VIP configurations could accommodate four or six passengers, with medical service configurations carrying up to four litters with an attendant. There were three forward-opening doors on each side, with the rear door on medical service machines hinging 180 degrees.
Initial flight of the SA 365N was on 31 March 1979. The SA 365N was followed in turn by improved variants:
EUROCOPTER SA 365N2 DAUPHIN 2: _____________________ _________________ _______________________ spec metric english _____________________ _________________ _______________________ main rotor diameter 11.94 meters 39 feet 2 inches fenestron diameter 1.1 meters 3 feet 7 inches fuselage length 11.63 meters 38 feet 2 inches footprint length 13.68 meters 44 feet 11 inches height (tail) 3.98 meters 13 feet 1 inch empty weight 2,239 kilograms 4,936 pounds max loaded weight 4,250 kilograms 9,370 pounds fast cruise speed 285 KPH 175 MPH / 155 KT service ceiling 4,300 meters 14,100 feet range 900 kilometers 560 MI / 485 NMI _____________________ _________________ _______________________
* The Dauphin 2 is now part of the Eurocopter line, with the family redesignated "AS 365" instead of "SA 365", and continues to be refined. A "Dauphin Fly-By-Wire (FBW)" demonstrator was flown in 1989, with another testbed, the "Dauphin X380 Developpement Technique Probatoire" flown in the same year, to be followed by the high-speed "AS 365X Dauphin Grande Vitesse (DGV / Dauphin High Speed)" in 1991. The DGV set a world speed record in its class of 371 KPH (200 KT).
These advanced technology exercises led to the conversion of the DGV into a prototype of the next-generation "AS 365N4", with initial flight on 17 June 1997. The type was then redesignated "Eurocopter France EC 155", with initial flight of a production standard machine on 11 March 1998. Certifications were awarded in late 1998, with production deliveries of the "EC 155B" following.
The EC 155B featured bulged doors, along with rearranged cabin space and
revised window layout; a five-blade rotor with a new dynamic system,
featuring a carbon-composite "Spheriflex" rotor head; a 10-blade fenestron
tail rotor, with the blades unequally spaced to reduce noise; and a glass
cockpit. It was powered by twin Arriel 2C1 turboshafts with 635 kW (850 SHP)
takeoff power each. It could carry a pilot and up to 14 passengers in a high
density arrangement; four to eight passengers in VIP arrangements; and six
stretchers in a medical evacuation arrangement. Maximum sling load was 1,600
kilograms (3,527 pounds).
EUROCOPTER EC 155B1:
_____________________ _________________ _______________________
spec metric english
_____________________ _________________ _______________________
main rotor diameter 12.6 meters 41 feet 4 inches
fenestron diameter 1.1 meters 3 feet 7 inches
fuselage length 12.71 meters 41 feet 8 inches
footprint length 14.3 meters 46 feet 11 inches
height (tail) 4.35 meters 13 feet 3 inches
empty weight 2,615 kilograms 5,765 pounds
max loaded weight 4,920 kilograms 10,847 pounds
fast cruise speed 265 KPH 165 MPH / 145 KT
service ceiling 4,570 meters 15,000 feet
range (no aux tank) 785 kilometers 485 MI / 425 NMI
_____________________ _________________ _______________________
An improved "EC 155B1" replaced the EC 155B in production in 2002. It
featured various minor refinements, such as new engine cowlings and
jettisonable cockpit doors, as well as Arriel 2C2 engines with FADEC and 700
kW (935 SHP) takeoff power. Eurocopter has also flown an "EC 155 HTT
(Helicoptere Tous Temps / Helicopter All Weather)" demonstrator with a
digital terrain map and avoidance system along with a refined glass cockpit.
* Early on in Dauphin 2 development a modified variant, the "SA 366G1", was offered in response to a requirement by the US Coast Guard (USCG) for a maritime rescue helicopter. The SA 366G1 won the contest, with the variant going into USCG services as the "HH-65A Dolphin". Initial flight of the first HH-65A, in France, was on 23 July 1980, with first formal delivery of an HH-65A on 1 February 1987. The Coast Guard acquired a fleet of 102 machines.
The HH-65A outwardly resembled a standard Dauphin 2, but it featured a number of changes, most notably fit of two Textron Lycoming LTS101-750A-1 turboshafts with 505 kW (680 SHP) each. The engine fit was clearly less powerful than that of the SA 365 and the selection would prove to be something of a blunder. Other features were a new automatic flight control system that included precision hover control, a useful feature in a rescue helicopter; a comprehensive navigation and communication suite, integrated by Rockwell Collins and featuring a datalink; and a nose-mounted Northrop Sea Hawk forward looking infrared (FLIR) imager for night and foul-weather vision. The HH-65A was fitted with inflatable flotation gear, plus a rescue hoist and searchlight on the right side of the machine.
From 2001, the HH-65A fleet was upgraded to "HH-65B" configuration, with a global positioning system (GPS) navigation receiver and twin flat-panel displays. This effort ended up paving the way for a more substantial upgrade.
Aircrews were never very happy about the LTS101 powerplants, which were not powerful enough from the start and eventually proved unreliable as well. A Dolphin with Turbomeca Arriel turboshafts performed its first flight in late 2002 as part of an evaluation of the alternate powerplants. This led to a crash program initiated in early 2003 to fit all 96 machines in the USCG HH-65 fleet with twin Turbomeca Arriel 2C2 turboshafts, providing 780 kW (1,054 SHP) each. The upgraded machines are designated "HH-65C". These machines have also been fitted for carriage of a light machine gun for homeland defense duties.
* Aerospatiale had originally decided to switch the Dauphin series from one to two engines with the military market in mind, and unsurprisingly development of civil versions of the Dauphin 2 was paralleled by development of a naval variant and an army variant, originally designated the "SA 365F" and "SA 365M" respectively. The family was eventually given the overall designation of "AS 565 Panther". New design features included increased use of composites, fit of a rear instead of hinged sliding door on each side (with the two hinged forward doors retained), redundant hydraulic systems, self-sealing fuel tanks, improved crashworthiness, armored crew seats, and options for cable cutters, an NVG compatible cockpit, and various fits of military avionics including provision for self-defense systems.
The prototype of the naval variant, a modified SA 365N, performed its initial flight on 22 February 1982, to be followed by the first production SA 365F machine on 2 July 1982. The naval variant was originally powered by twin Turbomeca Arriel 1M turboshafts providing 520 kW (700 SHP) each. Two subvariants were offered:
From 1997, the AS 56SA/MA was replaced in production by the "AS 565SB/MB", featuring various refinements, most notably Arriel 2C turboshafts. There were several buyers of the naval Panthers:
The French Navy is now working to upgrade their existing Eurocopter Panther helicopters to a "Mark 2" configuration. Changes will include:
The upgrade is to pave the way for carriage of a light antiship missile, now in the selection process.
* The prototype of the SA 365M army variant performed its first flight on 29 February 1984; it was followed in April 1986 by an improved prototype, the "SA 365K", which introduced the "Panther" name to the series. It was powered by twin Turbomeca Arriel 1M1 turboshafts with FADEC and 560 kW (750 SHP) takeoff power each. Three subvariants were offered:
Brazil was the first buyer, obtaining 36 support gunship Panthers with the local designation of "HM-1" and with deliveries from 1989. From 1997, the product line was updated to the "AS 565UB", AS 565CB", and "AS 565 AB" respectively, with various refinements and Arriel 2C turboshafts with 560 kW (750 SHP) takeoff power each.
* An "AS 565 Panther 800" demonstrator was flown in 1992, featuring twin LHTEC T800 turboshafts and an IBM-integrated avionics suite, the target customer being the US Army. There was no serious interest and the variant never entered production.
* The following table summarizes Dolphin / Panther variants:
variant notes
____________________________________________________________________
SA 360C Initial variant, single Astazou XVIIIA engine.
SA 361H Militarized SA 360C, one built.
____________________________________________________________________
SA 365C Initial twin variant with Arriel 1 turboshafts.
SA 365N Arriel 1C engines, retractable landing gear.
SA 365N1 Arriel 1C1 engines.
SA 365N2 Arriel 1C2 engines.
SA 365N3 Arriel 2C engines.
EC 155B New fuselage, 5 blade rotor, Arriel 2C1 engines.
EC 155B1 Arriel 2C2 engines.
____________________________________________________________________
HH-65A USCG machines with LTS101 engines.
HH-65B HH-65A with GPS navigation and flat-panel displays.
HH-65C HH-65B with Arriel 2C2 engines.
AS 565SA Naval combat variant with Arriel 1M engines.
AS 565MA Naval utility variant.
AS 565SB Improved AS 565SA with Arriel 2C engines.
AS 565MB Improved AS 565MA with Arriel 2C engines.
SA 365M Initial army combat prototype.
SA 365K Refined army combat variant.
AS 565UA Army utility variant.
AS 565CA Army anti-armor variant.
AS 565AA Army infantry support gunship.
AS 565UA Improved AS 565UA with Arriel 2C engines.
AS 565CA Improved AS 565CA with Arriel 2C engines.
AS 565AA Improved AS 565AA with Arriel 2C engines.
Panther 800 Demonstrator with LHTEC T800 engines, one built.
____________________________________________________________________
* The Dauphin 2 family is license-built in China by Harbin / HAI as the
"Z-9", with the initial production variant being the AS 365N1, assembled from
French-supplied kits. It was followed by a series of improved variants:
Some sources also indicate that Dauphin 2 machines are assembled in Brazil by Helibras, but details are unclear.
* I decided to document the Ecureuil family of helicopters; thinking that wouldn't amount to much, I decided to throw in the Dauphin as well. It turned out to be much more work than I thought, but I was happy with the result. It was in particular easy to find very nice photos of the machines online, and in fact some of the shots of Dauphins were so pretty that I had problems figuring out where to stop.
Helicopters are not over-documented, and so this writeup was put together by scanning through all the JANE'S ALL THE WORLD AIRCRAFT volumes I could find that mentioned these machines, as well as searches of the internet for useful clues. The Eurocopter website had a fun little interactive utility that allowed me to pick semi-custom paint schemes for the EC 130.
* Revision history:
v1.0.0 / 01 oct 09 / gvg
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