The kits were manufactured by RotorWay International of Chandler, Arizona and supplied in kit form f or amateur-construction. The company was sold in 2007and its name changed to Rotorway Helicopter Manufacturing Company. Production of the Exec ceased in 2011 .

The Exec 162F was the latest in the Exec series of helicopters manufactured by RotorWay International.

The RotorWay Scorpion design was updated with an aluminum tail and full fiberglass cockpit enclosure to become the Exec. The Exec 90 was developed in the early 1990s, it was, at the time, the only piston-powered helicopter to utilize an asymmetrical airfoil for improved autorotation characteristics and safety.

In 1994, a fuel injection system with electronic ignition, and FADEC was added to the Exec 90, producing the Exec 162F.

Unlike most U.S.-designed helicopters, the main rotor on the Exec 162F rotates clockwise, as seen from above.

The Exec series was further developed into the RotorWay A600 Talon, which replaced the Exec in production. The Talon is being produced by the new company.

Variants.

Rotorway Windstar

Four place development that was cancelled.

RotorWay Exec 90

Introduced in 1990, improvement of the original RotorWay Exec, Electronic ignition, eyebrow windows, elastomeric control head.

RotorWay Exec 162F

FADEC improved model.

AvioTecnica ES-101 Raven

In 1996 AvioTecnica of Italy marketed the Exec as the ES-101 Exec with a turbine engine instead of the piston engine. In 2004 it produced an improved variant it named the Aviotechnica ES-101 Raven powered by a modified Solar T-62-A turboshaft. Other improvements include carbon-fibre rotor blades, a two-piece windscreen and later models have a digital cockpit.

Alpi Syton AH 130

The Raven design was taken over by Alpi Aviation in late 2008 and the aircraft further developed into the Alpi Syton AH 130.

Hillberg Turbine Exec

A turbine conversion using the Solar T-62 auxiliary power unit (APU) made by Hillberg Helicopters of Fountain Valley, California in the 1990s.

Work on what would become the Skeeter had been commenced by the Cierva Autogiro Company as the Cierva W.14. Following Saunders-Roe's takeover of Cierva, it was decided to continue its projects, including the Skeeter.

The Saunders-Roe Skeeter is a light all-metal, two-seat single-rotor helicopter, complete with a tail rotor for torque compensation and yaw control. It was intended to perform as an all-purpose rotorcraft, primarily being used for light civil work as well as aerial observation and training missions in military service. The handling characteristics were broadly similar to comparably-sized rotorcraft of the era, while possessing the necessary simplicity, robustness, and reliability that commonly typified trainer aircraft.

For much more information, including the 15 variants, click here.

Specifications below are for the Skeeter AOP.12 variant.

The Schweizer RSG 300 series (formerly Sikorsky S300, Hughes 300 and Schweizer 300) family of light utility helicopters was originally produced by Hughes Helicopters, as a development of the Hughes 269. Later manufactured by Schweizer Aircraft, the basic design has been in production for almost 50 years. The single, three-bladed main rotor and piston-powered S-300 is mostly used as a cost-effective platform for training and agriculture.

In 1955, Hughes Tool Company's Aircraft Division (later Hughes Helicopters) carried out a market survey showing that there was a demand for a low-cost, lightweight, two-seat helicopter. The division began building the Model 269 in September 1955. The prototype flew on 2 October 1956, but it was not until 1960 that the decision was made to develop the helicopter for production. By mid-1963 about 20 aircraft were being produced per month, and by the spring of 1964 314 had been built. Hughes had successfully captured a large portion of the civilian helicopter market with an aircraft that would prove popular in agriculture, police work and other duties.

The Hughes 300 was followed in 1969 by the improved Hughes 300C (sometimes 269C), which first flew on 6 March 1969 and received FAA certification in May 1970. This new model introduced a more powerful 190 hp (140 kW) Lycoming HIO-360-D1A engine and increased rotor diameter, giving a payload increase of 45%, plus overall performance improvements. It was this model that Schweizer began building under license from Hughes in 1983.

For full details, click here.

The Schweizer 330 and S333 are turbine-powered developments of the Schweizer 300 light piston-powered helicopter. As of 2007, only the Schweizer 333 remains in production. In February 2009, the 333 was rebranded as the Sikorsky S-333. In 2018 the Schweizer R.S.G. bought the Schweizer Aircraft from Sikorsky Aircraft and it was rebranded as Schweizer S333 again.

Schweizer 330
In 1987, Schweizer announced development of the Schweizer 330 using the dynamic components, rotors, controls and systems of the 300C; however, it was redesigned with an all-new fuselage. The first 330, converted from a 300C and powered by an Allison 250-C10A, flew on June 14, 1988. The FAA certified the aircraft in September 1992.

The improved 330SP was introduced in May 1997 and featured an improved rotor and raised skids, which could be retrofitted to previous 330 models. An Allison (later Rolls-Royce) 250-C20W turboshaft was derated to 165 kW (220 hp), giving the 330SP excellent hot and high performance, maintaining power output to 18,000 feet.

Schweizer 333
Shortly after the release of the 330, Schweizer began work on upgrading the dynamic components of the Schweizer 330SP. Over two years later, Schweizer released a new variant, the Schweizer 333. Featuring the newly developed dynamic systems components and new-technology rotor blades with a cambered airfoil and a larger diameter rotor, the upgraded helicopter benefited from a greater max gross weight, more useful load, more speed and more hover performance; nearly a 30% increase in performance over the 330SP. Schweizer created a kit to upgrade Model 330 and 330SP aircraft.

In February 2008, an improved version of the series, the S-434 was released.

The 330 used the 300C's dynamic components, a Rolls Royce 250 turboshaft engine, and a new four-seat cockpit/cabin and body and new instrumentation.

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

The Sikorsky CH-148 Cyclone is a twin-engine, multi-role shipborne helicopter developed by the Sikorsky Aircraft Corporation for the Canadian Armed Forces. A military variant of the Sikorsky S-92, the CH-148 is designed for shipboard operations and replaced the CH-124 Sea King, which was in Canadian Armed Forces operation from 1963 to 2018.

The Cyclone entered operational service with the Royal Canadian Air Force (RCAF) in 2018 and now conducts anti-submarine warfare (ASW), surveillance, and search and rescue missions from Royal Canadian Navy frigates. The helicopter also performs utility and transport roles in support of national and international security efforts. In 2004, Canada awarded Sikorsky Aircraft a contract for 28 CH-148s with deliveries originally planned to start in 2009. Deliveries were repeatedly delayed due to development issues and difficulty fulfilling contract requirements; the first deliveries, involving six initial helicopters (designated as Block 1), occurred during June 2015. Three years later, the Cyclone Block 2 achieved initial operating capability (IOC). The fleet was briefly grounded in early 2020 following a crash that was attributed to poor documentation and software flaws.

Canada began to seek a replacement for the Sea King maritime helicopter in 1986 when it issued a solicitation for the New Shipborne Aircraft (NSA) Project. A variant of the AgustaWestland EH101 was selected and a contract was signed by the nation's governing party at the time, the Progressive Conservatives. After a change of government to the Liberal party, the EH-101 contract was cancelled. The cancellation resulted in a lengthy delay to procure a replacement aircraft. The project took on increased importance in the early 2000s and another procurement competition was initiated.

On 23 November 2004, Canada's Department of National Defence announced the award of a CA$1.8 billion contract to Sikorsky to produce 28 helicopters, with deliveries scheduled to start in January 2009.[7] In addition, Sikorsky's subcontractors, General Dynamics Canada and L-3 MAS are responsible for in-service maintenance and the Maritime Helicopter Training Centre including two Operational Mission Simulators. Other elements of in-service support include the Integrated Vehicle Health Monitoring System, spares and software support.

The first flight of the first production CH-148, serial number 801 (FAA registration N4901C), took place in Florida on 15 November 2008.

For details of design and operational history, click here.

It was used by the United States Air Force, and its predecessor, the United States Army Air Forces, as well as the United States Navy and United States Coast Guard (with the designations HO2S and HO3S). It was also used by the United States Post Office Department. The civilian version, under the designation S-51, was the first helicopter to be operated commercially, commencing in 1946.

In December 1946, an agreement was signed between the British company Westland Aircraft and Sikorsky to produce a British version of the H-5, to be manufactured under license in Britain as the Westland-Sikorsky WS-51 Dragonfly. By the time production ceased in 1951, more than 300 examples of all types of the H-5 had been built.

The 3rd photo below shows a US Navy Dragonfly on loan to the RAN onboard HMAS Sydney.

For details of the design, development, operational history and 20 variants, click here.

The Sikorsky R-4 is a two-seat helicopter that was designed by Igor Sikorsky with a single, three-bladed main rotor and powered by a radial engine. The R-4 was the world's first large-scale mass-produced helicopter and the first helicopter used by the United States Army Air Forces,[ the United States Navy, the United States Coast Guard and the United Kingdom's Royal Air Force and Royal Navy. In U.S. Navy and U.S. Coast Guard service, the helicopter was known as the Sikorsky HNS-1. In British service it was known as the Hoverfly.

The VS-316 was developed from the famous experimental VS-300 helicopter, invented by Igor Sikorsky and publicly demonstrated in 1940. The VS-316 was designated the XR-4, under the United States Army Air Forces' series for "Rotorcraft". The XR-4 first flew on 14 January 1942 and was accepted by the Army on 30 May 1942. The XR-4 exceeded all the previous helicopter endurance altitude and airspeed records that had been set before it. The XR-4 completed a 761 mi (1,225 km) cross-country flight from Bridgeport, Connecticut, to Wright Field, Ohio, set a helicopter peak altitude record of 12,000 ft (3,700 m), while achieving 100 flight hours without a major incident and top airspeed approaching 90 mph (78 kn; 145 km/h).

The British Admiralty, having learned of the VS-300, made a ship available, Empire Mersey, fitted with an 80 ft × 40 ft (24 m × 12 m) landing platform, intended to show the USN their work with ship-borne autogyros. After her loss in 1942 to a U-boat, she was replaced by SS Daghestan.[9] The first deck-landing trials aboard Daghestan were carried out in 1944. The British received two of the first eight helicopters built.

On 5 January 1943, the United States Army Air Forces ordered 29 prototypes. The first three were designated YR-4A and used for evaluation testing. The YR-4A benefited from a 180 hp (130 kW) Warner R-550-1 Super Scarab engine, compared to the 165 hp (123 kW) Warner R-500-3 in the prototype, and a rotor diameter increased by 1 ft (30 cm). Evaluation of the YR-4A demonstrated a need for further improvements, including moving the tailwheel further aft on the tailboom, venting the exhaust to the side instead of downward, and increasing the fuel capacity by 5 US gal (4.2 imp gal; 19 l). These and other design changes led to the designation of later prototypes as YR-4B, which were used for service testing and flight training.

United Aircraft announced on 5 November 1944 that the one hundredth helicopter had been completed, and that the production rate had reached five every six days.

Difficult to fly

The helicopter was difficult to fly. The aircraft's blades were made of wood ribs around a steel spar and covered with doped fabric. The blades were difficult to keep rotating in the same plane and vibrated excessively. The cyclic made continuous small orbits, vibrating continuously. There was no governor to control rotor speed, and the pilot had to correlate the throttle continuously with collective pitch inputs. The Chicago Tribune reported on Carle's efforts to transport the wounded. They wrote that the "control stick shakes like a jackhammer, and the pilot must hold it tightly at all times. Should he relax for even a minute the plane falls out of control. Pilots of regular planes say it's easy to identify a helicopter pilot--he has a permanent case of the shakes."

For operational history and variants, click here.

The Sikorsky S-434 is a light, turbine-powered helicopter. The S-434 is an improved development of the Schweizer S333.

The prototype S-434 first flew on 18 December 2008 at Horseheads, New York. The S-434 evolved from the S-333, and has many features developed for the MQ-8 Fire Scout. It shares its cockpit layout with the S-333, which gives the crew very good visual capacities and handling characteristics.

On June 15, 2009, Sikorsky announced the delivery of the first two S-434s to Saudi Arabia's Ministry of the Interior, the first of a total of nine.

Variant
S-434
based on improvements developed for the MQ-8B; powered by one Rolls-Royce 250-C20W turboshaft engine of 320 shp.

On 7 August 1962, the S-61N made its first flight. Otherwise identical to the S-61L, this version is optimized for overwater operations, particularly oil rig support, by retaining the SH-3's floats. Both the S-61L and S-61N were subsequently updated to Mk II standard with improvements including more powerful CT58-140 engines giving better hot and high performance, vibration damping and other refinements.

Ansett-ANA, later Ansett Airlines, operated S-61N helicopters VH-BRI and VH-BRH on the Great Barrier Reef in support of the resorts in the Whitsundays, ferrying passengers from Proserpine to the resorts.

Variants

S-61L

Non-amphibious civil transport version. It can seat up to 30 passengers[7]

S-61L Mk II

Improved version of the S-61L helicopter, equipped with cargo bins.[8]

S-61N

Amphibious civil transport version.[7]

S-61N Mk II

Improved version of the S-61N helicopter.[8]

S-61NM

An L model in an N configuration.[9]

S-61T Triton

S-61 modernized upgrade by Sikorsky and Carson; Upgrades include composite main rotor blades, full airframe structural refurbishment, conversion of folding rotor head to non-folding, new modular wiring harness, and Cobham glass cockpit avionics; initial models converted were S-61N.

It was used by the United States Coast Guard as the HH-52A Seaguard primarily for air-sea rescue.

The HH-52A used a boat hulled shaped fuselage, smaller but similar to the US Navy's SH-3 (Sikorsky S-61), and was employed aboard the larger Coast Guard cutters and icebreakers. The S-62 used a single 1,250 hp (930 kW) General Electric T58-GE-8 turboshaft engine, the same powerplant used on the larger twin-engined SH-3; and a 1,050 hp T58-GE-6 derated to 670 hp, moving the same main and tail rotor as S-55 Model, in the prototype.

The turbine powered S-62 could carry more weight and fly faster than the H-19 (S-55). The aircraft was first conceived and designed to be amphibious so that flotation gear would not be required for over water flights, and rescues could be made by landing on the water. The fuselage is watertight for landings on water or snow. Two outrigger floats resist pitching and rolling on the water. Although the HH-52A looks very different from the Sikorsky H-19, it used many of the same components.

Ansett-ANA operated a number of S-62A helicopters for oil rig support in Bass Strait. They took delivery of VH-AND, the aircraft pictured above, on 12 July 1967. It was written off when it crashed into Bass Strait on 24 August, 1967.

Variants.

S-62
    Prototype. First flew on the 22nd of May 1958.
S-62A
    Amphibious transport helicopter, powered by a General Electric CT58-110-1 turboshaft engine, with accommodation for up      to 11 passengers. The S-62A was the first production version.
S-62B
    One S-62 was fitted with the main rotor system of the S-58.
S-62C
    Company designation of the HH-52A Seaguard.
S-62J
    Produced under license in Japan by Mitsubishi.[1]
HU2S-1G
    Original designation of the HH-52A Seaguard. Redesignated HH-52A in 1962.
HH-52A Seaguard
    Search and rescue helicopter for the United States Coast Guard. 99 built including one transferred to Iceland.

Specifications below are for the HH-52A Sea Guard variant.

Sikorsky S-62

Sikorsky HH-52A

The Sikorsky S-64 was designed as an enlarged version of the prototype flying crane helicopter, the Sikorsky S-60. The S-64 had a six-blade main rotor and was powered by two 4,050 shaft horsepower (3,020 kW) Pratt & Whitney JFTD12A turboshaft engines. The prototype S-64 first flew on 9 May 1962 and was followed by two further examples for evaluation by the German armed forces.[2] The Germans did not place an order, but the United States Army placed an initial order for six S-64A helicopters (with the designation YCH-54A Tarhe). Seven S-64E variants were built by Sikorsky for the civil market.

Originally a Sikorsky Aircraft product, the type certificate and manufacturing rights were purchased from them by Erickson Air-Crane in 1992. Since that time, Erickson Air-Crane has become the manufacturer and world's largest operator of S-64 Aircranes and has made over 1,350 changes to the airframe, instrumentation, and payload capabilities of the helicopter. The Aircrane can be fitted with a 2,650-gallon (~10,000 liter) fixed retardant tank to assist in the control of bush fires, and it has proven itself admirably in this role. The helicopter is capable of refilling 10,000 liters of water in 45 seconds from a water slide of only 18 inches or 46 cm thick.

Erickson gives each of its S-64s an individual name, the best-known being "Elvis", used in fighting fires in Australia alongside "The Incredible Hulk", "Delilah" and "Isabelle". Other operators, such as Siller Brothers, have followed with their Sikorsky S-64E, Andy's Pride.

The models which operate in Australia each summer are E and F models. The easiest way to determine which is which, the E model has a single wheel on each main undercarriage leg, while the F model has dual wheels.

Specifications below are for the Model E.

Model E "Delilah"

Model F "Elvis"

Model F "Isabelle"

The Sikorsky S-92 is an American twin-engine medium-lift helicopter built by Sikorsky Aircraft for the civil and military helicopter markets. The S-92 was developed from the Sikorsky S-70 helicopter and has similar parts such as flight control and rotor systems.

The H-92 Superhawk is a military version of the S-92 in the utility transport role, capable of carrying 22 troops. The H-92 can also be configured for specific missions, including search and rescue and executive transportation. The CH-148 Cyclone is a shipboard maritime helicopter variant developed for the Royal Canadian Air Force to support naval operations of the Royal Canadian Navy. The Sikorsky VH-92 is a variant under development to replace the United States Marine Corps' Marine One U.S. Presidential transport fleet.

After the 1973 oil crisis, major oil and gas companies began exploration further offshore, thus creating a need for aircraft such as the S-92 with sufficient capability.

Sikorsky Aircraft first displayed a S-92 mockup of the planned helicopter in 1992. The S-92 was to be offered for sale beginning in 1993, but due to a decline in the international market for helicopters, this was delayed. In 1995 Sikorsky formed Team S-92 with international partners and launched the helicopter program at the Paris Airshow that year. Sikorsky developed the S-92 to compete with civil aircraft such as the Aerospatiale/Eurocopter Super Puma. The helicopter uses a new airframe with dynamic components based on the S-70/H-60 components. The S-92 took its maiden flight on December 23, 1998 at the Sikorsky Development Flight Center, West Palm Beach, Florida.

The S-92 is multi-purpose helicopter powered by twin GE CT7-8A turboshaft engines and has an aluminum airframe and some composite components. The four-bladed fully articulated composite main rotor blade is wider and has a longer radius than the Sikorsky S-70. The tapered blade tip sweeps back and angles downward to reduce noise and increase lift. Most of the rotor system components aside from the blades are titanium.

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

The award-winning American Ranger 1 (AR-1) is a modern gyroplane proudly manufactured in the USA by SilverLight Aviation.

The AR-1 gyroplane has a convertible option (AR-1C), with the choice of being fully-enclosed or having two windshields. This is a unique option, in its class and price range, giving you the option to fly with a semi-open cockpit with windshields or with a fully-enclosed canopy with cabin heat for winter months. This gives you the best of both worlds in one gyroplane. The enclosed canopy can also be ordered and installed at a later point by the factory or service station.

The rotor system is the venerable high-inertia Stella rotor system by Averso, which is Aluminum alloy rotor with over 14 years of history without a single crack. The carriage is built on a high-strength welded stainless-steel frame, with a fiberglass composite streamlined fairing, with an effective tail for excellent stability and control. All models are equipped with Averso Stella rotors. The standard size is 8.6 meters which provides magnificent performance in the entire range of use. For high altitude flyers a larger 8.8 meters rotor is also available.

The AR-1’s controls are easily accessible and made primarily of metal tubes. The main landing gear is 7075-T6 aluminum leaf spring which supplies a slower spring back rate than composite leaf gear found in many production machines. Landing gear is covered by lift generating composite fairings. Hydraulic disc brakes are installed on both main wheels, with wheel pants. The AR-1 gyroplane has a composite three or four blade propeller, an electrical speed trim and mechanical pre-rotator to start the blades rotating before takeoff.

Additionally, the AR-1 is available powered by field-proven industry standard Rotax aircraft four-stroke power plants. It comes with a choice of either Rotax 912ULS (dual carbs) or 912iS (fuel injected) 100 HP engine or the turbocharged Rotax 914UL 115HP engine for better performance and operation at higher altitudes or the latest technology in Rotax aircraft engine line, Rotax 915iS, with fuel injected turbo charged 141 HP that can really kick things up. The 17 US gallon aluminum welded fuel tank ensures compatibility with any type of fuel. All three engines are designed to operate on automotive fuel higher than 91 Octane, but will also work fine on Avgas (100LL).

Specifications below are for the 912UL/iS model. For more information, including specs on the other models, visit the company website here.

The SKT Skyrider 06 is a Swiss helicopter, designed and produced by SKT Swiss Kopter Technology SA of Ambrì. It was first flown in 2013 and entered series production in January 2014. The aircraft is supplied complete and ready-to-fly.

The Skyrider development was started in December 2011. In June 2013 the company was formed to produce the aircraft and the first production examples were completed in January 2014.

The design features a single main rotor and tail rotor, a two-seats-in side-by-side configuration enclosed cockpit with a windshield, skid landing gear and a four-cylinder, liquid-cooled, four stroke 155 hp (116 kW) Italian MW Fly B22 AeroPower piston engine.

The aircraft fuselage is made from steel tubing, with a carbon fibre composite cockpit and tailboom. The aircraft's composite three-bladed main rotor has a diameter of 7.0 m (23.0 ft). The composite tail rotor has two blades and a diameter of 1.4 m (4.6 ft). The cabin width is 130 cm (51.2 in). The aircraft has a gross weight of 600 kg (1,323 lb). With full fuel of 110 litres (24 imp gal; 29 US gal) the payload for the pilot, passengers and baggage is 230 kg (507 lb).

Reviewer Werner Pfaendler, describes it as an "elegant design".

The Aérospatiale (formerly Sud Aviation) SA 321 Super Frelon ("Super Hornet") is a three-engined heavy transport helicopter produced by aerospace manufacturer Sud Aviation (later Aérospatiale) of France. It held the distinction of being the most powerful helicopter to be built in Europe at one point, as well as being the world's fastest helicopter.

The Super Frelon was a more powerful development of the original SE.3200 Frelon, which had failed to enter production. On 7 December 1962, the first prototype conducted the type's maiden flight. On 23 July 1963, a modified Super Frelon flew a record-breaking flight, setting the new FAI absolute helicopter world speed record with a recorded speed of 217.7 mph (350.4 km/h). Both civilian and military versions of the Super Frelon were produced; the type was predominantly sold to military customers. In 1981, Aerospatiale, Sud Aviation's successor company, chose to terminate production due to a lack of orders.

The Super Frelon was most heavily used by naval air arms, such as the French Navy and the People's Liberation Army Naval Air Force. On 30 April 2010, the type was retired by the French Navy, having been replaced by a pair of Eurocopter EC225 helicopters as a stopgap measure pending the availability of the NHIndustries NH90 helicopter. The Super Frelon was in use for an extended period within China, where it was manufactured under license and sold by the Harbin Aircraft Industry Group as the Harbin Z-8. A modernised derivative of the Z-8, marketed as the Avicopter AC313, performed its first flight on 18 March 2010.

The Aérospatiale SA 321 Super Frelon is a large, heavy-lift single-rotor helicopter, furnished with a relatively atypical three-engine configuration; these are Turboméca Turmo IIIC turboshaft engines set on top of the fuselage, a pair of turbines positioned side by side at the front and one located aft of the main rotor The naval anti-submarine and anti-ship variants are usually equipped with navigation and search radar (ORB-42), and a 50-metre rescue cable. They are most often fitted with a 20 mm cannon, countermeasures, night vision, a laser designator and a Personal Locator System. The Super Frelon can also be fitted for inflight refueling.

The front engines have simple individual ram intakes, while the rear one is fitted with a semi-circular scoop to provide air; all three bifurcated exhausts are near to the rotor head. The three engines and the reduction gearbox are mounted on a horizontal bulkhead and firewall which forms the roof of the cabin and upper structural member of the fuselage. The engines are isolated by multiple firewalls, including transverse firewalls separating front and rear engines from the rotor gearbox, and zonal engine firewalls.[6] Eight sturdy hinged doors provide access to the compact Turmo engines, which have ample space around them to enable ground crew to service them without using external platforms.

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

It was the first production French helicopter, as well as being one of the first practical European helicopters to be produced. The Djinn was also the first rotorcraft to harness tip-jet propulsion to enter production.

The Djinn was developed to function as a practical implementation of the earlier experimental Sud-Ouest Ariel rotorcraft. Atypically, the rotor was driven by compressed-air jets at the end of each blade, which had the benefit of eliminating the need for an anti-torque tail rotor. On 2 January 1953, the proof-of-concept SO.1220 performed its maiden flight; it was followed by the first of the SO.1221 Djinn prototypes on 16 December 1953. During the subsequence test program, one of the prototypes was recorded as having achieved a world altitude record.

Having been suitably impressed by the performance of the Djinn during testing, both the French Army and the German Army chose to procure the type, as well as a number of other customers. Operationally, the type was used for various purposes, including liaison, aerial observation, training, and casualty evacuation. The Djinn was phased out of production during the 1960s as a consequence of the greater success of the comparably more conventional Aérospatiale Alouette II and Aérospatiale Alouette III helicopters.

The Sud-Ouest Djinn was the first tip-jet propelled rotorcraft to enter production. As such, the propulsion system involved a Turbomeca Palouste gas turbine engine that drove a pump to produce compressed air, which was in turn fed into the aircraft's hollow rotor blades to exit at their tips, causing the blades to rotate. The rotor hub assembly, which freely oscillated around a spherical thrust bearing, was mounted on a steel pylon by means of a ball joint and rubber shock absorbers. Unlike some of the experimental tip-jet designs of the era, a 'cold' tip-jet approach was used: that there was no combustion activity present at the exhaust nozzles installed at the ends of the rotor blades. Consequently, the nozzles produced little noise in operation, and were claimed by Sud-Ouest to be "noiseless".

The all-metal rotor blades, through which the compressed air travelled to be ejected at the blade tips, consist of a spar of tapering thickness, a honeycomb-filled trailing edge, and feature faired roots to the increase their lift coefficient. It was claimed that the blades possessed a highly homogenous structure, a highly finished surface and a constant profile, and could be easily dismantled to facilitate inspection of the main spar. The blade had no risk of icing owing to the internal current of warm air. The Djinn used relatively standard flight controls, such as the collective pitch control (upon which the throttle was positioned) and adjustable friction trims.

Apart from its method of propulsion, the Djinn was a relatively conventional helicopter, featuring a two-seat side-by-side configuration in an enclosed cabin. The cockpit is provided with an array of plexiglas panels, which provide the occupants with a high level of all-round visibility. Directly to the rear of the cockpit was the rotorcraft's single Palouste engine. The engine lacked any electronics and had to be hand-started via a crank handle located on the starboard side of the fuselage. The Djinn possessed the ability to fly at high overload weights for around 5 sec by correctly harnessing the accumulated kinetic energy of the rotor; this 'jump' technique was successfully used to achieve certification for it to be operated to carry heavy payloads, some of which could represent up to 54% of the rotorcraft's overall gross weight.

For more information on development, design and operational history, click here.

The Tervamäki JT-5, later marketed as the VPM MT-5, is a single-seat autogyro developed in Finland by Jukka Tervamäki in the early 1970s and which was marketed in kit form for amateur construction. A development of his ATE-3 design of 1968, the JT-5 first flew in 1973, and Tervamäki sold the prototype, its tooling, and its manufacturing rights the following year.

The JT-5 features a streamlined fuselage pod that fully encloses its cockpit and a single, piston engine that drives a pusher propeller. It has a two-bladed main rotor, and fixed, tricycle undercarriage. The structure makes extensive use of composite materials around a frame of welded steel tube. The empennage is a triple tail that consists of a large fin and rudder plus smaller fins at the ends of the horizontal stabiliser, an arrangement that Tervamäki compared to that of the Lockheed Constellation. This configuration was chosen to increase the area of the tail surfaces and therefore the static and dynamic stability of the aircraft. Tervamäki saw this as an important safety feature to reduce the possibility of pilot-induced oscillation, which had been implicated in fatal autogyro crashes.

The cockpit is enclosed by an expansive plexiglass canopy that hinges sideways. The instrument panel and the firewall that separates the cockpit from the rotor mast and engine hinge together with the canopy. This feature was intended to facilitate inspection and maintenance of the instruments, nosegear, rudder pedals, and front side of the engine. The level of access to the engine that this created was so great that most routine engine inspection tasks could be carried out without removing the cowling.

Provisions for cold weather include an optional cabin heater, a ventilation system to prevent canopy fogging, and a carburettor heater.

The prototype was powered by a Volkswagen automotive engine modified for aero use by Limbach Motorenbau. VPM specified a Limbach L1700 for the MT-5 instead. The aircraft is equipped with a pre-rotation mechanism for the rotor.

Design work on the JT-5 began in 1969, and construction of the prototype the following year. Initially, the work was shared between Tervamäki and Aulis Eerola, with whom he had collaborated on the ATE-3. Eerola contributed to some of the construction work, but departed the project before its completion. Some of the funding for the development work came from a grant by the Finnish Technical Foundation. Tervamäki estimated that around 2,000 hours' work went into the prototype over three years. He later reflected that this level of effort was contrary to one of the main reasons he had originally been drawn to autogyros: their simplicity.

The prototype first flew on 7 January 1973, carrying the registration OH-XYS.

Apart from the prototype, at least four other JT-5s were built by 2009, three in Finland and one in Sweden, with a number of others under construction. Tervamäki continued to sell JT-5 plans for some time, with around 60 sets sold by 1979. He later made them available for free download on his personal website.

The aircraft is supplied complete and ready-to-fly, although development of a kit for amateur construction was underway in 2015.

Development of the design was started in 2009 as a result of noted deficiencies in imported autogyro designs for Australian conditions.

The Explorer features a single main rotor, a two-seats-in tandem open cockpit, each with a windshield, 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 or 115 hp (86 kW) turbocharged Rotax 914 engine in pusher configuration.

The aircraft fuselage box-section frame is made from titanium, while the cockpit fairing is made from carbon fiber reinforced polymer and fibreglass composites. Its two-bladed rotor has a diameter of 8.38 m (27.5 ft) and a chord of 22 cm (8.7 in). The design is noted for its rugged suspension, designed for Australian outback conditions.

The aircraft has a typical empty weight of 240 kg (529 lb) and a gross weight of 575 kg (1,268 lb), giving a useful load of 335 kg (739 lb). With full fuel of 85 litres (19 imp gal; 22 US gal) the payload for the pilot, passenger and baggage is 274 kg (604 lb).

The Trixy G 4-2 R ("Gyro For Two powered by Rotax") is an Austrian autogyro, designed and produced by Trixy Aviation Products of Dornbirn. The aircraft was introduced at the Aero show held in Friedrichshafen in 2011 and when it was available it was supplied as a complete ready-to-fly-aircraft.

The G 4-2 R features a single main rotor, a two-seats-in tandem enclosed cockpit, tricycle landing gear and a four-cylinder, air and liquid-cooled, four-stroke, dual-ignition 100 hp (75 kW) Rotax 912S engine in pusher configuration. The 95 hp (71 kW) ULPower UL260i powerplant is optional.

The aircraft fuselage is made with a stainless steel tube frame; the cockpit is formed from carbon fibre. Its 8.4 m (27.6 ft) diameter two-bladed aluminium Averso rotor employs a NACA 8H12 airfoil and has a 1500-hour time between overhauls. For safety the 35 litres (7.7 imp gal; 9.2 US gal) fuel tank incorporates ME Rin anti-explosion technology. A second fuel tank of the same capacity can be optionally added. Baggage capacity is two 21 litres (4.6 imp gal; 5.5 US gal) compartments. The aircraft has an empty weight of 262 kg (578 lb) and a gross weight of 450 kg (992 lb), giving a useful load of 188 kg (414 lb).

Even though the manufacturer is an Austrian company the aircraft is built in Slovenia. The G 4-2 R was noted by Bayerl et al. in 2011 for its unusual new aircraft two-year warranty.

The Hummingbird is a development of the certified Sikorsky S-52 that first flew in 1947, adapted to kit form. The aircraft features a single main rotor, a four-seat enclosed cabin, quadracycle landing gear and a choice of two powerplants. The prototype was converted by Vertical Aviation Technologies from a Sikorsky S-52-3.

The Hummingbird fuselage is made from riveted aluminum sheet. The nose section is adapted from the Bell 206. Its 33 ft (10.1 m) diameter fully articulated three-bladed main rotor employs a NACA 0015 airfoil. The two-bladed tail rotor has a diameter of 5.75 ft (1.8 m). The aircraft has an empty weight of 1,850 lb (839 kg) and a gross weight of 2,800 lb (1,270 kg), giving a useful load of 950 lb (431 kg). With full fuel of 57 U.S. gallons (220 L; 47 imp gal) the payload is 608 lb (276 kg).

At least two Hummingbirds have operated in Australia, VH-NOS and VH-MPB, and one in New Zealand, ZK-IBU, but only VH-MPB is active on the register.

The Westland Scout is a light helicopter developed by Westland Helicopters. Developed from the Saro P.531, it served as a land-based general purpose military helicopter, sharing a common ancestor and numerous components with the naval-orientated Westland Wasp helicopter. The type's primary operator was the Army Air Corps of the British Army, which operated it in several conflict zones including Northern Ireland and the Falklands War.

The Westland Wasp was a small 1960s British turbine powered, shipboard anti-submarine helicopter. Produced by Westland Helicopters, it came from the same P.531 programme as the British Army Westland Scout, and was based on the earlier piston-engined Saunders-Roe Skeeter. It fulfilled the requirement of the Royal Navy for a helicopter small enough to land on the deck of a frigate and carry a useful load of two homing torpedoes.

The turbine powered P.531 began life as an on-paper design in 1957 and in some ways drew upon the knowledge gained in the development of the company’s earlier Skeeter piston engined helicopter. Unlike the Skeeter however, the P.531 was a five-seater helicopter as opposed to a two-seater.

For details of each of these helicopters at the following links.

Westland Scout , Westland Wasp, Saunders-Roe P.531.

The specifications below are for the Scout.

Westland Scout

Westland Wasp

Saunders-Roe P.531

The Winner B150 is a Belgian helicopter that was designed and produced by Winner SBS of Dinant. Now out of production, when it was available the aircraft was supplied complete and ready-to-fly-aircraft or as a kit for amateur construction.

The B150 was designed to comply with the French CNSK rules. It features a single main rotor and tail rotor, a two-seats-in side-by-side configuration enclosed cockpit with a bubble windshield, skid landing gear and a 160 hp (119 kW) Solar T62T-32 turboshaft engine.

The aircraft fuselage is made from aluminum and composites. Its two-bladed rotor has a diameter of 7.67 m (25.2 ft) and a chord of 19 cm (7.5 in). The aircraft has a typical empty weight of 400 kg (882 lb) and a gross weight of 700 kg (1,543 lb), giving a useful load of 300 kg (661 lb). With full fuel of 165 litres (36 imp gal; 44 US gal) the payload for the pilot, passenger and baggage is 157 kg (346 lb).

Reviewer Werner Pfaendler, describes the design as providing "easy and fun flying".

Production of the B150 was suspended due to deficiencies in the Solar T62 powerplant. The company said, "it was decided to abandon the Solar T62 turbine; this second-hand power source appeared to be obsolete, difficult to find in a proper condition and with limited performance". Instead the company redesigned the airframe to accept a 200 hp (149 kW) piston engine as the B200 and also a 250 hp (186 kW) TS100 turboshaft engine as the B250.

In September 1951, following a meeting of Joseph Stalin with senior aircraft designers the Soviet Union issued two design specifications for helicopters, with the intent of rapidly accelerating Soviet helicopter development. The requirement for a medium-sized helicopter which could transport 12 people was issued to the Mil Design Bureau, which would result in the Mil Mi-4, while the requirement for a larger helicopter capable of transporting 24 people was given to the Yakovlev Design Bureau under Alexander Yakovlev. Prototypes of both types had to be flying within a year - 'unlimited support' was to be provided for these two programmes by the national research institutes. Yakovlev made two prototypes for flight testing, and two more for static and dynamic ground tests. The first prototype was flown on 3 July 1952. It was powered with two 1,268 kW (1,700 hp) Shvetsov ASh-82V radial engines and was built in a tandem rotor layout, which was not typical for Soviet helicopters, which soon brought it the nickname Letayushchiy Vagon (Russian: Летающий вагон) – 'the Flying Railroad Car'. The engines and transmission system were identical to the already-proven single-engine Mil Mi-4, but the Yak-24 proved to be less successful. Its engines were linked together so each could drive one or both rotors, but such an arrangement caused strong vibrations in the airframe. After the problems were partially solved, the new helicopter was ordered for production by the Soviet Air Force, which began in 1955 at Factory No. 272 in Leningrad.

In July 1955, the Yak-24 was first presented to the public in Tushino, and on 17 December 1955 it set two new world payload records, lifting a 2,000 kg (4,409 lb) load to 5,082 m (16,673 ft) and 4,000 kg (8,818 lb) to 2,902 m (9,521 ft).

A civilian variant for 30 passengers was the Yak-24A, produced from 1960 in small numbers for Aeroflot. It was also used as a flying crane, lifting an external load of 5,000 kg (11,023 lb). 

Data on the Yak-24 is inconsistent and sometimes contradictory, the exact number of helicopters produced is unknown, with estimates ranging from 40 to 100 units depending on the source of the data. The exact date of the Yak-24's decommissioning from the Soviet Air Force, and possibly Aeroflot, is unknown. A surviving Yak-24 is preserved at the Central Air Force Museum in Monino, Russia.

The Youngcopter Neo (transl. New) is a German NOTAR helicopter that was designed by Björn Jung and is under development by his company, Youngcopter of Mainz. It was first publicly introduced at the ILA Berlin Air Show in 2008. The aircraft is intended to be supplied as a kit for amateur construction.

No projected date has been announced for kit deliveries and no pricing has been set as of January 2018.

The Neo was designed to comply with the amateur-built aircraft construction rules. The first prototype was completed in 2008 and ground run. By 2010 ground testing had been completed, including rotor system tracking and balancing. The prototype first flew in hovering flight on 31 October 2011 and developmental hover flight testing continued through 2015.

The Neo design features a single main rotor, with no tail rotor, a two-seats-in side-by-side configuration enclosed cockpit with a windshield, skid landing gear and a twin-rotor 180 hp (134 kW) Neosis Wankel engine.

The aircraft fuselage is composite material monocoque design. Its three-bladed rotor has a diameter of 7.7 m (25.3 ft) and can be folded for hangar storage. The aircraft has a typical empty weight of 385 kg (849 lb) and a gross weight of 640 kg (1,411 lb), giving a useful load of 255 kg (562 lb). With full fuel of 120 litres (26 imp gal; 32 US gal) the payload for the pilot, passenger and baggage is 168 kg (370 lb).

The Neo kit under development is intended to be constructed by a person with average mechanical skills. It will not require any welding or composite materials lamination work. The proposed kit will include all sub-assemblies, engine and instruments.