SAAF Helicopters through the years

The South African Air Force (SAAF) has had a long and proud tradition of both fixed-wing and helicopter operations, with the equipment it operated being a close reflection of the country’s political and diplomatic affiliations, often mirroring the difficult times faced by the country but always highlighting the brilliance of South African ingenuity, engineering capabilities and aeronautical talent.

By Michael Thomson. Images by Jeff Latham and Jarryd Sinovich

Background and first helicopter use

The SAAF was founded in February 1920, many years before the first production helicopter was designed. However, the SAAF was an early adopter of helicopter operations.

In May 1944 the first helicopters appeared in combat (Sikorsky R-4Bs in the China-Burma-India theatre of World War II) and just four years later in the post-war period of worldwide recovery the SAAF took delivery of its first helicopters, in the form of three Sikorsky S-51 ”Dragonflies” with the serials A1, A2 and A3.

These iconic machines, nicknamed “Flying Bananas” because of their elegant yet elongated, curved shape, were placed with 12 Squadron and were employed on civilian-related duties by the SAAF spraying for tsetse flies in Zululand.

Capable of carrying a pilot and three passengers on a bench seat in the cabin, they were fitted with a Pratt & Whitney R985-AN5 450hp radial engine. They were also equipped with IFR (Instrument Flight Rules) instruments, meaning that they could fly in all weather conditions and making them very versatile.

Despite having a modest useful load of 657kg, the S-51 proved to be a valuable utility asset to the SAAF but sadly their service life was short as all three of their examples suffered crashes: A1 crashed near Mtubatuba in October 1950, A3 crashed near Hluhluwe in April 1951, while A2 suffered the same fate the following year also at Hluhluwe. The only airframe to survive was A1, which was restored to static display condition after spending many years in a Cape Town scrap yard. It is now on display at the SAAF Museum, Swartkop.

In 1954 the SAAF ordered two Sikorsky S-55c utility helicopters. These arrived in 1956 and were serialled A4 and A5, followed by a third, A6, later. These beautiful machines served the SAAF until 1967.

The 1960s

The 1960s saw the arrival of one of the SAAF’s most iconic types: the Sud Aviation Alouette.

Beginning in 1960, the SAAF took delivery of its first Alouette II. A total of eight Alouette IIs served with the SAAF, carrying serial numbers 15 through 22. They excelled in the role of light utility helicopters, being used for everything from logistics to light transport (the Alouette IIs could carry a pilot plus four passengers) to reconnaissance, medevac and mountain rescue. They were also the SAAF’s first turbine powered helicopters, being fitted with a single Turbomeca Artouste IICS engine.

They served with the SAAF until 1973 but went on to fight with the Rhodesian Air Force in the Bush War in Southern Rhodesia until 1981.

Shortly after the acquisition of the Alouette II, the SAAF took delivery of the substantially upgraded Alouette III in 1962. Fitted with a more powerful Turbomeca Artouste IIIB turboshaft engine, it boasted better performance and lifting capabilities, now being able to carry a pilot plus five passengers.

The SAAF operated a staggering 121 Alouette IIIs which were delivered between 1962 and 1975.

The Alouette III not only served as a utility, medevac, mountain rescue and airlift helicopter but it could also be equipped with a variety of canons including the GA 1 20mm canon, the 20mm Hispano canon and the Type 151 20mm canon as well as a .303 Browning machine gun, turning it into a very effective counterstrike platform. In later years it also served as a shipboard helicopter.

Being fast, nimble and well-armed, the Alouette III performed a vital role in the Border War and it served for a remarkable 44 years, the type finally retiring from service in 2007.

In 1964, the SAAF took delivery of the first of 16 Westland Wasp HAS Mk 1 helicopters. Powered by a single Bristol Nimbus 710 shp turboshaft engine, these were to be operated in conjunction with the South African Navy in the ship-based anti-submarine warfare (ASW) role. Operated by 22 Squadron, they were armed with an array of radar equipment and a 250lb depth charge or a Mk 44 torpedo. The Wasp also fulfilled a secondary function as a search and rescue helicopter. They were retired in 1990.

The 1970s and 80s

The SAAF took delivery of its first Aerospatiale SA-330 Puma in 1972.

With international sanctions fast approaching, the South African government knew that self-sufficiency would be key to sustaining the armed forces and so they raced to procure as many Puma airframes and spares as possible. Between 1972 and 1977 they received a total of 66 examples, a mix of 330C, H and L models.  

Powered by two powerful Turbomeca Turmo IVC turboshaft engines each delivering 1575 shp, the Puma was a very capable machine that could fulfil troop carrying, medevac/casevac, heavy lifting, search and rescue, special forces insertion, radio relay and a multitude of other roles. Pumas were heavily used in all roles in the Border War.

Various armaments were fitted to the SAAF Pumas, notably 7.62mm machine guns, .50 calibre Brownings and 20mm cannons. The Puma also served as the platform on which the Atlas XTP-1 Beta was created. This version added stub wings on which could be mounted 68mm rocket pods or antitank/air-to-air missiles as well as incorporating a chin-mounted Kentron TC-20 cannon slaved to a helmet-mounted sight.

A more powerful version of the Puma was required, however, and so, thanks to some creative and clandestine convoluted sanctions-busting, the necessary Turbomeca Makila turboshaft engines were procured via Portugal and Zaire while 50 airframes – minus tail booms – were obtained from IAR in Romania. The resulting variant was the homegrown Atlas Oryx.

First flying in 1987, 51 examples were built. It has a crew of three, with 16 troop seats or 12 VIP seats. It can carry 6,000kg of cargo on a sling or 3,600kg inside the cabin. In the early 2000s a mid-life upgrade programme was initiated to extend the Oryx’s service life with avionics upgrades following that incorporated a Radar Warning Receiver (RWR) and an Electronic Warfare Self Protection System (EWSPS) that included a Missile Approach Warning System (MAWS) and flares, designed to protect against shoulder-launched missiles.

Emerging from the same timeframe, the Denel Rooivalk is perhaps the best-known SAAF helicopter type.

Entirely home-grown, the development of the Rooivalk began in 1984 as essentially a gunship version of the Oryx as the need for an attack helicopter to rival the US’ Apache became evident. Unable to purchase foreign-built equipment, the South African government of the day and the defence industry drew on its considerable capabilities to design and manufacture what was to become the epitome of South African military aeronautical achievement. The Rooivalk is equipped with a state of the art Helmet Mounted Sight Display (HMSD) as well as nose-mounted stabilised sight and target tracking and Forward Looking Infrared (FLIR) which gives it both day and night capability. It is armed with a 20mm canon and unguided rockets which are mounted on its stub wings. It can also carry the Denel Mokopa air-to-surface missile.

The Rooivalk is powered by the same Turbomeca Makila engine as the Oryx.

Unfortunately, due to many factors including budget constraints and political setbacks, the Rooivalk project never achieved the success it had hoped for and the type only became fully operational in 2011, with the SAAF as its only customer. Only 12 were produced.

Another helicopter type operated by the SAAF that originated in the 1980s and is still in service is the MBB/Kawasaki BK-117. This attractive helicopter is used by the SAAF for transportation/utility and training and their entire fleet of nine was acquired from the former apartheid “homeland” of Ciskei, Venda, Transkei and Boputhatswana in 1994. They are operated by 15 Squadron and 87 Helicopter Flying School.

1990s and 2000s

In September 1999 South Africa placed an order for 30 Agusta A109 light utility helicopters. These were scheduled to be delivered from 2003 with 25 of the 30 being assembled locally by Denel. However, due to delays in local modifications, delivery was postponed to 2005. The Agusta 109 is a highly capable fast transport but can equally be used for cargo, medevac, patrol, command, reconnaissance, area suppression, escort and anti-tank roles. It is fully night and IFR equipped and has self-sealing fuel tanks with ballistically resistant rotor blades. It has seating for two pilots and six passengers. Sadly, a large number of the 109 fleet has been written off in accidents.

In July 2007 the SAAF took delivery of its newest helicopter type in the form of four Super Lynx 300 Mk64 maritime helicopters. These impressive machines were ordered with the intention of accompanying the SA Navy’s new Meko class frigates in the anti-submarine warfare (ASW) role; however, they are tasked with search and rescue, hoisting, patrol, surveillance and ship-to-shore resupply roles too. They can carry up to nine passengers and two crew.

The Super Lynxes are equipped with an OceanEye surface radar that enables them to detect and track even small targets at long ranges as well as a Sea Raven Electronic Support Measures (ESM) suite and FLITR, among other systems. They are capable of datalink communication with their assigned mothership.

The Super Lynxes are armed with a 12.7mm FN Herstal M3M machine gun for protection but can also be fitted with anti-ship missiles, depth charges, torpedoes and rockets.

The future

It is unclear what direction the SAAF’s future helicopter acquisition may go in. Traditional American and British/European manufacturers are not the only players in the market anymore and with increasing political and diplomatic ties with China and Russia, it is not inconceivable that the SAAF’s next helicopter type may come from one of these countries.