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Aérospatiale SA 321 Super Frelon

This article is about the Super Frelon. For other uses, seeFrelon (disambiguation).

TheAérospatiale(formerlySud Aviation)SA 321 Super Frelon( "Super Hornet" ) is a three-engined heavy transporthelicopterproduced by aerospace manufacturerSud AviationofFrance.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.

SA 321 Super Frelon
A Super Frelon helicopter of theFrench Navy
General information
TypeTransport helicopter
National originFrance
ManufacturerSud Aviation
Aérospatiale
StatusIn service with thePeople's Liberation Army Naval Air Force
Primary usersFrench Navy
Number built110[citation needed]
History
Manufactured1962–1981
Introduction date1966
First flight7 December 1962[1]
Developed fromSNCASE SE.3200 Frelon
Developed intoAvicopter AC313

The Super Frelon was a more powerful development of the originalSE.3200 Frelon,which had failed to enter production. On 7 December 1962, the first prototype conducted the type'smaiden 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 theFrench Naval Aviationand thePeople's Liberation Army Naval Air Force.On 30 April 2010, the type was retired by the French Navy, having been replaced by a pair ofEurocopter EC225helicopters as a stopgap measure pending the availability of theNHIndustries NH90helicopter. The Super Frelon was in use for an extended period withinChina,where it wasmanufactured under licenseand sold by theHarbin Aircraft Industry Groupas theHarbin Z-8.A modernised derivative of the Z-8, marketed as theAvicopter AC313,performed its first flight on 18 March 2010.

Development

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Background

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The SA.3210 Super Frelon was developed by French aerospace company Sud Aviation from the originalSE.3200 Frelon.During the type's development, Sud Aviation had risen to prominence as a major helicopter manufacturer, having exported more rotorcraft than any other European rival.[1]Having produced the popularAérospatiale Alouette IIandAérospatiale Alouette III,the firm was keen to establish a range of helicopters fulfilling various roles, functions, and size requirements; two of the larger models in development by the early 1960s were the Super Frelon and what would become theAérospatiale SA 330 Puma.The Super Frelon was the largest helicopter in development by the firm, being substantially increased over the earlier Frelon, and was considered to be an ambitious design at the time.[1]

The earlier Frelon had been developed to meet the requirements of both theFrench Navyand theGerman Navy,which both had released details on its anticipated demands for a heavy helicopter; however, these requirements were revised upwards by the customer, leading to the redesign and emergence of the Super Frelon.[1]Changes included the adoption of much more powerful engines, using threeTurbomeca Turmo IIICturboshaftengines, each capable of generating 1,320 shp (980 kW) on the prototypes (later uprated to 1,500 shp (1,100 kW) on production models) in place of the Frelon's 750 / 800 shp (560 / 600 kW)Turbomeca Turmo IIIBengines; these drove a 62 ft (19 m) six-bladedmain rotor, instead of the Frelon's 50 ft (15 m) four-bladed one, and a five-bladed (instead of four-bladed) tail rotor. Overall, the modified design provided for a greatly increased gross weight, from 17,650 to 26,450 lb (8,010 to 12,000 kg), whilst improving the rotorcraft's aerodynamic efficiency and handling qualities.[1]

Additional external changes between the Frelon and Super Frelon had been made, such as the original stubby tail boom having been replaced by a more conventional one, albeit with a crank in it to raise the tail rotor clear of vehicles approaching the rear loading ramp.[1]Taking note of American experiments with amphibious helicopters, the Super Frelon's fuselage was redesigned into a hull, featuring a bow, planing bottom and watertight bilge compartments. Various foreign manufacturers participated in the development and manufacturing of the type; American helicopter companySikorskywas contracted to supply the design of a new six-bladed main rotor and five-bladed tail rotor, while Italian manufacturerFiatsupplied the design for a new main transmission.[2]

Into flight

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On 7 December 1962, the first prototype Super Frelon conducted the type'smaiden flight.[1]On 28 May 1963, it was followed by the second prototype. The first prototype was tailored towards meeting the needs of theFrench Air Force,while the second was fully navalised, including lateral stabilisingfloatsfixed to the undercarriage.[3]On 23 July 1963, a modified prototype Super Frelon helicopter was used to break the FAI absolute helicopter world speed record, having attained a maximum speed of 217.7 mph (350.4 km/h) during the flight.[4]Flown by Jean Boulet and Roland Coffignot, a total of three international records were broken, these being: speed over 3 km at low altitude, 212.03 mph (341.23 km/h); speed at any altitude over 15 and 25 km, 217.77 mph (350.47 km/h); and 100km closed circuit 207.71 mph (334.28 km/h).[5]

By April 1964, the two prototypes had accumulated 388 flying hours, which included 30 hours of seaworthiness trials performed with the second prototype.[5]In January 1964, the third Super Frelon prototype made its first flight, the fourth first flew during May 1964, and a pair of pre-production models were completed during the latter half of 1964. The third prototype participated in a series of accelerated wear trials to establish component endurance and overhaul lifespan, while the fourth prototype was assigned to further tests of equipment for the naval environment.[5]

By July 1964, the French Government had placed an initial order for the Super Frelon, intended to perform logistic support duties at the Centre Experimental du Pacifique; negotiations for a further order was already being negotiated for the naval version, which were to be equipped for anti-submarine duties. However,West Germansupport for the Super Frelon programme had already declined by this point, partially due to interest in the rivalSikorsky SH-3 Sea King,which was evaluated against the type.[5]

Both civilian and military versions of the Super Frelon were built, with the military variants being the most numerous by far, entering service with the French military as well as being exported toIsrael,South Africa,Libya,ChinaandIraq.Three military variants were produced: military transport, anti-submarine and anti-ship. The transport version is able to carry 38 equipped troops, or alternatively 15 stretchers for casualty evacuation tasks.

Design

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The load deck of a Super Frelon

The Aérospatiale SA 321 Super Frelon is a large, heavy-lift single-rotor helicopter, furnished with a relatively atypical three-engine configuration; these areTurboméca Turmo IIICturboshaftengines 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.[5]The naval anti-submarine and anti-ship variants are usually equipped with navigation and searchradar(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.[citation needed]

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 reductiongearboxare mounted on a horizontal bulkhead and firewall which forms the roof of the cabin and upper structural member of the fuselage.[5]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.[7]

The fuselage is actually ahull,which makes use of a semi-monocoquelightalloyconstruction; according to aerospace publicationFlight International,the hull design was "reminiscent of flying-boat engineering".[5]The main cabin lacks any transverse bracing, except for a single bulkhead between the cockpit and cabin. Substantial built-up frames connect the strengthened roof structure with the floor/planing-bottom of transverse under-floor bulkheads and outer skin.[5]A conventional exterior skin is used, employing longitudinal stiffeners as well as two lines of deep channel members, while the under-floor cross members are reinforced with vertical stiffeners. There is nokeel,at the floor level there are horizontal members between frames which are stiffened by transverse shear angles.[5]Flexible fuel cells are stored in four watertight under-floor compartments lying fore and aft of the rotor axis, while the floor itself is fitted with removable panels. A hatch set into the floor, positioned approximately underneath the rotor axis, is used for sling-load operations.[5]

At the rear of the cabin is a tapered section of simple semi-monocoqueconstruction, which is closed by a robust hinged rear loading ramp, which serves as the main entrance for bulky loads or equipment.[7]The loading ramp is jettisonable in emergency situations. Additionally, there is a sliding door located on the forward starboard side, while a small hinged emergency door is set on the aft port side.[7]The tail boom uses conventional semi-monocoque construction, supported by closely spaced notched channel-section frames and continuous stringers, absent of any major longitudinal sections or longerons. The cranked section carrying the tail rotor and trim plane is more robust, strengthened by a solid-web spar, frames, and stiffeners.[7]The juncture of the main boom and cranked section is hinged in order to reduce the rotorcraft's folded length to 58 ft (18 m). Along the top of the boom, the shaft for the tail rotor is covered by a fairing.[7]

The fixed landing gear has twin wheels on each of the three verticalshock absorber-equipped struts.[7]The main leading gear units are mounted on triangulated tubular structures, while the nose gear is bracketed to the cockpit bulkhead via a watertight seal in the planing bottom. The main wheels have hydraulic brakes operated from the pedals, complete with a parking hand brake, while the nose unit is fully castoring.[7]The nose, which is covered by large glazed panels, has a bowchineand planing bottom built as a unit with the flight deck, which is higher than the main cabin floor.[5]

Operational history

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China

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A Z-8KH of the PLAAF

From December 1975 to April 1977, China took delivery of a batch of 12 SA 321 Super Frelon navalised helicopters. These helicopters came in two variants: anti-submarine warfare (ASW) and search and rescue(SAR)versions. The Super Frelon was the first helicopter of thePeople's Liberation Army(PLA) to be capable of operating from theflight deckof surface vessels.

China has also manufactured a number of Super Frelons locally, where it is known under the designationZ-8(land-or-ship based ASW/SAR helicopter). The Super Frelon remains operational with the PLA Navy as of 2014.

Since the early 1980s, the Super Frelons have been frequently used by thePeople's Liberation Army Navy(PLAN) for conducting shipborne ASW and SAR operations. For ASW missions, the Z-8 is equipped with surface search radar and a French HS-12 dipping sonar while carrying a Whitehead A244S torpedo under the starboard side of the fuselage. The rotorcraft were also used to ferry supplies from replenishment ship to surface combatants, and transport marines from the landing ship to the shore.

A naval SAR version, designated as theZ-8S,was outfitted with upgraded avionics, a searchlight,FLIRturret and a hoist, made its first flight in December 2004. Another rescue variant, furnished with dedicated medivac equipment on board, was also developed for the Navy, designated as theZ-8JH.

TheZ-8Aversion was developed as an army transport variant and received certification in February 1999. In 2001, a pair of Z-8As were delivered to the Army for evaluation, however, it ultimately decided to procure additional Mi-17V5s instead. Only a single batch of about six Z-8A were delivered to the Army in November 2002; these still retained the nose weather radar and side floats. Starting in 2007, thePeople's Liberation Army Air Force(PLAAF) also acquired dozens of upgradedZ-8Ks andZ-8KAs for conducting SAR missions; these were equipped with a FLIR turret and a searchlight underneath the cabin, plus a hoist and a flare dispenser.

China has also developed a domestic civil helicopter variant of the Z-8, which is marketed as theAvicopter AC313.The AC313 has a maximum takeoff weight of 13.8 tonnes, is capable of carrying up to 27 passengers, and has a maximum range of 900 km (559 miles).[8]

After the2008 Sichuan earthquake,Z-8 helicopter production received a massive boost as the event had proved the helicopter's value in humanitarian missions. New engine acquisition and design changes were implemented in order to iron out some of known existing issues which had affected the Z-8 for decades. The ChinesePeople's Armed Policeordered 18 Z-8 helicopters; by 2013, at least five helicopters had been delivered, the majority of these having been assigned to forestry fire fighting units. During subsequent earthquake relief operations, Z-8 helicopters have been deployed to perform rescue and logistical missions.[9]

In 2018, the PLA Army Aviation announced that it would begin phasing out its fleet of Z-8 helicopters due to low performance and high maintenance requirements, even though some examples have only been in service for 6 years, the Z-8s will likely to be replaced by theHarbin Z-20medium lift helicopter.[10]

France

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In October 1965, the SA 321G ASW helicopter joined theFrench Naval Aviation(Aeronavale). Apart from ship-based ASW missions, the SA321G also carried out sanitisation patrols in support ofRedoutable-classballistic missile submarines. Some aircraft were modified with nose-mounted targeting radar for 'Exocet' anti-ship missiles. Five SA321GA freighters, originally used in support of the Pacific nuclear test centre, were transferred to assault support duties.

In 2003, the surviving Aeronavale Super Frelons were assigned to transport duties, including commando transport, VertRep and SAR.

The SA321G Super Frelon served withFlotille 32Fof the FrenchAviation navale,operating from Lanvéoc-Poulmic inBrittanyin the Search and Rescue role. They were retired on 30 April 2010, replaced by twoEurocopter EC225helicopters purchased as stop-gaps until theNHIndustries NH90came into service in 2011–12.[11][12]

Iraq

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Starting in 1977, a total of 16 Super Frelons were delivered to theIraqi Air Force;equipped with radar and Exocet missiles, the Iraqi models were designated as theSA 321H.These rotorcraft were deployed in the lengthyIran–Iraq Warand during the 1991Gulf War,in which at least one example was destroyed.

During theIran–Iraq War,Iraq started using Super Frelon and its other newly purchased Exocet-equipped fighters to target Iranian shipping in Persian Gulf in an event now known as theTanker War.Two of the Iraqi Super Frelons were downed by Iranian fighters, one by a long-range shot ofAIM-54A Phoenixby anF-14 Tomcat(duringOperation Pearl) while under way over Persian Gulf, and one by anAGM-65A Maverickfired from an IranianF-4 Phantomin July 1986, while attempting to take off from an oil rig.[13][14]

Israel

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AnIsraeli Air ForceSuper Frelon at the Air Force Museum inHatzerim

Israel placed an order for sixSA 321KSuper Frelons in 1965 to equip theIsraeli Air Forcewith a heavy lift transport capability.[15]The first of these helicopters arrived on 20 April 1966, enabling the inauguration of114 Squadron,which operated the type out ofTel Nof.An additional six Super Frelons were ordered during the following year.[15]

The Israeli military had initially hoped to use the Super Frelons for deployingPanhard AML-90light armoured cars in support of airborne operations, but this concept was dropped when tests revealed the helicopter was incapable of handling the vehicle's combat weight.[16]A total of four helicopters had arrived by the start of the 1967Six-Day War,during which they flew 41 sorties. Israeli Super Frelons saw extensive service during theWar of Attrition,participating in operations such asHelem,Tarnegol 53andRhodes.[17]

The type was once again in service during theYom Kippur War,following which Israel replaced the originalTurbomeca Turmoengines with the 1,390 kW (1,870 shp)General Electric T58-GE-T5D engine. The Super Frelons also took part in the Israeli invasion of Lebanon in June 1982.[17]Due to their relatively high maintenance cost and poor performance capabilities compared to the IAFCH-53s,they were eventually retired in 1991.

Libya

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In 1980–1981, six radar-equipped SA 321GM helicopters and eight SA 321M SAR/transports were delivered toLibya.[18]

South Africa

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South Africaordered sixteen SA 321L helicopters in 1965,[15]which were delivered by 1967 and assigned to15 Squadronof theSouth African Air Force(SAAF).[19]At least two were deployed toMozambiquein support ofRhodesianmilitary operations against insurgents of theZimbabwe African National Liberation Armybetween 1978 and 1979.[19]Others were mobilised for evacuating South African paratroops from Angola duringOperation Reindeer.[20]

In August 1978, theSouth West African People's Organizationsparked a major border incident between South Africa and Zambia when its guerrillas fired on an SAAF Super Frelon landing atKatima Mulilofrom Zambian soil. The South Africans retaliated with an artillery strike, which struck a Zambian Army position.[20]

Syria

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In October 1975, it was widely reported thatSyriahad ordered fifteen unspecified Super Frelons from France as part of an arms deal funded bySaudi Arabia.[21]While theSyrian Air Forcedid issue a requirement for fifteen of the specific aircraft, and recommended purchasing up to fifty, by 1984 the sale had still not materialized.[22]

Variants

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A Super Frelon loading and about to take off from the flight deck of the aircraft carrierClemenceau
A Super Frelon of the 32F wing, landing onOuragan
ASouth African Air ForceSA 321L
Changhe Z-8L with its widened airframe
SE.3200 Frelon
Prototype transport helicopter powered by three 597 kW (800 hp)Turbomeca TurmoIIIB engines driving a four-bladed rotor of 15.2 m (50 ft) diameter. Two built, the first flying on 10 June 1958.[1]
SA 321
Preproduction aircraft. Four built.
SA 321G
Anti-submarine warfare version for theFrench Navy,it was powered by three Turbomeca IIIC-6 turboshaft engines; 26 built.
SA 321Ga
Utility and assault transport helicopter for the French Navy.
SA 321GM
Export version for Libya, fitted with Omera ORB-32WAS radar.
SA 321H
Export version for Iraq, it was powered by three Turbomeca Turmo IIIE turboshaft engines, fitted with Omera ORB-31D search radar, and armed with Exocetanti-ship missiles.
SA 321F
Commercial airline helicopter, powered by three Turbomeca IIIC-3 turboshaft engines, with accommodation for 34 to 37 passengers.
SA 321J
Commercial transport helicopter and accommodation for 27 passengers.
SA 321Ja
Improved version of theSA 321J.
SA 321K
Military transport version for Israel.
SA 321L
Military transport version for South Africa, fitted with air inlet filters.
SA 321M
Search and rescue, utility transport helicopter for Libya.
Changhe Z-8[zh]
Chinese built version with three Changzhou Lan Xiang WZ6 turboshaft engines.
Changhe Z-8A
Army transport.
Changhe Z-8F
Chinese built version withPratt & Whitney Canada PT6B-67A turboshaft engines.
Changhe Z-8AEW
Chinese AEW helicopter with retractable radar antenna,AESAradar, 360 degree coverage, redesigned nose similar to theAC313,and FLIR.[23]
Changhe Z-8L
Chinese variant with wide-body fuselage and enlarged fuelsponsons,first spotted in January 2019.[24]The internal width of the load area has been increased from 1.8m to 2.4 m, making it larger than old Z-8 and SA321 variants.[25]

Operators

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A Super Frelon helicopter of the 35F wing of theFrench Navy
Olympic Airways SA321F Super Frelon F-OCMF now preserved atThe Helicopter MuseumWeston-super-Mare
China
France
Greece
Indonesia
Iraq
Israel
Libya
South Africa
Zaire

Specifications (Naval Super Frelon)

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Super Frelon

Data fromJane's All The World's Aircraft 1976–77,[40]

General characteristics

  • Crew:5
  • Capacity:
    • 27 passengersor
    • 15 stretchers
  • Length:23.03 m (75 ft 7 in) (overall, rotors turning)
  • Fuselage length:19.40 m (63 ft 8 in)
  • Height:6.66 m (21 ft 10 in)
  • Empty weight:6,863 kg (15,130 lb)
  • Max takeoff weight:13,000 kg (28,660 lb)
  • Fuel capacity:3,975 L (1,050 US gal; 874 imp gal) (normal)
  • Powerplant:3 ×Turboméca TurmoIIICturboshafts,1,160 kW (1,550 shp) each
  • Main rotor diameter:18.90 m (62 ft 0 in)
  • Main rotor area:280.6 m2(3,020 sq ft)

Performance

  • Cruise speed:249 km/h (155 mph, 134 kn) at sea level
  • Never exceed speed:275 km/h (171 mph, 148 kn)
  • Range:1,020 km (630 mi, 550 nmi)
  • Endurance:4 hr
  • Service ceiling:3,150 m (10,330 ft)
  • Rate of climb:6.66 m/s (1,312 ft/min)

Armament

  • 4× homing torpedoes in the ASW roleor
  • 2×Exocetmissiles in the anti-ship role

See also

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Related development

Aircraft of comparable role, configuration, and era

Related lists

References

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Citations

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  1. ^abcdefghStevens 1964, p. 55.
  2. ^Stevens 1964, p. 58.
  3. ^Stevens 1964, pp. 55–56.
  4. ^Taylor 1966, p. 63.
  5. ^abcdefghijkStevens 1964, p. 56.
  6. ^Stevens 1964, pp. 56–57.
  7. ^abcdefgStevens 1964, p. 57.
  8. ^"AC313 Civil Helicopter".AirForceWorld.Archived fromthe originalon 9 December 2011.Retrieved5 April2011.
  9. ^"Z8 Helicopter production boost from 2008".AirForceWorld.Archivedfrom the original on 27 October 2014.Retrieved5 October2014.
  10. ^Từng tư mẫn (22 March 2018)."Tái kiến, thẳng 8!".Giải phóng quân báo xã nam bộ chiến khu phân xã.Retrieved17 April2018.
  11. ^Grolleau 2009, pp. 56–60.
  12. ^Grolleau 2010, p. 12.
  13. ^Williams, Anthony G.; Gustin, Emmanuel (2004).Flying Guns of the Modern Era.Marlborough: Crowood Press. p. 172.ISBN9781861266552.
  14. ^Farrokh, Kaveh (2011).Iran at War, 1500–1988.Oxford: Osprey Publishing. p. 638.ISBN9781780962214.
  15. ^abcd"Trade Registers".Armstrade.sipri.org.Archivedfrom the original on 14 April 2010.Retrieved20 November2014.
  16. ^"The Israel Digest of Press and Events in Israel and the Middle East."Archived2018-03-20 at theWayback MachineThe Israel Digest,1966. Collected Issues Volumes 9–10.
  17. ^abNorton, Bill (2004).Air War on the Edge: A History of the Israel Air Force and its Aircraft since 1947.Midland Publishing.pp. 212–216.ISBN1-85780-088-5.
  18. ^Donald and Lake 1996, p. 16.
  19. ^abBaxter, Peter (February 2013).SAAF's Border War: The South African Air Force in Combat 1966–89.Solihull: Helion and Company Ltd. p. 24.ISBN978-1908916235.
  20. ^abSteenkamp, Willem (2006).Borderstrike! South Africa Into Angola 1975–1980(2006 ed.). Just Done Productions. pp. 132–226.ISBN1-920169-00-8.
  21. ^The Syrian Arab Republic: a handbook.Anne Sinai, Allen Pollack, 1976. p. 101.
  22. ^Hewish, Mark.Air Forces of the World: An Illustrated Directory of All the World's Military Air Powers.New York: Simon & Schuster, 1979.ISBN0-671-25086-8.pp. 155–156.
  23. ^"Chinese Military Aviation | China Air Force".Archived fromthe originalon 13 March 2012.Retrieved2012-03-19.
  24. ^Tate, Andrew (21 January 2019)."Image emerges of Z-8G helicopter variant".Jane's 360.London.Archivedfrom the original on 21 January 2019.Retrieved21 January2019.
  25. ^Rupprecht, Andreas (21 August 2020)."Update: Images show wide-body variant of Z-8G helicopter undergoing load-carrying trials".Janes.
  26. ^ab"World Air Forces 2013"(PDF).Flightglobal Insight. 2013.Archived(PDF)from the original on 16 December 2012.Retrieved7 March2013.
  27. ^"World Air Forces 2022".Flightglobal. 2022.Retrieved16 July2022.
  28. ^"World's Air Forces 1990 pg. 50".flightglobal.Archivedfrom the original on 30 July 2013.Retrieved7 March2013.
  29. ^"Aéronautique Navale".Archivedfrom the original on 6 December 2012.Retrieved7 March2013.
  30. ^"V/STOL 1970".flightglobal.Archivedfrom the original on 30 July 2013.Retrieved7 March2013.
  31. ^"Olympic Airlines Sud Aviation SA-321 Super Frelon F-OCMF".airplane-pictures.net.Archivedfrom the original on 24 December 2013.Retrieved7 March2013.
  32. ^ab"SA321J Super Frelon - Jejak Sejarah Helikopter Angkut Berat TNI AU dan Pelita Air Service".Indomiliter(in Indonesian). 2019-12-09.Retrieved2019-12-10.
  33. ^"Al Quwwa al Jawwiya al Iraqiya".Archivedfrom the original on 24 December 2013.Retrieved7 March2013.
  34. ^"SE3210 Super Frelon in Al Quwwa al Jawwiya al Iraqiya".Retrieved6 April2023.
  35. ^"World's Air Forces 1981 pg. 349".flightglobal.Archivedfrom the original on 30 July 2013.Retrieved7 March2013.
  36. ^"Heil Ha'Avir".Archivedfrom the original on 24 December 2013.Retrieved7 March2013.
  37. ^"World's Air Forces 1981 pg. 359".flightglobal.Archivedfrom the original on 18 February 2013.Retrieved7 March2013.
  38. ^"World's Air Forces 1997 pg. 53".flightglobal.Archivedfrom the original on 30 July 2013.Retrieved7 March2013.
  39. ^"Suid-Afrikaanse Lugmag".Archivedfrom the original on 11 September 2014.Retrieved7 March2013.
  40. ^Taylor 1976, pp. 40–41.

Bibliography

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Wikimedia Commons has media related toAérospatiale SA 321 Super Frelon.
  • Donald, David and Jon Lake.Encyclopedia of World Military Aircraft.London: Aerospace Publishing, Single Volume Edition, 1996.ISBN1-874023-95-6.
  • Grolleau, Henri-Paul. "French Navy Super Hornets".Air International,May 2009, Vol 76 No. 5. Stamford, UK:Key Publishing. ISSN 0306-5634. pp. 56–60.
  • Grolleau, Henri-Pierre. "Hello EC225, Goodbye Super Frelon".Air International,June 2010, Vol 78 No. 6. UK:Key Publishing. ISSN 0306-5634. p. 12.
  • Roux, Robert J. (November 1970). "Les records de vitesse du Super Frélon" [The Super Frélon's Speed Records].Le Album de Fanatique de l'Aviation(in French) (16): 27–29.ISSN0757-4169.
  • Stevens, James Hay. "Super Frelon: Western Europe's Most Powerful Helicopter".Flight International,9 July 1964. pp. 55–59.
  • Taylor, John W.R.Jane's All The World's Aircraft 1966–1967,London: Sampson Low, Marston & Company, 1966.
  • Taylor, J.W.R.Jane's All the World's Aircraft 1976–77.London:Macdonald and Jane's, 1976.ISBN0-354-00538-3.
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