Country of origin:

France

Description:

Heavy lift multi-purpose helicopter

Power Plant:

(SA 321J)

Three 1,130 kw (1,515 shp) Turbomeca Turmo III C3 free-turbine engines

Specifications:

Armament:

(SA 321G)

Four homing torpedoes and anti-submarine stores

History:

The Super Frelon originated from two prototypes of the SA 3200 Frelon [Hornet], the first of which was flown for the first time on 10 June 1959.  This model was powered by three 559 kw (750 shp) Turbomeca Turmo IIIB turboshafts and had a swing tail rear fuselage.  Fuel was contained in two external tanks, leaving the cabin able to accommodate troops.  Each engine supplied independent drive to the rotor head, ensuring twin-engine capability if one should fail.  However, development of the Frelon lapsed in favour of the SA 3210, which later became the SA 321, a more advanced and more powerful version developed with American assistance.

The Sud Aviation SA 3210 Super Frelon [Super Hornet] was a single-rotor heavy-lift helicopter powered by three 985 kw (1,320 hp) Turbomeca Turmo III C2 free-turbine engines mounted above the cabin, the prototype (F-ZWWE), at that time known as the SA 3210-01, flying for the first time on 7 December 1962.  It started life at La Courneuve near Paris, undertook static tests at Le Bourget, and was produced at Marignane.  The main rotor was 18.90 m (62 ft) in diameter and consisted of six blades which rotated at 200 rpm. The tail rotor was 4.02 m (13 ft 2 in) in diameter, contained five blades, and rotated at 920 rpm.

The SA 321 was designed and built in France by Sud Aviation Societe Nationale de Constructions Aeronautiques following the entry of a co-operation contract with Sikorsky Aircraft in the US, which provided assistance in development. A further agreement was entered for the production of the gearcase and transmission box by Fiat in Italy.

The second prototype flew on 28 May 1963 and four pre-production aircraft followed, the French Government initially ordering production of 17 as the SA 321G for anti-submarine work for the French Navy in October 1965.  The Super Frelon differed from the Frelon in a number of ways, including a watertight boat-type hull, a rear loading ramp in lieu of the swing tail, and the six-blade main rotor could be folded for stowage.  The second prototype was fitted out for l’Aeronavale requirements, having stabilising floats incorporating search radar, dipping sonar and other anti-submarine equipment.  Four pre-series machines were followed by the first production machine which flew on 30 November 1965.

By mid-1967 25 examples were in service, which carried four homing torpedoes or other anti-submarine stores, and equipment for mine-sweeping, minelaying or ship towing.  Pure transport variants were developed which were able to carry up to 30 troops, 18 casualty litters or 4,000 kg (8,818 lb) of cargo over 200 km (124 miles) stage lengths.

A commercial utility variant known as the SA 321J was placed in production at the same time, with 18 examples delivered by September 1967.  The prototype was first flown on 6 July 1967. This variant was configured as a 27 seat passenger transport, or as a freighter with a 2,500 kg (5,511 lb) payload.  Others were aimed at the firefighting market, for operation as flying cranes, whilst others were to to supply transport to offshore oil drilling rigs.  The SA 321J was certificated on 20 October 1967, had Turmo IIIC5 engines, and could carry 4,000 kg (8,818 lb) internally or 5,000 kg (11,023 lb) as a slung load.

An enlarged variant known as the SA 321F first flew on 7 April 1967 (F-WMHC). This had an enlarged fuselage able to accommodate 37 persons, had a gross weight of 12,000 kg (26,455 lb) and sponson type fairings amidships which were used as baggage holds.  This variant had Turmo IIIC3 engines which provided 1,044 kw (1,400 shp) but only one example was built.

Sixteen were supplied to the South African Air Force, and 12 for the transport role for Israel military service.  Examples were also supplied to Iran and Libya, as well as the French Air Force. Civil variants were delivered to Olympic Airways, Bergen Air Transport, and other civil operators.  Variants included: SA 321D standard French Navy model; SA 321F civil variant with enlarged 19.40 m (63 ft 7 in) fuselage; SA 321H a simplified model for military use; and the SA 321J utility and public transport variant for inter-city and airport to city-centre services, being able to carry up to 37 passengers.  In French Air Force service it was used for tactical assault, all forms of transport, and rescue work.  The cargo cabin was 7.0 m (22 ft 11½ in) long, 1.82 m (6 ft) high and 1.96 m (6 ft 5 in) wide, there being a ramp at the rear 1.9 m (6 ft 2¾ in) by 1.9 m (6 ft 2¾ in); and the aircraft had a watertight hull which permitted it to land on calm water.  A total of 99 was built.

The prototype Super Frelon was modified with a retractable undercarriage and other changes in order to set a number of world speed records for helicopters in its class.  These included 341.23 km/h (212.03 mph) over a 3 km (1.86 miles) course in July 1963; 350.47 km/h (217.77 mph) over a 15 – 25 km (9.3 to 15.53 miles) course; and 334.28 km/h (207.71 mph) over 100 km (62.13 miles).

The type entered service with Israel in mid-1967 and saw action in many of the conflicts in that region over the years, transporting commandos, troops and equipment to operational areas.  In the 1970s the survivors were re-engined with 1,395 kw (1,870 shp) General Electric T58-16 engines.  The Israeli aircraft were finally retired in 1991 but a number survive in the IAF Museum at Hatzerim.

One example of the SA 321J has been operated in this region.  In 1967 Helicopter Utilities Pty Ltd commenced a six month contract servicing the drilling ship E W Thornton 169 km (105 miles) off the coast of Gladstone, QLD using a Fairchild Hiller FH-1100 (VH-UTB).  The company also operated from Darwin to drilling vessels in the Bonaparte Gulf and the Timor Sea, machines operating from Darwin including a Sikorsky S-61N (VH-UHK), a Sikorsky S-58T (VH-UHV) and an SA 321 Super Frelon.  This machine (VH-PDM² – c/n 113 – ex F-BOFL, LN-ORS) was imported for heavy lift work by Helicopter Transport Pty Ltd, being registered on 9 March 1970.  It was delivered to the operator and entered service in April 1970.  Twelve months later, in August 1971, ownership was transferred to Helicopter Utilities Pty Ltd but in the following year it returned to France, being struck off the Australian register on 12 May 1972.  A few examples survive, including one on display at the International Helicopter Museum at Weston-Super Mare in the United Kingdom.

In 1969 the Australian Government was looking at replacing the Westland Wessex helicopter which had been in service with the RAN since 1962.  Aircraft to be evaluated involved the Westland Sea King HAS Mk 1; an anglicised Sikorsky design built under licence for the Royal Navy; the Sud Aviation SA 321 Super Frelon in service with the French Navy; the Boeing Vertol CH-46 Sea Knight at the time in service with the Royal Swedish Navy; and the Sikorsky S-61 Sea King then in service with the US Navy and the Royal Canadian Navy.

An RAN Helicopter Evaluation Team was formed to evaluate and recommend a replacement helicopter and departed Canberra in September 1969 on a three month itinerary which included six weeks in the United Kingdom, France and Sweden; and a further five to six weeks in North America visiting Canada and the United States.  The team’s aircrew and engineering officers flew both in the Royal Navy Sea King and the French Navy Super Frelon carrying out dunking sonar operations, the latter machine operating from St Rafael Naval Air Station, Cote d’Azur.  One pilot experienced Super Frelon amphibious operations with the Sud Aviation test pilot routinely carrying out landings and take-offs on the sea, even with one of the three engines in a simulated shut down condition.

The Swedish Navy CH-46 Sea Knight helicopters were based at a Naval Air Station in Stockholm.  These machines were used in a variety of roles, of which Anti-Submarine Warfare was a minor one.  These aircraft did not have equipment for full ASW operations and did not have an adequate hover control system essential for dunking sonar operations. The type was found by the Evaluation Team to be unsuitable for Australian Navy purposes.

The North American leg of the trip did not provide opportunities for members of the team to fly the contending machines.  By this time Boeing-Vertol had withdrawn the Sea Knight from the evaluation process because of the unfavourable impression the aircraft had provided in Sweden.  Subsequently, weather and snow storms in Canada at the RCN Air Station at Shearwater, Nova Scotia prevented any flying with aircraft there; and Sikorsky was unable to provide a suitably-equipped Sea King for evaluation.

In November 1969 the Evaluation Team returned to Australia where reports were submitted in relation to the Westland Sea King HAS Mk 1; the Sud Aviation SA 321 Super Frelon; and the Sikorsky SH-3D Sea King.  It is interesting to note both the British and American Sea Kings failed to meet RAN specifications, particularly in relation to requirements for endurance, sortie length in tropical conditions, and emergency landing and take-off from the sea in the ‘one-engine out’ condition.

Following this another helicopter was considered and evaluated in the final report in an attempt to overcome the deficiencies in the Royal Navy Sea King, this being a machine which would be equipped with up-rated Rolls Royce Gnome engines (which at that time had not been fully developed), a six-blade tail rotor, and a five-blade main rotor to absorb the increased power.  Also, the installation of a Bendix AWS-13B sonar in lieu of the British AS 195 sonar.

The final report of the team recommended that the Australian Government acquire the Sud Aviation Super Frelon as it met all RAN specifications in the configuration it was being flown in at that time by the French Navy. The in-service Sea King variants from the United States and the Royal Navy were considered inferior and the developed RAN Sea King proposal referred to above was considered to involve some developmental risks.

In October 1971 Aerospatiale had talks with the Australian Department of Defence in relation to the ordering of a batch of Super Frelons for the Royal Australian Navy, media reports stating that 15 to 20 examples would be required.  In the event the Department of Defence authorised the acquisition of the British-built Sea King and this, as the Sea King Mk 50, entered Australian Navy service in 1976.