| Airbus Helicopters | |
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HW100 - 45000
UAW55 - 105000 RRW100 - 175000 PKRR - 7500 |
Airbus Helicopters Airbus Helicopters SAS Company type - Operating Division Industry - Aerospace Founded - 1992; 32 years ago Founder - Aérospatiale / Messerschmitt-Bölkow-Blohm Headquarters - Marseille Provence Airport (Marignane, France) Key people - Bruno Even (CEO) Products - Helicopters Revenue - Increase ˆ6.5 billion (2021) Operating income - Increase ˆ535 million (2021) Number of employees - 20,126 (2021) Parent - Airbus Subsidiaries - Subsidiaries Website - www.airbus.com/en/products-services/helicopters Airbus Helicopters SAS (formerly Eurocopter Group) is the helicopter manufacturing division of Airbus. It is the largest in the industry in terms of revenues and turbine helicopter deliveries. Its head office is located at Marseille Provence Airport in Marignane, France, near Marseille. The main facilities of Airbus Helicopters are at its headquarters in Marignane, France, and in Donauwörth, Germany, with additional production plants in Canada, Brazil (Helibras), Australia, Spain, Romania, the United Kingdom and the United States. The company, originally named Eurocopter, was rebranded Airbus Helicopters on 2 January 2014. History Airbus Helicopters was formed in 1992 as Eurocopter Group, through the merger of the helicopter divisions of Aérospatiale and DASA. The company's heritage traces back to Blériot and Lioré et Olivier in France and to Messerschmitt and Focke-Wulf in Germany. Airbus Helicopters and its predecessor companies have established a wide range of helicopter firsts, including the first production turboshaft-powered helicopter (the Aérospatiale Alouette II of 1955); the introduction of the Fenestron shrouded tail rotor (on the Gazelle of 1968); the first helicopter certified for full flight in icing conditions (the AS332 Super Puma, in 1984); the first production helicopter with a Fly-by-wire control system (the NHIndustries NH90, first flown in full FBW mode in 2003); the first helicopter to use a Fly-by-light primary control system (an EC135 testbed, first flown in 2003); and the first ever landing of a helicopter on Mount Everest (achieved by an AS350 B3 in 2005). As a consequence of the merger of Airbus Helicopters' former parents in 2000, the firm is now a wholly owned subsidiary of Airbus. The creation of what was then called EADS in 2000 also incorporated CASA of Spain, which itself had a history of helicopter-related activities dating back to Talleres Loring, including local assembly of the Bo105. Today, Airbus Helicopters has four main plants in Europe (Marignane and La Courneuve in France, and Donauwörth and Kassel in Germany), plus 32 subsidiaries and participants around the world, including those in Fort Erie Canada, Brisbane, Australia, Albacete, Spain and Grand Prairie, USA. Since approximately 2006, Eurocopter has been involved in the planning for the proposed pan-European Future Transport Helicopter project. As of 2014, more than 12,000 Airbus Helicopters were in service with over 3,000 customers in around 150 countries. Eurocopter became Airbus Helicopter at the start of 2014. Eurocopter sold 422 helicopters in 2013 and delivered 497 helicopters that year. In 2014, AH built a concrete cylinder for testing helicopters before first flight. In December 2022, it was announced Airbus Helicopters has acquired the Kassel-Calden-headquartered gearbox and component supplier, ZF Luftfahrttechnik from ZF Friedrichshafen for an undisclosed amount. The business will be rebranded as Airbus Helicopters Technik. In May 2024, Airbus Helicopters signed a MoU with Small Industries Development Bank of India (SIDBI) to finance civil helicopter purchases in India. Products Some of the helicopters were renamed in 2015, resembling Airbus airplane naming. When the division changed its name from Eurocopter Group to Airbus Helicopters in 2014 the trade names of the products were changed (applied by 1 January 2016) to reflect this. Suffixes, as well as the differentiation for single or twin engines, were no longer to be used. Military versions were to be symbolized by the letter M. The only exceptions to this new branding were the AS365, the AS565, the Tiger and the NH90, which will keep their current names. Name - Type - Thumbnail - Introduced - MTOW, t (lb) H125 {15770} - Light single-engine - _ - 1975 - 2.25 (5,000) H130 {15770} - Light single-engine - _ - 2001 - 2.5 (5,500) H135 {15770} - Light twin-engine - _ - 1996 - 2.98 (6,600) H145 {15770} - Light twin-engine - _ - 2002 - 3.7 (8,200) H155 {15770} - Medium twin-engine - _ - 1999 - 4.92 (10,800) H160 {15770} - Medium twin-engine - _ - 2019 - 6.05 (13,300) H175 {15770} - Super medium twin-engine - _ - 2014 - 7.8 (17,000) H215 {15770} - Heavy twin-engine - _ - 1980 - 9.15 (20,200) H225 {15770} - Heavy twin-engine - _ - 2004 - 11.2 (25,000) NH90 [a] {15770} - Military utility twin-engine - _ - 2006 - 10.6 (23,000) Tiger {15770} - Military attack twin-engine - _ - 2003 - 6.6 (15,000) Projects X³ rotorcraft - hybrid helicopter with two forward propellers, which achieved a 255-knot speed milestone in level flight in June 2011. Airbus Helicopters X6 - Two year concept study into the possible launch of an 11.5t helicopter to replace the H225. Airbus RACER, experimental high-speed compound helicopter developed from the X³, targeting a 2020 first flight. Airbus CityAirbus, electrically powered VTOL aircraft demonstrator, intended for an air taxi role. Comparable major helicopter manufacturers: Leonardo Bell Helicopter Boeing Rotorcraft Systems MD Helicopters Russian Helicopters Sikorsky Aircraft Airbus Helicopters H160 H160 Role - Medium utility helicopter National origin - Multinational Manufacturer - Airbus Helicopters First flight - 13 June 2015 Introduction - 2021 Status - In production Produced - 2015-present The Airbus Helicopters H160 (formerly X4) is a medium utility helicopter developed by Airbus Helicopters. Formally launched at Heli-Expo in Orlando, Florida on 3 March 2015, it is intended to replace the AS365 and EC155 models in the firm's lineup. In June 2015, the first test flight took place. It received its EASA type certification in July 2020, and first deliveries were in December 2021. Development The Airbus Helicopters H160 was first revealed to the public in 2011, at which point it was referred to by company representatives by the designation X4 - a designation which implied it to be a follow-on from the Eurocopter X3, a high-speed hybrid helicopter technology demonstrator. Speaking in early 2011, Eurocopter (later renamed as Airbus Helicopters) chief Lutz Bertling declared that the X4 would be a "game changer", contrasting significance of the innovations it would feature with Airbus' development of fly-by-wire controls. Early features alluded to include Blue Edge active tracking rotor blades, advanced pilot assistance functionality, and reduced vibration to "near-jet" levels of smoothness. The X4 was also described as having a "radically different" cockpit, Bertling stating that "The cockpit as we know it today will not be there". It was also announced that the X4 would be introduced in two stages: an interim model in 2017 with some of the advanced features absent, and a more advanced model following in 2020. The development program for the X4 cost ˆ1 billion ($1.12 billion). Cutting-edge features, including proposed highly advanced control systems, were toned down or eliminated as too risky or costly. On 3 March 2015, the X4 was formally unveiled under the H160 designation. It has been marketed as a successor to the company's existing Eurocopter AS365 Dauphin and competes with the AgustaWestland AW139, Sikorsky S-76 and Bell 412; Guillaume Faury, Airbus Helicopters Chief Executive, referred to the H160 as being "the AW139 killer". The H160 began Airbus Helicopter's re-branded naming convention; starting 1 January 2016, helicopters in the same range shall bear the 'H' designation, resembling how Airbus names their commercial aircraft. A design emphasis was placed on using Airbus' production and support techniques as used for advanced fixed-wing aircraft such as the Airbus A350 passenger jet; accordingly, a pair of test rigs were built to separately test the dynamic and system elements respectively to speed up the design process. On 29 May 2015, the first H160 prototype was unveiled at Airbus Helicopters' Marignane facility in France. Flight testing On 13 June 2015, the first prototype performed its first flight from Marignane. By November 2015, the flight envelope of the prototype had been progressively expanded, having attained a maximum altitude of 15,000 feet (4,600 m) and a maximum speed of 175 knots (324 km/h; 201 mph) so far. On 18 December 2015, the second prototype, the first H160 to be equipped with Turbomeca Arrano engines, performed its initial ground run; its maiden flight took place on 27 January 2016. In November 2015, it was announced that certification of the H160 and its entry into service with civil operators were both scheduled to take place in 2018; a military-orientated variant, designated H160M, is aimed to enter service in 2022. In March 2016, H160 program chief Bernard Fujarski stated that nearly all milestones set for 2015 had been achieved, save for the second prototype's first flight having been delayed to January 2016, and that the H160's aerodynamic configuration had been validated. Testing had revealed a need to relocate some electronics systems to the rotorcraft's nose from the rear portion of the main fuselage for center of gravity reasons, while the fenestron shrouded tail rotor had reportedly exceeded performance expectations. In 2015, Airbus estimated that there was a market for 120-150 airframes annually; the company intends to initially increase the manufacturing rate to roughly 50 aircraft per year. In July 2016, it was announced that the aeromechanical configuration of the rotorcraft had been frozen. Manufacturing of the first production H160 is scheduled for 2017; the first delivery may take place in late 2018 or early 2019. A new production scheme, drawing inspiration from the automotive industry, is to be implemented in the H160's construction; it is a stated aim for the final assembly lead time of the new rotorcraft to be half of that of the preceding Dauphin. In March 2017, French defence minister Jean-Yves Le Drian announced at Marignane that the H160 was selected as the basis for its tri-service light rotorcraft replacement programme, the hélicoptère interarmées léger (HIL), with between 160 and 190 required from 2024 to replace 420 aircraft : French navy’s Alouette IIIs, SA 365 Dauphin and AS565 Panther, the French Air Force’s AS555 Fennec and SA330 Pumas; and the French army Pumas, SA341/SA342 Gazelles and Fennec. In May 2019, French Minister of the Armed Forces Florence Parly christened this helicopter as H160M Guépard. In October 2017, the initial pair of prototypes reached 500h of flight testing while the third should make its maiden flight, the entire flight envelope had been opened leaving hot weather, antennas, optional equipment testing and certification flights. In 2018, 10 pre-serial helicopters were assembled before certification and deliveries in 2019, production was looking to be increased to 50 per year. The first serial H160 made its maiden flight on 14 December 2018. Its Safran Arrano turboshaft received its type certificate during the June 2019 Paris Air Show, before EASA approval for the H160 planned for the fourth quarter before first delivery to a US customer for corporate transport in May 2020. After 1500 hours of flight tests and demo flights with three prototypes, the H160 was type certified by the EASA on 1 July 2020, before FAA certification and delivery to a US customer planned for the same year. Japanese certification followed in May 2021 and in Brazil in September, and the first H160 was delivered on 10 December to All Nippon Helicopter for electronic news gathering, starting in 2022. Design The Airbus Helicopters H160 takes advantage of several advanced manufacturing technologies and materials in order to produce a lighter, more efficient design. One weight-saving measure was the replacement of conventional hydraulic landing gear and brakes with electrical counterparts, the first helicopter in the world to do so; according to Airbus the elimination of hydraulic components makes the rotorcraft both lighter and safer. In 2015, Airbus claimed that the all-composite H160 would deliver the same basic performance as the rival AgustaWestland AW139 while being 1 tonne lighter, having a lower fuel consumption and offering 15-20% lower direct operating costs. The composite fuselage also provided for greater design freedom of the rotorcraft's external styling. During the aircraft's development features such as full de-icing equipment and a fly-by-wire control system were deemed too heavy or costly for the benefits they would deliver and were eliminated. The H160 is the first rotorcraft to feature the Blue Edge five-bladed main rotor. This incorporates a double-swept shape that reduces the noise generation of blade-vortex interactions (BVI), a phenomenon which occurs when the blade impacts a vortex created at its tip, resulting in a 3-4 dB noise reduction and raising the effective payload by 100 kg (220 lb) compared with a scaled Eurocopter AS365 Dauphin rotor design. Aerodynamic innovations include a biplane tailplane stabiliser for greater low speed stability, and a quieter canted fenestron which combined produce an extra 80 kg of lift. The H160 is the first civilian helicopter to utilise a canted fenestron anti-torque tail rotor. The H160 will be powered by two Turbomeca Arrano turboshaft engines; a second engine, the Pratt & Whitney Canada PW210E, was to be offered as an alternative option, but this was eliminated due to insufficient power output and to reduce design complexity. A redundant backup for the gearbox lubrication system enables in excess of five hours of flight following a primary failure without causing mechanical damage. In early 2015, Airbus claimed that the H160 is intended to have a "day one" availability rate expectation exceeding 95 percent. The H160 features the Helionix avionics suite, the cockpit being equipped with a total of four 6 in × 8 in (15 cm × 20 cm) multifunctional displays. Airbus Helicopters collaborated with Esterline CMC to develop portions of the avionics, such as the CMA-9000 Flight Management System and the CMA-5024 GPS landing system sensor, to automate the landing process. A full flight simulator has also been developed for the H160, in partnership with Helisim and Thales Group. The avionics provide a level of commonality with the company's earlier Eurocopter EC145 T2 and Eurocopter EC175 helicopters. Commentators have stated that this commonality to be similar to AgustaWestland's rotorcraft family concept. Variants Civilian 1) H160 Prototype civil-orientated model. 3 built. PT1 powered by P&WC engines, first flew 13 June 2015. PT2 powered by Arrano engines, first flew 27 Jan 2016. PT3 fitted with cabin interior and first flew 13 October 2017 2) H160-B Civil production variant, certified in July 2020. Military 1) H160M Base military-orientated model. 2) HIL H160M Guépard (hélicoptère interarmées léger - Joint Light Helicopter) Version developed for the French Armed Forces. Specifications (H160) (Data from Airbus) General characteristics Crew: 1/2 Capacity: 12 Length: 13.96 m (45 ft 10 in) Width: 3.54 m (11 ft 7 in) Height: 4.91 m (16 ft 1 in) Empty weight: 4,050 kg (8,929 lb) Max takeoff weight: 6,050 kg (13,338 lb) Useful load: up to 2,000 kg (4,409 lb) Fuel capacity: 1,120 kg (2,469 lb) Powerplant: 2 × Safran Arrano 1A turboshaft engines, 955 kW (1,280 shp) each Main rotor diameter: 13.40 m (43.96 ft) Main rotor area: 141 m2 (1,520 sq ft) Performance Cruise speed: 255 km/h (158 mph, 138 kn) Range: 880 km (550 mi, 475 nmi) Endurance: 4 h 30 min with standard fuel tanks Service ceiling: 6,096 m (20,000 ft) , 9,300 ft (2,835 m) hover ceiling IGE Disk loading: 42.9 kg/m2 (8.8 lb/sq ft) Aircraft of comparable role, configuration, and era AgustaWestland AW139 HAL Dhruv Kamov Ka-60 Sikorsky S-76 TAI T625 KAI LCH KAI LAH Bell 412 H160-B civil variant Airbus Helicopters H160 mockup at the 2015 Dubai Airshow Airbus Helicopters H160M Guépard mock-up at Paris Air Show 2019 H160 tail showing biplane stabiliser, canted fenestron and rotor tip H160 rotor hub and exhaust The H160M variant planned for the French Navy, with a prominent radome mounted on the nose of the aircraft and weapon carriers on the sides H160 cockpit mockup Airbus Helicopters H175 H175 / AC352 Role - Super-medium utility helicopter National origin - Multinational Manufacturer - Eurocopter / Airbus Helicopters / Aviation Industry Corporation of China First flight - H175: 17 December 2009 / AC352: 20 December 2016 Introduction - H175 : December 2014 Status - In service Produced - 2009-present The Airbus Helicopters H175 (formerly Eurocopter EC175) is a 7-ton class super-medium utility helicopter produced by Airbus Helicopters (formerly Eurocopter Group). In China, the H175 is produced by the Aviation Industry Corporation of China (AVIC) as the Avicopter AC352. Originally launched as the Eurocopter EC175 and the Harbin Z-15, it has been referred to as being a 'super-medium' helicopter. Formally launched at Heli-Expo in Houston on 24 February 2008, it was predicted by Airbus Helicopters that approximately 800 to 1,000 EC175s would be sold over an initial 20-year period. It entered service in December 2014; in 2015, the EC175 was formally renamed to the H175, in line with Eurocopter's corporate rebranding as Airbus Helicopters. Development In February 2005, Eurocopter president Fabrice Brégier revealed that in-depth discussions were being held between Eurocopter and China Aviation Industry Corporation II (AVIC II) on the topic of the co-development of a new medium-heavy twin-engine helicopter, tentatively designated as the EC175. In October 2005, AgustaWestland acknowledged that it had also been approached by AVIC II, and that the firm was interested in participating if Eurocopter failed to secure the co-development contract. On 5 December 2005, the signing of a development contract for the EC175 was announced by Eurocopter and AVIC-II's subsidiary Harbin Aircraft Industry Group (HAIG). Early development work on the project proceeded as per schedule: On 5 December 2006, the Preliminary Design Review (PDR) was completed; the Critical Design Review (CDR) was completed on 5 December 2007, at which point the design of the aircraft and all its sub-systems was frozen. In 2008, it was expected that development of the EC175 would cost ˆ600 million. The EC175 was developed through close cooperation with existing operators via a customer advisory team (CAT) approach. During the EC175's formal unveiling at Heli-Expo 2008, Eurocopter booked a total of 111 purchase options from 13 customers, including launch customers Bristow Helicopters and the VIH Aviation Group. During the Zhuhai Airshow in November 2008, a letter of intent for 5 Z-15s was signed between HAIG and Chinese domestic general-purpose aviation company Longken General Aviation Cooperation. As defined in 2008, the commercial marketing of the EC175 as follows: HAIG is responsible for selling the type within China and neighboring nations, Airbus Helicopters is responsible for sales to the rest of the world. On 4 December 2009, the EC175 prototype made its unofficial first flight; the official maiden flight of the prototype was on 17 December 2009 in Marignane, France. A two-year delivery delay was encountered, partly due to certification issues with the rotorcraft's Helinix avionics suite. The European Aviation Safety Agency (EASA) were originally expected to issue type certification for the EC175 sometime in 2013; this was formally received in January 2014. In September 2015, Avicopter publicly revealed their first AC352 prototype. In December 2015, flight tests of the Turbomeca Ardiden 3C/WZ16 powerplant were performed using an H175 prototype. An initial assembly line for the EC175 was established at Airbus Helicopters' Marignane facility; in 2008, it was reported that a second assembly line for the type was intended to follow within five years. In April 2014, an agreement between Airbus Helicopters and Avicopter was made for the production of 1,000 EC175; lasting for 20 years, manufacturing is split half-and-half between separate assembly lines operated by the two firms. As of June 2014, the EC175 had the distinction of holding both the 3 km and 6 km time-to-climb records for its class, ratified by FAI, at about a minute per kilometre. In May 2015, a H175 was used as a demonstrator for Airbus Helicopter's low-noise helicopter instrument approach project, a world-first achieved via satellite-augmented navigation to optimize rotor-craft noise levels. By May 2015, the H175 had been certified for single-pilot operations under visual flight rules (VFR); Airbus Helicopters is studying single-pilot operations under instrument flight rules, but this is not considered to be a priority due to low demand for this functionality. Design Airbus Helicopters is responsible for the H175's main gearbox, tail rotor, avionics, autopilot, hydraulic and electrical systems, doors and transparencies. Airbus Helicopters is also the technical lead and system integrator, and built two of the three prototypes (the first and third). HAIG is responsible for the airframe, tail and intermediate gearboxes, main rotor, fuel system, flight controls and landing gear. Each firm separately handles marketing, customer support, and certification efforts for the type. Both the design and production of the rotorcraft made extensive use of computer-aided design/computer-aided manufacturing (CAD/CAM). CAD allowed Airbus Helicopters and HAIG to create a virtual mock-up, simplifying coordination between partners based 10,000 km apart. Airbus Helicopters-built H175s are powered by two 1,325 kW (1,775 shp) class, Full Authority Digital Engine Control (FADEC)-equipped Pratt & Whitney Canada PT6C-67E turboshaft engines, which provide for a 5,000-hour time between overhaul (TBO) and on-condition maintenance. Chinese-produced AC352s are equipped with two modular 1,800 shp class, dual-FADEC Turbomeca Ardiden 3C/WZ16 turboshaft engines, which were specifically developed by a joint partnership between Turbomeca and AVIC Engine for the rotorcraft. The engines drive the rotorcraft's five-blade Spheriflex main rotor and a three-blade tail rotor. The EC175's main gearbox will incorporate two accessory gearboxes and will be de-clutchable, avoiding the cost and weight of an auxiliary power unit (APU). The gears and the casing of the H175's main gearbox were developed using CATIA V5, a first for Airbus Helicopters. The H175 was designed to exceed EASA CS-29 crashworthiness requirements. It is capable of performing full Category A dual-pilot operation; additionally, it possesses Sea State 6 capability, and can be equipped with two oversized 18-passenger life rafts and an emergency flotation system. Airbus Helicopters states that the H175's noise signature is "way below" International Civil Aviation Organization (ICAO) requirements. The H175 is built for civilian and parapublic applications, its primary markets being support of the oil and gas industry and search and rescue missions. Other applicable roles include parapublic operations, homeland security, air medical services, utility missions and corporate transportation. The EC175 is offered with multiple interior seating configurations, housing up to 18 passengers in an oil and gas transport configuration, 9-12 passengers in an executive layout, and 6-8 in a VIP configuration It is fitted with wide sliding doors for ease of access and oversized jettisonable windows for emergency egress. The H175 has a flat floor without any partition between the cockpit and the cabin area, which enables various flexible layouts to be adopted. Either auxiliary fuel tanks or a storage area can be installed beneath the cabin floor, which can be accessed internally; a large luggage compartment externally accessible from either side is present in some configurations. The Helionix avionics suite is used on the H175; much of the state-of-the-art avionics are derived from those developed for the Eurocopter EC225; one such system is the Automatic Flight Control System (AFCS), a 4-axis dual-duplex autopilot which is linked to the rotorcraft's Flight Management System. The cockpit features a total of four 6X8-inch multi-function LCD displays, plus an optional central mission display. The H175's cockpit is night vision goggles-compatible. A sensor operator's console can be installed in the main cabin area, and a chin-mounted electrical-optical sensor can be equipped. Operational history In December 2014, the first production H175s, of the oil and gas industry model, entered service with Belgian operator Noordzee Helikopters Vlaanderen (NHV) for operations over the North Sea; by August 2015, the first two examples had accumulated 1,000 flight hours over 750 flights, carrying a total of 11,000 passengers, while achieving a dispatch rate in excess of 90%. NHV has ordered a total of 16 H175s. It has been alleged that the People's Liberation Army intends to order a large quantity of AC352s in the next decade to replace a significant portion of their existing rotorcraft fleet, such as older Mil Mi-8s, Sikorsky S-70s, Harbin Z-8s and Harbin Z-9s. In March 2015, Bristow Group became the then-largest customer for the type, ordering a total of 17 H175s for offshore oil and gas missions. A further 5 units were added to the order in 2017. By January 6, 2020, the order for 22 units was canceled as part of Bristow's emergence from Chapter 11 bankruptcy. In June 2015, leasing firm Milestone Aviation Group expanded the number of H175s that it had on order to 28 rotorcraft. In June 2015, Russian operator UTair, who had ordered a total of 15 H175s from Eurocopter Vostok in March 2011, announced that the remainder of its order had been placed on hold, this move was linked with a decline in oil prices and international sanctions placed upon Russia. In September 2015, it was announced that the Hong Kong Government Flying Service would become the launch customer for the Search and Rescue (SAR) variant of the H175. Operators - Belgium Noordzee Helikopters Vlaanderen - Hong Kong Government Flying Service - Ireland Milestone Aviation Group (28 on order) - Malaysia Hornbill Skyways - Mexico Transportes Aereos Pegaso (9 on order) - Netherlands Heli Holland - Russia UTair (15 on order) - Thailand Royal Thai Police - United Kingdom CHC Helicopter - Uzbekistan Uzbekistan Airways Variants EC175 Original Eurocopter designation before it became Airbus Helicopters. H175 Re-designation of the EC175. Pratt & Whitney Canada PT6 powered variant produced with different role fits including search and rescue, oil and gas industry, and VIP roles. H175M Military variant. Offered to the Royal Air Force (UK) for its New Medium Helicopter (NMH) programme. Z-15 Original Chinese designation. AC352 Chinese-produced aircraft with WZ-16 engines. Specifications (EC175) (Data from EASA Type certificate and Airbus Helicopters website) General characteristics Crew: 2 Capacity: 12-18 pax Length: 18.06 m (59 ft 3 in) rotors running . 15.68 m (51 ft) nose to tail rotor disc Height: 5.34 m (17 ft 6 in) to tail rotor tip Empty weight: 4,603 kg (10,148 lb) Gross weight: 7,500 kg (16,535 lb) Max takeoff weight: 7,800 kg (17,196 lb) Fuel capacity: 2,710 L (720 US gal; 600 imp gal) / 2,136 kg (4,709 lb) Powerplant: 2 × Pratt & Whitney Canada PT6C-67E turboshaft engines with dual channel FADEC, 1,324 kW (1,776 hp) each for take-off . 1,227 kW (1,645 hp) maximum continuous power Main rotor diameter: 14.8 m (48 ft 7 in) Main rotor area: 172 m2 (1,850 sq ft) Performance Maximum speed: 315 km/h (196 mph, 170 kn) Cruise speed: 300 km/h (190 mph, 160 kn) Range: 1,259 km (782 mi, 680 nmi) Service ceiling: 6,000 m (20,000 ft) Rate of climb: 18.288 m/s (3,600.0 ft/min) Aircraft of comparable role, configuration, and era AgustaWestland AW149 AgustaWestland AW189 Bell 525 Relentless Harbin Z-20 KAI KUH-1 Surion NHIndustries NH90 Sikorsky UH-60 Black Hawk An EC175 prototype during a demonstration flight, 2011 View of an in-flight H175, 2013 H175 on static display, 2009 H175 of Noordzee Helikopters Vlaanderen at Aberdeen Airport in 2017 Rearview of a H175, 2013 Airbus CityAirbus CityAirbus Role - Electric aircraft project National origin - Multinational Manufacturer - Airbus Helicopters First flight - May 3, 2019; 5 years ago Status - Under development The Airbus CityAirbus is a multinational project by Airbus Helicopters to produce an electrically powered VTOL personal air vehicle demonstrator. It is intended for the air taxi role, to avoid ground traffic congestion. Development The CityAirbus follows other Airbus Urban Air Mobility initiatives: Skyways to deliver packages by UAVs on the National University of Singapore campus, the A³ Vahana single-passenger, self-piloted VTOL aircraft and the A³ Voom on-demand shared helicopter booking service app by Airbus. A 2015 feasibility study confirmed the design's operating costs and that it could meet safety requirements.Full-scale testing of the ducted propeller drivetrain was completed in October 2017.Type certification and commercial introduction are planned for 2023. The iron bird systems test prototype was completed and powered on in December 2017 on a test bench in Taufkirchen, Germany, to test the propulsion system chain, flight controls and propeller dynamic loads, verifying the electric, mechanical and thermal dynamics before being installed on the flight demonstrator by mid-2018. The first structural parts for the demonstrator were produced by Airbus Helicopters. The aircraft's first uncrewed flight was on 3 May 2019. Crewed flights have been planned for 2019. 31 August 2020 the CityAirbus demonstrator moved from Donauwörth to Manching near Ingolstadt in Bavaria. After 242 flights over 1,000 km (540 nmi) in total with the Vahana and CityAirbus demonstrators, Airbus updated the CityAirbus project in September 2021. The new configuration boasts a fixed wing, a V-tail, and eight electric propellers without moving surfaces or tilting parts. It should carry up to four passengers over 80 km (43 nmi) at 120 km/h (65 kn) with sound levels below 65 dB(A) during fly-over and below 70 dB(A) during landing. First flight is planned for 2023 and certification is expected around 2025. EASA is already working on a special condition VTOL (SC VTOL) means of compliance (MOC) to certify eVTOL aircraft. The final version of the MOC for eVTOLs will use newly developed Eurocae standards. The second flight control computer will be developed in collaboration with Diehl Aviation and Thales. Design The multirotor is intended to carry four passengers, with a pilot initially and to become self-piloted when regulations allow.The overall system is being developed in Donauwörth, with the electrical propulsion system built in Ottobrunn/Munich.The use of four ducted fans contribute to safety and low acoustic footprint.The fully integrated drivetrain has eight propellers and eight 100 kW (130 hp) Siemens SP200D direct-drive electric motors.The fixed pitch propellers are controlled by their RPM.The four electric batteries total 110 kWh (400 MJ) and can produce a combined output four times 140 kW (190 hp). The design should cruise at 120 km/h (65 kn) on fixed routes with 15 minutes endurance. Specifications (Data from Electric VTOL News) General characteristics Crew: 1 optional Capacity: 4 passengers 250 kg (550 lb) payload Length: 8 m (26 ft 3 in) Wingspan: 8 m (26 ft 3 in) Max takeoff weight: 2,200 kg (4,850 lb) Powerplant: 8 × vertical electric ducted fan, 100 kW (130 hp) each specially designed Siemens SP200D direct-drive, 4 × 140 kW (190 hp) battery output Propellers: 2.8 m (9 ft 2 in) diameter pitch rotor Performance Cruise speed: 120 km/h (75 mph, 65 kn) Endurance: 15 minutes See also - Air taxi - Airbus A³ Vahana - Boeing Passenger Air Vehicle - Urban air mobility Related development - Volocopter Updated configuration in September 2021: main wing with six ductless rotors, twin boom tail with two control rotors Model presented at the June 2017 Paris Air Show December 2017 concept Test flight on January 20, 2020 Siemens direct drive motor for the CityAirbus project Eurocopter EC120 Colibri (Airbus Helicopters H120) EC120 Colibri . HC120 Role - Light utility helicopter National origin - Multinational Manufacturer - Eurocopter . Airbus Helicopters . Harbin Aircraft Industry Group First flight - 9 June 1995 Introduction - 1998 Status - Out of production Produced - 1995-2017 Number built - ~700 (2015) The Eurocopter (now Airbus Helicopters) EC120 Colibri ("hummingbird") is a five-seat, single-engine, light utility helicopter. Jointly designed and developed by Eurocopter, China National Aero-Technology Import & Export Corporation (CATIC), Harbin Aviation Industries (Group) Ltd (HAIG) and Singapore Technologies Aerospace Ltd (STAero) at Eurocopter France's Marignane facility, the EC120B was assembled by Eurocopter in France and Australia. In China, the aircraft is produced by Harbin Aircraft Manufacturing Corporation (HAMC) as the HC120. In 2004, HAMC began local manufacturing of the HC120 at their assembly line in Harbin, in northern China. In the Chinese market, both the People's Liberation Army and multiple local police forces have purchased HC120 helicopters. Development The EC120 Colibri has its origins in the P120, a proposal by French helicopter manufacturer Aérospatiale that was intended to replace both their Aérospatiale Gazelle and Aérospatiale SA 315B Lama single engine helicopters. During the 1980s, Aérospatiale sought international partners with which to co-produce the P120, these included aerospace companies in China, Singapore, and Australia. In the aftermath of the Chinese Government's crackdown on the Tiananmen Square protests of 1989, the exclusion of Chinese involvement in the project was speculated. On 20 October 1992, a contract for the joint development contract of the new helicopter was signed by the three principle partners of the project, the newly formed Eurocopter, China National Aero-Technology Import & Export Corporation (CATIC) and Singapore Aerospace Ltd (STAero). Under the joint development agreement, Eurocopter received a 61% controlling interest and technical leader in the programme, CATIC received a 24% work share and STAero received a 15% work share; CATIC designed and produced the cabin structure and fuel system, STAero produced the tail boom, access doors, and composite materials, while Eurocopter produced the dynamic assemblies, installed the avionics, electrical and hydraulic systems, and conducted the final assembly activity. Development of the rotorcraft allowed Eurocopter to extend its range to include 1.5-tonne (1.7-short-ton) rotorcraft. On 9 June 1995, the first prototype EC120 Colibri conducted its maiden flight. By February 1996, the prototype had accumulated 60 flight hours, a second prototype joined the test program later that year. In February 1997, the EC120 Colibri was formally launched at the Helicopter Association International (HAI) show in Anaheim, California; by June 1997, more than 50 orders had been received for the type. By October 1998, more than 100 orders had been received for the type, leading Eurocopter to increase the production rate from four helicopters per month to six. In 2002, Eurocopter was in the process of establishing a second assembly line for the EC120 at Australian Aerospace's facility in Brisbane, Australia. In September 2003, Eurocopter and China Aviation Industry Corporation II (AVIC II) expanded their partnership agreement to include a co-production arrangement with AVIC II-subsidiary Harbin Aircraft Industry Group (HAIG). On 11 June 2004, a final production agreement was signed; under the agreement, CATIA and HAIG received exclusive market rights in China, and Eurocopter agreed to stop selling French-built EC120s in mainland China. In June 2014, the People's Liberation Army of China became the launch customer for the Harbin-produced HC120, reportedly placing an order for eight of the type with options for fifty more. On 30 November 2017 Airbus Helicopters formally announced the end of the H120 program citing low delivery numbers. Only five H120s were delivered in 2016 compared to 63 Robinson R-66s. Airbus stated they are moving away from the lower end of the market spectrum and those helicopters are not as sophisticated as their traditional product line. Diesel demonstrator Within the Green Rotorcraft European Clean Sky Joint Technology Initiative environmental research program started in 2011, a H120 Technology demonstrator equipped with a HIPE AE440 high-compression aircraft diesel engine, running on jet fuel, first flew on 6 November 2015. It aimed to reduce pollutant emissions and increase fuel efficiency, nearly double the range and enhance operations in hot and high conditions. The powerplant trialed was a liquid-cooled, dry sump lubricated 4.6-liter 90° V8 engine with an 1,800-bar (26,000 psi) common rail direct injection, fully machined aluminum blocks, titanium connecting rods, steel pistons and liners, one turbocharger per cylinder bank. With an air-to-air intercooler, it weighed 197 kilograms (434 lb) without gearbox and the 330 kW (440 hp) installed powerpack weighs 249 kilograms (549 lb). The rotors were driven via the existing transmission, the faster-turning Turbomeca Arrius turboshaft was replaced with a multiplier gearbox. The brake specific fuel consumption was 200 g/kW⋅h. Torque oscillations were reduced through a light torsional shaft and vibrations are damped by Silent blocs. It was manufactured by Teos Powertrain Engineering - a joint venture between Mecachrome and D2T (IFPEN group) - for the mechanical design, engine main parts manufacturing, assembly and testing and Austro Engine for the dual-channel FADEC and harness, fuel system, airworthiness. Power was maintained at 2,500 m and ISA+20° and it achieved 42% a fuel consumption reduction, reducing the direct operating costs by 30% along with simpler maintenance. Design The EC120B Colibri is a single-engine multimission helicopter, designed for safe, simple, and cost-effective operations. It incorporates several of Eurocopter's trademarked technologies, those of prominence are the three-bladed Speriflex main rotor head and the eight-bladed fenestron anti-torque tail rotor; these have been partially credited with contributing to the rotorcraft's noise signature, which is 6.7 decibels below International Civil Aviation Organization (ICAO) limits. Airbus Helicopters has claimed that the EC120 B possesses the lowest operating cost in its class. As of 2014, the EC120 has the distinction of being the only single-engine rotorcraft to be certified to JAR/FAR 27 standards; measures incorporated to meet these standards include an energy-attenuating main structure, energy-absorbent seats for all on board, and a crash-resistant fuel system. The aircraft features a wide, ergonomic cabin with high levels of external visibility, which can accommodate a single pilot along with four passengers in typical passenger configuration. The design of the cabin is suitable for a wide variety of civilian and parapublic missions, such as utility transport, offshore transport, training, law enforcement, casualty evacuation and corporate transport. In the casualty evacuation role, the rotorcraft can carry one pilot and one stretcher patient as well as one or two medical attendants. In a cargo-carrying capacity, the EC120 can carry one pilot plus 2.94 m3 (104 cu ft) of total useful load volume spread between the cabin and the 0.8 m3 (28 cu ft) hold, which is externally accessible from the right-hand side and to the rear, as well as from the cabin in some configurations. To ease cargo operations, the cabin floor is flat and unobstructed; alternatively, a cargo sling can be installed to carry cargo of up to 700 kg (1,540 lb). According to Airbus Helicopters, the EC120B integrates a high level of advanced technology to make the rotorcraft easier and safer to fly, as well as to reduce costs. A particular emphasis was placed on allowing end-customers to perform as much of the maintenance tasks themselves. The primary instrument panel is the twin-screen vehicle and engine multifunction display (VEMD) which provides control and monitoring of various aspects of the rotorcraft, such as the fenestron tail rotor and key engine parameters; the VEMD decreases overall pilot workload for greater safety. In a baseline configuration, flight controls are installed only on the right-hand side, dual controls or left-hand only flight controls can be optionally installed. Third parties have offered their own avionics suites for the EC120, adding functionality such as an autopilot. In addition to various civil roles, the EC120 has also been used by several military operators to conduct training, observation and light utility missions. Airbus Helicopter has promoted the type in a training capacity due to features such as positive control response, performance computation systems, modern instrumentation for ease of use, overall compact size, and a high level of cabin visibility. A wide range of optional equipment can be installed upon the EC120 B, this includes a wire strike protection system, air conditioning, sand filter, skis, windshield wipers, electrical external mirrors, a cargo sling, emergency flotation gear, forward looking infrared (FLIR) cameras, and external spotlights. For corporate customers, the EC120 can be equipped with a Stylence interior, offering a luxurious interior with leather upholstery, in-flight office and telecommunications facilities, along with reduced noise and vibration levels via additional insulation. Operational history The first EC120B was delivered in 1998. By 2008, Eurocopter had already delivered more than 550 Colibris to various customers. In 2004, the United States Department of Homeland Security U.S. Customs and Border Protection (CBP) selected the EC120B to meet its Light Sign Cutter requirement, a program potentially involving 55 aircraft with a total value of US$75 million in then-year dollars. In 2006, the CBP ordered 15 EC120B helicopters, with a further five aircraft since ordered. The Spanish Air and Space Force (SASF) has procured a number of EC120s, which are used as rotary-wing trainers at the Armilla AFB. In 2003, the SPAF formed an aerobatic display team, the Patrulla ASPA, which use the type; a typical display involves five EC120s performing complex manoeuvers in addition to formation flight. In January 2008, the French Defense Ministry selected the EC120 as the French Army's new lead-in rotary-wing trainer to replace the Aérospatiale Gazelle. 36 EC120 Bs equipped with Sagem avionics shall be operated through a 22-year public-private partnership (PPP) with operator Hélidax. On 12 October 2010, the final EC120 was delivered to Hélidax. Since 2011, a number of EC120s have been operated by the traffic police of Kurdistan, Iraq. As of 2014, the crews are trained to undertake surveillance and rescue missions. Variants P120L prototype before type redesignation to EC120 Colibri. EC120B Colibri: Standard designation. HC120: Chinese-built variant of the EC120. Operators Civil operators The EC120 is used by both private individuals and companies, helicopter charter and training organisations as well as law enforcement and government use. Australia Westpac Life Saver Rescue Helicopter Service Brazil Federal Highway Police Canada Calgary Police Service Royal Canadian Mounted Police Edmonton Police Service York Regional Police 2002-2023 Winnipeg Police Service Germany Bundespolizei Lithuania State Border Guard Spain Spanish National Police United States San Jose Police Department Santa Clara County Sheriff's Office Baltimore Police Department Austin Police Department Albuquerque Police Department Sacramento County Sheriff's Department Kurdistan (Kurdistan traffic police; also used for rescue and reconnaissance.) Military operators China Chinese Army Ground Force France Hélidax (Army Aviation Training) Indonesia Indonesian Army Indonesian Navy Indonesian Air Force Malaysia Royal Malaysian Air Force Myanmar Myanmar Air Force Singapore Republic of Singapore Air Force Spain Spanish Air and Space Force Specifications (EC120 B) (Data from Jane's all the World's Aircraft 2007-08) General characteristics Crew: 1 Capacity: 4 pax / 755 kg (1,664 lb) payload (700 kg (1,543 lb) max slung load) Length: 11.52 m (37 ft 10 in) overall . 9.6 m (31 ft) fuselage Height: 3.4 m (11 ft 2 in) Empty weight: 960 kg (2,116 lb) Max takeoff weight: 1,715 kg (3,781 lb) internal load . 1,800 kg (3,968 lb) external load Fuel capacity: 416 L (110 US gal; 92 imp gal) in two tanks Powerplant: 1 × Turbomeca TM 319 Arrius 2F turboshaft, 376 kW (504 hp) for take-off . 335 kW (449 hp) max continuous Main rotor diameter: 10.0 m (32 ft 10 in) Main rotor area: 78.54 m2 (845.4 sq ft) Performance Cruise speed: 226 km/h (140 mph, 122 kn) max . 191 km/h (119 mph; 103 kn) econ Never exceed speed: 278 km/h (173 mph, 150 kn) Range: 727 km (452 mi, 393 nmi) no reserves Endurance: 4 hours 32 minutes Service ceiling: 5,180 m (16,990 ft) Hover ceiling IGE: 2,820 m (9,252 ft) Hover ceiling OGE: 2,320 m (7,612 ft) Rate of climb: 6.1 m/s (1,200 ft/min) Disk loading: 21.8 kg/m2 (4.5 lb/sq ft) internal load . 22.9 kg/m2 (5 lb/sq ft) external load Power/mass: 0.19 kW/kg (0.12 hp/lb) internal load . 0.1835 kg (0 lb) external load Avionics Vehicle and Engine Multifunction Display (VEMD) with First Limit Indicator (FLI) fitted as standard. Aircraft of comparable role, configuration, and era Bell 206 Bell 407 Bell 505 Jet Ranger X Eurocopter AS350 Écureuil MD Helicopters MD 500 PZL SW-4 Robinson R66 EC120B An EC120 hovering, 2010 The AE440 presented by Mecachrome in 2017 The cockpit of an EC120 B Colibri A view of the EC120B's tailboom and fenestron anti-torque tail fan An EC120B of the San Bernardino County Sheriff's Department EC 120B operated by Fiskflyg in Sweden An EC120 hover taxis at Barretos Airport A Spanish Air Force Colibri demonstrates its agility with a barrel roll Eurocopter AS350 Écureuil (Airbus Helicopters H125) AS350 Écureuil/AStar Role - Light utility helicopter National origin - France // West Germany / Germany // Europe // Brazil Manufacturer - Aérospatiale / Eurocopter / Airbus Helicopters / Helibras First flight - 27 June 1974 Introduction - 1975 Status - In service Primary users - Brazilian Air Force / Pakistan Army Aviation / Royal Jordanian Air Force Produced - 1975-present Number built - 7,000 (July 2022 for Écureuil family) / 3,590 (AS350/AS550: 2009) Variants - Eurocopter AS550 Fennec / Eurocopter AS355 Écureuil 2 Developed into - Changhe Z-11 / Eurocopter EC130 The Eurocopter AS350 Écureuil (or Squirrel), now Airbus Helicopters H125, is a single-engine light utility helicopter originally designed and manufactured in France by Aérospatiale and Eurocopter (now Airbus Helicopters). In North America, the AS350 is marketed as the AStar. The AS355 Ecureuil 2 is a twin-engine variant, marketed in North America as the TwinStar. The Eurocopter EC130 (Airbus Helicopters H130) is a derivative of the AS350 airframe and is considered by the manufacturer to be part of the Écureuil single-engine family. Development In the early 1970s, Aérospatiale initiated a development programme to produce a replacement for the aging Aérospatiale Alouette II. While the Aérospatiale Gazelle, which had been developed in the 1960s and 1970s, had been met with numerous orders by military customers, commercial sales of the type had been less than anticipated, thus the need for a civil-oriented development was identified. The development of the new rotorcraft, which was headed by Chief Engineer René Mouille, was focused on the production of an economic and cost-effective aerial vehicle, thus both Aérospatiale's Production and Procurement departments were heavily involved in the design process. One such measure was the use of a rolled sheet structure, a manufacturing technique adapted from the automotive industry; another innovation was the newly developed Starflex main rotor. It was also decided that both civil and military variants of the emergent helicopter would be developed to conform with established military requirements. On 27 June 1974, the first prototype, an AS350C powered by a Lycoming LTS101 turboshaft engine, conducted its maiden flight at Marignane, France; the second prototype, powered by a Turbomeca Arriel 1A, following on 14 February 1975. The Arriel-powered version, the AS350B, intended for sale throughout the world except for North America, was certified in France on 27 October 1977, while the Lycoming powered AS350C (or AStar) was certified by the US Federal Aviation Administration on 21 December 1977. In March 1978, deliveries to customers began for the AS350B, deliveries of the AS350C began in April 1978. Over time, the AS350 Écureuil/AStar has received further development; while the aircraft's design remains broadly similar, aspects such as the rotor system, powerplants, and avionics have been progressively improved. On 6 February 1987, a prototype AS350 flew with a fenestron tail-rotor in the place of its conventional counterpart. On 1 March 1997, the first AS350 B3, equipped with an Arriel 2B engine, performed its first flight. Conversion programs and addons for AS350s have been produced and are offered by third-party 'aftermarket' aerospace firms in addition to those available directly from the type's prime manufacturer. Variants of the Arriel-powered AS350B, AS350 BA, AS350 B1, AS350 B2, and AS350 B3, were progressively introduced; the later B3 differing from preceding models by the increasing use of digital systems, such as the Garmin-built G500H avionics suite and FADEC engine control system. Prior to 2013, the type had been manufactured principally at Eurocopter's Marignane facility, near Marseille, France; Eurocopter opted to, as part of a move to disperse its helicopter production activities, begin AS350 production and final assembly activities at its factory in Columbus, Mississippi, for deliveries to U.S. commercial helicopter market. The Astar has been Eurocopter's biggest-selling product in the US commercial market, at one point selling roughly one AS350 every business day. In March 2015, the first Columbus-assembled AS350 B3e received its FAA certification. In December 2015, Airbus Helicopters reported their intention to double the rate of AS350 production at Columbus in 2016 over the previous year, and that the facility is capable of producing up to 65 AS350s per year. Design The AS350 is a single engine helicopter, powered either by a Lycoming LTS101 or Turbomeca Arriel powerplant (for twin-engined variants, see Eurocopter AS355), that drives a three-blade main rotor, which is furnished with a Starflex rotor head. The type is known for its high-altitude performance and has seen use by operators in such environments. Both the main and tail rotors make use of composite material and are designed to minimize corrosion and maintenance requirements. The AS350 was also developed to comply with the noise requirements in place in locations such as national parks; the in-cabin noise levels are such that passengers may also readily converse during flight. The aircraft can also be quickly started up and shut down, which is often useful during emergency medical services roles. It is equipped with hydraulically-assisted flight controls; these controls remain operational, albeit operated with greater physical effort, in the event of a hydraulic failure. Much of the AS350's avionics are provided by Garmin, such as the GI 106A course-deviation indicator, GNS 430 VHF/VOR/localizer/glideslope indicator/Global Positioning System receiver, GTX 327 Mode A and C transponder, and GMA 340H intercom. The Vehicle and Engine Multifunction Display (VEMD) and the First Limit Indicator (FLI) both serve to increase the aircraft's safety during flight, reducing the number of gauges that need to be monitored by the pilot and thereby reducing their workload. For increased smoothness in flight, which positively affects passenger comfort as well as safety, stability augmentation systems can be installed. Later-production aircraft feature new avionics and systems such as the integration of an Automatic Flight Control System (AFCS) and autopilot, a glass cockpit featuring three liquid-crystal displays (LCDs) and digital avionics, such as the synthetic-vision terrain mapping system and Airbus's Multibloc center console upon which radios may be mounted. The AS350 has proven popular in a range of roles; multiple cabin configurations can be used, between four and six passengers in a typical seating configuration, and large sliding doors can be fitted to either side of the cabin. In some operators' fleets, the furnishings of the cabin has been designed to enable the internal space and/or equipment fit-out to be rapidly reconfigured to enable aircraft to be switched between roles. Public service operators, such as those in law enforcement, often have forward looking infrared (FLIR) cameras and other mission systems installed on their aircraft. Other optional equipment on offer to operates had included real-time data links, rescue hoists, underslung cargo hooks, electrical external mirrors, search lights, tactical consoles, night vision goggle-compatibility, moving-map system, internal cabin tie-downs, second battery kit, sand filters, wire strike protection system, 4-channel radio, tail rotor arch, cabin floor windows, and removable seats. Modern aircraft have refinements beyond those featuring on older models; these changes include dual-channel FADEC-equipped engines, increasing use of digital avionics in the cockpit, decreased maintenance costs, a re-designed cabin, and a comfortable Stylence interior (optional). Older aircraft often undergo refurbishment programs to install aftermarket features, or for the addition of functionality common to newer production aircraft, such as retrofitting of the glass cockpit. Operational history On 14 May 2005, an AS350 B3 piloted by Eurocopter test pilot Didier Delsalle touched down on the top of Mount Everest, at 8,848 m (29,030 ft), a record that has been confirmed by the Fédération Aéronautique Internationale. On 29 April 2010, a stripped-down AS350 B3 rescued three Spanish alpinists, one at a time, from the slopes of Annapurna I, Nepal at an altitude of 6,900 m (22,640 ft); this set a new record for the highest such rescue. The record was increased to 7,800 m (25,590 ft), during the rescue of Sudarshan Gautam between Camps III & IV in Everest's Yellow Band on the morning of 20 May 2013. On 2 June 2014, an AS350 B3e broke a national record in Mexico by successfully landing on the peak of Pico de Orizaba, at 5,636 m (18,490 ft), the nation's tallest mountain. The AS350 AStar has been successful in the US market, having become the most popular helicopter platform in use with American governmental agencies, law enforcement being a typical use of the type, by 2015. By 1999, the AS350 had become the prime helicopter being used by the United States Customs Service for light enforcement operations; by 2007, the agency had become the single largest operator of the type in the world. By 2012, out of the 3,300 AS350s in operation across the world, 783 of them were in service with American-based operators. In the Russian market since 2006, the AS350 and other helicopters built by the manufacturer have been sold and supported by wholly owned subsidiary Eurocopter Vostok; UTair Aviation soon emerged as the largest Russian operator of the AS350 B3e with a fleet of at least 20 of the type. In December 2014, EASA validation was issued for Airbus Helicopters China to conduct training and support activity at their facility in Shenzhen, China; various components of the AS350 (such as the main and tail gearboxes) are now maintained locally. On 9 September 2015, China's first helicopter leasing company, CM International Financial Leasing Corp Ltd (CMIFL), placed an order for 100 Ecureuil-series helicopters, these are to be a mix of H125 and H130 helicopters. Brazil has been an extensive operator of the AS350; by 2011 more than 300 helicopters were operating in the country, including from the flight deck of the Brazilian aircraft carrier São Paulo. Since 1984, the Brazilian Navy has used AS350s to support the Brazilian Antarctic Program. Helibras, a wholly owned subsidiary of Eurocopter, operates in the country; of the 600 helicopters it had domestically manufactured for the Brazilian market by 2012, 70% were AS350s. In January 2011, Helibras signed a contract with the Brazilian Army to substantially upgrade and refurbish their existing fleet of 36 AS350 Ecureuils. In the United Kingdom, the Defence Helicopter Flying School operated 26 AS350, designated Squirrel HT1, for the training of pilots of Britain's armed forces; the type was introduced from 1997 onwards as a replacement for the Aérospatiale Gazelle. In September 2014, the UK's Ministry of Defence issued a request for proposals to replace the Squirrel HT1; Airbus Helicopters has already announced its intention to offer a mixed fleet of Eurocopter EC130s and Eurocopter EC135s in response. Since May 1984, the Royal Australian Navy's Fleet Air Arm has operated a fleet of AS350s, these were upgraded to the AS350 BA standard in 1995; the Royal Australian Air Force had previously operated the AS350 for training purposes, and briefly for search and rescue missions, but these were later transferred to the Australian Army. In 2017, the AS350 was retired from Australian Navy service. Between June 2007 and December 2007, the Danish Air Force operated a deployment of four AS350 helicopters at Basra International Airport, Iraq, to perform liaison and reconnaissance missions in support of coalition forces during the Iraq War. In June 2015, the Argentine Defense Ministry ordered 12 H125s to replace their 1970s era Aérospatiale SA 315B Lamas for para-public support missions, such as search and rescue operations, inside Argentina. By June 2020, 3,663 H125 were operational, the largest number of any type. Variants AS350 Prototype. AS350 Firefighter Fire fighting version. AS350B Powered by one Turbomeca Arriel 1B engine. AS350 B1 Improved version of the original AS350B, which is powered by one Arriel 1D engine, type also fitted with AS355 main rotor blades, AS355 tail rotor with tabs and a tail rotor servo. AS350 B2 Higher gross weight version powered by one Arriel 1D1 engine over the B1 version with aerodynamic strake fitted to tail boom along the starboard side and angled engine exhaust duct for better yaw control. AS350 B3 High-performance version, is powered by an Arriel 2B engine equipped with a single channel Digital Engine Control Unit (DECU) with a mechanical backup system. This helicopter is the first ever to land on the summit of Mount Everest. AS350 B3/2B1 variant introduces enhanced engine with dual channel Full Authority Digital Engine Control (FADEC), dual hydraulics and a 2,370 kg (5,225 lb) Maximum Take Off Weight. AS350 B3e (introduced late 2011) equipped with the Arriel 2D engine; AS350 B3e renamed H125. AS350 BA Powered by an Arriel 1B engine and fitted with wider chord AS355 main rotor blades and tail rotor servo. AS350 BB AS350 B2 variant selected to meet rotary-wing training needs of UK MoD, through its Defence Helicopter Flying School in 1996. Powered by a derated Arriel 1D1 engine to improve the helicopters' life cycle. Eurocopter Squirrel HT.1 Designation of AS350BB formally operated by the British Military, through the Defence Helicopter Flying School as a training helicopter. Eurocopter Squirrel HT.2 Designation of AS350BB formally operated by the British Army Air Corps as a training helicopter, based at Middle Wallop. Now retired. AS350 C Initial variant of Lycoming LTS-101-600A2 powered version developed for the North American market as the AStar. Quickly superseded by AS350D. AS350 D Powered by one Lycoming LTS-101 engine for the North American market as the AStar. At one stage marketed as AStar 'Mark III'. AS350 L1 Military derivative of AS350 B1, powered by a 510kW (684shp) Turbomeca Arriel 1D turboshaft engine. Superseded by AS350 L2. AS350 L2 Military derivative of AS350 B2, powered by a 546 kW (732shp) Turbomeca Arriel 1D1 turboshaft engine. Designation superseded by AS550 C2. HB350 B Esquilo Unarmed military version for the Brazilian Air Force. Brazilian designations CH-50 and TH-50. Built under licence by Helibras in Brazil. HB350 B1 Esquilo Unarmed military version for the Brazilian Navy. Brazilian designation UH-12. Built under licence by Helibras in Brazil. HB350 L1 Armed military version for the Brazilian Army. Brazilian designation HA-1. Built under licence by Helibras in Brazil. Aftermarket conversions Soloy SD1, Super D AS350 BA, D powered by an LTS101-600A-3A engine. Soloy AllStar AS350 BA powered by a Rolls-Royce 250-C30 engine. Soloy SD2 AS350 B2 powered by an LTS101-700D-2 engine. Heli-Lynx 350FX1 AS350 BA powered by an LTS101-600A-3A engine. Heli-Lynx 350FX2 AS350 BA or AS350 B2 powered by an LTS101-700D-2 engine. Otech AS350BA+ AS350 BA powered by an LTS101-600A-3A engine. Operators The AS350 is in service around the world operated by private individuals, airline and charter operators, emergency medical teams, governments and law enforcement agencies. Military and government operators Argentina Argentine National Gendarmerie Buenos Aires Province Police Austria Austrian Federal Police Bolivia Bolivian Air Force Botswana Botswana Defence Force Air Wing Brazil Brazilian Air Force Brazilian Naval Aviation Ibama São Paulo State Police Military Brigade of Rio Grande do Sul Minas Gerais State Police Burkina Faso Burkina Faso Air Force Cambodia Royal Cambodian Air Force Canada Calgary Police Service Edmonton Police Service Royal Canadian Mounted Police Central African Republic Central African Republic Air Force Chad Chadian Air Force Chile Chilean Army Chilean Navy Denmark Royal Danish Air Force Ecuador Ecuadorian Army Egypt Egyptian Air Force France Gendarmerie Nationale Gabon Gabonese Air Force Georgia Ministry of Internal Affairs Guatemala Guatemalan Air Force Iceland Icelandic Coast Guard Indonesia Municipal Government of Mimika Regency Israel Israel Police Jordan Royal Jordanian Air Force Kenya Kenya Air Force Lesotho Lesotho Defence Force Madagascar Malagasy Air Force Malawi Malawi Army Air Wing Namibia Namibian Police Force Nepal Nepalese Army Air Service Pakistan Pakistan Army Aviation Paraguay Paraguayan Air Force Paraguayan Naval Aviation Philippines Philippine National Police Portugal Ministry of Internal Administration Qatar Qatar Ministry of Defence Russia Russian Aerospace Forces South Africa South African Police Service South African National Parks Air Wing United Kingdom Empire Test Pilots School United States Alaska State Troopers Anaheim Police Department Baltimore County Police Department California Highway Patrol Los Angeles County Sheriff's Department Los Angeles Police Department Memphis Police Department D.C. Metropolitan Police Department Miami Police Department Oakland County Sheriff's Office Oklahoma City Police Department Orange County Sheriff's Department Philadelphia Police Department San Diego Police Department San Jose Police Department U.S. Customs and Border Protection Ukraine Ministry of Internal Affairs Retired Australia Royal Australian Navy United Kingdom Defence Helicopter Flying School Aircraft on Display Australia N22-001 - RAAF Museum, Point Cook. N22-015 - The Fleet Air Arm Museum, Nowra. N22-017 - The Australian War Memorial. N22-018 - To serve as “Gate Guard”, HMAS Albatross. N22-019 - Army Aviation Museum, Oakey. France Eurocopter AS350 Écureuil F-WOEX at the At the Musee de l'Aviation Saint Victoret in Bouches-du-Rhon, France. This is the helicopter that Didier Delsalle landed on the summit of Mount Everest in May 2005. Philippines A Philippine National Police AS350BA with tail numbers RP-2041 on outdoor static Display at Fort Sto Domingo Sta Rosa, Laguna, Luzon, Philippines. Singapore Eurocopter AS350 at the Singapore Air Force Museum. Notable accidents and incidents On 14 January 1986, the AS-350 used by Dakar Rally organiser Thierry Sabine as his personal transport during the event, crashed into a sand dune in Mali. The helicopter had just taken off again after it had been forced to land in the desert by a sudden sandstorm. All five on board were killed. Among the victims were Thierry Sabine, French singer-songwriter Daniel Balavoine and pilot François-Xavier Bagnoud. On February 22, 1995, Massachusetts State Police helicopter N20SP carrying two troopers and two AT&T engineers crashed into the yacht club building. All on board died in the crash, which was attributed to significant operating deficiencies within the Police Air Wing which allowed contamination of the fuel bunker to go undetected. On 27 July 2007, two AS-350 AStar helicopters from television stations KNXV-TV and KTVK collided in mid-air over Phoenix, Arizona, while covering a police pursuit. On 15 September 2007, former World Rally Championship driver Colin McRae and three passengers were killed when his AS350 B2 Squirrel, which he was piloting, crashed near Lanark, Scotland. On 8 August 2009, a Piper PA-32R collided with an AS350 over the Hudson River, with both aircraft crashing into the Hudson River. There were no survivors. On 10 June 2012, an AS350 B3e belonging to the Kenya Police Air Wing crashed in Kibiku area in Ngong Forest, west of Nairobi, Kenya, killing at least six people, including Kenya's Interior Security Minister George Saitoti and his deputy Orwa Ojode. On March 30, 2013, an Alaska State Troopers AS350 B3 N911AA impacted terrain while maneuvering during a search and rescue flight near Talkeetna, Alaska. All 3 onboard died. On 7 June 2014, a Helibrás HB-350BA crashed after takeoff, in Aruanã, Goiás state, Brazil. All on board died, including retired football player Fernandão. On 9 March 2015, two AS350 B3 collided mid air in La Rioja Province, Argentina, killing all 10 people on board both aircraft. The passengers, including a number of French athletes, were participants in the filming of French reality television program Dropped. On 21 November 2015, an AS350BA, registration ZK-HKU, crashed near Fox Glacier, New Zealand, killing all 7 people on board a tourist flight. The weather at the time was poor, with low-lying cloud and snow falling near the crash site. The investigation by TAIC revealed that the pilot encountered extremely poor visibility during the descent phase of the flight causing CFIT. On 5 May 2016, an AS350 registered as RP-C 6828 crashed in Sebuyau, Sarawak killing all 6 people including Malaysia Deputy Minister of Plantation Industries and Commodities, Noriah Kasnon and her husband, and Member of Parliament for Kuala Kangsar, Wan Mohammad Khair-il Anuar. On 11 March 2018, an AS350 N350LH operated by Liberty Helicopters carrying six people (five passengers and a pilot) crashed into New York City's East River after reportedly suffering engine failure. All five passengers were confirmed dead after the aircraft submerged upside down into the water. The pilot was able to free himself and was rescued by a nearby tugboat. On 27 February 2019, an Air Dynasty AS350 B3e helicopter crashed shortly after takeoff in Taplejung, Nepal, killing all seven people on board, including Tourism and Civil Aviation Minister Rabindra Adhikari. On 31 August 2019, an AS350 crashed in the mountains of Skoddevarre, Alta, Norway, killing all 6 occupants. In response to the accident, Airbus made crash-resistant fuel systems part of the standard kit for the aircraft on 1 October. On 7 March 2021, an AS350 carrying billionaire French politician and industrialist Olivier Dassault crashed on takeoff near Deauville (Normandy) with no survivors. On 27 March 2021, an AS350 carrying Czech billionaire Petr Kellner crashed at Knik Glacier (Alaska), killing five. On 1 November 2022, an AS350 B3 operated by Midtnorsk Helikopterservice crashed just outside the centre of Verdal, Trøndelag, Norway. Two people died, and one person, the pilot, survived. On 20 December 2023, an AS350 operated by Philadelphia, PA based news channel 6abc and leased from U.S. Helicopters Inc in North Carolina crashed in the pine barrens of NJ near Wharton State Forest in Washington township. Two people died, the pilot and photographer. Specifications (AS350 B3) (Data from Brassey's World Aircraft & Systems Directory 1999/2000) General characteristics Crew: 1 Capacity: 5 pax . 4, 5, & 6 passengers options available (the 6 passenger configuration replaces the single passenger forward seat with a two-person bench seat) Length: 10.93 m (35 ft 10 in) (fuselage) Height: 3.145 m (10 ft 4 in) Empty weight: 1,174 kg (2,588 lb) Max takeoff weight: 2,250 kg (4,960 lb) Powerplant: 1 × Turbomeca Arriel 2B turboshaft engine, 632 kW (848 hp) Main rotor diameter: 10.7 m (35 ft 1 in) Main rotor area: 89.75 m2 (966.1 sq ft) Performance Cruise speed: 245 km/h (152 mph, 132 kn) Never exceed speed: 287 km/h (178 mph, 155 kn) Range: 662 km (411 mi, 357 nmi) Endurance: 4 hours 6 minutes Service ceiling: 4,600 m (15,100 ft) Rate of climb: 8.5 m/s (1,670 ft/min) Avionics Vehicle and Engine Monitoring Display (VEMD) with First Limit Indicator (FLI) fitted as standard. See also - Changhe Z-11 - Eurocopter AS355 Écureuil 2 - Eurocopter AS550 Fennec - Eurocopter EC130 Similar aircraft - AgustaWestland AW119 Koala - Bell 206 - Bell 407 - Enstrom 480 - Kazan Ansat - Kopter AW09 - MBB Bo 105 - MD Helicopters MD 500 - PZL SW-4 Puszczyk An AS350BA Squirrel of the Royal Australian Navy Fleet Air Arm at the 2008 Australian Grand Prix Flagler County Fire Rescue's FIREFLIGHT. The first AS350 B3 variant in North America AS350 Rainbow Helicopter in Hawaii, 2021 AS350 B2 Ecureuil, reg I-ALWE, of Elifly operator in Italy, 2018 H125 cockpit AS350B2, Switzerland, 2006 A French Gendarmerie AS350, 2005 AS350 B2, 2001 AS 350 B3 An AS350 of the PMDF in Brazil Oklahoma City Police Department's AS350 B3e Los Angeles County Sheriff's Department AS350 B2 AS350B-3 Écureuil over Lauberhorn, Switzerland Anaheim Police Department's AS350 B2, known Angel San Bernardino County Sheriff's Department AS350 B3 An AS350 of the LAPD AS.350BB Squirrel HT1 of the (UK) Defence Helicopter Flying School The cockpit of an AS350 B2, 2006 Eurocopter EC130 (Airbus Helicopters H130) EC130 Role - Light utility helicopter National origin - France / Germany / Europe Manufacturer - Eurocopter / Airbus Helicopters First flight - 24 June 1999 Introduction - 2001 Status - In production Produced - 1999-present Number built - 700 Developed from - Eurocopter AS350 Écureuil The Eurocopter EC130 (now Airbus Helicopters H130) is a single engine light utility helicopter developed from the earlier Eurocopter AS350 Écureuil, one of the primary changes from which was the adoption of a Fenestron anti-torque device in place of a conventional tail rotor. It was launched and produced by the Eurocopter Group, which would later be rebranded as Airbus Helicopters. Development During the 1980s, there was considerable interest within French aerospace manufacturer Aerospatiale to further develop their AS350 series Écureuil rotorcraft, which had been originally developed in the early 1970s. On 6 February 1987, a prototype AS350 Z (a modified AS350 B2) conducted its first flight with a Fenestron tail-rotor fitted in the place of its conventional counterpart. The AS350 Z test program stretched across several years, the aircraft receiving additional modifications such as a new air intake based on that of the Eurocopter EC120. The AS350 Z contributed to the overall development of the fenestron tail rotor. In the early 1990s, development of the new rotorcraft continued under Eurocopter, Aerospatiale having merged into the multinational Eurocopter organisation. On 24 June 1999, the first prototype EC130 performed its first flight, being flown from an airfield in France by Steven Page, an Australian test pilot. Major changes from the preceding AS350 included the adoption of a dual-hydraulic system, the enclosed Fenestron anti-torque device, and a wide main body to provide for a cabin with considerably greater internal space. The EC130 was designed in close cooperation with tour operators, one such operator, Blue Hawaiian Helicopters, being the launch operator; it has been described as having a spacious cabin for accommodating up to seven tourists and providing excellent external visibility. In 2001, the EC130 entered service with Blue Hawaiian Helicopters, being used for aerial tours of scenic areas such as Hawaii and the Grand Canyon. The EC130 is principally aimed at commercial passenger transportation operators, such as aerial tour companies, whereas the preceding AS350 continued to be produced and marketed for utility operations instead. Vertical Magazine described the EC130 as being "one of the most highly successful single engine helicopters in air medical service". In February 2012, Eurocopter formally unveiled the EC130 T2, an upgraded variant of the EC130 featuring the more powerful Turbomeca Arriel 2D turboshaft engine. Improving upon the base model's performance; more than 70% of the EC130 T2's airframe differed from the initial EC130 model, changes to improve passenger conditions such as an active vibration control system and better air conditioning systems were adopted, while fuel consumption is claimed to be reduced by 14 per cent. In 2012, Eurocopter received orders for 50 EC130 T2 from Maverick Helicopters, and other customers such as Papillon and Blue Hawaiian took the total then on order for the new variant to 105. The EC130 T2 was introduced to service in 2012. In 2013, Airbus Helicopters reported that a production rate of 50 EC130 T2s would be produced that year, and that this was expected to rise to 65 per year in 2014. In August 2013, Airbus Helicopter's Brazilian subsidiary Helibras assembled its first EC130 T2; the first Australian-assembled EC130 T2 followed in December 2013. In 2021, Airbus tested a hybrid electric assist in an H130 to extend reaction time up to 30 seconds during transition to autorotation after engine failure. Design The EC130 is a single-engine helicopter. It uses a three-bladed Starflex main rotor which is matched to an enclosed tail fan anti-torque device, known as a Fenestron, the latter feature replacing the traditional tail rotor found on the older AS350. The Fenestron has unevenly spaced blades to reduce noise generation by 50% compared to a conventional tail rotor; this enabled an FAA Appendix H fly-over noise signature of 84.3 EPNdB, 8.5 dB below stage two limits. The EC130 uses the Turbomeca Arriel 2D turboshaft engine; the performance of this powerplant has led to the type having been described as possessing "better power margins and range than competing models, particularly in hot and high conditions". The EC130 T2's enhanced Arriel engine is equipped with Full Authority Digital Engine Controls; a dual hydraulic system derived from the Eurocopter AS355 was also adopted. The EC130 was designed with various avionics and safety features, including flight data recorders, crash-worthy seats, and redundant flight systems for greater reliability; the EC130 T2 had further safety features installed. Vertical Magazine described the cockpit instrumentation as being "straightforward" and the control response as "tight and pleasant". Piloting aids such as the Vehicle and Engine Multifunction Display (VEMD) is claimed to reduced pilot workload, thereby increasing ease-of-use and overall safety. Dependent on customer demand and role, tactical instrumentation and equipment consoles may also be installed in the cockpit. Typically the cockpit is configured for single pilot operations, the pilot being seated on the left-hand side of the forward cabin to reduce the risk of passenger interference with the controls posed by a right-hand position; dual controls can be optionally installed. The EC130 is equipped with integrated visual flight rules (VFR) equipment coupled to a Global Positioning System (GPS) receiver, making it readily capable of flight under both day and night conditions. The EC130 reportedly has the largest cabin of any single engine helicopter in its class, with reportedly 54 per cent greater unobstructed space and 143 per cent more baggage space than the competing Bell 407. On the EC130, there are three prime seating configurations; a standard layout with a single pilot and six passengers, a similar arrangement with the two central seats facing aft, and a high density layout with three front passengers seats in line with the pilot. The EC130 was the first rotorcraft to become available with the business executive-orientated Stylence cabin configuration. The EC130 T2 is equipped with active anti-vibration control systems adapted from the Eurocopter EC225 Super Puma, these comprise five accelerometers and four linear actuators to produce smooth flight conditions and improved comfort for passengers on board. The EC130 can also be quickly configured between passenger and freight configurations. In the emergency medical services (EMS) role, various interior configurations have been developed for the type; optional equipment includes customised mounting points for medical equipment, air compressors and liquid oxygen tanks, and United Rotorcraft’s Lowered Patient Loading System (LPLS). The EC130 has been popular with Air medical services (AMS) operators due to its large cabin being capable of accommodating up to two stretchers and two attendees, as well as a baggage area for storing equipment, wide side doors for access, and its enclosed Fenestron tail for safety. For law enforcement roles, the ability for various optional equipment to be installed on the EC130 is promoted, such as electro-optical systems, forward-looking infrared (FLIR) cameras, and search lights. In a cargo capacity, it is common for the rotorcraft to be fitted with additional external mirrors and a cargo sling. Operational history In 2007, it was reported that the strongest demands for the EC130 and other such single-engine helicopters has come from Latin American and North American markets. By May 2008, the EC130 had overtaken the Bell 206 as the best-selling single-engine rotorcraft on the market. In 2012, Flight International referred to the EC130 as being one of Eurocopter's best-selling rotorcraft, noting that 238 orders had been placed in 2011, a 40 per cent increase over the previous year. In 2007, an EC130 was used as a test aircraft in a large-scale flight test campaign to trial new noise-minimising (both externally and internally) flight procedures through the typical flight envelope, including during take-off, approach, and while at cruise. In February 2008, it was announced that aerial tour operator Maverick Helicopters' fleet of 28 EC130s, the largest single operator in the world, had accumulated a combined total of 60,000 flight hours. By March 2015, Maverick's fleet was officially recognised as having attained 300,000 flying hours. Maverick also served as the launch customer for the improved EC130 T2. By 2015, Airbus Helicopters reported that the EC130 was in service with 279 operators and had accumulated more than 1,177,000 total flight hours worldwide. In February 2016, Indonesian industrial estate developer Jababeka signed a memorandum of understanding for up to 12 H130s for an intercity shuttle service between Jakarta and Cikarang. Variants EC130 B4 Initial launch model of the type. EC130 T2 Upgraded variant of the EC130 B4; upgraded features such as improved air conditioning, full-flat floor, a more powerful engine (Turbomeca Arriel 2D) providing 10% more average power, and an anti-vibration system. ACH130 VIP version of the H130. Operators Antigua and Barbuda CalvinAir Helicopters Australia 12 Apostles Helicopters Bangladesh Impress Aviation Bhutan Druk Air Helicopter Services Brazil Paraná State Police Canada Ontario Ministry Of Natural Resources France Heli Securite Monaco Heli Air Monaco Netherlands Heli Holland Switzerland Air Zermatt United States Blue Hawaiian Helicopters Broward County Sheriff's Office Air Methods Corporation Lutheran Health Network Notable accidents and incidents In February 2018, a EC130B4 operated by Papillon Airways crashed in the Grand Canyon, killing five people. Due to strong winds, the helicopter spun out of control and crashed as it came in to land. Three people died immediately, two more died in hospital as a result of burns sustained during the crash. The deaths were found to be the result of a non-crash-resistant fuel tank that was ruptured on impact. In January 2024, a Nevada judge awarded a £79 million ($100 million) settlement to the family of the British couple killed in the Grand Canyon crash. The settlement consisted of $75.4 million (£59.3 million) from Airbus Helicopters SAS and £19.4 million ($24.6 million) from Papillon Airways. Following the accident, it is now required that all helicopter fuel tanks are shielded from fuel tank rupture on impact. On 2 January 2023, two EC130B4s operated by Sea World Helicopters collided in Gold Coast, Queensland, Australia, killing four people and injuring eight. On 9 February 2024, an EC130 crashed in the Mojave Desert near Nipton, California around 10:00 p.m. PST. Six people were on board, including a Nigerian banker Herbert Wigwe (CEO - Access Holdings) and no survivors were found. Specifications (EC130 T2) General characteristics Crew: 1 Capacity: 6 passengers (2 in front and 4 in rear) or 7 passengers (3 in front and 4 in rear) Length: 10.68 m (35 ft 0 in) Height: 3.34 m (10 ft 11 in) Empty weight: 1,377 kg (3,036 lb) Max takeoff weight: 2,500 kg (5,512 lb) / 3,050 kg (6,724 lb) with external load Fuel capacity: 540 L (140 US gal; 120 imp gal) Usable fuel: 538.7 L (142.3 US gal; 118.5 imp gal)1 Powerplant: 1 × Turbomeca (now Safran Helicopter Engines) Arriel 2D turboshaft engine, 710 kW (950 hp) Main rotor diameter: 10.69 m (35 ft 1 in) Main rotor area: 89.75 m2 (966.1 sq ft) three blades Performance Cruise speed: 237 km/h (147 mph, 128 kn) Never exceed speed: 287 km/h (178 mph, 155 kn) Range: 606 km (377 mi, 327 nmi) Endurance: 4 hr, 0 min Service ceiling: 7,010 m (23,000 ft) Hover ceiling IGE: 3,429 m (11,250 ft) Hover ceiling OGE: 2,957 m (9,701 ft) Rate of climb: 9 m/s (1,800 ft/min) Avionics Vehicle and Engine Multifunction Display (VEMD) with First Limit Indicator (FLI) fitted as standard. Related development Eurocopter EC120 Eurocopter AS350 Écureuil Eurocopter AS355 Écureuil 2 Eurocopter Fennec Aircraft of comparable role, configuration, and era Bell 206 Bell 407 HAL LUH MD Helicopters MD 600 AgustaWestland AW119 Koala Marenco Swisshelicopter SKYe SH09 EC130 B4 in flight A Maverick EC130 Helibrás EC130 B4, 2011 Skyheli Ltd EC130 Impress Aviation Eurocopter EC-130 B4 EC130 B4 Microflite Helicopter Services, Victoria, Australia Cockpit of an EC130 Eurocopter EC135 EC135 / H135 Role - Light utility helicopter National origin - Multinational Manufacturer - Airbus Helicopters (Since 2014) / Eurocopter First flight - 15 February 1994 Introduction - 1996 Status - In service Produced - 1995-present Number built - 1400 (Sep. 2020) Developed from - MBB Bo 105 Variants - Eurocopter EC635 The Airbus Helicopters H135, is a twin-engine civil light utility helicopter produced by Airbus Helicopters, formerly known as Eurocopter. It is capable of flight under instrument flight rules (IFR) and is outfitted with a digital automatic flight control system (AFCS). First flying in February 1994, it entered service in 1996. 1,400 have been delivered up to September 2020, to 300 operators in 60 countries, accumulating over 5 million flight hours. It is mainly used for air medical transport (medevac), corporate transport, law enforcement, offshore wind support, and military flight training. Half of them are in Europe and a quarter in North America. The H135M, certified under the name Eurocopter EC635, is a military variant, so the overall design is known as the Airbus Helicopters H135 and the military version, as the Airbus Helicopters H135M. The EC135/H135 is a development of the older Messerschmitt-Bölkow-Blohm (MBB) Bo 105. Development Origins The H135 started development prior to the formation of Eurocopter, under Messerschmitt-Bölkow-Blohm (MBB) under the designation Bo 108 in the 1970s. MBB developed it in partnership with Aérospatiale, the Bo 108 was initially intended to be a technology demonstrator, combining attributes of the successful MBB Bo 105 with new advances and an aerodynamically streamlined design. Technologies included on the Bo 108 included the first full-authority digital engine controls (FADEC) on a helicopter, a hingeless main rotor, and the adoption of a new transmission. The first prototype made its first flight on 17 October 1988, powered by two Allison 250-C20R/1 engines. A second Bo 108 followed in June 1991, this time with two Turbomeca TM319-1B Arrius engines. Unlike later production aircraft, both technology demonstrators flew with conventional tail rotors. In the late 1990s, the design was revised with the introduction of the Fenestron tail rotor system, an advanced rigid main rotor, composite materials, and resonance isolation systems. It was decided to pursue a full certification program, resulting in the production of two pre-production prototypes. At the same time, the Bo 108 was given a new designation of EC135, to correspond with the newly created Eurocopter company. At this point, it was decided that the EC135 should be developed with the option of being powered by two competing engines, the Turbomeca Arrius 2B and the Pratt & Whitney Canada PW206B engines. Two pre-production prototypes were built in 1994 powered by either engine, both powerplants proved to be successful and were used on subsequent production aircraft. In January 1995, the EC135 made its first public appearance at the Heli-Expo convention at Las Vegas, at which prospective buyers were reportedly impressed with its appearance and performance figures. Another feature which became apparent upon entering service was the low noise levels produced, in part due to its Fenestron tail, the EC135 was the quietest aircraft in its class for more than 15 years. Despite the helicopter's design being primarily oriented towards emergency medical operators, the EC135 had considerable appeal to a wide range of operators. European JAA certification was achieved in June 1996, with FAA approval following in July. In December 1999, the EC135 was granted single-pilot IFR (SPIFR) certification by Germany's Luftfahrt-Bundesamt (LBA). In December 2000, the United Kingdom's Civil Aviation Authority also gave the EC135 SPIFR certification. Further development In 2000, Eurocopter announced the start of certification work on the EC135P2, powered by the Pratt & Whitney Canada PW206B2, offering improved single-engine performance and 30-second emergency power. The LBA certification was achieved in July 2001, and the first EC135 with the new engines was handed over to the Swedish Police Authority in August 2001. In September 2002, the EC135T2 equipped with the improved Turbomeca Arrius 2B2 was made available, providing for improved single-engine performance. In 2002, the EC135 active control technology demonstrator/flying helicopter simulator (ACT/FHS), a research aircraft designed to test fibre optic-based flight control systems, undertook its first flight. In 2014, Airbus Helicopters began flying the Bluecopter demonstrator aircraft, built to explore more efficient design elements, including economy-optimised single-engine operations, Blue Edge swept rotor blades to reduce noise and increase efficiency, a relocated horizontal stabilizer outside the main rotor's downwash, an active rudder, and new water-based external paint; these changes were aimed at cutting fuel consumption by 40%. In December 2014, the single-engine operations portion of the Bluecopter tests were delayed to summer 2016 to make necessary avionics changes, such as to the engine's FADEC systems. In March 2007, at the NBAA in Atlanta, Eurocopter unveiled 'L'Hélicoptère par Hermès, a special-edition VIP model designed by Hermès International, S.A.. It features a customized luxury four-place main cabin, a sliding glass partition, a corporate baggage hold, redesigned skid landing gear and other external changes. The launch customer for the type is Falcon Aviation Services (FAS), based in Abu Dhabi, United Arab Emirates. In July 2014, Airbus Helicopters made further personalization options available for the EC135 l'Helicoptere par Hermes. In 2011, Eurocopter formalised a license manufacturing agreement with Zhong-Ou International Group to produce the EC135 luxury helicopter in Zhejiang Province, China. In October 2015, a letter of intent between Airbus Helicopters and Ecopark was signed for the establishment of a final assembly line (FAL) in Qingdao Province, China. A related $1.1 billion order for 100 Chinese-assembled H135s was announced in the same month. The majority of assembly work on the type remains at Airbus Helicopter's Donauwörth facility. Construction of the FAL started in May 2017, and opened for production in April 2019. In January 2016, the Ural Works of Civil Aviation (UWCA), a division of Rostec, signed an agreement to build the H135 under licence at the firm's facility in Yekaterinburg, Russia. In May 2016, it was reported that Russian production of the H135 was anticipated to begin in 2017, following the receipt of Russian type certification. Russian manufacturers may be incorporated in the global supply chain. Two variants, the EC135 T3 and EC135 P3, were developed with improved high altitude and hover performance. Changes include repositioned air intakes to the engines, wider blades being installed on the main rotor, and changes to the fenstron anti-torque tail device. The EC135 T3 was introduced to service in December 2014. In December 2020, the H135 helicopter family EASA has certified a new Alternate Gross Weight (AGW). With the new AGW, the maximum takeoff weight has been increased up to 265 lb (120 kg) and payload. This modification can be used to increase range by up to 75 nm or endurance by up to 40 minutes under standard conditions. The new AGW is available as an option and can be applied retroactively to all Helionix-equipped H135s. In December 2020, Airbus certified a new single-pilot IFR Helionix cockpit for its H135 helicopters. The modified cockpit allows customers to choose whether to remove the copilot side of the instrument panel to increase the field of view or keep it to install specific STC equipment. Design The H135 is a twin-engine rotorcraft. It can be alternatively powered by a pair of Turbomeca Arrius 2B or Pratt & Whitney Canada PW206B engines, dependent on customer's preference, which gives either a T or a P, respectively, in the variant name. The main rotor is of a four-bladed, hingeless fiber-composite design. Progressive improvements to the main rotor have increased its performance and reduced maintenance costs since the type's introduction. The EC135 is the quietest helicopter in its class, featuring an anti-resonance isolation system to dampen vibration from the main rotor. The type's Fenestron anti-torque device can be actively regulated via a HI NR rotor optimization mode, which provides for greater controllability during higher weight take-off and landings. It is capable of performing Category A operations throughout its full flight envelope. The EC135 can be equipped with either a conventional flight deck or the Avionique Novelle glass cockpit - the latter allows for single pilot instrument flight rules operation. The glass cockpit is equipped with several liquid-crystal displays, including two Sextant SMD45 displays and a central panel display. The main avionics suite is supplied by Thales Group. The EC135 can be outfitted with various avionics suites from manufacturers such as Russian firm Transas Aviation and British firm Britannia 2000. The newer H135 model can be equipped with a four-axis autopilot, which is included as part of the Helionix avionics suite. This suite provides the H135 with a greater level of commonality with several other Airbus Helicopters-produced rotorcraft, including the H145, H160 and H175. Earlier versions of the EC135 were equipped with a three-axis autopilot with integrated stability augmentation, featuring a First Limit Indicator (FLI), simplifying engine and torque monitoring. Cockpit touch screens can be optionally installed. Various cabin and cockpit configurations are available for the EC135, depending on the role performed and the operator's preferences. It can hold up to five passengers and a pilot when configured with a standard executive interior, or seven passengers in a dense corporate interior. Modular multi-role interiors that allow the main cabin area to be quickly changed and re-equipped are available. The main cabin of the EC135 is accessed either by large doors on either side of the cabin or by clamshell doors located at the rear of the cabin, directly underneath the aircraft's tail boom. The clamshell doors are particularly attractive to emergency medical services (EMS) and cargo operators. Medical facilities can be installed in the cabin, such as in-flight intensive care stations (including resuscitation functionality), incubators, and hygiene-convenient flooring. In a mountain rescue configuration, the cabin can simultaneously accommodate two stretchers as well as the pilot, anaesthetist, winch operator, mechanic and mountain rescue specialist. Airbus Helicopters has promoted the airframe's various configurations as possessing "unique adaptability" for various missions, including utility work, commercial transportation, and training roles. Equipment for the law enforcement role include external loudspeakers, rappelling system, search lights with laser pointers, left or right-mounted hoists, and electro-optical sensors. For offshore oil & gas operations, the rotorcraft can be fitted with weather/search radars, emergency floatation aids, including an automated external life raft, energy-absorbent seating, class-D certified external hoists, and crash-resistant fuel tanks. An external hook can be installed to carry underslung loads of up to 272 kg for cargo missions. In a training capacity, features such a light aircraft recording system for post-flight analysis, intuitive human-machine interface, specific training modules, and a one-engine inoperative training mode, and full ground simulators, may be selected. Operational history Deliveries started in August 1996, when two helicopters, 0005 and 0006, were handed over to German emergency aero medical service provider Deutsche Rettungsflugwacht. The 100th EC135 was handed over to the Bavarian police force in June 1999, by which point the worldwide fleet had accumulated approximately 30,000 flight hours. In September 2003, the 300th EC135 was handed over to UK-based McAlpine Helicopters. At this point, the EC135 was the best selling new light twin-engine helicopter in the UK market. In 2011, Eurocopter announced that the 1,000th EC135 to be produced had been delivered to German operator ADAC, roughly 15 years since the start of production. In 2012, Flying magazine recognised the EC135 as being "the industry's best selling twin-engine helicopter". The world fleet leader in flight hours for the type is G-NESV (s/n 0067), operated by Cleveland Police Air Operations Unit based at Durham Tees Valley Airport, UK. Originally delivered to the North East Air Support Unit in April 1999, it was the first EC135 worldwide to attain 10,000 flying hours. In 2009, the EC135 was the first aircraft selected for offshore wind support in the UK, after the Civil Aviation Authority approved helicopter operations to the Greater Gabbard offshore wind farm. The EC135 has been used in Denmark to support the Horns Rev offshore wind farm. By 2013, over 10,000 successful personnel transfers have taken place using the type. In Mexico, Apoyo Logístico Aéreo has operated a fleet of EC135s for servicing the extensive oil and gas offshore platforms in the Gulf of Mexico. In 2013, it was reported that the EC135 was currently providing roughly 25% of the world's total emergency medic services flights, and that over 500 EC135s have been delivered to in an aeromedical configuration. By late 2013, during which a brief grounding of the type was instigated due to safety concerns of fuel gauges, the EC135 made up half of the UK's operational air ambulance fleet. In October 2014, the first EC135 air ambulance was delivered in the Chinese market. The German Army operates 19 H135s as basic trainers at the School of Army Aviation in Bückeburg. These have had an average operational availability in excess of 95 per cent. In 2014, the German Army noted that there was potential for vibration-induced rotor cracking during autorotation training, shortening the life of the main rotor. 13 EC135 trainers have been procured by the Japanese Maritime Self-Defense Force, they have been designed as the TH-135. In December 2014, the first production EC135 T3 entered service with Aiut Alpin Dolomites, a mountain rescue operator based in Italy. In June 2015, Airbus Helicopters delivered the first retrofitted H135 from the earlier EC135 standard. Changes include an enlarged main rotor, relocated engine air intakes, elevated engine performance, and the horizontal stabiliser's endplates removed and its span increased. In October 2015, Waypoint Leasing and Airbus Helicopters signed an agreement for the acquisition of up to 20 H135 for public leasing purposes. In 2017, the Royal Air Force received the first 2 of 29 H135s designated as Juno HT.1s for the UK Military Flying Training System with training provided by Ascent Flight Training. In 2018, the Australian Defence Force established the Joint Helicopter School operating 15 EC135T2+ procured under Project Air 9000 Phase 7 to train both Australian Army and Royal Australian Navy pilots. The school is set within Navy's 723 Squadron at HMAS Albatross. In 2024, after the retirement of the MRH-90 Taipan helicopter, the Australian government announced that it would lease 5 H135T3 (Juno) from the United Kingdom Ministry of Defence for five years to maintain "essential training requirements" for Australian Army pilots. The helicopters will be based at the Oakey Army Aviation Centre. Variants EC135 P1 Powered by two 463 kW (621 shp) Pratt & Whitney Canada PW206B (ratings correspond to take-off power (TOP)). Later versions have the centre panel display system (CPDS). Initial maximum take-off weight (M.T.O.W.) of 2,630 kg (5,798 lbs), later raised to 2,720 kg (5,997 lbs) and then 2,835 kg (6,250 lbs). EC135 T1 Powered by two 435 kW (583 shp)(TOP rating) Turbomeca Arrius 2B1/2B1A/2B1A1. Later versions have the CPDS. Initial M.T.O.W. of 2,630 kg (5,798 lbs), later raised to 2,720 kg (5,997 lbs) and then 2,835 kg (6,250 lbs). EC135 P2 Powered by two 463 kW (621 shp) (TOP rating) Pratt & Whitney Canada PW206B2. Increased thermodynamic and mechanic OEI ratings (128% OEI torque). Replaced EC135 P1 in production in August 2001. EC135 T2 Powered by two 452 kW (606 shp) (TOP rating) Turbomeca Arrius 2B2. Increased thermodynamic and mechanic OEI ratings (128% OEI torque). Replaced EC135 T1 in production in August 2002. EC135 P2+ (Marketing name EC135 P2i) Latest current production version with 498 kW (667 shp) PW206B2 (new power ratings based on a FADEC software upgrade), plus a 2,910 kg (6,415 lbs) M.T.O.W. upgrade, extended component time between overhauls (TBOs), and a change in the main transmission lubricating oil. Built in Germany and Spain. EC135 T2+ (Marketing name EC135 T2i) Latest current production version with 473 kW (634 shp) Arrius 2B2 engines (new power ratings based on a FADEC software upgrade), plus a 2,910 kg (6,415 lbs) M.T.O.W. upgrade, extended component TBOs, and a change in the main transmission lubricating oil. Built in Germany and Spain. EC135 P2+ (Marketing name EC135 P2e) Marketing designation of aircraft with increased M.T.O.W. of 2,950 kg (6,504 lbs) within restricted flight envelope. EC135 T2+ (Marketing name EC135 T2e) Marketing designation of aircraft with increased M.T.O.W. of 2,950 kg (6,504 lbs) within restricted flight envelope. EC135 P3 Powered by two 528 kW (708 shp) (TOP rating) PW206B3 engines (new power ratings based on a FADEC software upgrade), plus a 2,980 kg (6,570 lbs) M.T.O.W. upgrade, and significant increased OEI, Cat A, and hot/high performance. Market introduction in 2014. H135 (EC135 T3) Powered by two 492 kW (660 shp) (TOP rating) Arrius 2B2Plus engines (new power ratings based on a FADEC software upgrade), plus a 2,980 kg (6,570 lbs) M.T.O.W. upgrade, and significant increased OEI, Cat A, and hot/high performance. Market introduction in 2014. EC635/H135M Military variant originally developed to meet a Portuguese Army requirement for a fire support and medical evacuation helicopter. Presently, operated by Jordan, Swiss and Iraqi armed forces. TH-135 Military training variant developed from the EC135 T2+. ACH135 Corporate variant of the H135. Operators In 2016, half of the EC135s operating in service were engaged in emergency medical services operations, 17% in air transport, 16% in public services (typically law enforcement), 10% in military missions, 4% in offshore operations (typically offshore wind power inspection), and the remaining 3% in military training. The 1,400th was delivered in September 2020, as over 300 customers in 60 countries accumulated more than 4.5 million flight hours. Most are in Europe (641), followed by North America (316) and Asia (195). Military operators Australia Royal Australian Navy - 15 EC135T2+ Australian Army - 5 EC135 T3 to be leased from the UK Ministry of Defence Brazil Brazilian Air Force Brazilian Navy - 3 EC135 T3 ordered to replace AS355F2 Gabon Gabonese Air Force Germany German Army Ireland Irish Air Corps Japan Japan Maritime Self-Defense Force Morocco Royal Moroccan Air Force - H135s ordered for training duties in 2022 Royal Moroccan Gendarmerie Nigeria Nigerian Air Force Spain Spanish Army Airmobile Force United Kingdom Royal Air Force/Ascent Flight Training - No. 1 Flying Training School Kurdistan Region Peshmerga Air Support/1st Aviation Squadron Government operators Argentina Argentine Federal Police Argentine National Gendarmerie Australia New South Wales Police AirWing Queensland Police Service contracted through Surf Life Saving Queensland Aviation Surf Life Saving Queensland Aviation Victoria Police (former) Austria Federal Police Canada Ontario Provincial Police Chile Carabineros de Chile Croatia Croatian Police Czech Republic State Police Germany Federal Police State Police Hungary HSE National Ambulance Service Ireland Garda Air Support Unit Japan Japanese National Police Lithuania State Border Guard Netherlands National Police ANWB Medical Air Assistance Norway Norwegian Police Service Poland Air ambulances in Poland Border Guard (Poland) Romania Romanian Police SMURD Slovenia Slovenian National Police Spain Civil Guard National Police Corps United Kingdom Northern Lighthouse Board National Police Air Service (England & Wales) Police Scotland Police Service of Northern Ireland Trinity House Turkey Ministry of Health (Turkey) (operated by Turkish Aeronautical Association) United States Broward County Sheriff Massachusetts State Police NASA - Kennedy Space Center Accidents and incidents On 29 November 2013, a Police Scotland EC135 T2 crashed into a pub in Glasgow, Scotland. Three occupants of the aircraft were killed, as well as seven patrons of the pub. The UK AAIB issued its final report on the accident on 23 October 2015. It said that "No significant pre-impact technical defect was identified in any part of the aircraft or its systems." It added that important fuel transfer pumps were switched off "for unknown reasons", and that the helicopter "did not land within the 10-minute period specified in the Pilot’s Checklist Emergency and Malfunction Procedures, following continuous activation of the low fuel warnings, for unknown reasons". On 28 August 2023, a Broward Sheriff's Office EC135 crashed into a residential building, after witnesses stated it started smoking heavily while in flight before spinning and rapidly losing altitude. A Broward Sheriff Fire Rescue Captain, and a resident of the structure that the helicopter crashed into, were both killed in the crash. Two other employees, and a second resident survived. Specifications (EC135 P2+/T2+) (Data from Eurocopter EC135 2008 Tech Data book) General characteristics Crew: 1 pilot Capacity: up to seven passengers or two crew and two patients (air ambulance variant) or 1,455 kg (3,208 lb) payload Length: 10.2 m (33 ft 6 in) Height: 3.51 m (11 ft 6 in) Empty weight: 1,455 kg (3,208 lb) Max takeoff weight: 2,910 kg (6,415 lb) Powerplant: 2 × Turbomeca Arrius 2B2 turboshaft engines, 472 kW (633 hp) each or 2 × Pratt & Whitney Canada PW206B turboshaft engines rated at 463 kW (621 hp) (take-off power) Main rotor diameter: 10.2 m (33 ft 6 in) Main rotor area: 81.7 m2 (879 sq ft) Performance Cruise speed: 254 km/h (158 mph, 137 kn) Never exceed speed: 287 km/h (178 mph, 155 kn) Range: 635 km (395 mi, 343 nmi) Service ceiling: 6,096 m (20,000 ft) Rate of climb: 7.62 m/s (1,500 ft/min) Related development MBB Bo 105 Eurocopter EC145 Eurocopter EC635 Aircraft of comparable role, configuration, and era AgustaWestland AW109 Bell 427 Bell 429 GlobalRanger Eurocopter AS350 Écureuil Eurocopter AS355 Écureuil 2 MD Helicopters MD Explorer MBB/Kawasaki BK 117 HAL Dhruv HAL Light Utility Helicopter An EC135T2 used by the National Police Air Service for England & Wales A Bo 108 prototype A Eurocopter EC135P1 of Western Power Distribution leaves Bristol Airport, 2016 The cockpit of an EC135, May 2008 An EC135 of the German Brandenburg State Police An ADAC EC135 taking off from Bonn University Clinic, 2008 An EC135 T1 of French operator SAF Hélicoptères during a rescue operation EC135 T2 air ambulance of the Austrian Air Rescue service in Klagenfurt, Austria One of the North West Air Ambulance's three EC135T2, shown landing A Scottish Ambulance Service Eurocopter EC-135T An EC135 T1 of the German Army The EC135T3 is known as the Juno HT1 in RAF service A Japanese National Police's EC-135 in flight A Eurocopter EC135P2+ of the National Police Corps of Spain A Eurocopter EC135T2 of the Police of the Czech Republic NASA Airbus Helicopters H135 Eurocopter EC145 (Airbus Helicopters H145) EC145 / H145 Role - Light utility helicopter National origin - Multinational Manufacturer - Eurocopter / Kawasaki Aerospace Company / Airbus Helicopters First flight - 12 June 1999 Introduction - 2002 Status - In service Produced - 1999-present Number built - 1,600 (June 2023) Developed from - MBB/Kawasaki BK 117 Variants - Eurocopter UH-72 Lakota The Airbus Helicopters H145 (formerly Eurocopter EC145) is a twin-engine light utility helicopter developed and manufactured by Airbus Helicopters. Originally designated as the BK 117, the H145 is based upon the MBB/Kawasaki BK 117 C1, which became a part of the combined Eurocopter line-up in 1992 with the merger of Messerschmitt-Bölkow-Blohm's helicopter division of Daimler-Benz into Eurocopter. The helicopter was earlier named EC145; an updated version, EC145 T2, was renamed H145 in 2015. The helicopter had significant update in the 2020s, an updated version with a 5-blade main rotor and fenestron (ducted tail rotor) entered production. The H145 is a twin-engine aircraft and can carry up to nine passengers along with two crew, depending on customer configuration. The helicopter is marketed for passenger transport, corporate transport, emergency medical services (EMS), search and rescue, parapublic and utility roles. Military variants of the helicopter have also been produced under various designations, such as H145M or UH-72, and have been used for training, logistics, medical evacuation, reconnaissance, light attack, and troop-transport operations. Noted military users in terms of numbers include the United States which operates nearly 500 with National Guard, and Germany where it is used for SAR, Special Operations, and more. Development Origins The EC145 was a joint development between Messerschmitt-Bölkow-Blohm, subsequently Eurocopter and Kawasaki Heavy Industries on the basis of their successful prior jointly produced BK 117 C1. Rather than pursuing an entirely clean sheet design, the forward cockpit and modern avionics of Eurocopter's EC 135 were adopted in combination with the proven BK 117's rear section; Flight International described the new helicopter, originally designed as BK 117 C2, as being "90% a combination of these two aircraft [The EC135 and BK 117 C1]". However, there were significant areas of redesign, advantages held by the EC145 over its predecessor include possessing a greater range and payload capacity, a considerably increased and uninterrupted cabin area, reduced vibration and noise emissions, and measures to simplify maintenance and minimise operational costs. The noise signature of the EC145 is reportedly 60% lower than that of the BK 117 C1. The new model was type-certificated as the BK 117 C2; in December 1997, it was selected by the French Defense and Civil Guard for air rescue mission, 31 EC145s were ordered to replace their fleet of ageing Aérospatiale Alouette III in a deal costing $170 million. The first EC145 completed its maiden flight at Donauwörth, Germany, on 12 June 1999; Eurocopter conducted a major publicity event for the emerging type at the US Helicopter Association International Show in February 2000. Safety certification of the EC145 was awarded by the German Luftfahrt-Bundesamt and Japanese Civil Aviation Bureau in December 2000; and by the United States Federal Aviation Administration (FAA) in January 2002. Eurocopter and Kawasaki have an agreement to independently manufacture and market the rotorcraft, while working collaboratively on development and upgrades. Eurocopter has a 60% production workshare, which includes the main and tail rotors, intermediate and tail gearboxes, control systems, cockpit and tail structure, and landing gear; Kawasaki has a 40% workshare, comprising the fuselage structure, main transmission, electrical and fuel systems. Kawasaki uses the designation BK 117 C2 for the type and sells/produces the aircraft in the Asian market; Eurocopter sells the type globally under the EC145 designation. In November 2004, with the termination of production of Mitsubishi Heavy Industries' MH2000, the BK 117 C2 became the only civil helicopter in production in Japan. In August 2010, it was announced that the partnership between Eurocopter and Kawasaki on the development and production of the EC145 had been extended until at least 2025. Further development In 2011, Eurocopter launched an upgraded EC145 model, designated EC145 T2, unveiling the new type at Heli Expo 2011. The EC145 T2 is designed to significantly increase the aircraft's performance, featuring new Arriel 2E turboshaft engines, dual-digital Full Authority Digital Engine Controls (FADEC), Eurocopter's Fenestron shrouded tail rotor design, and upgraded tail and main rotor gear boxes. Considerable differences and improvements were introduced to the cockpit and aircraft subsystems, including the adoption of increasingly digital avionics and a fully modular approach to these systems; amongst the biggest changes is a sophisticated 4-axis autopilot. In April 2014, airworthiness certification from the European Aviation Safety Agency for the EC145 T2 was received, FAA certification followed in October 2014. The primary manufacturing facility for the EC145 is located at Donauwörth in Germany, which is Eurocopter's second-largest site after Marignane in France. In 2014, Airbus Helicopters announced that 50 EC145 T2s would be manufactured in 2015; the production is expected to eventually rise to 70 helicopters per year. Since 2011, Eurocopter has been developing an optionally piloted vehicle (OPV) variant of the EC145. Test flights of the EC145 OPV, including unmanned flights, began in 2013. The system, designed to plug into the EC145's existing avionics, is capable of autonomous operation or alternatively being controlled by human operators either via the cockpit or from a ground control station. The technology, which is reported to be compatible with a number of Eurocopter's range of helicopters, is intended for both civil and military applications. In an emergency situation, such as systems failure, the EC145 OPV is programmed to enter into an automated hover-to-land procedure to safely land the aircraft. In March 2015, Airbus Helicopter's Chief Technical Officer Jean-Brice Dumont stated that there were no firm plans for the EC145 OPV to proceed to production, but investment in the project was continuing. In July 2014, Airbus Helicopter launched the EC145e, a lightened and lower cost version of the standard EC145, achieved by the removal of some avionics for autopilot and single-pilot IFR functions. Intended as a basic model for tasks such as aerial firefighting and utility work, it has been also viewed as a replacement for aging MBB Bo 105 rotorcraft. In April 2015, the EASA issued its certification for the EC145e. In 2015, Metro Aviation entered into an arrangement with Airbus Helicopters to offer various mission-specific customisations for the EC145e and operate as a reseller for the variant. In 2015, the EC145 was rebranded as the H145 by Airbus Helicopters. In March 2019, Airbus Helicopters announced that it was developing, in cooperation with Japanese manufacturer Kawasaki, an upgraded model of the H145. Chiefly amongst its new features were a new bearingless five-bladed main rotor that incorporates the Blue Edge rotor blade, the testing of which had commenced in April 2018. Furthermore, such changes are able to be retrofitted to existing H145s. The upgrade reportedly increases payload capacity by 150 kg (330 lb) and will be able to be retrofitted to existing H145s. EASA certification is expected in the first quarter of 2020. Production Over 1600 of the H145 family had been produced by June 2023. Design The EC145 features a larger cabin space than the older BK 117 C1 helicopter with internal space increased by 46 cm (18 in) in length and 13 cm (5 in) in width, increasing cabin volume by 1.0 m3 (35 cu ft) to 6.0 m3 (210 cu ft). Other improvements over the BK 117 include an increased maximum take-off weight and greater range, achieved partially by the adoption of composite rotor blades, which were derived from the smaller EC135. The EC145 has a hingeless rotor system with a monolithic titanium hub; the helicopter was originally powered by a pair of Turboméca Arriel 1E2 turboshaft engines, later aircraft are powered by the upgraded Turboméca Arriel 2E engine. A key feature of the rotorcraft is the variable rotorspeed and torque matching system (VARTOMS), derived from the BK 117, which Eurocopter has attributed as making the EC145 "the quietest helicopter in its class". The EC145 is fitted with an all-glass cockpit, consists of a Thales Avionics MEGHAS Flight Control Display System with active matrix liquid crystal displays (LCDs); it can be piloted by either one or two pilots. A number of systems are independently redundant, including the autopilot system, hydraulic boost, transmission lubrication, and some of the onboard sensors. The EC145 T2 features additional and newer avionics systems, such as a full 4-axis autopilot and dual-channel Full Authority Digital Engine Control (FADEC); three large LCD primary displays were also introduced to control these systems. The type is fully capable of Category A operations; in November 2008, an EC145 performed the first medical transport flights under instrument flight rules (IFR) in Europe; the type is able to fly entirely under GPS navigation from takeoff to final approach when required. The EC145 is also the first civil helicopter to be fitted with night vision-compatible cockpit instrumentation and lighting straight off the production line. Typical cabin arrangements allows for eight passengers in a club seating configuration, or nine passengers in a high density seating configuration, passenger seating is designed for quick rearrangement based upon current demands. The cabin can be accessed either through sliding doors in either side of the aircraft or via large clamshell doors at the rear of the cabin; in combination with the high mounted tail boom, the clamshell doors are designed to provide safe clearance for loading and unloading activities even while the rotors are turning. In an EMS/casualty evacuation arrangement, the EC145 can carry up to two stretchered patients with three accompanying medical staff. The helicopter can be fitted with emergency floats, rescue hoist, search light, load hook and specialist equipment for other operational requirements. The EC145e, a utility variant, has a deliberately standardised interior for the purpose of minimising overall weight. A VIP variant the Stylence was launched in 2008 for corporate and private helicopter operators which has various aesthetic and technology changes from the baseline model to provide a higher level of passenger comfort. The Stylence features a luxury interior with a variety of seating configurations, leather seats, carbon fibre inserts, carpet, optional sliding wall in rear of the cabin and optional console with cold box. In 2011, Eurocopter launched the high-end Mercedes-Benz Style VIP variant developed in association with the Mercedes-Benz Advanced Design Division. The Mercedes-Benz Style features several seating configurations for between four and eight passengers with the option of up to three multipurpose cabinets via switchable rail-mountings, three trim and upholstery levels with wooden panelling, advanced in-flight entertainment system and adjustable ambient lighting. The seats can be removed to create space for luggage with anchoring options on the floor and walls. The Mercedes-Benz Style also features external changes including a reshaped forward section and modified landing skids. In 2017, Airbus Helicopters launched the Airbus Corporate Helicopters (ACH) brand for corporate variants with two product lines for the H145 assigned the marketing name ACH145: the ACH145 Line, formerly the Stylence, and the ACH145 Editions product line, which retained the Mercedes-Benz Style name. Operational history The French Sécurité Civile (Civil Guard), French Gendarmerie and the Landespolizei (State Police) of Hesse, Germany became the first operators of the EC145 upon receipt of the initial deliveries in April 2002. The Sécurité Civile procured the type as a replacement for its aging Aérospatiale Alouette III fleet, winning out against the Eurocopter AS365 Dauphin. In November 2006, the Sécurité Civile were planning to make greater use of the EC145's IFR capabilities for operations within bad weather and at night time. In 2008, the Gendarmerie reportedly stated that the EC145 has a per aircraft availability rate of roughly 90 percent. Out of a total of 32 EC145s delivered to the Sécurité Civile, three had been lost in accidents by June 2009. In October 2010, an agreement to establish a joint venture between Eurocopter and Kazakhstan Engineering, Eurocopter Kazakhstan Engineering, was formally signed; the joint venture created the only EC145 manufacturer in the Commonwealth of Independent States (CIS), which possesses exclusive rights to supply the type to Mongolia, Uzbekistan, Tajikistan, Kyrgyzstan, Belarus, and Azerbaijan. In November 2011, Kazakhstan took delivery of the first of an initial batch of six EC145 ordered. In September 2012, Eurocopter Kazakhstan received its first EC145 assembly kits at its newly established facility in Astana; up to 10 EC145s per year are to be built at the facility. By November 2015, a total of 20 rotorcraft had been produced at the Kazakhstan facility, 14 for the Ministry of Emergencies of Kazakhstan and 6 for the Ministry of Defense of Kazakhstan. In April 2012, Eurocopter announced that the 500th EC145 had been delivered. On 31 July 2014, the first EC145 T2, an updated variant, was delivered to its launch customer, DRF Luftrettung, who have ordered a total of 20 such helicopters for emergency medical service operations. In April 2015, Airbus Group Australia Pacific delivered its first H145, previously designated as the EC145 T2. In June 2015, it was announced that Saudi Arabia intended to purchase 23 H145s worth $500 million. In November 2015, it was reported that the H145 had attained an average availability rate of 94%. On 25 September 2019 an Airbus H145 landed on the summit of Aconcagua, highest mountain in Southern Hemisphere at 6962 metres (22,840 ft), crewed by Airbus experimental test pilot Alexander Neuhaus and flight test engineer Antoine van Gent. This is a record for a twin-engined helicopter. Military In 2006, the UH-145, a military variant of the EC145, was selected for the United States Army's Light Utility Helicopter Program, beating three other helicopters. The deal, valued at $3 billion, involved the supply and servicing of 345 helicopters, with options for additional aircraft. The variant was designated UH-72 Lakota by the US Department of Defense; the first UH-72A was delivered to the US Army in December 2006. In August 2007, the FAA authorised the commencement of production of both UH-72A and civil EC145 rotorcraft at American Eurocopter's facility in Columbus, Mississippi. In July 2013, Germany purchased 15 EC145s for the German Army to be used for special operations (KSK) designated EC645 T2. The EC645 T2 is armed with weapon mounts, fitted with electronic countermeasures system, ballistic protection, electro-optical system, fast rope system, cargo hooks and hoists. In October 2014, Thailand placed an order for 5 EC645 T2s for the Royal Thai Navy. On 27 November 2014, the maiden flight of the EC645 T2 was performed at Donauwörth, Germany. On 15 May 2015, the H145M, previously designated as EC645 T2, received EASA airworthiness certification. The first two H145Ms were received by Germany and assigned to the Air Force in December 2015. In December 2016, Serbia placed an order for 9 H145Ms with 6 for the Serbian Air Force and Air Defence, four of the six to be equipped with the HForce weapon system, and 3 for the Police of Serbia. In November 2018, Serbia changed the distribution of the H145Ms; the Police to receive an additional H145M and the Serbian Air Force and Air Defence to receive one less H145M with three equipped with HForce. In November 2017, Airbus completed the first test fire of the HForce modular weapon system. HForce will enable the H145M hardpoints to be armed with the M3P .50-caliber machine gun, M621 20mm automatic cannon and FZ231 70mm rocket launcher and will equip the H145M with a Wescam MX-15 electro-optical targeting system and Scorpion helmet mounted sight display. In December 2017, Airbus successfully launched FZ275 70mm semi-active laser guided rockets. In June 2018, an order was placed for 20 H145Ms by Hungary for the Hungarian Air Force equipped with HForce weapon system. All delivered by the end of 2021. First live firing exercise was held in September 2021 using 20 mm cannon pods. In July 2018, an order was placed by Luxembourg for 2 H145Ms for the Luxembourg Army that will be dual role for use by the Luxembourg Police. In August 2021, the German Air Force deployed two H145Ms to Hamid Karzai International Airport to assist in evacuation operations in the aftermath of the fall of Kabul. On 24 February 2023, Belgian newspaper, De Morgen, has noted that the Belgian Air Force has selected the H145M as its new light utility helicopter. A government approval for an order for 15 aircraft is expected to be finalized on March 10, 2023, during a defence commission meeting - these will replace the 4 NH90-TTH and the last remaining Agusta A109BAi's in BAF service. Variants EC145 Basic model introduced, derived from preceding BK 117 C-1; this variant is powered by Turbomeca Arriel 1E2 turboshaft engines and has a conventional high boom tail rotor. EC145 is a marketing name for the BK 117 C-2. ACH145 Corporate model by Airbus Corporate Helicopters offered in two product lines: the ACH Line, formerly the Stylence, and the Mercedes-Benz Style, part of the ACH Editions product line. The ACH145 interior options include seating configurations, upholstery, trim, lighting, carpet and storage. The Mercedes-Benz Style airframe has a redesigned nose and modified skids. EC145e Variant of the base EC145 for utility purposes, featuring new Garmin G500H digital cockpit and the removal of some elements such as the automatic flight control system, along with the adoption of a standardised interior, for weight reduction purposes. EC145e is a marketing name for the BK 117 C-2e. H145 Updated version of EC145, initially designated as EC145 T2. Features a fenestron shrouded tail rotor rather than a conventional tail rotor. Other changes include the installation of more powerful (775 kilowatts (1,039 shp) Arriel 2E engines, and various new avionics; it has a maximum takeoff weight of 3700 kg. In 2019 Airbus Helicopters announced a new variant of the type with a newly designed 5-blade bearingless main rotor system, increasing useful load by 150 kg and max takeoff weight to 3800 kg; it achieved EASA certification in June 2020. Airbus expects to deliver the last production H145 with the standard 4-blade rotor in February 2021, after which the production line will only assemble the new 5-blade type; the 4-bladed H145s already in service can also be retrofitted to the new 5-blade standard. H145 is a marketing name for both the BK 117 D-2 (4-blade main rotor variant) and BK 117 D-3 (5-blade main rotor variant). H145 D3 Updated Version of the H145 with 5-blade main rotor. In comparison to the D-2, the effective loading weight of the D-3 is increased by 150 kg due to a 100 kg increase in the maximum total weight and a 50 kg decrease in the aircraft weight. H145M Militarized version of the H145; briefly designated as EC645 T2. It can be outfitted with ballistic protection, self-sealing fuel tanks, electro optical/infrared sensor, retractable pintle-mounted 7.62mm FN MAG machine guns or M134 miniguns, military-grade communications and navigational systems and an electronic warfare self-protection system. The H145M's HForce weapon system can precisely aim 12,7 mm and 20 mm gun pods and 70 mm guided and unguided rockets. Anti-armor capability will be provided by integrating SPIKE ER2 missile to the helicopter's armament. UH-72A Lakota A militarised Light Utility Helicopter based on the basic EC145 model; operated by the US Army. UH-72B The UH-72B includes many upgrades of the updated H145, such as an upgraded cockpit, 5 blade rotor, and fenestron. UH-72B Unmanned Logistics Connector A proposed unmanned variant of the UH-72B for the United States Marine Corps and United States Army. It would provide autonomous logistical support for Expeditionary Advanced Base Operations for the USMC and contested airspace for the Army. If the USMC selects it, it could be fielded by the late 2020s. AAS-72X An armed scout and multi-role version of the UH-72A offered in the US Army's Armed Aerial Scout OH-58D replacement program, offered by EADS and Lockheed Martin until AAS was cancelled. The AAS-72X had two external hardpoints and turret mounted visions system among other features, and was C-16 transportable. AAS-72X+ An armed military version of the Eurocopter EC145T2 was also proposed for the Armed Aerial Scout program building on the features of the X model. However, the X+ was equipped with more powerful engines with an extra 200 shaft horsepower each, a fenestron shrouded tail rotor, and a fully digital glass cockpit. Jupiter HT.1 Used by UK Armed Forces to train search and rescue pilots. Jupiter HC.2 Ordered by the Royal Air Force to use as utility and rescue helicopter in Brunei and Cyprus. Operators By 2017, more than 1300 EC145s were in service around the world. In 2012 was reported as in use by 34 countries and around 100 customers. By 2023 this had risen to 1600. In 2024 the Airbus site listed nearly 1700 of this family produced, including the early BK 117. Military Albania Albanian Air Force (3 H145M) Belgium Belgian Air Force (20 H145M on order, 15 for Air Force, 5 for the Belgian Federal Police) Bolivia Bolivian Air Force Brunei Royal Brunei Air Force (six H145M on order) Cayman Islands Cayman Islands Regiment Cyprus Cypriot National Guard - ordered six H145M with an option for another six to replace the ageing Soviet squadron Ecuador Ecuadorian Air Force - received two H145Ms in 2020, with four more delivered by April 2021 France French Gendarmerie Germany German Air Force (15 H145M LUH SOF) German Army Aviation Corps (7 H145 LUH SAR) Hungary Hungarian Armed Forces (19 H145M, originally 20, one lost in an accident on the 21st of June 2023) Kazakhstan Kazakhstan Air Force Luxembourg Luxembourg Army (2 H145M) Serbia Serbian Air Force and Air Defence (6 H145M, 9 more on order) Thailand Royal Thai Army (H145) Royal Thai Army (UH-72A Lakota) Royal Thai Navy (H145M) United Kingdom Royal Air Force - No. 1 Flying Training School RAF - No. 202 Squadron RAF - RAF Akrotiri, Cyprus - No. 84 Squadron (from 2024) - Medicina Lines, Brunei - No. 1563 Flight (from 2024) United States United States Army see UH-72 Lakota Civilian and government Australia Royal Flying Doctor Service WA Police Belgium Noordzee Helikopters Vlaanderen - NHV Brazil Bahia State Public Security Maranhão State Public Security Ceará Public Security Minas Gerais Fire Department Canada Royal Canadian Mounted Police STARS Air Ambulance Croatia Helicopter Emergency Medical Service Cayman Islands Royal Cayman Islands Police Service Air Operations Unit France Civil Defence Georgia Border Police (2 H145 on order) Germany ADAC Landespolizei DRF Israel Israel Police Lithuania State Border Guard Service (1 EC145, 3 H145M) Morocco Royal Moroccan Gendarmerie Namibia Namibian Police Force Netherlands ANWB Medical Air Assistance New Zealand Canterbury West Coast Air Rescue Otago Rescue Helicopter Trust Norway Norsk Luftambulanse Peru National Police of Peru Philippines Philippine Coast Guard Saudi Arabia Ministry of Interior (23 on order) Spain Medical Emergency System (Department of Health of the Government of Catalonia) Switzerland Rega Air Rescue Service Serbia Serbian police (4 H145M) Ukraine State Emergency Service of Ukraine Ministry of Interior (10 H145 on order, 8 with five-blade rotor) United Kingdom East Anglian Air Ambulance Scottish Ambulance Service Yorkshire Air Ambulance - 2 H145 D3 5 blade National Police Air Service 19 H135 & H145 Police Service of Northern Ireland United States AirMed Utah Avera Careflight Memorial Hermann Life Flight Stanford Life Flight Sanford Health Airmed Suffolk County Police Department Texas Department of Public Safety Las Vegas Metropolitan Police Department OSF HealthCare Life Flight based in Peoria, IL Boston MedFlight Duke Life Flight Thomas Jefferson University JeffSTAT Riverside County Sheriff's Department University of Virginia Health System Pegasus Specifications (EC145 C-2) (Data from Eurocopter EC145 technical data, EC 145 specs) General characteristics Crew: 2 Capacity: 9 pax / 1,793 kg (3,953 lb) payload Length: 13.03 m (42 ft 9 in) Height: 3.45 m (11 ft 4 in) Empty weight: 1,792 kg (3,951 lb) Gross weight: 3,585 kg (7,904 lb) Fuel capacity: 723.0 kg (1,593.9 lb) Powerplant: 2 × Turbomeca Arriel 1E2 turboshaft engines, 550 kW (740 hp) each for take-off Main rotor diameter: 11 m (36 ft 1 in) Main rotor area: 95 m2 (1,020 sq ft) root: NACA 23012; tip: NACA 23010 Performance Cruise speed: 246 km/h (153 mph, 133 kn) Never exceed speed: 268 km/h (167 mph, 145 kn) Range: 680 km (420 mi, 370 nmi) Ferry range: 855 km (531 mi, 462 nmi) Service ceiling: 5,240 m (17,190 ft) Rate of climb: 8.1 m/s (1,590 ft/min) Related development MBB/Kawasaki BK 117 Eurocopter UH-72 Lakota Eurocopter EC135 Aircraft of comparable role, configuration, and era AgustaWestland AW169 AVIC AC332 Bell 429 HAL Dhruv Kazan Ansat Kamov Ka-226 Sikorsky S-76 A EC145 from the Stanford Medical Center French Gendarmerie EC145, 2009 The initial version with traditional tail rotor EC145 T2 with fenestron Internal view of an EC145's cabin Fisheye view from cabin of a military version in flight Civilian Airbus Helicopter H145 EC145 with 4-blade main rotor H145 on delivery to German for SAR Side/rear view showing engine exhaust port of C-2 version Open clamshell doors of an EC145 German military version of the H145 for special operations (KSK) Airbus UH-72A on display at the ILA 2022 Air Show An H145 (EC145 T2) HB-ZQJ (H 145) used by Rega ACH145 D-3 with 5-blade main rotor system Jupiter HT.1 at the Royal International Air Tattoo in 2023 Countries that operate the H145 worldwide An EC145 in service with STAT Medevac An EC145 in service with Bolivian Air Force in South America A H145M of the German Air Force for special forces operations UH-72B of the U.S. National Guard Ostend - EBNH A EC145 of the Hesse State Police Lithuanian State Border Guard EC145 A H145 of the Philippine Coast Guard The original tail rotor design used on the earlier EC145's (now replaced with a Fenestron) Eurocopter EC155 (Airbus Helicopters H155) EC155 / H155 Role - Passenger transport helicopter National origin - Multinational Manufacturer - Eurocopter / Airbus Helicopters First flight - 17 June 1997 Introduction - March 1999 Status - Active Produced - 1997-present Developed from - Eurocopter AS365 Dauphin Variants - KAI LCH Developed into - Eurocopter X³ / KAI LAH The Eurocopter EC155 (now Airbus Helicopters H155) is a long-range medium-lift passenger transport helicopter developed by Eurocopter from its Dauphin family for civil aviation use. It is a twin-engined aircraft and can carry up to 13 passengers along with 1 or 2 crew, depending on customer configuration. The helicopter is marketed for passenger transport, offshore support, VIP corporate transport and casualty transport duties. In 2015, the EC155 was formally renamed to the H155, in line with Eurocopter's corporate rebranding as Airbus Helicopters. It was succeeded in the product line by the Airbus Helicopters H160. Development Originally designated AS365 N4, the EC155 was developed from the Eurocopter AS365 N3 Dauphin 2 with the aim of significantly increasing the cabin space of the Dauphin. Development began in September 1996 with the helicopter officially announced by Eurocopter at the Paris Air Show in June 1997. The first EC155 helicopter, a modified Dauphin airframe, made its maiden flight at Marignane on 17 June 1997 and the first pre-production EC155 B flew on 11 March 1998. The aircraft received safety certification by the French and German civil aviation authorities on 11 December 1998 and went into production soon after, with a price tag of US$7-8 million depending on installed equipment. In March 1999, deliveries of the EC155 B commenced, the German Federal Police became the first operator of the type. Between March 1999 and June 2003, roughly 50 EC155 Dauphins were sold, mainly to VIP and off-shore customers. The EC155 B1 was developed with uprated engines, giving it improved performance at high altitude and in hot temperature conditions; this derivative also features a higher maximum take-off weight (10,846 lb vs. 10,580 lb). Deliveries of this model began in November 2002 with the Hong Kong Government Flying Service becoming the first operator. In early 2003, Eurocopter completed studies for an even more powerful version of the EC155 B1, designed to better compete with new rotorcraft such as the AgustaWestland AW139 and to better meet military customer's requirements. Several major elements of the EC155, such its rotor system (albeit modified to operate at slower rotational speeds), were used in the Eurocopter X3, an experimental high-speed compound helicopter which set an unofficial speed record of 255 knots (293 mph; 472 km/h) in 2013. In 2015, an EC155 was also used by Airbus Helicopters as a flying testbed for new aerodynamic features, such as the rotor blades, biplane stabilizer and canted fenestron, for the developing Airbus Helicopters H160 helicopter. In 2015, Airbus Helicopters and Korean Aerospace Industries (KAI) formed an agreement to transfer principle manufacturing activity for the EC155 to South Korea; KAI shall become the sole manufacturer of the type after 2018, and both firms shall be jointly involved in the international marketing and further development of the type. The EC155 is to serve as the basis for KAI's Light Civil Helicopter (LCH) and Light Armed Helicopter (LAH), featuring numerous changes including a new cockpit, improved gearbox and rotor blades; the LAH shall have a chin-mounted 20 mm cannon and side-mounted guided rockets, countermeasures systems, and be able to carry 6-10 combat troops. The LCH is to enter service in 2020, and the LAH will follow in 2022 to replace the MD 500 Defender and AH-1J/S Cobra. Airbus foresees a South Korean demand for 100 LCHs and 214 LAHs, and estimates an international market of 300-400 LAH versions to replace legacy attack helicopters. Design The EC155 B features a completely redesigned cabin providing 30% more passenger space than previous Dauphin helicopter models, plus a 130% increase in baggage hold volume. Other major improvements include a five-blade Spheriflex composite main rotor combined with the familiar shrouded Fenestron tail rotor to reduce vibration levels significantly. The EC155 B is powered by two 635 kW (851 shp) Turbomeca Arriel 2C1 turboshaft engines mounted over the luggage hold, which feature a dual-channel Full Authority Digital Engine Control (FADEC) system. The EC155 B1 features uprated 697 kW (935 shp) Arriel 2C2s. The helicopter can be fitted with an anti-icing system to enable the aircraft to operate in very cold climates. The all-glass cockpit is equipped with an 'Avionique Nouvelle' integrated digital flight control system featuring Eurocopter's Vehicle and Engine Management Display (VEMD), which utilizes active matrix liquid crystal displays. The EC155 is also equipped with a four-axis digital autopilot, coupled to the engine FADECs for full-envelope protection, and is offered with a Health and Usage Monitoring System (HUMS). Eurocopter designed the EC155 originally with three configurations, however, another two configurations were added in 2005. The Passenger Transport version can carry 12 passengers in comfort seats or 13 passengers in utility seats, along with 1 or 2 crew. The VIP or Corporate Transport version has a VIP lounge with working space accommodating up to 8 executives. The Casualty Transport version can carry 2 stretchered patients with up to 4 seated medical staff, or 4 patients on stretchers plus 2 seated medical staff. The configurations added in 2005 were for offshore operation and police and parapublic missions ranging from patrol, airborne surveillance, SAR and EMS, the helicopter being fitted with specific mission equipment for these duties. Variants EC155 - The first prototype, built from modifying an existing Dauphin airframe. EC155 B - The first production version, powered by two Turbomeca Arriel 2C1 turboshaft engines. EC155 B1 - An uprated model equipped with two Turbomeca Arriel 2C2 turboshaft engines and higher M.T.O.W., offering enhanced hot and high performance. AS565 UC - Designation of early military derivative study. LCH/LAH - Improved type development by Korea Aerospace Industries. The LCH will enter service in 2020, and the LAH in 2022. Operators The aircraft is operated by private individuals, companies and charter operators. It is also operated by government organisations and as an offshore transport for the gas and oil industry. China Shanghai Municipal Police Dominican Republic Dominican Republic Air Force Germany Bundespolizei NRW Police Hong Kong Government Flying Service Thailand Royal Thai Police United States University of Michigan Survival Flight University of Florida ShandsCair Vietnam Vietnam Helicopter Corporation Specifications (EC155 B1) Data from {Eurocopter.com} General characteristics Crew: 1 or 2 (pilots) Capacity: 13 passengers or 2,301 kg (5,073 lb) payload Length: 14.3 m (46 ft 11 in) Height: 4.35 m (14 ft 3 in) Empty weight: 2,618 kg (5,772 lb) Gross weight: 4,950 kg (10,913 lb) Max takeoff weight: 4,920 kg (10,847 lb) Powerplant: 2 × Turbomeca Arriel 2C2 turboshaft engines, Take-off Power, 697 kW (935 hp) each Main rotor diameter: 12.6 m (41 ft 4 in) Main rotor area: 124.7 m2 (1,342 sq ft) Performance Never exceed speed: 324 km/h (201 mph, 175 kn) Range: 857 km (533 mi, 463 nmi) Ferry range: 985 km (612 mi, 532 nmi) Service ceiling: 4,572 m (15,000 ft) Rate of climb: 8.9 m/s (1,750 ft/min) Related development Aérospatiale SA 360 Dauphin Eurocopter AS365 Dauphin Eurocopter HH-65 Dolphin Eurocopter AS565 Panther Eurocopter X3 KAI LAH KAI LCH Aircraft of comparable role, configuration, and era Harbin Z-9 Kamov Ka-60 AgustaWestland AW139 Bell 430 Sikorsky S-76 TAI T625 HAL Dhruv HAL Rudra An Airbus Helicopters H155 with NRW Police (Germany) KAI LAH prototype in 2020 EC155 B1 of Kingfisher Airlines in India An EC155 of the German Bundespolizei An EC155, operated by the Hong Kong Government Flying Service Eurocopter AS332 Super Puma (Airbus Helicopters H215) AS332 Super Puma / H215 Role - Medium utility helicopter National origin - France Manufacturer - Aérospatiale / Eurocopter / Airbus Helicopters First flight - 13 September 1978 Status - In service Primary users - French Air and Space Force / CHC Helicopter / Babcock Mission Critical Services Offshore / Hellenic Air Force / Spanish Air and Space Force Produced - 1978-present Number built - 1,000 (Sep 2019) Developed from - Aérospatiale SA 330 Puma Variants - Eurocopter AS532 Cougar Developed into - Eurocopter EC225 Super Puma The Airbus Helicopters H215 (formerly Eurocopter AS332 Super Puma) is a four-bladed, twin-engined, medium-sized, utility helicopter developed and initially produced by French aerospace company Aérospatiale. It has been subsequently manufactured by the successor companies Eurocopter and Airbus Helicopters. The Super Puma is a re-engined and more voluminous version of the original Aérospatiale SA 330 Puma. Development of the Super Puma was carried out during the 1970s, based on the successful SA 330 Puma. While retaining a similar layout, the fuselage was redesigned to increase its damage tolerance and crashworthiness, while composite materials were also more extensively used. Furthermore, a pair of more powerful Turbomeca Makila turboshaft engines was also adopted, along with a more streamlined nose, amongst other changes. Two distinct fuselage lengths, a shortened and stretched form, were developed from the onset. On 5 September 1977, the SA 331 preproduction prototype performed its maiden flight; the first true Super Puma made its first flight roughly one year later. By 1980, the Super Puma had succeeded the SA 330 Puma as Aérospatiale's principal utility helicopter. The Super Puma quickly proved itself to be a commercial success for both military and civil customers. The French Army were a keen early customer, using the type in its new rapid response task force, the Force d'Action Rapide, and routinely dispatching Super Pumas to support France's overseas engagements in both Africa and the Middle East. Indonesia also became a prominent nation for the Super Puma, with the state-owned aircraft manufacturer PT Dirgantara Indonesia securing a license to produce it locally. In the civilian sector, it has been heavily used to support offshore oil rigs and aerial firefighting operations. Since 1990, Super Pumas in military service have been marketed under the AS532 Cougar designation. In civilian service, a next generation successor to the AS 332 was introduced in 2004, the further-enlarged Eurocopter EC225 Super Puma. Development Origins During 1974, Aérospatiale commenced development of a new medium transport helicopter based on its successful SA 330 Puma. The project's existence was publicly announced at the 1975 Paris Air Show. While the new design retained a similar general layout to the preceding AS 330, it was powered by a pair of Turbomeca Makila turboshaft engines, which had recently been developed and were more powerful than the preceding Turbomeca Turmo. The rotorcraft's four-bladed main rotor was redesigned to make use of composite materials. The design team paid substantial attention to increasing the new model's damage resistance; thus, a more robust fuselage structure was adopted along with a new crashworthy undercarriage, while the rotor blades are also able to withstand some battle damage, along with various other key mechanical systems across the rotorcraft. External features that distinguish the new helicopter from the SA 330 include a ventral fin underneath the tail boom and a more streamlined nose. From the project's onset, it had been planned for the new rotorcraft to be available in two fuselage lengths, consisting of a short fuselage version that had similar capacity to the SA 330, while providing superior performance under "hot and high" conditions, and a stretched version which allowed for greater quantities of internal cargo or passengers to be carried in circumstances where overall weight was deemed to be less critical. On 5 September 1977, a preproduction prototype, the SA 331, modified from a SA 330 airframe by the addition of Makila engines and a new gearbox, performed its maiden flight. The first prototype of the full Super Puma made its first flight on 13 September 1978, and was quickly followed by a further five prototypes. Flight testing revealed that, in comparison with the SA 330 Puma, the AS 332 Super Puma possessed a higher cruise speed and more range, in part due to the Makila engine providing a greater power output along with a 17% reduction in fuel consumption per mile. The Super Puma also demonstrated its far superior flight stabilisation tendencies and was less reliant on automated corrective systems. The development of both military and civilian variants was carried out in parallel, including at the certification stage. During 1981, the first civil Super Puma was delivered. Production and improvements By 1980, the AS 332 Super Puma had replaced the preceding SA 330 Puma as Aérospatiale's principal utility helicopter. It quickly proved to be highly popular amongst its customers; between July 1981 and April 1987, on average, three helicopters per month were being built for operators from both the military and civilian sectors. The success of the AS 332 Super Puma led to the pursuit of additional development programs that produced further advanced models. These included the arrival of features such as lengthened rotor blades, more powerful engines and gearboxes, increases in takeoff weight, and modernised avionics. Furthermore, overseas manufacturing was also established; Indonesian Aerospace (IPTN) has produced both the SA 330 and AS 332 under license from Aerospatiale; IPTN-build rotorcraft were produced for both domestic and some overseas customers. A wide variety of specialised Super Puma variants followed the basic utility transport model into operation, including dedicated search-and-rescue (SAR) and antisubmarine warfare (ASW) versions. Since 1990, military-orientated Super Pumas have been marketed under the AS532 Cougar name. As a fallback option to the NHIndustries NH90 programme, a Mark III Super Puma was also considered for development at one stage. By 2005, various models of Super Puma had been operated by numerous customers across 38 nations for a wide variety of purposes. In total, 565 Super Pumas (including military-orientated Cougars) had been delivered or were on order at this point as well. During February 2012, Eurocopter announced that it was offering a lower-cost basic Super Puma configuration that would be more competitive with rivals such as the Russian-built Mil Mi-17. Starlite Aviation became the launch customer for this new variant, designated AS 332 C1e. In November 2015, Airbus Helicopters announced that manufacturing activity of the AS 332 Super Puma, which was redesignated as the H215 at that point, would be transferred to a new purpose-built final-assembly facility in Brasov, Romania. This move is aimed to cut production time and cost by simplifying production to a single baseline configuration that would then be customised to meet the needs of both civilian and military customers. Design The Eurocopter AS332 Super Puma is a medium-sized utility helicopter, powered by a pair of Turbomeca Makila 1A1 turboshaft engines, which drive the rotorcraft's four-bladed main rotor and five-bladed tail rotor along with a pair of independent hydraulic systems and a pair of electrical alternators. Fuel is housed across six internal fuel tanks, while additional auxiliary and external tanks can be equipped for extended flight endurance. For safety, the fuel tanks use a crashworthy plumbing design and fire-detection and suppression systems are installed in the engine bay. The monocoque tail boom is fitted with tail rotor strike protection; the forward portion of the boom also accommodates a luggage compartment. The retractable tricycle landing gear has been designed to provide high energy-absorption qualities. The main cabin of the Super Puma, which is accessed via a pair of sliding plug doors, features a reconfigurable floor arrangement that enables various passenger seating or cargo configurations to be adopted, which includes specialised configurations for medical operators. According to Airbus Helicopters, in addition to the two pilots, the short-fuselage AS332 can accommodate up to 15 passengers, while the stretched-fuselage AS332 increases this to 20 passengers in a comfortable configuration. Soundproof upholstery is installed, as is separately-adjustable heating and ventilation systems. In addition to the doors, 12 windows line the sides of main cabin area, these are jettisonable to become emergency exits if required. The lower fuselage can also be fitted with flotation gear to give the rotorcraft additional buoyancy. A hatch is set into the cabin floor which facilitates access to the cargo sling pole, in addition to individual stowage space for airborne equipment. The flight control system of the Super Puma uses four dual-body servo units for pitch control of the cyclic, collective, and tail rotor. A duplex digital autopilot is also incorporated. The cockpit is equipped with dual flight controls. Principle instrumentation consists of four multifunction liquid crystal displays along with two display and autopilot control panels; for redundancy, a single integrated standby instrument system and vehicle monitoring system are also fitted. According to Airbus Helicopters, the avionics installed upon later variants has ensured a high level of operational safety. Third-party firms have offered various upgrades for the Super Puma, including integrated flight management systems, global positioning systems receivers, a digital map display, flight data recorders, an collision warning system, night-vision goggles-compatibility, and multiple radios. A marine variant of the Super Puma has also been manufactured for performing antisubmarine warfare and antisurface warfare missions. In such a configuration, the Super Puma is modified with additional corrosion protection, a folding tail rotor boom, a deck-landing guidance system, sonar equipment, and the nose-mounted Omera search radar. For the antisurface role, it can be armed with a pair of Exocet antiship missiles. Operational history In August 1983, the French government created a new rapid-response task force, the Force d'Action Rapide, to support France's allies and to contribute to France's overseas engagements in Africa and the Middle East; up to 30 Super Pumas were assigned to the taskforce. In June 1994, France staged a military intervention in the ongoing Rwandan genocide, dispatching a military task force to neighboring Zaire; Super Pumas provided the bulk of the task force's rotary lift capability, transporting French troops and equipment during their advance into Rwanda. During the 1980s, the French Army were interested in mounting an airborne battlefield surveillance radar upon the Super Puma. The first prototype Orchidée was assembled at Aérospatiale's Marignane factory and began testing in late 1988; the French Army intended to procure 20 aircraft to equip two squadrons. Orchidée was described as having a pulse-Doppler radar mounted on the fuselage's underside, being capable of 360° scanning to detect low-flying helicopters and ground vehicles at ranges up to 150 km; gathered data were to be relayed in real time to mobile ground stations by a single-channel data link for processing and analysis before being transmitted to battlefield commanders. The system was said to be capable of all-weather operation, and would counteract hostile electronic countermeasures. However, development was aborted in mid-1990 during post-Cold War defence-spending reductions. Indonesia has been a key customer for the Super Puma; state-owned aircraft manufacturer PT Dirgantara Indonesia (PT DI) secured a license to produce the type. While the company was initially involved in the assembly and finishing of Super Pumas delivered from Europe, PT DI has expanded the range of its manufacturing involvement in the type over time, while also expanding its collaboration with Eurocopter. In 1989, the Indonesian Air Force placed an order for 16 Super Pumas as a replacement for the aging Sikorsky S-58T fleet, but amid continued funding shortfalls, only seven units had been delivered by 2008, the operations of which were reportedly hampered by a lack of spare parts. The Indonesian government had also ordered 16 Super Pumas for purposes such as VIP transport, seven of which had been delivered by 2008. Production of these rotorcraft has been performed locally by PT DI. A key export customer was Switzerland, having originally purchased 15 AS 332M1 Super Pumas, locally designated TH89, for the Swiss Air Force. These were subsequently joined by 11 AS 532UL Cougars, designated TH98, while the TH06 programme was launched in 2006 to the retrofit the earlier Super Puma fleet with new avionics that either equaled or exceeded the capabilities of the newer Cougar fleet by RUAG. The Swiss Air Force has typically deployed the type for intelligence, surveillance, target acquisition, and reconnaissance and search-and-rescue (SAR) missions. Swiss Super Pumas have occasionally been deployed outside the country, usually to provide humanitarian aid, such as a deployment to Greece where they engaged in aerial firefighting during August 2021. During 1988, Sweden arranged to procure a fleet of 12 Super Pumas; they were primarily operated domestically, although some were deployed overseas occasionally, such as to provide medical evacuation services to coalition forces engaged in the War in Afghanistan. In October 2015, the Swedish Air Force retired its last Super Puma, replacing it with newer rotorcraft such as the NHIndustries NH90 and Sikorsky UH-60M Black Hawk. Six of these retired Super Pumas were sold on and refurbished for further service with other operators. During 1990, Nigeria made a deal with Aerospatiale to exchange several of their Pumas for larger Super Pumas. In November 2009, an additional five used Super Pumas were acquired from France for peacekeeping and surveillance operations in the Niger Delta. In 2015, it was reported that a number of weaponised Super Pumas had been procured by the Nigerian Air Force for anti-insurgency operations against Boko Haram. During 2000, a pair of Nigerian Super Pumas were deployed to in Cross River State to improve area surveillance and increase available firepower in response to insecurity in the vicinity of the Bakassi axis. In late 1990s, the Hellenic Air Force issued a request for acquiring more modern and capable SAR helicopters, in order to replace its ageing fleet of Agusta Bell AB-205 SAR helicopters, which were in use since 1975. The need for an all-weather, day and night, long range SAR helicopter for operations throughout the Athens FIR came up after the Imia/Kardak incident of 1996, and the growing tension between Greece and Turkey over territorial water disputes on the Aegean Sea. The Greek government signed a deal with Eurocopter for the purchase of an initial four AS-332 C1 Super Pumas in 1998. HAF acquired two more Super Pumas for air support operations of the Athens 2004 Olympic Games and six more helicopters followed up in the period 2007-2011 for the new CSAR role of the 384 SAR/CSAR Sq. All HAF Super Pumas are of the C1 version, which includes features such as a four-axis auto pilot, a NADIR type1000 navigation and mission management computer, FLIR turrets, an RBR1500B search radar, an engine anti-icing system, hydraulic and electrical hoists, a SPECTROLAB SX-16 searchlight, engine exhaust-gas deflectors, a Bertin loudspeaker, and six-stretcher interior configuration for MEDEVAC missions. The Spanish Air Force operated Super Pumas for various purposes. The fleet participated in the War in Afghanistan between 2005 and 2011, at one point being the sole rotorcraft providing combat SAR and MEDEVAC cover in Afghanistan's western regions, the last of these were withdrawn in November 2013. The type has also participated in firefighting operations domestically. During the 2010s, Spain decided to replace its Super Puma with the newer NH90, delivery of the Spanish Air Force's first example took place in 2020. VH-34 is the Brazilian Air Force's designation for the helicopter used to transport the President of Brazil. A pair of modified Super Pumas was used as the main presidential helicopters, having been configured to carry up to 15 passengers and three crew members. The VH-34 model was progressively supplemented and later replaced by the VH-36, the later EC725. Various French presidents, such as François Mitterrand, have used military Super Pumas as an official transport during diplomatic missions. During 2008, British Prime Minister Gordon Brown was flown in a Super Puma during a tour of Iraq. The Super Puma has reportedly proven to be well-suited to offshore operations for the North Sea oil industry, where the type has been used to ferry personnel and equipment to and from oil platforms. One of the biggest civilian operators of the Super Puma is Bristow Helicopters, which had a fleet of at least 30 Super Pumas in 2005; CHC Helicopters is another large civil operator, having possessed a fleet of 56 Super Pumas in 2014. During the 1990s, Iran procured at least seven Indonesian-built Super Pumas for civil offshore oil exploration missions. Super Pumas are also operated by Petrobras, the largest energy company in Brazil, to support its long-distance oil rigs. The largest civilian helicopter operator in China, CITIC Offshore Helicopter, operates a sizable Super Puma fleet. At least 19 Super Pumas have been operated by Germany's Federal Police service as of 2018. The Finnish Border Guard has operated numerous AS332 L1 Super Pumas equipped for maritime reconnaissance and SAR operations throughout the country. To better suit the challenging prevailing conditions, they are typically fitted with forward-looking infrared, a four-axis autopilot, and deicing apparatus. During the late 2010s, older members of Finland's Super Puma fleet were transported to Romania to be modernised and equipped to the newer H215 standard. In 2014, Airbus Helicopters, the manufacturer of the type, declared that the Super Puma/Cougar family had accumulated a total of 890 delivered rotorcraft to customers across 56 nations. By 2015, 187 Super Pumas had been reportedly ordered by military customers; amongst others, the orders included 29 for Argentina, 30 for Spain, 33 for Indonesia, 22 for Singapore and 12 for Greece. In November 2017, Romania announced its intention to buy up to 16 rotorcraft and planned to make a 30% down payment towards the first four aircraft later that same year. Variants SA 331 - Initial prototype, based on SA 330 airframe, first flew on 5 September 1977 AS 332A - Commercial preproduction version AS 332B - Military version AS 332B1 - First military version AS 332C - Production civilian version AS 332C1 - SAR version, equipped with a search radar and six stretchers AS 332F - Military antisubmarine and antiship version AS 332F1 - Naval version AS 332L - Civilian version with more powerful engines, a lengthened fuselage, a larger cabin space, and a larger fuel tank AS 332L1 - Stretched civilian version, with a long fuselage and an airline interior AS 332L2 Super Puma Mk 2 - Civilian transport version, fitted with Spheriflex rotor head and EFIS AS 332M - Military version of the AS 332L AS 332M1 - Stretched military version NAS 332 - Licensed version built by IPTN, now Indonesian Aerospace PT DI VH-34 - Brazilian Air Force designation for the two VIP-configured Super Pumas Operators Civilian Azerbaijan Azerbaijan Airlines Brazil Petrobras China CITIC Offshore Helicopter Canada CHC Helicopter Germany German Federal Police Greece Hellenic Fire Service - Operates two AS332L.1s Hong Kong Government Flying Service Iceland Icelandic Coast Guard Japan Coast Guard Tokyo Fire Department Norway Lufttransport Serbia Serbian Police Ukraine State Emergency Service of Ukraine United Kingdom Bond Offshore Helicopters Bristow Helicopters CHC Scotia United States Los Angeles County Sheriff's Department Vietnam Southern Vietnam Helicopter Company Military Albania Albanian air force Argentina Argentine Army Aviation Bolivia Bolivian Air Force Brazil Brazilian Air Force Brazilian Naval Aviation Chile Chilean Navy Ecuador Ecuadorian Army Finland Finnish Border Guard France French Air and Space Force Gabon Gabonese Air Force Georgia Ministry of Defense Greece Hellenic Air Force Indonesia Indonesian Air Force Indonesian Navy Jordan Royal Jordanian Air Force Kuwait Kuwait Air Force Mali Mali Air Force Morocco Royal Moroccan Gendarmerie Nigeria Nigerian Air Force Oman Royal Air Force of Oman Saudi Arabia Royal Saudi Navy Singapore Republic of Singapore Air Force South Korea Republic of Korea Air Force Spain Spanish Air and Space Force Switzerland Swiss Air Force Ukraine National Guard of Ukraine Uzbekistan Uzbekistan Air Force Venezuela Venezuelan Air Force Former operators Cameroon Cameroon Air Force China People's Liberation Army Ground Force Democratic Republic of the Congo Congolese Democratic Air Force Japan Japan Ground Self-Defense Force Sweden Swedish Air Force Thailand Royal Thai Air Force Togo Togolese Air Force Notable accidents and incidents 16 July 1988 - an AS332 L operated by Helikopter Service AS ditched in the North Sea due to heavy vibrations caused by the loss of a metal strip from one of the main rotor blades. All passengers and crew survived. 14 March 1992 - G-TIGH lost control and crashed into the North Sea near East Shetland Basin; 11 of the 17 passengers and crew died. 19 January 1995 - G-TIGK, operating Bristow Helicopters Flight 56C, ditched in the North Sea, after being hit by an abnormally large lightning strike; there were no fatalities, but the aircraft was written off. 18 January 1996 - LN-OBP, an AS332 L1 operated by Helikopter Service AS, ditched in the North Sea some 200 km south-west of Egersund. All passengers and crew survived and the helicopter was still floating 3 days later. 18 March 1996 - LN-OMC, an AS332 operated by Airlift from Svalbard Airport crashed at Wijdefjorden. There were no fatalities 8 September 1997 - LN-OPG, an AS332 L1 operated by Helikopter Service AS, suffered a catastrophic main gearbox failure and crashed en route from Brønnøysund to the Norne oil field, killing all 12 aboard. Eurocopter accepted some but not all of the AAIB/N recommendations. 11 August 2000 - Kaskasapakte, Sweden. A Swedish Air Force AS332M1 (10404 / H94) crash into the mountainside during initial approach to perform hoisting operations during a mountain rescue mission. All 3 crewmembers are killed. The cause of the accident was not fully determined, but difficult visual conditions is believed to have caused the crew to lose judgement of distance to the mountain side. 18 November 2003 - Rörö, Sweden. A Swedish Air Force AS332M1 (10409 / H99) crash into the sea during a night-time hoist exercise near Rörö in Gothenburg’s archipelago. The task was to conduct a number of hoist cycles to the rescue ship "Märta Collin". On approach the aircraft suddenly hit the water at high velocity, killing six crew members. Only one crew member, a conscript rescue swimmer, survived with minor injuries. The cause of the accident was not fully determined, but was believed to have been the result of incorrect flight attitude awareness in bad weather. "Aviation Safety Network" 21 November 2006 - A Eurocopter AS332 L2 SAR helicopter ditched in the North Sea. The aircraft was equipped with two automatic inflatable life rafts, but both failed to inflate. The Dutch Safety Board afterwards issued a warning. 1 April 2009 - A Bond Offshore Helicopters AS332L2 with 16 people on board crashed into the North Sea 13 miles (21 km) off Crimond on the Aberdeenshire coast; there were no survivors. The AAIB's initial report found that the crash was caused by a "catastrophic failure" in the aircraft's main rotor gearbox epicyclic module. 11 November 2011 - XC-UHP AS332-L Super Puma of Mexico's General Coordination of the Presidential Air Transport Unit crashed in the Amecameca region south of Mexico City. Mexico's Secretary of the Interior Francisco Blake Mora died in this accident along with seven other crew and passengers. 21 March 2013 - During a readiness exercise, a German Federal Police (Bundespolizei) Eurocopter EC155 collided with a Super Puma on the ground while landing in whiteout conditions next to the Olympic Stadium in Berlin, Germany, destroying both aircraft, killing one of the pilots, and injuring numerous bystanders. The whiteout was caused by snow on the ground being stirred up by the helicopter downdraft. 23 August 2013 - A Super Puma L2 helicopter G-WNSB experienced a (so far unexplained) loss of air speed on a low approach and ditched into the North Sea 2 miles west of Sumburgh Airport around 18:20 BST. The aircraft experienced a hard impact and overturned shortly after hitting the water. However, its armed flotation system deployed and the aircraft stayed afloat. Four passengers were killed, while both crew and a further 12 passengers were rescued, most with injuries. To date, the AAIB stated it was not caused by mechanical failure. A court has ordered the CV/FDR be released to the UK CAA for analysis on behalf of the Crown Office. 28 September 2016 - Saint Gothard Pass region, Switzerland, A Swiss Air Force Super Puma struck a landline 50m after taking off, both pilots were killed and the loadmaster sustained undisclosed injuries but survived. The helicopter was a total loss as it burned out completely. After a lengthy investigation the pilots were found to not have been at fault. Specifications (AS332 L1) Data from Jane's All The World's Aircraft 1993-94 General characteristics Crew: 2 Capacity: 24 passengers plus attendant / 4,490 kg (9,899 lb) Length: 16.79 m (55 ft 1 in) fuselage . 18.7 m (61 ft) rotor turning Height: 4.97 m (16 ft 4 in) Empty weight: 4,660 kg (10,274 lb) Max takeoff weight: 9,150 kg (20,172 lb) Powerplant: 2 × Turbomeca Makila 1A2 turboshaft, 1,376 kW (1,845 hp) each Main rotor diameter: 16.2 m (53 ft 2 in) Main rotor area: 206.12 m2 (2,218.7 sq ft) Blade section: root: NACA 13112; tip: NACA 13106 Performance Cruise speed: 277 km/h (172 mph, 150 kn) max . 247 km/h (153 mph; 133 kn) econ Never exceed speed: 327 km/h (203 mph, 177 kn) Range: 851 km (529 mi, 460 nmi) Service ceiling: 5,180 m (16,990 ft) Rate of climb: 7.4 m/s (1,460 ft/min) Related development Aérospatiale Puma IAR 330 Eurocopter AS 532 Eurocopter EC225 KAI Surion Aircraft of comparable role, configuration, and era Sikorsky S-92 Mil Mi-38 Mil Mi-17 AS332M1 Super Puma of the Swiss Air Force A French Army AS332 Super Puma, 1999 An AS332 Super Puma of the Osaka Prefectural Police, 2009 A Swedish AS332, 2004 AS332 of the Spanish Air Force conducting a medevac over Herat Province, Afghanistan, 2008 Eurocopter AS332 Super Puma (Defense Minister of France) A CHC AS332L2 Super Puma An L.A. County Sheriff's Department Super Puma flying a SAR mission AS 332, named Líf, of the Icelandic Coast Guard AS 332 of the Hellenic Air Force A Singapore Air Force Super Puma approaching the USS Inchon AS 332 of the Spanish Air Force AS 332B1 Super Puma of Venezuela Air Force Eurocopter EC225 Super Puma (Airbus Helicopters H225) EC225 Super Puma / H225 Role - Passenger transport helicopter National origin - Multinational Manufacturer - Eurocopter / Airbus Helicopters First flight - 27 November 2000 Introduction - December 2004 Primary user - CHC Helicopter Produced - 1999-present Number built - 170+ (as of 2016) Developed from - Eurocopter AS332 Super Puma Variants - Eurocopter EC725 The Airbus Helicopters H225 (formerly Eurocopter EC225 Super Puma) is a long-range passenger transport helicopter developed by Eurocopter as the next generation of the civilian Super Puma family. It is a twin-engined aircraft and can carry up to 24 passengers along with two crew and a cabin attendant, dependent on customer configuration. The helicopter is marketed for offshore support and VIP passenger transport duties, as well as public service missions. The civil-orientated EC225 has a military counterpart, which was originally designated as the Eurocopter EC725; it was rebranded in 2015 as the H225M. In 2015, the EC225 was formally renamed to the H225, in line with Eurocopter's corporate rebranding as Airbus Helicopters. Development In the aftermath of the 1973 oil crisis, oil and gas companies began exploration and extraction activities farther offshore, thus creating a long-term need for more capable rotary aircraft. The development of the EC225, an enlarged variant of the AS332 Super Puma, was announced by Eurocopter in June 1998. The principal differences of the EC225 from the preceding AS332 are the adoption of Spheriflex rotor technology and new Turbomeca Makila 2A turboshaft engines, along with a redesigned main gearbox to accommodate the rotor and engine changes, and the addition of an integrated flight display system; these changes resulted in higher speeds and passenger comfort, as well as greater flight safety and reduced operating costs. On 27 November 2000, the first prototype performed its maiden flight. In July 2004, the type received its airworthiness certification from the European Aviation Safety Agency. In December 2015, the H225, a new designation used for the EC225, received certification from the Interstate Aviation Committee of the Commonwealth of Independent States; this made the H225 the first foreign heavy-lift helicopter to become certified in Russia. In February 2014, Airbus Helicopters announced at Heli-Expo 2014 the development of an improved variant, the EC225e. The EC225e features numerous changes including new avionics systems, such as the TCAS II collision avoidance system, an automatic identification system, and a specialized rig-approach system; it was also intended to feature an improved Turbomeca Makila 2B engine to increase the EC225e's maximum takeoff weight by 550 kg, and an additional fuel tank in the rear baggage compartment to extend its range to 300 nautical miles with up to ten passengers on board. Some, but not all, modifications can be retrofitted onto existing EC225s. In the same announcement, in February 2014, Lease Corporation International said that they had placed a $645 million order for 15 EC225e (along with 6 Airbus Helicopters EC175) helicopters as the launch customer. In February 2016, the Makila 2B engine was dropped from the EC225e as a cost reduction measure, development of the other structural and avionics aspects is proceeding. In 2015, Airbus Helicopters announced at the Paris Air Show that it had begun development of a clean-sheet successor to the EC225, initially designated Airbus Helicopters X6, but development was stopped in early 2018. The EC225's production line is projected to continue manufacturing activity until at least 2030. Design The EC225 is based on the Eurocopter AS332L2 Super Puma, improving upon the design with a five-blade main rotor incorporating a new airfoil shape to reduce vibration and noise levels. The blades of the rotors feature a composite spar and parabolic blade tips; they can also be equipped with an anti-icing system to enable the aircraft to operate within very cold climates. The helicopter is powered by two Turbomeca Makila 2A1 turboshaft engines mounted over the cabin; these engines are capable of providing 14 per cent more engine power and feature a redundant dual-channel full authority digital engine control (FADEC) system for high reliability, a further backup system is present in the event of both FADEC systems failing. The FADEC system ensures that engine power is always kept within the limits of the gearbox. Many of the mechanical components, particularly of the engines, were designed to be modular to ease maintenance, and composite materials were used where possible to reduce the aircraft's weight. A key safety feature of the aircraft's main gear box (MGB) is an emergency oil spraying sub-system present in the lubrication system; this is designed to exceed the JAR 29 Standard's requirements of a 30-minute running time in the event of the loss of MGB oil pressure, and has demonstrated up to 50-minute running time. The engine also incorporates a "blade shedding" system to ensure engine integrity during an overspeed instance. Energy absorbent self-sealing fuel tanks are contained in the aircraft's sponsons, along with other equipment such as downward-facing illumination and navigation lighting fixtures. The transmission can accommodate more power than the maximum output of the engines; however two aircraft were lost in 2012 due to the cracking of the bevel gear shaft, a gearbox component. In response, the design of the transmission was modified in 2013, and the onboard health and usage monitoring system (HUMS) was upgraded to provide real-time monitoring of the bevel gear shaft against the threat of crack formation. In terms of cockpit equipment and avionics, the EC225 is equipped with a full glass cockpit with active-matrix liquid crystal displays; these include four 6-inch by 8-inch multi-functional displays as the predominant instrumentation for key flight information, two 4-inch by 5-inch monitors for displaying aircraft parameters, and a 3-inch screen for backup. The advanced helicopter cockpit and avionics system is described as serving to reduce pilot and crew workload, being used to display flight management and sub-systems information and is complete with a four-axis digital autopilot. During a typical flight, the pilot programs the route into the aircraft and then monitors it, as opposed to direct continuous control of the flight; the need for paper charts has been eliminated by these systems. Under autopilot, the automatic flight control system acts to prevent pilot actions from exceeding the established flight envelope; the EC225 remains flyable with all automatic systems disabled. From initiating the startup sequence to being ready to takeoff only takes three minutes. There are currently a total of four principal configurations designed by Airbus Helicopters for the EC225. The passenger transport version has a crash-worthy seating arrangement for up to 19 passengers with a high-density seating arrangement accommodating up to 28 passengers available to be fitted. The VIP transport version has a large lounge with seating for up to 12 passengers and a cabin attendant. The emergency medical services (EMS) configuration has medical units for six stretchers and four seats for medical workers. The search and rescue (SAR) configuration allows space for search and rescue equipment with an operator seat, hoistman seat and up to eight rescue seats and three stretchers. While a single pilot is capable of controlling the aircraft under visual meteorical conditions, two pilots are used in a typical crew complement and, dependent on role, a cabin attendant or flight engineer may also be present. Operational history In January 2005, Algeria became the first country to use the EC225 when the Algerian Ministerial Air Liaisons Group (GLAM) took delivery of a single helicopter for VIP transport duties. In 2009, the AirKnight consortium offered the EC225 in competition against the Sikorsky S-92 offered by the Soteria Search and Rescue consortium for the United Kingdom's Search and Rescue - Helicopter (SAR-H) program to replace the RAF Search and Rescue Force's Westland Sea King fleet. In 2010, Soteria was awarded the contract; however, in 2011 the contract was halted as Soteria had access to confidential information. In 2013, the Department for Transport awarded Bristow Group the SAR-H contract, operating a mix of Sikorsky S-92 and AgustaWestland AW189 instead. By 2011, CHC Helicopter had the largest operational fleet of EC225s, the type comprising a fifth of the firm's total rotorcraft by 2015. CHC principally use the type for serving the offshore oil and gas industries, as well as search and rescue missions. Another milestone was reached in 2011 when Eurocopter delivered the 100th production EC225 to Bristow Group. In March 2013, leasing company Milestone Aviation Group placed a record order for 30 EC225s. Due to its popularity in offshore passenger transport, the EC225 is also commonly used as an offshore Search and Rescue aircraft, with operators based in Norway, the UK and Australia. In this role, aircraft are typically equipped with a Dual Rescue Hoist, FLIR camera, high-powered searchlights and an advanced autopilot with autohover capability. The EC225 has also been used as an aerial firefighting platform, it can be equipped with a Simplex Aerospace-developed water cannon for dealing with fires in built-up urban areas, both Japan and South Korea operate several aircraft adapted in this manner. Following the 22 October 2012 crash, the major North Sea Super Puma operators, CHC Helicopter, Bond Offshore Helicopters and Bristow Helicopters decided to ground all AS332 and EC225 Super Puma helicopters. On 25 October 2012 it was announced that the problem was suspected to relate to the main gearbox vertical shaft; the AS 332 L1 and L2 versions of the Super Puma could be refitted with an older design, allowing them to resume flying. On 8 November 2012 some Super Pumas of Bond Offshore Helicopters returned to flight. The EC225 grounding continued into 2013, following the validation of new safety measures by the EASA, the type was progressively returned to service following modifications. By mid-2015, all 49 EC225s operating in the North Sea fleets in the UK had been retrofitted with a redesigned bevel wheel vertical shaft to avoid any recurrence. In March 2015, the Japan Coast Guard accepted delivery of its fifth and final EC225; outfitted for performing search and rescue missions, they shall also be used for security enforcement, territorial sea enforcement/monitoring and disaster relief operations. The EC225 was a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015; other candidates were the AgustaWestland AW101, Bell Boeing V-22 Osprey, NHIndustries NH90 and Sikorsky S-92. By 9 July 2013, only the AW101 and the EC225 remained as contenders; in December 2013, the AW101 was selected instead. On 2 June 2016, following the crash of an H225 in Norway which revealed a potential safety issue with the main rotor assembly, the EASA issued an emergency airworthiness directive that grounded the H225 fleet; by July 2016, 80 per cent of the worldwide fleet had been grounded as a result, while some operators such as the French military continued to operate its fleet. In October 2016, the grounding order by the EASA was lifted; some countries, including the United Kingdom and Norway, chose to maintain operational restrictions for the type. Norwegian operator Statoil, who had contracted the CHC H225 which crashed, maintained it will not return to using the helicopter even if restrictions are lifted. The company has instead relied on the Sikorsky S-92 to meet its needs since the crash. By December 2016, three separate lawsuits were filed by separate H225 operators, claiming that the type had been sold in a defective state due to the flaw being "inherent". Variants EC225 LP An improved variant of the AS332 L2 EC225 Firefighting EC225 fitted with internal tanks for water bombing EC225 SAR EC225 with FLIR, dual electric winches for all-weather search, rescue operations EC225e A version with the newer Turbomeca Makila 2B turboshaft engine Operators The EC225 Super Puma is used for offshore drilling, corporate companies, law enforcement and governments. The 34th Transport Aviation Division (People's Liberation Army Air Force) also flies EC225s. Military operators Argentina Argentine Naval Prefecture Botswana Botswana Defence Force France French Naval Aviation Hungary Hungarian Air Force (16 on order) Japan Ministry of Defense Japan Coast Guard Mexico Mexican Air Force Mexican Naval Aviation Morocco Royal Moroccan Air Force Oman Oman Royal Flight Singapore Republic of Singapore Air Force Taiwan Republic of China Air Force Tanzania Tanzania Air Force Command Vietnam Vietnam People's Navy Civilian operators Belgium Noordzee Helikopters Vlaanderen China Ministry of Transport Citic Offshore Helicopter Co Guangdong Public Security Bureau Greenland Air Greenland (2 on order) Iceland Icelandic Coast Guard - received 2 H225's in 2019 and 1 in 2021 Japan Tokyo Fire Department (2 on order) Malaysia MHS Aviation Norway CHC Helikopter Service Bristow Norway Spain Spanish Maritime Safety Agency United Kingdom Babcock Mission Critical Services Offshore Ltd Bristow Helicopters Ukraine Ministry of Internal Affairs (21 on order) - deliveries started in December 2018 Vietnam Southern Vietnam Helicopter Company Accidents and incidents 18 February 2009: G-REDU, an EC225 LP operated by Bond Offshore Helicopters. During a night visual approach to the ETAP platform, the helicopter descended and impacted the surface of the sea. The crew's perception of the helicopter's position and orientation relative to the platform during the final approach was erroneous. All 18 people on board survived the controlled flight into terrain (water). 10 May 2012: G-REDW, an EC225 LP, carried out a controlled ditching following indications of a failure of the main gearbox (MGB) lubrication system and a subsequent failure indication warning on the emergency lubrication system. An investigation by the Air Accidents Investigation Branch (AAIB) identified a 360° circumferential crack in the bevel gear vertical shaft in the main gearbox, in the vicinity of a manufacturing weld, causing disengagement of the drive to both mechanical oil pumps. 22 October 2012: G-CHCN, an EC225 LP of CHC Scotia, ditched in the North Sea 32 miles south west of Shetland whilst en route from Aberdeen to the West Phoenix drilling rig. All 19 on board were rescued. A special bulletin issued by the Air Accidents Investigation Branch (AAIB) said the main and standby oil pumps were not working; a 360-degree crack found on the bevel gear vertical shaft of the gearbox had prevented the oil pump gears from being driven. A worldwide grounding of the type was initiated in response. In both of the 2012 incidents, although the main gearbox lubrication system had failed, the backup system was working correctly but displaying an erroneous warning light, due to an incorrect specification of a pressure switch, which led to the helicopters being ditched. 29 April 2016: LN-OJF, an EC225 LP of CHC Helikopter Service, crashed at an islet near Turøy in the Bergen archipelago, en route to Bergen Airport, Flesland, from the Gullfaks B platform in the North Sea. The helicopter was carrying 11 passengers and 2 crew members; everyone on board died. Eyewitnesses reported that the main rotor separated from the hull immediately before the crash. Due to the crash, all commercial flights by EC225 helicopters, excluding search and rescue flights, were grounded by both Norwegian and British civil aviation authorities. The subsequent investigation concluded that a gear in the main rotor gearbox had failed due to a fatigue crack that had propagated under-surface, escaping detection. As a result of the incident the German Defence Ministry had also decided to ground 3 AS532 Helicopter in government use which were manufactured by the same company. 18 January 2023: an EC225 carrying the Minister of Internal Affairs of Ukraine, Denys Monastyrsky, his deputy Yevhen Yenin and state secretary Yurii Lubkovych, crashed at a kindergarten in Brovary, a suburb of Kyiv, Ukraine. The crash killed 14 people, including Monastyrsky, Yenin and Lubkovych; a child was also among the fatalities, while 25 others were injured. Specifications (EC 225) (Data from Airbus Helicopters) General characteristics Crew: 2 (commander + co-pilot) Capacity: 24 passengers + 1 cabin attendant Length: 19.5 m (64 ft 0 in) Height: 4.97 m (16 ft 4 in) Empty weight: 5,256 kg (11,587 lb) Gross weight: 11,000 kg (24,251 lb) Max takeoff weight: 11,200 kg (24,692 lb) Powerplant: 2 × Turbomeca Makila 2A1 turboshaft engines, 1,776 kW (2,382 hp) each Main rotor diameter: 16.2 m (53 ft 2 in) Main rotor area: 206.15 m2 (2,219.0 sq ft) Performance Maximum speed: 275.5 km/h (171.2 mph, 148.8 kn) Cruise speed: 260.5 km/h (161.9 mph, 140.7 kn) Never exceed speed: 324 km/h (201 mph, 175 kn) Range: 857 km (533 mi, 463 nmi) Ferry range: 985 km (612 mi, 532 nmi) Service ceiling: 5,900 m (19,400 ft) Rate of climb: 8.7 m/s (1,710 ft/min) Related development Aérospatiale SA 330 Puma Eurocopter AS332 Super Puma Eurocopter AS532 Cougar Eurocopter EC725 Aircraft of comparable role, configuration, and era AgustaWestland AW101 Sikorsky S-92 Mil Mi-38 A Spanish Maritime Safety Agency EC225 at A Coruña Airport Partially-assembled EC225 at Marseille, France, 2007 A Japan Coast Guard EC225 in flight, Kansai Airport Coast Guard Air Station, 2015 Omani EC225 in flight, 2009 An EC225 helicopter in a hangar A Bristow Helicopters EC225LP at Sumburgh Airport An EC225 of the Japanese government A CHC Helicopter EC225 on approach An EC225 LP of the Icelandic Coast Guard An EC225 of the French Navy The helicopter that crashed on January 18, 2023 in November 2020 Eurocopter UH-72 Lakota (Airbus Helicopters UH-72A Lakota) UH-72 Lakota Role - Light utility military helicopter National origin - Multinational Manufacturer - Eurocopter / Airbus Helicopters Built by - American Eurocopter / Airbus Helicopters, Inc. First flight - 2006 Introduction - 2007 Status - In service Primary users - United States Army / United States Navy Produced - 2006-present Number built - 463 (September 2020) Developed from - Eurocopter EC145 The Eurocopter (now Airbus Helicopters) UH-72 Lakota is a twin-engine helicopter with a single, four-bladed main rotor. The UH-72 is a militarized version of the Eurocopter EC145, built by American Eurocopter (now Airbus Helicopters, Inc.), a division of Airbus Group, Inc. Several hundred UH-72 of various types have entered service by the 2020s since their introduction in 2006. Initially marketed as the UH-145, the helicopter was selected as the winner of the United States Army's Light Utility Helicopter (LUH) program on 30 June 2006. In October 2006, American Eurocopter was awarded a production contract for 345 aircraft to replace the aging Bell UH-1H/V Iroquois and Bell OH-58A/C Kiowa helicopters in the US Army and Army National Guard fleets. The UH-72 performs non-combat logistics and support missions within the US for homeland security, disaster response missions, and medical evacuations. This allows the more expensive UH-60 and other types to be freed up for frontline service. The UH-72A is also used for helicopter pilot training. In the 2020s the upgraded UH-72B version with various upgrades and a distinct ducted tail rotor began to enter service. The helicopter is noted for its lower procurement and operating costs, and deliveries are noted as being on-budget and on-time to the U.S. Army. The B model with 5-rotors (compared to 4), a ducted tail rotor, and other improvements was introduced in the 2020s and is the latest model entering service in 2021. Tests of an unmanned version we conducted. An armed scout version were entered into the U.S. Army's Armed Aerial Scout competition, though that program was cancelled in 2014 due to budget cuts. Almost 500 of the A and B models have been produced, with several also built for Thailand. By 2022, over 460 aircraft had been produced including the A and B models. Development Background The U.S. Army's LHX program began in the early 1980s, proposing two helicopter designs with a high percentage of commonality of dynamic components. One was a light utility version ("LHX-U") for assault and tactical movement of troops and supplies, the other was a light scout/attack version ("LHX-SCAT") to complement the growing development of the AH-64 Apache. As the program was developed, the light utility version was dropped and focus was placed on the light attack reconnaissance version, which eventually became the RAH-66 Comanche. In 2004, the U.S. Department of Defense and the US Army made the decision to terminate the RAH-66 program. As part of the termination, the Army retained the future years' funding intended for the Comanche. To replace the capability of the cancelled Comanche, the US Army planned several programs, including three new aircraft. The Army Staff decided that these three aircraft, the Armed Reconnaissance Helicopter (ARH), the Light Utility Helicopter (LUH), and the Future Cargo Aircraft (FCA) (later renamed Joint Cargo Aircraft, or JCA), were to be existing, in-production commercial aircraft modified for Army service. LUH Program and UH-145 The LUH program was initiated in early 2004, with an initial requirement for 322 helicopters to conduct homeland security, administrative, logistic, medical evacuation (MEDEVAC) and support of the army test and training centers missions. The LUH contract was released in July 2005. At least five proposals were received, including the Bell 210 and Bell 412, MD Explorer, and AgustaWestland AW139. EADS North America (EADS NA) marketed the UH-145 variant of the EC 145 for the program. On 30 June 2006, the U.S. Army announced that the UH-145 as the winner of the $3 billion LUH contract. In August, the UH-145 was officially designated UH-72A by the Department of Defense. The award was confirmed in October 2006 following protests from losing bidders. Despite a four-month delay due to the protests, the first UH-72 was delivered on time in December, when the name Lakota was also formally announced for the type, following the service's tradition of giving Native American names to its helicopters. On 23 August 2007, the UH-72A received full-rate production (FRP) approval to produce an initially-planned fleet of 345 aircraft through 2017. The UH-72A is produced at Airbus Helicopters's facility in Columbus, Mississippi. Initial production was assembly of kits received from Eurocopter Deutschland but full local production was reached in 2009. In December 2009, the service ordered 45 more UH-72As. The 100th Lakota was delivered in March 2010, and the 250th was delivered in April 2013. That month, the U.S. Army opted to halt procurement after 2014 due to budget cuts; at that point, a total of 312 Lakotas were on order by the service. In January 2014, Congress gave the Army $171 million to procure 20 additional UH-72As. The 300th UH-72 was delivered to the Army in May 2014. In May 2013, Congress questioned why the UH-72 had not been considered for the armed scout role. The Army Chief of Staff General Ray Odierno stated that the UH-72A was developed for domestic operations and is not considered to be operationally deployable to combat zones. The UH-72 is employed by the US Army National Guard in a utility role in the US, releasing UH-60 Black Hawk helicopters to deploy overseas. On 21 June 2013, Under Secretary of Defense for Acquisition, Technology and Logistics Frank Kendall stated in a letter to Congress that UH-72 combat modifications were "presently unaffordable". Fleet-wide combat modifications would reportedly cost $780 million and add 774 lb (351 kg) of weight per helicopter; changes would include passive and active survivability systems, hardened engines and drivetrain, external lighting and communications upgrades. Trainer use Since 2009 the U.S. Navy operates several UH-72A along with TH-67 Creek at the Naval Test Pilot School (USNTPS), these replaced TH-6 Cayuse. In 2011, the Navy UH-72A were equipped with special avionics to support training for students. In December 2013, the US Army was considering retiring its OH-58 Kiowa fleet and transferring all Army National Guard and US Army Reserve AH-64 Apaches to the active Army to serve as scout helicopters. With this plan all 100 active Army UH-72s along with 104 Army National Guard UH-72s would be transferred to use as training helicopters, replacing the Bell TH-67 Creek at the United States Army Aviation Center of Excellence at Fort Rucker, Alabama. Some active Army Sikorsky UH-60 Black Hawks would be transferred to Army Reserve and Army National Guard units for homeland defense and disaster response missions. The proposals aim to retire older helicopters to substantially reduce costs while retaining crucial capabilities. With the prospect of most UH-72s being repurposed as training helicopters, the Army requested funds to buy 100 more Lakotas to add to the training fleet. The FY-2015 budget covered 55 helicopters, and the funds from FY-2016 were to be used to complete the purchase. On 4 September 2014, the Army issued a notice of intention to buy up to 155 UH-72s for training "on an other than full and open competitive basis". AgustaWestland launched a judicial bid to have the acquisition declared unlawful, claiming that the EC145 did not offer the best value for money and that its "restricted flight maneuver envelope" impeded training. Airbus defended the Army's position, noting the EC145's prior selection, claiming AgustaWestland's cost figures were exaggerated and that it was already used for training. Bell Helicopter also criticized the decision but took no legal actions. On 14 October 2014, a Federal Claims Court issued a temporary order denying the US government's challenge of AgustaWestland's action until the Army issued a final justification and approval (J&A) to sole-source the procurement. The Army contended that the UH-72A came under the 2006 LUH contract, and so did not require a new J&A, effectively nullifying the challenge. The court sided with AgustaWestland, rejected the Army's J&A, and halted UH-72 procurement for training after finding that the Army had exaggerated the costs and time needed to acquire a training helicopter. The initial acquisition process was found negligent as it effectively tied the UH-72 to Airbus for its serviceable life. The court ordered the Army to either conduct a procurement for new training helicopters or stop buying UH-72 trainers. The Army appealed the decision. The UH-72 has faced controversy as a trainer due to perceived problems with its use as an initial trainer. A study by the National Commission on the Future of the Army, a commission established by Congress to make recommendations on force structure of the Army to the president, concluded that the UH-72 was cost-prohibitive as a training helicopter and there were cheaper options available to buy. It also showed that most instructor pilots disapproved of the UH-72, deeming it "too much aircraft for the mission", and unsuitable as an initial entry trainer. The UH-72 has also been criticized as unable to teach touchdown auto-rotations, among other maneuvers. The German Army had stopped using EC-135s for their initial trainer after Airbus advised them of it not being suitable for initial training. The US Navy also rejected the UH-72 as a trainer for the same reason. Proposed uses The Armed Scout 645 (EC645) was a proposed armed UH-72 variant for the US Army's Armed Aerial Scout (AAS) program to replace the OH-58D. On 4 May 2009, EADS and Lockheed Martin announced a teaming agreement for the 645. Three AAS-72X demonstrators were built and began flight testing in late 2010. In September 2012, EADS began voluntary flight demonstrations of both an AAS-72X and an EC145 T2, reportedly meeting with performance requirements. Two versions were offered: the AAS-72X, an armed version of the UH-72; and the AAS-72X+, an armed militarized version of the EC-145T2. In late 2013, the AAS program was terminated. In May 2012, the UH-72A was submitted in the US Air Force's Common Vertical Life Support Platform (CVLSP) program for a UH-1N Twin Huey replacement. As with the US Army, the UH-72A can operate in permissive environments, such as ICBM site support and security under the Air Force Global Strike Command and personnel transport in the National Capital Region by the Air Mobility Command's 89th Airlift Wing. Advantages over the UH-1N include 30 percent more speed, range, and loiter time, enhanced reliability and crashworthiness, night vision compatibility, modern avionics, and being cheaper to operate. In August 2013, the USAF said it planned to sustain the UH-1N for six to ten more years. In September 2013, acting Air Force Secretary Eric Fanning received a letter from the CEO of EADS North America, arguing that to refit and maintain the Hueys costs more than to acquire and operate UH-72As; the letter also urged prompt action as Army orders were almost complete and production was winding down. The USAF said it had insufficient funding for such a procurement and can risk using Hueys for a while. EADS North America stated that the UH-72A "will lower the risk to the U.S. Air Force nuclear enterprise, and will save taxpayers the considerable cost of future recapitalization". Reportedly, buying UH-72As would cost as much as upgrading 62 Hueys, but long-term operating costs would be much lower. In April 2024, Airbus unveiled the UH-72B Unmanned Logistics Connector, an unmanned version of the UH-72B. It is being proposed as an uncrewed logistics platform for the United States Marine Corps(USMC) and United States Army. Its proposal to the USMC addresses aerial logistics needs in the Pacific relating to Expeditionary Advanced Base Operations. Its proposal to the Army addresses the need for a VTOL logistics aircraft for contested airspace, which came alongside the recent Army cancellation of the Future Attack Reconnaissance Aircraft and ending of the UH-60V production. A scale model of the helicopter was displayed at the Sea Air Space maritime exposition in April 2024. Airbus US Space & Defense Business Development manager Carl Forsling stated that the UH-72B ULC could be fielded as early as the late 2020s as an affordable and low-risk option for the USMC. In April 2024, Craig Dupuy, Airbus' senior director of business development and strategy at Grand Prairie, stated: - We’re pretty close to knowing if we’ll be on contract or not; It’s a middle-tier acquisition, so they’ve conveyed to industry that they have five years from initial award to put something in the field. We’re trying to determine right now, what is our future? What is our pathway? The biggest opportunity that we see right now for the future is getting into uncrewed logistics for the Army or the Marine Corps. There’s a lot of interest in the platform, just from a value [proposition] piece, a cabin size piece. That’s where we’re being pointed to go and look and say, is this a future path for this aircraft? The UH-72B ULC will be able to carry up to 4000lbs of Joint Modular Intermodal Containers and Naval Strike Missile containers, alongside other related cargo. Design The initial model entered service with a traditional tail rotor, 4-blade main rotor, twin engines and a clam shell rear access. The B model added a 5 bladed rotor and ducted fan tail rotor, and enhanced avionics and engines. The UH-72 is designed to take on a range of missions, from general support and medical evacuation (MEDEVAC) to personnel recovery and counter-narcotics operations. They are planned to replace the UH-1 and OH-58A/C, which are older light utility helicopters, and supplant other types in domestic use, primarily those in Army National Guard service. The UH-72 is being procured as a commercial off-the-shelf (COTS) product, which simplifies logistics support of the fleet. EADS NA has teamed with Sikorsky to provide Contractor Logistics Support (CLS) for the UH-72, through its Helicopter Support, Inc. (HSI)/Sikorsky Aerospace Maintenance. (SAM) subsidiaries. The basic UH-72A is simply a commercial EC145 helicopter that has a US Army color scheme and is fitted with an AN/ARC-231 radio. Other than utility transport, the Lakota can be configured for medical evacuation, VIP transport, security and support, and opposing forces training. It is described as the best military aircraft in the inventory for domestic operations, used by the Army National Guard for state support, disaster relief, and homeland defense and by non-deployed active units for MEDEVAC and training. Compared to the previous UH-1 Huey used in those roles, the twin-engine Lakota flies faster at 145 kn (269 km/h; 167 mph) versus 124 kn (230 km/h; 143 mph), has an external hoist system, and has a fully integrated computerized cockpit. The Huey has an advantage in the MEDEVAC role, being able to carry three patients compared to the Lakota's two-patient load, but an average evacuation typically deals with two or fewer patients. The Security & Support Mission Equipment Package (S&S MEP) equipped on the UH-72A allows for homeland security, counter-drug, and border patrol missions to be performed. This package includes an electro-optical/infrared sensor and laser pointer turret, moving map system and touch-screen displays, video management system, digital video recorded and datalink, searchlight, and rescue hoist from the MEDEVAC package. The upgraded UH-72B model, which harnessed improvements in the mainstream civilian model, featured a number of changes such as a fenestron tail rotor (ducted fan), more powerful engines, FADEC, and enhanced avionics. The B model has a fully automated FADEC for engine control, which reduces the possibility of a hot start. Operational history The first aircraft was delivered to the US Army on 11 December 2006 in Columbus, Mississippi. On 12 December 2006, General Richard A. Cody, Vice Chief of Staff of the Army, and Joe Red Cloud, a chief of the Oglala Sioux Tribe, Lakota nation, accepted the first UH-72A in an official ceremony. The service estimated that delivery of the planned 345 aircraft would continue until 2017. The first production helicopters were sent to the National Training Center (NTC), Fort Irwin, California for medical evacuation missions in January 2007. On 20 June 2007, the NTC's US Army Air Ambulance Detachment (USAAAD) became the first operational unit to field the Lakota. On 10 July 2007, the Training and Doctrine Command (TRADOC) Flight Detachment at Fort Eustis, Virginia became the second US Army unit fielded with the UH-72A. A report published in August 2007 by the Operational Test and Evaluation Directorate (DOT&E) noted that although the Lakota "...is effective in the performance of light utility missions", it was prone to overheating during operations in the desert conditions of Fort Irwin when not equipped with air conditioning systems. In response, vents were added in the doors to increase cabin air flow; air conditioning has been installed on some Medical and VIP versions, as well as added air conditioning units for crew comfort. The Joint Readiness Training Center (JRTC) located at Fort Polk, Louisiana received their first aircraft on 7 September 2007. On 16 January 2009, the United States Military Academy received two UH-72As, replacing two UH-1H helicopters for VIP transport to and from the academy. The helicopters also support the cadet parachute team and cadet training missions. The US Naval Test Pilot School received the first of five UH-72As in September 2009. The UH-72A replaced the TH-6B Cayuse as the prime training aircraft for the test pilot school's helicopter curriculum. By March 2010, the Lakota entered service in Puerto Rico, Kwajalein Atoll, and the US Army's missile test range in Germany. On 20 December 2010, a UH-72A assigned to the Puerto Rico Army National Guard became the first UH-72A to experience a fatal accident. The aircraft crashed at sea off the coast of Puerto Rico and all six personnel aboard were killed. On 18 July 2012, the US Army's Aviation Flight Test Directorate received three UH-72As at Redstone Arsenal, Huntsville, Alabama; they are used for general support and as chase aircraft to support aviation development testing. With this delivery, the service has received over 200 UH-72As. On 22 September 2012, the Oregon Army National Guard's Detachment 1, C Company, 1-112 Aviation, received the first of four UH-72A helicopters during a roll-out ceremony at Camp Rilea in Warrenton, Oregon. On 25 March 2015, Airbus completed assembly of the first UH-72A made specifically for training for the US Army. The training configuration of the Lakota differs from the baseline model in several ways, including an observer seat for the instructor, a "buzz number" on its side for easy identification, and a flight control system that allows it to communicate with Fort Rucker. As part of the Army's aviation restructure initiative, Fort Rucker's fleet of TH-67 training helicopters will be replaced with 187 UH-72s, comprising 106 purpose-built trainers and 81 existing versions that will be modified. By 2017, 400 UH-72A had been delivered to the United States Army, with all deliveries on time and on budget, coming from the Mississippi facility, that uniquely employs 40% veterans in workforce. In 2018, the 1-376th AVN BN was deployed to Germany with UH-72A Lakotas supporting MEDEVAC missions at Hohenfels and Grafenwoehr military bases. The Lakotas took over the mission from 214th Aviation Battalion Black Hawks; this is the first deployment of the Lakota outside the US. In the 2020s the upgraded UH-72B model began to enter service, with number of upgrades including a fenestron tail rotor, more powerful engines, FADEC, and avionics. Export On 7 June 2013, Thailand requested the sale of six UH-72A Lakotas with associated equipment, training, and support for an estimated cost of $77 million. On 9 October 2013, the Thai government approved $55 million in funds to support the Royal Thai Army's acquisition of six UH-72A helicopters from 2013 to 2015. On 28 March 2014, the Thai Army awarded a $34 million contract to Airbus Helicopter for six UH-72As, fitted with a mission equipment package including the AN/ARC-231 airborne radio terminal; deliveries were to begin by April 2015. By November 2015, the six helicopters had been delivered. On 29 September 2014, Congress was notified of a Thailand request for the sale of another nine UH-72s, related equipment, and support. Variants UH-72A Lakota An unarmed utility military version of the EC 145. UH-72B Lakota Upgrade of the UH-72A; this configuration is based on the upgraded civilian H145. The model has a Fenestron tail rotor, five-bladed main rotor, more powerful engines, enhanced controls, and the Airbus Helionix avionics suite. Deliveries to the ARNG began in September 2021. UH-72B Unmanned Logistics Connector A proposed unmanned variant of the UH-72B for the United States Marine Corps and United States Army. It would provide autonomous logistical support for Expeditionary Advanced Base Operations for the USMC and contested airspace for the Army. If the USMC selects it, it could be fielded by the late 2020s. AAS-72X An armed scout and multi-role version of the UH-72A offered in the US Army's Armed Aerial Scout OH-58D replacement program, offered by EADS and Lockheed Martin until AAS was cancelled. The AAS-72X had two external hardpoints and turret mounted visions system among other features, and was C-17 transportable. AAS-72X+ An armed military version of the Eurocopter EC145T2 was also proposed for the Armed Aerial Scout program building on the features of the X model. However, the X+ was equipped with more powerful engines with an extra 200 shaft horsepower each, a fenestron shrouded tail rotor, and a fully digital glass cockpit. Operators Thailand Royal Thai Army United States United States Army United States Navy Test Pilot School Specifications (UH-72A) (Data from UH-72 specifications, Eurocopter EC 145 data.) General characteristics Crew: 1 or 2 pilots Capacity: 9 troops or 2 stretchers and medical crew / 3,953 lb (1,793 kg) payload Length: 42 ft 9 in (13.03 m) Height: 11 ft 4 in (3.45 m) Empty weight: 3,951 lb (1,792 kg) Max takeoff weight: 7,904 lb (3,585 kg) Powerplant: 2 × Turbomeca Arriel 1E2 turboshaft engine, 738 shp (550 kW) each Main rotor diameter: 36 ft 1 in (11 m) Main rotor area: 1,022.4 sq ft (94.98 m2) Blade section: ONERA OA415/OA312 at root; ONERA OA409/OA407 at tip Performance Maximum speed: 167 mph (268 km/h, 145 kn) Cruise speed: 153 mph (246 km/h, 133 kn) Range: 426 mi (685 km, 370 nmi) Service ceiling: 13,182 ft (4,018 m) Rate of climb: 1,600 ft/min (8.13 m/s) Related development Eurocopter EC145 Aircraft of comparable role, configuration, and era AgustaWestland AW169 Bell UH-1 Iroquois Eurocopter MH-65 Dolphin HAL Dhruv A Nebraska Army National Guard Lakota, participating in exercise PATRIOT North 2016 UH-72A in use for NATO Operational Mentor Liaison Team Training Exercise XXIII in 2010, practicing evacuation of a simulated casulty A UH-72A at the Pentagon, 2010 A US Navy UH-72A from the USNTPS fleet Two UH-72As trainers maneuvering in formation close to the ground UH-72A Lakota at the 2015 Paris Air Show (cockpit) Rear seat looking forward at the 2015 Paris Air Show UH-72A Lakota at the 2015 Paris Air Show (side view) Head on view of a UH-72, 2009 The UH-72B features a ducted tail-rotor commonly known as Fenestron Closer view of the rotors and engine exhaust The first two Army National Guard UH-72As at Tupelo, Mississippi Army medical evacuation UH-72A helicopters in 2009 A UH-72A takes off after refueling on a fire-fighting mission in Colorado, 2013 A UH-72 of 2916th BN provides air support to OPFOR units of the 11th ACR in 2019 UH-72A Lakota, search and support variant, at the 2012 Farnborough International Airshow UH-72B of the U.S. National Guard Cabin view, looking out a UH-72 (2015) UH-72A with MEDEVAC package, showing rear clamshell doors Fisheye cabin view of Lakota Eurocopter AS365 Dauphin (Airbus Helicopters AS365) SA 365 Dauphin 2 / AS365 Dauphin Role - Medium utility helicopter National origin - France Manufacturer - Aérospatiale / Eurocopter / Airbus Helicopters First flight - 24 January 1975 Introduction - December 1978 Status - In service Primary user - Pawan Hans Produced - 1975-2021 Number built - 1,098 Developed from - Aérospatiale SA 360 Dauphin Variants - Eurocopter HH-65 Dolphin / Eurocopter AS565 Panther / Harbin Z-9 Developed into - Eurocopter EC155 / Eurocopter X3 The Eurocopter (now Airbus Helicopters) AS365 Dauphin (Dolphin), also formerly known as the Aérospatiale SA 365 Dauphin 2, is a medium-weight multipurpose twin-engine helicopter produced by Airbus Helicopters. It was originally developed and manufactured by French firm Aérospatiale, which was merged into the multinational Eurocopter company during the 1990s, and since 2014 Eurocopter was renamed Airbus Helicopters. Since entering production in 1975, the type has been in continuous production for more than 40 years, with the last delivery in 2021. The intended successor to the Dauphin is the Airbus Helicopters H160, which entered operational service in 2021. The Dauphin 2 shares many similarities with the Aérospatiale SA 360, a commercially unsuccessful single-engine helicopter; however the twin-engine Dauphin 2 did meet with customer demand and has been operated by a wide variety of civil and military operators. Since the type's introduction in the 1970s, several major variations and specialised versions of the Dauphin 2 have been developed and entered production, including the military-oriented Eurocopter Panther, the air-sea rescue HH/MH-65 Dolphin, the Chinese-manufactured Harbin Z-9, and the modernized Eurocopter EC155 (formerly known as the EC155 B1). The Airbus Helicopters H160 replaced the AS365 in the product line (and the EC155). Development The SA 365/AS365 Dauphin 2 is a twin-engine development of the commercially unsuccessful single-engined Aérospatiale SA 360 Dauphin; only a year after the SA 360's entry into service, Aerospatiale had recognized that a platform powered by two engines rather than one was better suited to both civil and military operations, thus a redesign program was initiated. On 24 January 1975, the first twin-engine Dauphin prototype performed its first flight; the prototype soon demonstrated an airspeed of 170 knots in level flight and set multiple speed records, among them the Paris-London trip at an average of 321 km/h. The initial production variant entered service under the original designation of SA 365C; French certification of this model was received in July 1978, with US FAA and British CAA certification following later that year. Deliveries to customers began in December 1978. In 1982, the SA 356C Dauphin was succeeded by the more capable SA 365 N. Amongst several major design changes and improvements, the SA 365 N featured more powerful engines, greater use of composite materials, a better cabin arrangement, and retractable landing gear. Further improvements were made with the introduction of the SA 365 N1, which had a substantially redesigned Fenestron anti-torque device, and with the SA 365 N2, which was equipped with more powerful Turbomeca Arriel 1C2 turboshaft engines. In January 1990, the overall type was formally redesignated as the AS365. The AS365 Dauphin is one of Eurocopter's more successful helicopter designs; and has been widely used as a corporate transport, airborne law enforcement platform, emergency medical services (EMS) helicopter, electronic news gathering platform, and search and rescue helicopter. The base Dauphin has been further developed into several purpose-built variants. During the 1980s, the SA 365 N was used as the basis for a militarised version of the Dauphin, initially designed as AS 365 K, which was used to perform utility, troop-transport, and maritime operations, widely known as the Eurocopter Panther. A variant of the Dauphin was specifically developed for and operated principally by the United States Coast Guard under the designation HH/MH-65 Dolphin. The SA 365 M model of the Dauphin has also been manufactured under licence in China as the Z-9 by the Harbin Aircraft Manufacturing Corporation; the Z-9 was subsequently developed into the armed Z-9W and Z-19 attack helicopter. Design The AS365 Dauphin is a twin-engine helicopter capable of travelling long ranges, and well suited to operating in climates of a high ambient temperature or at locations of significant altitude. The Dauphin is typically powered by a pair of Turbomeca Arriel turboshaft engines; on later variants, these are equipped with FADEC units, which provide additional functionality such as an automated start-up sequence and a training mode. The engines drive the rotorcraft's foldable Starflex main rotor and its Fenestron anti-torque tail rotor via two separate transmissions; these gearboxes are also connected to two separate hydraulic systems as well as a stand-by hydraulic system for emergency use, such as deployment of the landing gear. Electrical power is provided by a pair of starter generators and a NiCad (Nickel-Cadmium) main battery; an emergency battery is also present. The combination of the rotorcraft's Starflex main rotor and Fenestron tail provides a low-noise and low-vibration flight experience for those on board; Airbus Helicopters has claimed the sound emissions of the AS365 N3 to be 3.1 decibels below International Civil Aviation Organization (ICAO) standards, making it the quietest helicopter in its class. The Dauphin can take off under a full load from sea level under Category A conditions. The main fuselage of the rotorcraft comprises the cabin area, a separate luggage compartment, and a retractable tricycle landing gear arrangement; a total of four conventional doors to access the main cabin are typically installed, which can be optionally replaced by a single clamshell air stair entrance instead. Various portions of the rotorcraft are made from composite materials, such as the rotor blades that made of carbon fiber, other materials are used in portions of the fuselage. The fuselage features anti-corrosion protection and is structurally reinforced for an optional hoist or cargo sling to be installed, various other mooring and gripping points are also fitted on the rotocraft's exterior surface. Various types and models of radar can be installed in the Dauphin's nose. The main cabin area is designed to be reconfigurable, a feature which is promoted to emergency medical service (EMS) and search and rescue (SAR) operators. In a regular passenger transport layout, the cabin can accommodate up to 12 passengers in addition to the two pilots; up to seven passengers can be accommodated in a VIP layout. Access to the cabin is via large sliding doors on either side of the helicopter, built-in boarding steps are typically installed to ease the boarding of passengers. While the cockpit is typically equipped with dual flight controls for two-man operations, the Dauphin can be readily flown by a single pilot while operating under instrument flight rules; this was achieved in part by avionics such as the 4-axis Dual Digital Automatic Flight Control System (older production aircraft use a 3-axis flight control system with integrated autopilot instead) to reduce crew workload. The principal flight control system are connected to a total of 3 dual-chamber primary servo-units for cyclical and collective pitch control, and a single dual-chamber rear servo-unit for tail rotor pitch control. Other major avionics include 10.4-inch (26 cm) multi-mission touch screen displays, weather radar, global positioning system (GPS) receiver, traffic alert and collision avoidance system (TCAS), automatic voice alarm device (AVAD), health and usage monitoring system (HUMS), quick access records for helicopter flight data management, and digital audio communication system (DACS). Operational history In February 1980, the first series production Dauphin was used to break three separate speed-related world records in separate journeys between Battersea, London, United Kingdom and Issy-les-Moulineaux, Paris, France. In 1985, a new model of the Dauphin, the AS365 F, became the first rotorcraft in the world to fly with flight instruments being displayed in electronic displays, which replaced the traditional instrumentation; this variant was first procured by the Irish Air Corps for SAR operations. The French Navy operated the Dauphin, in addition to the dedicated military-orientated Panther variant, to conduct various missions such as the Dauphin Service Public which involves various duties from seaborne SAR, maritime monitoring, and responding to distress calls. French Navy Dauphins are commonly deployed on board the aircraft carrier Charles de Gaulle as well as onboard other vessels of the French Navy and allies; they are fitted with a haul-down Harpoon in order to ease shipboard landings in rough weather. By 1980, a total of 265 AS360/361/365 Dauphins had been delivered, 90% of these deliveries were to foreign customers in a total of 23 different nations. Amongst the biggest early customers for the type was Saudi Arabia, which ordered 24 Dauphins, and Angola, with an order for 17 Dauphins. The largest civil customers of the type has been Indian operator Pawan Hans, who by 2003 had a fleet of 19 Dauphins (nearly two-thirds of their total rotary fleet) and were in the process of procuring another 1 Dauphins to allow older aircraft to be phased out; they have been frequently used to support offshore oil extraction activities. In February 1991, it was announced that the 500th Dauphin had been delivered to Bond Helicopters, who at that time operated a total of 15 of the type, with additional Dauphins on order. By 1991, the Dauphin was being operated by 138 customers across casi 45 nations. In December 2006, Eurocopter president Fabrice Brégier stated that between 30 and 40 Dauphins were being delivered each year. By 2012, more than 1,000 AS365/366/565 versions had been produced; Pawan Hans took delivery of the 1,000th Dauphin produced in April 2011, at which point the type was reportedly in service with over 300 operators worldwide. Prior to the 2004 Summer Olympics, five AS 356N3 Dauphins were procured for the Hellenic Coast Guard for harbor surveillance purposes. Between 2009 and 2012, the Army Air Corps of the United Kingdom took delivery of five Dauphins, these were assigned to No. 658 Squadron AAC to replace four AgustaWestland A109 helicopters being used to support Special Air Service (SAS) operations. As of 2014, the AS365 N variant of the Dauphin holds the world speed record for a 3-kilometre (1.9 mi) course, set at 372 km/h (231 mph) in 1991. Variants Civilian variants SA 365 C A twin-engined version of the Dauphin, designated as the Dauphin 2, was announced in early 1973. The first prototype's first flight took place on 24 January 1975; production model deliveries began in December 1978. In comparison with the earlier model, the SA 365 C featured twin 470 kW (630 shp) Arriel 1 turboshafts in a new engine fairing, a Starflex main rotor hub and a higher maximum take-off weight (3,400 kg; 7,496 lb). Its Fenestron anti-torque device featured 13 metal blades. Production of both the SA 360 and SA 365 C ceased in 1981, by which time approximately 40 SA 360s and 50 SA 365 C/C1s had been built; both were replaced by the SA 365 N. SA 365 C1 Variant powered by Arriel 1A1 certified in March 1979. SA 365 C2 Variant powered by Arriel 1A2 certified in February 1980. SA 365 C3 Variant powered by Arriel 1C certified in January 1982. SA 365 N A much improved version of the SA 365 C Dauphin 2, the first prototype flying on 31 March 1979. This version introduced the uprated 492 kW (660 shp) Arriel 1C turboshafts, a retractable tricycle undercarriage, enlarged tail surfaces, and revised transmission, main rotor, rotor mast fairing and engine cowlings. The aircraft's initial M.T.O.W. of 3,850 kg (8,490 lb) was later raised to 4,000 kg (8,800 lb). Deliveries of the production model began in 1982. SA 365 N1 Incorporating many of the improvements developed for the SA 366 G1 (HH-65 Dolphin), this version introduced upgraded 526 kW (705 shp) Arriel 1C1 turboshafts, an improved 11-blade Fenestron with wider-chord blades (which reduced the AS365 N1's noise signature), movable undercarriage doors replaced by simplified fairings and a higher gross weight of 4,100 kg (9,000 lb). AS 365 N2 This version - designated AS365 N2 from the outset - introduced the upgraded 549 kW (736 shp) Arriel 1C2 turboshafts, an uprated gearbox, increased maximum take-off weight of 4,250 kg (9,370 lb), redesigned cabin doors and revised interior, enlarged tail fin with all composite Fenestron. Deliveries of this version started in 1990. Licensed versions were assembled in China as the Z-9, Z-19 and AVIC AC312. AS365 N3 The high-performance AS365 N3 was developed for operations in 'hot and high' climates, and introduced 635 kW (852 shp) Arriel 2C turboshafts equipped with a single channel DECU (Digital Engine Control Unit) with manual reversion, mated to an uprated main transmission for better single engine performance. The AS365 N3 also features a redesigned ten blade composite Fenestron anti-torque device with asymmetric blade distribution, offering a further reduction in noise signature. The AS365 N3's gross weight is 4,300 kg (9,500 lb). Production deliveries began in December 1998. The last one was delivered on 21 January 2022. AS365 N3+ This version was presented at the 2009 Paris Air Show and differs mainly in new avionics including 4-axis auto-pilot This version is currently still in production. AS365 N4 Produced as the EC155. AS365 X Better known as the DGV 200 or Dauphin Grand Vitesse (High Speed Dauphin), the AS365 X was developed from the X-380 DTP (Developpement Technique Probatoire or Probatory Technical Development) testbed, first flown on 20 March 1989. The aircraft was first flown in the AS365 X configuration two years later in March 1991, and featured a smaller Fenestron, a new main rotor with five high-inertia blades with swept tips, a composite rotor hub/mast and 624 kW (837 shp) Turbomeca Arriel IX turboshafts. On 19 November 1991, this aircraft set a Class E1e (3,000 to 4,500 kg; 6,600 to 9,900 lb) speed record of 201 knots (372 km/h; 231 mph) over a 3 km (1.9 mi) triangular course. EC155 B/B1 This version was originally to follow the N3 as the AS365 N4, and was announced at the 1997 Paris Airshow before being redesignated as the EC155 B. As with the N3 version, it has two Arriel 2C/2C2 turboshafts equipped with FADEC as well as a five blade Spheriflex main rotor (derived from the AS365 X DGV). It also features a 30% larger main cabin (achieved with bulged doors and cabin plugs). The first flight of the first prototype took place on 17 June 1997 and this version is currently in production (as the EC155 B1). Military variants AS565 Panther ... SA 366 G1 Dauphin The SA 366 G1 Dauphin version was selected by the US Coast Guard (USCG) in 1979 as its new air-sea rescue helicopter and given the designation HH-65A Dolphin. In total 99 helicopters, optimized for the USCG's short-range recovery (SRR) search and rescue role, were initially acquired, with additional aircraft later procured. SA 365 N Dauphin A much improved version of the SA 365 C Dauphin 2, the first prototype flying on 31 March 1979. This version introduced the upgraded 492 kW (660 shp) Arriel 1C turbo-shafts, a retractable tricycle undercarriage, enlarged tail surfaces, and revised transmission, main rotor, rotor mast fairing and engine cowlings. The aircraft's initial M.T.O.W. of 3,850 kg (8,490 lb) was later raised to 4,000 kg (8,800 lb). Deliveries of the production model began in 1982. SA 365 F Dauphin The SA 365 F is a variant of the SA 365 N for the French Navy. It has been used since 1991 for general duties and for backup purposes aboard an aircraft carrier. A helicopter with rescue divers is always in the air during flight operations to be able to assist the pilot in case of an accident. First experiments were successfully carried out in 1990 on board the French aircraft carrier Clemenceau. The variant 365F is used since 1999 with Flottille 35F called AS365F Dauphin Pedro. AS365 N3 Dauphin The high-performance AS365 N3 was developed for operations in 'hot and high' climates, and introduced 635 kW (852 shp) Arriel 2C turbo-shafts equipped with a single channel DECU (Digital Engine Control Unit) with manual reversion, mated to an upgraded main transmission for better single engine performance. The AS365 N3 also features a redesigned ten blade composite Fenestron anti-torque device with asymmetric blade distribution, offering a further reduction in noise signature. The AS365 N3's gross weight is 4,300 kg (9,500 lb). Production deliveries began in December 1998. AS365 N3+ This version was presented by Eurocopter at the 2009 Paris Air Show and differs mainly in new avionics including a 4-axis auto-pilot. Operators The Dauphin is flown by a range of private operators, companies, emergency services, government agencies and air charter companies. Government operators Argentina Argentine Coast Guard Australia Victoria Police Western Australia Police France Sécurité Civile Greece Hellenic Coast Guard Iceland Icelandic Coast Guard Indonesia Indonesian National Police National Search and Rescue Agency National Agency for Disaster Countermeasure Japan Tokyo Fire Department Tokyo Metropolitan Police Department Kuwait Kuwait Police Malaysia Malaysian Maritime Enforcement Agency Netherlands Netherlands Coastguard Romania Serviciul Român de Informații (4 units) Spain Guardia Civil Servicio de Vigilancia Aduanera Sweden Akademiska sjukhuset Taiwan National Airborne Service Corps Military operators Angola FAPA/DAA Bangladesh Bangladesh Army Bulgaria Bulgarian Navy Chile Chilean Navy Colombia Colombian Navy Republic of the Congo Congolese Air Force Djibouti Djibouti Air Force France French Navy Ivory Coast Force Aérienne de Côte d'Ivoire Lithuania Lithuanian Air Force Myanmar Myanmar Air Force Nigeria Nigerian Air Force Saudi Arabia Royal Saudi Naval Forces United Kingdom Army Air Corps United States United States Coast Guard (see Eurocopter HH-65 Dolphin) Uruguay Uruguayan Air Force Vietnam Vietnam Helicopter Corporation Vietnam Navy Former operators Fiji Fiji Air Wing Ireland Irish Air Corps South Africa South African Air Force Sri Lanka Sri Lanka Air Force For other military operators of AS365 Panther and its variants, see Eurocopter AS565 Panther. Aircraft on display SA365N Dauphin, F-WQAP, at The Helicopter Museum, Weston-super-Mare, United Kingdom. SA365C1 Dauphin 2, VH-PVF at Moorabbin Air Museum (Victoria, Australia). Accidents and notable incidents On 2 July 1999, an AS365F operated by the Irish Air Corps hit a sand dune in thick fog in Tramore while returning from a successful mission off the Waterford coast. The four crew members were killed in the collision. On 4 April 2015, an AS365 owned by Orion Corridor Sdn Bhd, crashed in Semenyih near Kajang, Malaysia. All six people on board, including the ex-ambassador of Malaysia to the US and Rompin MP, Jamaluddin Jarjis, and others were killed. The helicopter was coming from a wedding party of the Malaysian Prime Minister's daughter. Specifications (AS365 N3) Data from {Eurocopter.com} General characteristics Crew: 1 or 2 pilots Capacity: 11 or 12 passengers Length: 13.73 m (45 ft 1 in) Height: 4.06 m (13 ft 4 in) Empty weight: 2,389 kg (5,267 lb) Max takeoff weight: 4,300 kg (9,480 lb) Powerplant: 2 × Turboméca Arriel 2C turboshaft, Take-off Power, 625 kW (838 hp) each Main rotor diameter: 11.94 m (39 ft 2 in) Main rotor area: 111.98 m2 (1,205.3 sq ft) Performance Maximum speed: 306 km/h (190 mph, 165 kn) Ferry range: 827 km (514 mi, 447 nmi) Service ceiling: 5,865 m (19,242 ft) Rate of climb: 8.9 m/s (1,750 ft/min) Related development Aérospatiale SA 360 Dauphin Airbus Helicopters H160 Eurocopter AS565 Panther Eurocopter EC155 Eurocopter HH-65 Dolphin Harbin Z-9 Aircraft of comparable role, configuration, and era AgustaWestland AW109 Bell 222/230/430 Kamov Ka-60 Sikorsky S-76 A British Army Air Corps Dauphin 2 landing at Glasgow Airport, Scotland A Dauphin in flight, 2010 Dauphin rescue version, shown here on training exercise Cockpit of an AS365 N2 A French Navy AS365 F Dauphin aboard USS Mount Whitney during Opération Harmattan, 2010 Dauphin AS365 N3, 2014 A French Navy AS365 F Dauphin rescue helicopter on the deck of the aircraft carrier Charles de Gaulle in June 2004 Eurocopter EC155 B1 at Paris Air Show 2007 French Navy SA 365 F All Nippon Helicopter AS365 N2 AS365 N2 Dauphin 2, TF-SIF, of the Icelandic Coast Guard M70-02 of the Malaysian Coast Guard Bangladesh Army Eurocopter AS365 N3+ Dauphin Lithuanian Air Force Eurocopter AS365+ Dauphin US Coast Guard HH-65 Dolphin A 365F Dauphin 2 of the Irish Air Corps, which were retired in 2006 |