The ELA Aviation ELA 10 Eclipse is a Spanish, two-seat, enclosed autogyro, designed and built by ELA Aviación of Córdoba, Andalusia, introduced at the AERO Friedrichshafen airshow in 2014. The aircraft is supplied complete and ready-to-fly.

The ELA 10 Eclipse has a single main rotor, a two-seats-in tandem enclosed cockpit with a bubble canopy, tricycle landing gear with wheel pants, plus a tail caster and a four-cylinder, liquid and air-cooled, four stroke 100 hp (75 kW) Rotax 912 ULS or turbocharged 115 hp (86 kW) Rotax 914 engine in pusher configuration.

The aircraft fuselage is made from composites. Its two-bladed rotor has a diameter of 8.50 m (27.9 ft) and a chord of 22 cm (8.7 in). The aircraft has a typical empty weight of 275 kg (606 lb) and a gross weight of 530 kg (1,168 lb) with the Rotax 914 engine (530 kg (1,168 lb) with the Rotax 912 ULS engine), giving a useful load of 255 kg (562 lb). With full fuel of 100 litres (22 imp gal; 26 US gal) the payload for the pilot, passengers and baggage is 183 kg (403 lb).

n the 1980s the Enstrom Helicopter Company was producing two helicopters, both powered by horizontally-opposed piston engines. When the United States Army revealed a requirement for a turbine-powered training helicopter, the company designed a larger, turbine-powered version of its 280 Shark. The proposed unit was designated TH28 (TH for "training helicopter" derived from the 28(0), since the Army's proposal was NTH, "new training helicopter").

The Army contract effort was not successful, but the company effort looked promising enough that management committed to continue with a commercial version, which was introduced in 1993. Its power was provided by the C20W variant of the Rolls-Royce Model 250 turboshaft engine.

The 480 fuselage consists of a welded steel-tube framework with aluminum cover and tailcone. The pilot controls the aircraft from the left seat, which is unusual for helicopters. The aircraft does not have a hydraulic system; a trim system absorbs rotor feedback and allows the pilot to position the desired stick setting. The 480B engine is capable of producing 420 shp, but in this application it is derated to 305 shp for 5 minutes and 277 continuous shp, which is available to 13,000 MSL on a standard day. Thus hot-temperature or high-altitude operations have a considerable degree of power available. The engine drives a three-bladed rotor of 32 feet diameter and a tail rotor of 5 feet diameter. The main rotor and hubs weigh a total of 300 pounds, so there is considerable inertia in the system during a loss of power. Autorotation landings are uneventful.

Variants

480
     Five-seat civil version based on the Enstrom TH-28, certified in November 1993.[5]

480B
      Enhanced and with increased gross weight (3000 lb) and power limits, certified in February 2001 in the US.[5] and in February 2019 in Canada.[6] The gross weight and useful load were increased by                             approximately 150 pounds.
480B Guardian
     480B configured for police or law enforcement operations, fitted with a front-mounted camera and searchlight.[7]
TH-28
     Based on the Enstrom 280FX with a turbine engine, a larger cabin and larger horizontal and vertical stabilizers. Certified in September 1992[5] Military training, light patrol version, six built.

Since delivering their first helicopter shortly after Federal Aviation Administration type certification of the F-28 model in April 1965, Enstrom helicopter has produced, as of 2007, approximately 1,200 aircraft.

The company produces three models, the F-28, the more aerodynamic 280 and the turbine-powered 480, each with their own variants. The F-28 and 280 both use Lycoming piston engines, virtually identical to those found in general aviation fixed-wing aircraft.

F-28 Variants

F-28

Certified April 1965.

F-28A

Initial production version. Certified May 1968.

T-28

Turbine powered.

F-28B

Turbocharged version.

F-28C

Fitted with an upgraded engine with turbocharger, and a two piece windscreen. Certified 1975.

F-28F Falcon

Similar to F-28C with more powerful engine, improved turbocharger and addition of a throttle corellator.

Certified December 1980.

F-27F-P

Police patrol version developed for the Pasadena Police Department (California). It is equipped with searchlights, FLIR and a public address system.

Spitfire Mark I

A turbine powered conversion by Spitfire Helicopters Inc.[citation needed]

Spitfire Mark II Tigershark

A turbine powered conversion by Spitfire Helicopters Inc.

280 Variants

280 Shark

Certified September 1975.[1]

280C Shark

Aerodynamically refined version of the F28C-2, equipped with an upgraded engine, fitted with a turbocharger. Certified 1975[1]

280L Hawk

Stretched cabin four-seat version, first flying in December 1968. Development halted due to lack of funds.[citation needed]

280F

Similar to 280C with more powerful engine, improved turbocharger and addition of a throttle correlator. Certified December 1980[3]

280FX

Based on the 280F with landing gear fairings, redesigned air intakes on top of the cabin and a redesigned and relocated horizontal stabilizer with vertical end plates. Certified in January 1985

Specifications below are for the F-28F model.

Enstrom F-28

Enstrom 280

It is a re-engined and more voluminous version of the original Aérospatiale SA 330 Puma. First flying in 1978, the Super Puma succeeded the SA 330 Puma as the main production model of the type in 1980. 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.

External distinguishing features from the SA 330 include a ventral fin underneath the tail boom and a more streamlined nose. From the onset, the new rotorcraft was planned to be available with two fuselage lengths; these were a short fuselage version that offered a similar capacity to the SA 330 while providing superior performance under "hot and high" conditions, and a stretched version which allowed for more internal cargo or passengers to be carried in circumstances where aircraft weight was less critical.

In 1980, the AS 332 Super Puma had replaced the older SA 330 Puma as Aerospatiale's primary utility helicopter. The AS 332 Super Puma proved to be highly popular. Between July 1981 and April 1987 there was an average production rate of three helicopters per month being built for customers, both military and civil. Indonesian Aerospace (IPTN) has also manufactured both the SA 330 and AS 332 under license from Aerospatiale for domestic and some overseas customers. By 2005 various models of Super Puma had been in operation with 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.

For more details o the development, design, operational history and variants, click here.

Specifications below are for the stretched civil AS332L1 version.

It was originally developed and manufactured by French firm Aérospatiale, which was merged into the multinational Eurocopter company during the 1990s. Since entering production in 1975, the type has been in continuous production for more than 40 years. The intended successor to the Dauphin is the Airbus Helicopters H160, which is yet to enter operational service as of January 2020.

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 modernised Eurocopter EC155.

For details of the development, design, operational history, and variants, click here.

The specifications below are for the AS365N3 variant.

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.

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.

For more details, click here.

One of the primary changes 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.

The EC130 is a single engine helicopter. It uses an automatically-varying 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 tail rotor.

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.

For more detail on the development, design, opertational history and variants, click here.

Specifications below are for the EC130 B4 model.

t is capable of flight under instrument flight rules (IFR) and is outfitted with a digital automatic flight control system (AFCS). First flying on 15 February 1994, it entered service in 1996 and 1,300 have been delivered up to January 2018 to 300 operators in 60 countries, accumulating over 4.5 million flight hours. It is mainly used for helicopter emergency medical services then for corporate transport, law enforcement, offshore wind and military flight training. Half of them are in Europe and a quarter in North America. The Eurocopter EC635 is a military variant.

The EC135 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 holds the distinction of being 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.

For further details of the design, development, operational history and variants, click here.

Specifications below are for the EC135 P2+/T2+ model.

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 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.

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[8] and Japanese Civil Aviation Bureau[citation needed] in December 2000; and by the United States Federal Aviation Administration (FAA) in January 2002.

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.

For more details of development and design, operational history and variants, click here.

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.

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 is a derivative of the AS350 airframe and is considered by the manufacturer to be part of the Écureuil single-engine family.

On 27 June 1974, the first prototype, an AS350 C 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.[4][5] 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.

For full details of this aircraft, click here.

The Hiller Model 1100 was not selected but after Hiller Aircraft was purchased by Fairchild Stratos in 1964, the Model 1100 was successfully marketed as a civilian helicopter, the FH-1100. The type certificate is now held by the FH1100 Manufacturing Corporation of Century, Florida.

In October 1960, the Army submitted a request for proposals (RFP) for the Light Observation Helicopter (LOH). Hiller Aircraft (Hiller), along with 12 other manufacturers, including Bell Helicopter (Bell) and Hughes Tool Co. Aircraft Division (Hughes), entered the competition, submitting their designs to a Navy team for evaluation. Hiller submitted the Model 1100, which was recommended by the Navy team and eventually selected as one of three winners of the design competition by the Army in May 1961. The Army designated the Model 1100 design as the YOH-5.

Detailed design work began in November 1961, and the Model 1100 prototype made its maiden flight on 21 January 1963. Hiller produced a total of five copies of the Model 1100 to submit to the Army for the Test and Evaluation phase at Camp Rucker, Alabama in 1963. After the test and evaluation, the Bell YOH-4 was eliminated, and Hiller and Hughes competed in a program cost analysis bid for the contract. In 1965, Hiller was underbid by Hughes and the Army selected Hughes' YOH-6. Although Hiller formally protested, Hughes was awarded a production contract for the OH-6 Cayuse.

In 1967, when the Army reopened the LOH competition for bids because Hughes Tool Co. Aircraft Division could not meet the contractual production demands. Fairchild-Hiller decided not to resubmit their bid with the YOH-5A, instead choosing to continue with commercial marketing of their civilian version, the FH-1100.

The FH-1100 was produced until 1973. In 2000, the Type Certificate was purchased by FH1100 Manufacturing Corporation. FH1100 Manufacturing conducts remanufacturing and training but has not received a production certificate for the FH-1100, which it now calls the FHoenix.

VARIANTS

Hiller Model 1100
Four-seat prototype powered by an Allison 250-C10 engine and certified in May 1964.
FH-1100
Civil production five-seat model powered by an Allison 250-C18 engine and certified in November 1966. Later production fitted with an Allison 250-C20B engine. 246-built
RH-1100A Pegasus
Updated civil version, built and marketed by Rogerson Hiller Helicopters.
RH-1100M
Updated military version, built and marketed by Rogerson Hiller Helicopters.
YOH-5A
United States Army designations for five Model 1100 for evaluation powered by a 250shp Allison T-63-A-5 engine.

The Fairey Rotodyne was designed in the early 1950's as a short haul passenger aircraft capable of flights from the CBD of one city to that of another, without having the need for a runway. The design was a combination of autogyro for cruise flight and jet powered rotors for VTOL flight. The use of jets at the tips of the rotors might have been something developed by Fairey as it the system was also used on a small helicopter developed at the same time.

The Fairey Rotodyne was a large hybrid rotorcraft, known as a compound gyroplane or Gyrodyne. According to aviation author Derek Wood, it was "the largest transport helicopter of its day". It featured an unobstructed rectangular fuselage, capable of seating between 40 and 50 passengers; a pair of double-clamshell doors were placed to the rear of the main cabin so that freight and even vehicles could be loaded and unloaded.

The Rotodyne had a large, four-bladed rotor and two Napier Eland N.E.L.3 turboprops, one mounted under each of the fixed wings. The rotor blades were a symmetrical aerofoil around a load-bearing spar. The aerofoil was made of steel and light alloy because of centre of gravity concerns. Equally, the spar was formed from a thick machined steel block to the fore and a lighter thinner section formed from folded and riveted steel to the rear. The compressed air was channelled through three steel tubes within the blade. The tip-jet combustion chambers were composed of Nimonic 80, complete with liners that were made from Nimonic 75.

For takeoff and landing, the rotor was driven by tip-jets. The air was produced by compressors driven through a clutch off the main engines. This was fed through ducting in the leading edge of the wings and up to the rotor head. Each engine supplied air for a pair of opposite rotors; the compressed air was mixed with fuel and burned. As a torqueless rotor system, no anti-torque correction system was required, though propeller pitch was controlled by the rudder pedals for low-speed yaw control. The propellers provided thrust for translational flight while the rotor autorotated. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.

The transition between helicopter and autogyro modes of flight would have taken place around 60 mph, (other sources state that this would have occurred around 110 knots); the transition would have been accomplished by extinguishing the tip-jets. During autogyro flight, up to half of the rotocraft's aerodynamic lift was provided by the wings, which also enabled it to attain higher speed.

https://www.youtube.com/watch?v=EA3AkvxwS_M

While the Rotodyne concept was proven, other factors, notably the British Economy, caused the production of the Rotodyne to be cancelled. 

For more detail of this unique design, click here.

As good quality photos of the Rotodyne are difficlut to come by, some of the photos are of the Airfix model.

The Famà Kiss 209M is an Italian ultralight two-seat helicopter, built from composite materials around a steel frame and with an optional retractable undercarriage. The moniker "Kiss" stands for "keep it stupidly simple", reflecting the philosophy of its designer, Nino Famà.

The Kiss 209M is a single rotor, conventionally laid out helicopter seating two side-by-side. The design targets were low cost and easy maintenance, combined with a comfortable cabin and good performance. The centre section and the high-set tail boom are tube steel structures, clad in carbon fibre. The cabin shell is also carbon fibre and bolts to the central frame. The 120 kW (160 hp) Solar T62 turboshaft engine is supported above the cabin roof and tail line, partly exposed, driving twin blade main and tail rotors. The latter is accompanied at the extreme tail by a fin/underfin pair, both swept and slender. A narrow pair of tailplanes is located forward of the tail rotor on the boom, though the prototype initially flew with a T-tail. The Kiss can have either a skid or retractable wheel undercarriage.

The main rotor advances to the right and the anti-torque tail rotor, mounted on the left side of the tail boom, advances at the bottom. The semi-articulated main rotor is supported on an underslung teetering hinge. Pitch inputs to the main rotor blades are transmitted via rods inside the hollow main rotor shaft.

Control of the Kiss is conventional and manual. Dual control is an option. It is fitted with an electronic flight instrument system (EFIS).

After ground runs on 15 July 2009, the Kiss flew for the first time on 13 August. The first production aircraft completed company testing at the end of January 2011 and went to the Aéro-Club de France for a six-month evaluation.

Variants
209M
Retractable three-wheel undercarriage. The nosewheel retracts rearwards, the other inwards.
209MF
Twin fixed skid undercarriage: 20 kg (44 lb) lighter, maximum cruising speed reduced by 16 km/h (10 mph).

The Fandango F360 is an all-composite ultra-light helicopter created by the BHR company of France. Development and production of the F360 is in association with the French Sébadour Mecabasque and Spanish Burdinberri companies respectively.

Very little information is available about the Fandango at present. Manufacturing of the aircraft is to take place in Bayonne at the BHR-Helitechnica factory.

The F360 Fandango is meant for flight-school use and is one of the very first ultra-light composite French aircraft. There is another version known as the Mustang which is meant for civilian sales.

The Fandango has not metal frame at all and the entire craft consists of honeycomb carbon fiber composite. This is of course possible not only because of the great strength of this material, but because of the small size and low mass of the helicopter.

This is also why a single 180 horsepower Lycoming HIO 360 is enough to get the helicopter and both occupants airborne. The total weight of the craft itself is only 700 kg (1543 lb).

The ArrowCopter is a series of Austrian autogyros, designed and produced by FD-Composites GmbH of Zeillern. When it was in production the ArrowCopter AC20 series was supplied as complete, factory built, ready-to-fly-aircraft.

By the summer of 2018 the company website had been removed and the company had filed for insolvency protection. In October 2019 the Sichuan Dahua General Aircraft Manufacturing Company of China purchased the assets of the company.

The ArrowCopter was designed to comply with British BCAR Section T rules. It features a single main rotor, a two-seats in tandem configuration enclosed cockpit with a bubble canopy, stub wings, tricycle landing gear and a four-cylinder, liquid and air-cooled, four-stroke, dual-ignition turbocharged 115 hp (86 kW) Rotax 914 engine in pusher configuration. The 100 hp (75 kW) normally aspirated Rotax 912S and a 118 hp (88 kW) BMW boxer engine with a reduction drive were reported as being under consideration in 2011 as alternate powerplants.

The aircraft fuselage is made from an autoclave-cured carbon fibre/kevlar sandwich and mounts an 8.50 m (27.9 ft) diameter rotor. The main landing gear wheels are mounted on the tips of the short wings. The AC 10 has an empty weight of 250 kg (550 lb) and a gross weight of 450 kg (990 lb), giving a useful load of 200 kg (440 lb).

The AC 10 flew for the first time on 20 November 2008 and the first production examples appeared in 2011. Production of the AC 20 began in 2012. By 2015 at least 40 aircraft had been produced, going to customers in nine countries.

In September 2018, FD-Composites GmbH filed for insolvency protection due to management and financial issues. In October 2019 the Sichuan Dahua General Aircraft Manufacturing Company of China completed the purchase of ArrowCopter's assets. Sichuan Dahua indicated that they intended to retain manufacturing in Austria and set up parallel manufacturing in China.

Variants

FD-Composites ArrowCopter AC10
Initial version with a maximum takeoff mass of 560 kg (1,230 lb)
FD-Composites ArrowCopter AC20  (Specifications below)
Production version with an empty mass of 342 kg (754 lb) and a MTOM of 560 kg (1,230 lb)

The Focke-Achgelis Fa 223 Drache (English: Dragon) was a helicopter developed by Germany during World War II. A single 750-kilowatt (1,010 hp) Bramo 323 radial engine powered two three-bladed 11.9-metre (39 ft) rotors mounted on twin booms on either side of the 12.2-metre-long (40 ft) cylindrical fuselage. Although the Fa 223 is noted for being the first helicopter to attain production status, production of the helicopter was hampered by Allied bombing of the factory, and only 20 were built.

The Fa 223 could cruise at 175 kilometres per hour (109 mph) with a top speed of 182 km/h (113 mph), and climb to an altitude of 7,100 m (23,300 ft). The Drache could transport cargo loads of over 1,000 kg (2,200 lb) at cruising speeds of 121 km/h (75 mph) and altitudes approaching 2,440 m (8,010 ft).

Henrich Focke had been removed by the Nazi regime from the company he had co-founded in 1936. Though the ostensible reason was that he was "politically unreliable", the RLM decision to phase Focke-Wulf into the production program of the almost-ready Messerschmitt Bf 109 necessitated an influx of capital to fund the immediate expansion of the company's production capabilities. Focke-Wulf was reorganized into a limited company (G.m.b.H.) in June 1936.

After Focke-Wulf formally signed a contract to produce the Bf 109C in November 1937, the American company International Telephone & Telegraph (ITT), through its German subsidiary C. Lorenz, bought a 28 percent share of Focke-Wulf in 1938, making it the controlling interest.

However, the Air Ministry was so impressed by the Focke-Wulf Fw 61 helicopter that it suggested Focke establish a new company dedicated to helicopter development and issued him with a requirement for an improved design capable of carrying a 700 kg (1,500 lb) payload. Focke established the Focke-Achgelis company at Hoykenkamp on 27 April 1937 in partnership with pilot Gerd Achgelis, and began development work at Delmenhorst in 1938.

They first produced an enlarged, six-occupant version of the Fw 61, designated Fa 226 Hornisse (Hornet), while contracting out development of the engine, transmission, and rotor hub to BMW's Berlin works. The Fa 226 was the world's first transport helicopter and was ordered by Lufthansa in 1938.

The Fa 226 attracted the attention of the Air Ministry, who redesignated it Fa 223 in 1939 before the first prototype flew.[8] The Navy was also interested in the Hornisse and briefly considered it as a replacement for their Schnellboote.

In September 1939 the first prototype, the V1, left the Delmenhorst factory. Now nicknamed Drache ("Dragon") it had a twin-rotor layout similar to the Fw 61, but had a fully enclosed cabin and load bay, with the single Bramo engine mounted in the middle of the tubular-steel body.

Initial hovering tests showed problems and the V1 was not to fly until 1940. The engine initially specified, a BMW Bramo 323D proved too fragile when run at high speed for any length of time, and was replaced with a more robust 1,000 hp Bramo 323Q3 in the later prototypes to improve reliability and lifting capability. The biggest problem, however, was the severe vibration caused by unbalanced driveshafts when the rotors moved out of phase, and this could only be fixed by greater attention to detail on the part of BMW.

For more details of development, operational history and variants, click here.

It was also known as the Fa 61, as Focke began a new company—Focke-Achgelis—in 1937.

Professor Henrich Focke, through his development of the Fw 186, and through the efforts of producing the C.19 and C.30 autogyros under licence, came to the conclusion that the limitations of autogyros could be eliminated only by an aircraft with a powered rotor, the helicopter. He and engineer Gerd Achgelis started the design for this helicopter in 1932. A free-flying model, built in 1934 and propelled by a small two-stroke engine, brought the promise of success. Today, the model can be seen in the Deutsches Museum in Munich.

On 9 February 1935, Focke received an order for the building of a prototype, which was designated the Fw 61; Focke referred to it as the F 61. Roluf Lucht of the technical office of the RLM extended the order for a second aircraft on 19 December 1935. The airframe was based on that of a well-tried training aircraft, the Focke-Wulf Fw 44 Stieglitz.

Using rotor technology licensed from the Cierva Autogiro Company, a single radial engine drove twin rotors, set on tubular steel outriggers to the left and right of the fuselage. Each main rotor consisted of three articulated and tapered blades, driven by the engine through gears and shafts. Longitudinal and directional control was achieved using cyclic pitch and asymmetric rotor lift. The counter-rotation of the two rotors solved the problem of torque-reaction as also shown by Louis Bréguet. The small horizontal-axis propeller directly driven by the engine was purely to provide the necessary airflow to cool the engine during low speed or hovering flight and provided negligible forward thrust. 

Only two aircraft were produced. The first prototype, the V 1 D-EBVU, had its first free flight on 26 June 1936 with Ewald Rohlfs at the controls. By early 1937, the second prototype, V 2 D-EKRA, was completed and flown for its first flight. On 10 May 1937, it accomplished its first autorotation landing with the engine turned off.

Designed by Bruno Guimbal, a former Eurocopter engineer, it had its origins in the 1980s, and the first demonstrator flew in 1992. Following the granting of regulatory approval, the Cabri entered commercial service in 2008. In addition to its use within the general aviation sector and as a training rotorcraft, the Cabri G2 has also been used as the basis for unmanned aerial vehicles (UAVs).

The Cabri G2 is a two-seat light helicopter with a three-bladed fully articulated main rotor and a Fenestron-type tail rotor. As with most French-designed helicopters, the main rotor blades advance to the left. The main rotor is designed to enable flight within a wide envelope of weather conditions, while the composite rotor blades are damage-tolerant and have no set life span. The use of the Fenestron has been credited as having made the Cabri noticeably quieter than competing rotorcraft, such as the Sikorsky S-300, in addition to its favourable safety, handling, and maneuverability attributes. The Cabri uses a skid landing gear arrangement; unusually, the skids are attached to the fuselage by elastomeric mounts rather than being directly bolted on to reduce ground resonance and provide greater articulation. The fuselage features a damage-resistant all-composite monocoque construction, reducing weight and maintenance requirements while increasing strength.

The Cabri employs a side-by-side seating arrangement for a pilot and passenger, which is also ideal for training purposes, which is an intended role for the type. Dual flight controls are typically installed; these can be removed without the aid of tools as required.

For more information, click here.

The HAL Dhruv is a utility helicopter designed and developed by Hindustan Aeronautics Limited (HAL). The development of HAL Dhruv was announced in November 1984. The helicopter first flew in 1992; however, its development was prolonged due to multiple factors including the Indian Army's requirement for design changes, budget restrictions, and sanctions placed on India following the 1998 Pokhran-II nuclear tests. The name comes from a Sanskrit origin word dhruv which means unshakeable or firm.

Dhruv entered service in 2002. It is designed to meet the requirement of both military and civil operators, with military variants of the helicopter being developed for the Indian Armed Forces, while a variant for civilian/commercial use has also been developed. Military versions in production include transport, utility, reconnaissance and medical evacuation variants. Based on the Dhruv platform, the HAL Light Combat Helicopter (LCH) a dedicated attack helicopter and HAL Light Utility Helicopter (LUH), a utility and observation helicopter, are currently being developed.

As of October 2020, more than 300 HAL Dhruvs have been produced for domestic and export markets.

The HAL Dhruv is of conventional design; about 29 percent of its empty weight (constituting 60 percent of the airframe's surface area) is composite materials. It has been reported that the unique carbon fibre composite developed by HAL reduced the helicopter's weight by 50 percent. The high tail boom allows easy access to the rear doors. The twin 1000 shp TurbunStink TM333-2B2 turboshafts are mounted above the cabin and drive a four-blade composite main rotor. The main rotor can be manually folded; the blades are mounted between carbon-fibre-reinforced plates, the rotor head is constructed from fibre elastomers.[8] In February 2004, US helicopter company Lord Corporation were awarded a contract to develop an active vibration control system (AVCS), which monitors onboard conditions and cancels out fuselage vibrations.

The Dhruv is capable of flying at high altitudes, as it was an Army requirement for the helicopter to be able operate in the Siachen Glacier and Kashmir regions. In September 2007, the Dhruv Mk.3 was cleared for high-altitude flying in the Siachen Sector after six months of trials. In October 2007, a Dhruv Mk.3 flew to an altitude of 27,500 feet (8,400 m) ASL in Siachen. An Indian Army report in 2009 criticised the Dhruv's performance, stating: "The ALH was not able to fly above 5,000m, though the army's requirements stipulated an ability to fly up to 6,500m"; this has been blamed on the TM333 engine. As a consequence the Army had to continue relying on the older Cheetah/Cheetal helicopters to meet the shortfall. The more powerful Shakti-1H engine has since been introduced on the Dhruv Mk.3; on one test it carried 600 kg load to Sonam Post against the Army's requirement of 200 kg. The Indian Army received the first batch of Dhruv Mk.3s during Aero India 2011.

Powerplant: 2 × Turbomeca TM 333-2B2 turboshaft, 807 kW (1,082 shp) each (Mk I and II)

Payload: 1,500 kg (3,300 lb) underslung (Mk II)

Payload: 1,000 kg (2,200 lb) underslung (Mk III)

For more details on the development, design, operational history and civil and military variants, click here.

The HAL Light Combat Helicopter (LCH) is an Indian multi-role attack helicopter designed and manufactured by the Hindustan Aeronautics Limited (HAL). The LCH has been ordered by the Indian Air Force and the Indian Army. Its flight ceiling is the highest among all attack helicopters.

The impetus for the development of the LCH came in the form of the Kargil War, a conflict fought between India and neighbouring Pakistan in 1999, which revealed the Indian armed forces lacked a suitable armed rotorcraft capable of operating unrestricted in the high-altitude theatre. Accordingly, both HAL and the Indian armed forces commenced exploratory efforts towards the conceptualisation of a combat helicopter to perform in this role. During 2006, the company announced that it had launched a development programme to produce such a rotorcraft, referred to simply as the Light Combat Helicopter. Originally, the LCH was anticipated to attain initial operating capability (IOC) by December 2010, however development of the type was protracted and subject to several delays, some of which having been attributed to suppliers.

The LCH drew extensively on an earlier indigenous helicopter developed and manufactured by HAL, the Dhruv; using this rotorcraft as a starting point has been attributed as significantly reducing the cost of the programme. On 29 March 2010, the first LCH prototype performed its maiden flight. An extensive test programme, involving a total of four prototypes, was conducted. During the course of these tests, the LCH gained the distinction of being the first attack helicopter to land in Siachen, having repeatedly landed at several high altitude helipads, some of which being as high as 13,600 feet (4145 meters) to 15,800 feet (4815 meters). During mid-2016, the LCH was recognised as having completed its performance trials, paving way for the certification of its basic configuration. On 26 August 2017, limited series production of the LCH was formally inaugurated.

The design and development of the HAL Light Combat Helicopter (LCH) was done in-house, by the Rotary Wing Research and Design Centre (RWR&DC), an internal design office of HAL dedicated to the design of helicopters.

The LCH is a multirole combat helicopter, designed to perform various attack profiles, including relatively high altitude flight.

Equipped with a two-person tandem cockpit to accommodate a pilot and co-pilot/gunner, it has been developed to perform both the anti-infantry and anti-armour missions. In addition to these roles, the LCH is intended to be used for a variety of operational purposes, such as to perform air defence against slow-moving aerial targets, including both manned aircraft and unmanned aerial vehicles (UAVs), participation in counter-insurgency operations (COIN) and Counter Surface Force Operations (CSFO), the destruction of enemy air defence operations and wider offensive use during urban warfare conditions, escort to special heliborne operations (SHBO), support of combat search and rescue (CSAR) operations, and armed aerial scouting duties. In terms of its basic configuration, the LCH possesses a relatively narrow fuselage and is equipped with stealth profiling, armour protection, and is equipped to conduct day-and-night combat operations.

For more details of development, design and operational history, click here.

The HAL Light Utility Helicopter (LUH) along with its derivative Light Observation Helicopter (LOH) was designed and developed by Rotary Wing Research and Design Center (RWR&DC) one of the R&D sections of Hindustan Aeronautics Limited (HAL) for civilian and military applications. These are intended to replace license-built versions of Aérospatiale SA 315B Lama (designated Cheetah) and Aérospatiale Alouette III (designated Chetak) in service with Indian Army and Indian Air Force.

During the 1990s and the 2000s, the procurement of a modern successor to the aging HAL Cheetah and HAL Chetak helicopters of the Indian Army and the Indian Air Force had been recognised as an impending need.

 Multiple attempts at establishing a competitive tendering programme; one such effort specified a total of 197 utility helicopters for the Indian Army, 60 of which were to be directly purchased and the remaining 137 to be produced under licence by Indian aerospace company Hindustan Aeronautics Limited (HAL). However, this tender, in which the Eurocopter Fennec appeared to be the frontrunner against the rival Bell 407, eventually ended up being cancelled in response to allegations of irregularities in the selection process; Eurocopter was subsequently investigated and exonerated of any wrongdoing. Consequently, new safeguards were implemented to ensure impartiality and the replacement effort was subsequently restarted.

During February 2009, India's defence ministry approved HAL's proposal to enter the design phase on an indigenous design that could potentially meet the requirements of the competition, as well to explore partnership arrangements. HAL promptly performed preliminary design studies on a prospective 3-tonne light helicopter, powered by a single HAL/Turbomeca Shakti turboshaft engine and possessing a range of up to 500 km (270 nm) and a payload capacity of up to 500 kg (1,100 lb). In March 2010, HAL announced that it had decided to proceed on the LUH project alone, without any international partner participating in its development.

The HAL Light Utility Helicopter (LUH) is a 3-tonne class highly agile new generation light helicopter. According to HAL, it possesses a cruise speed of 235 km/h, maximum speed of 260 km/h, service ceiling of up to 6.5 km, a range of 350 km with maximum take-off weight of 3.12 tonne and an empty weight of 1.91 tonne. The LUH will be capable of accommodating a maximum of two pilots and six passengers, all of which shall be seated on crash-worthy seats; externally, it is capable of carrying cargoes of up to 1 tonne under-slung. LUH with glass cockpit will be able to undertake various missions, including emergency medical services (EMS), troop transport, utility, search and rescue (S&R), VVIP, aerial reconnaissance and surveillance missions.

LUH is powered by a single 750 KW rated Shakti-1U turboshaft engine derived from Safran Ardiden, co-developed by HAL and Turbomeca. It supports dual channel Full Authority Digital Engine Control (FADEC) system along with backup fuel control system. The helicopter will be equipped with a glass cockpit featuring a Smart Cockpit Display System (SCDS) along with a skid-based landing gear arrangement.

For more details of development and background of the LUH, click here.

The Cicaré CH-7 and Heli-Sport CH7 are a series of ultralight, kit-built helicopters based on a single-seat Argentinian design from the late 1980s. It was later developed into a tandem two-seater, and remains in production.

In 1989 EliSport, which became Heli-Sport in 1997, bought the rights to the Cicare CH-6, a small single-seat open cockpit helicopter designed in Argentina by Augusto Cicaré. It was developed by Josi and Claudio Barbero and, with the help of the sports car designer, Marcello Gandini who produced a new, enclosed cabin, marketed from 1992 as the CH-7 Angel. Its commercial success led to a tandem two-seat version with a stretched cabin and bigger engine, named the CH-7 Kompress and, in 2005, a further refinement designated the CH-7 Kompress Charlie.

The piston engine-powered CH-7 ultralight series use the traditional "penny-farthing" layout with two-bladed main and tail rotors. The main rotor is formed from composites and is a teetering, semi-rigid design with 6° of twist. The tail rotor is aluminium. The pod-and-boom fuselage has a fiberglass cabin built on a steel tube frame, with a long transparent forward-opening canopy. The steel frame also carries the engine, semi-exposed behind the accommodation and connected to the main rotor shaft by a belt drive. A slender aluminium boom, strengthened by a pair of long struts to the lower fuselage frame, carries both the tail rotor and swept fins. The upper fin is topped with a short horizontal tailplane, with small endplate fins, and the lower one ends with a tailskid. The CH-7 uses a simple aluminium skid undercarriage, which may be fitted with small wheels for ground handling or multi-tube inflatable floats for flying off water. In this last form the CH-7 is called the Mariner. The Kompress Charlie has faired, wide-chord carbon fibre skid legs.

The Kompress and Kompress Charlie are sold in kit form for home assembly, the manufacturers quoting a 200-hour building time. A fast-build kit, with more components pre-assembled, is claimed to require 85 hours.

The Kompress series may be fitted with a hook for lifting loads of up to 100 kg (220 lb), or fitted with spray bars for agricultural work.

Variants

CH-7 Angel
CH-6 with new, enclosed cockpit, powered by either 48 kW (64 hp) Rotax 582UL UL or 60 kW (80 hp) Rotax 912 UL. First marketed in 1992, but kits no longer (2010) available.
CH-7 Kompress
Tandem two-seat version, with elongated cockpit and 114 hp (85 kW) Rotax 914 engine. Still available, upgradable to Kompress Charlie standard.
CH-7 Kompress Charlie
2005 development of Kompress with greater fuel capacity, hinged carbon fibre engine cowlings and carbon fibre, airfoil section undercarriage legs. Vibration reduced and speed and high altitude performance improved.

CH-7 Mariner
Inflatable float-equipped version, 15 kg (33 lb) heavier.
CH-7B Spirit
Evolutionary design version, powered by a four cylinder, air and liquid-cooled, four-stroke, dual-ignition 100 hp (75 kW) Rotax 912S engine. In production 2011 by Cicaré SA of Argentina.[3][4]
CH-7T Spirit Tandem
Version, powered by a four cylinder, air and liquid-cooled, four-strok], dual-ignition 115 hp (86 kW) Rotax 914 engine. In production as a 51% kit and as a ready-to-fly aircraft in 2015 by Cicaré SA of Argentina.

Specifications below are for the Kompress Charlie, European specification.

The Hiller ROE Rotorcycle is a single-seat ultralight helicopter designed in 1953 for a military requirement. A total of 12 were produced for the United States Marine Corps. And in 1954, the Hiller Helicopters was selected by the US Navy's Bureau of Aeronautics to build this design of a one-man, foldable, self-rescue and observation helicopter. It featured a two-blade rotor system. Its original empty weight was 290 lb (132 kg).

The helicopter folded up and could be carried on a sled-like carrier by two people or could be air-dropped to pilots trapped behind enemy lines. The Marines did not accept the YROE due to its low performance, vulnerability to small-arms fire and the lack of visual references on the structure. This problem could cause the pilot to experience spatial disorientation at all but very low altitudes. The YROE or ROE never saw military service.

In 1954, the United States Navy′s Bureau of Aeronautics selected Hiller to build its proposed design of a one-man helicopter. The XROE Rotocycle completed flight testing in mid-1957.

It was demonstrated at the Pentagon in Arlington, Virginia, for military and other government officials in early April 1958.

Production was by Saunders-Roe, which made five for the United States Marine Corps and five for Helicop-Air of Paris.

A Porsche engine of 62 hp (46 kW) developed for the YROE completed trials by 1961.

Number built    12

Variants
XROE-1
2 prototypes built as Model 1033 at the Hiller Helicopter Plant in Palo Alto, California The first flight in November 1956
YROE-1
5 test versions built by British Saunders-Roe company
One donated to the Smithsonian Institution after completion of its testing in 1961
ROE-1
5 production built by Saunders-Roe (built ten production models, including the five YROE-1s)

The Model 360 was designated by the company as the UH-12 ("UH" for United Helicopters), which was first flown in 1948. The OH-23 trainer was jokingly nicknamed the "Hiller Killer" by United States Army Aviation student pilots who had to fly it.

In 1947, United Helicopters (later renamed Hiller Aircraft) developed the prototype Model 360X helicopter. A year later, on 14 October 1948 the Civil Aeronautics Authority (CAA) issued a production certificate for the Model 360. United Helicopters began producing the Model 360 as the UH-12. In 1949, the UH-12 became the first helicopter to make a transcontinental flight from California to New York. When Hiller upgraded the engine and the rotor blades, the company designated the new model as the UH-12A. It was the UH-12A that would be adopted by both the French and United States militaries, as well as being used by civil commercial operators in several countries.

Specifications below are for the H23C military model.

For operational history and details of the 13 military and 11 civilian variants, click here.