Despite it’s somewhat protracted development programme, the EH 101 has emerged as one of the world’s most capable medium-sized helicopters. Export orders are mounting steadily and a campaign to sell the helicopter to the US Armed Forces is now underway. The recognised virtues of the EH 101 have their origins in a project called the WG.34.
In the spring of 1977 the MoD (Navy) issued Naval Staff Requirement 6646 for a new ASW helicopter, to replace the Westland Sea King in service with the Royal Navy. By late 1977 Westland Helicopters had started work on a design studies, to meet this requirement. The outcome was a project designated WG.34 which, in September 1978, was selected by the MoD for further development.
Meanwhile, in Italy the Italian Navy and Agusta were having similar discussions over a requirement to replace the Agusta-built Sea Kings then in service. The Marina Militari Italiana wanted a primarily shore-based helicopter which could detect submarines in the shallow waters of the Mediterranean.
Work on the WG.34 was halted while a series of inter-company discussions took place over the possibility of a joint venture meeting both countries requirements. The talks were successful and in November 1979 the British and Italian government signed a memorandum of understanding (MOU) formalising the joint venture. The two companies formed a joint company, called European Helicopter Industries (EHI), to manage the project in June 1980. The project definition phase was launched in June 1981. As the design evolved, it became clear that there was a significant market for a medium-sized commercial helicopter and also a military tactical transport helicopter. Only relatively small changes in the airframe of the basic naval helicopter would be required to produce variants to satisfy these markets.
On 7 March 1984 the official contract for the full-scale development of the Naval variant was signed. The civil transport and utility transport variants were launched simultaneously as private ventures. A total of ten pre-production examples were planned, including one non-flying airframe for ground testing.
Manufacture of the first components began during March 1985 at Yeovil and at Cascina Costa near Milan. The first prototype, PP1 (ZF641), was rolled out at Yeovil on 7 April 1987. After exhaustive ground testing, the first flight was achieved on 9 October 1987. This was quickly followed by the second pre-production example, PP2, flying at Cascina Costa on 26 November 1987.
The first four pre-production aircraft, PP1-PP4, were used for basic development in the flight test programme; PP5 and PP6 were used for development of the RN and MMI naval variants respectively; PP7, the utility variant, was used to develop the rear loading ramp and its associated systems and PP8 and PP9 flew trials for the civil and utility variants respectively. During flight testing the main-rotor pylon fairing was reshaped, and a main-rotor with anhedral tips fitted. The stubby symmetrical tailplane was also replaced by a high aspect-ratio asymmetric tailplane mounted on the starboard side of the base of the fin. Further aerodynamic refinements included rotor blade root fairings and a horizontal plate mounted on the upper port side of the rear fuselage to deflect rotor down wash.
Export prospects soon materialised. In August 1987 the Canadian government confirmed it’s selection of the EH 101 to replace the 35 ship-borne Sikorsky CH-124 Sea King ASW helicopters being flown by the CAF. In April 1988 EHI was awarded a contract to define an EH 101 to meet the specification of the New Shipborne Aircraft (NSA) programme. A consortium of Canadian companies was formed to assemble and equip the helicopters, led by IMP Group Ltd. The designation CH-148 Petrel was assigned. A subsequent order for 15 utility versions to replace the CH-113A Labrador in the SAR role under the designation CH-149 Chimo was also placed.
In April 1990 it was decided that all production EH 101s for the Royal Navy would have Rolls-Royce/Turbomeca RTM.332-1 turboshaft engines, and aircraft PP4 was later modified to conduct flight testing of this powerplant. In September 1991 a partnership of Westland and IBM Federal Systems (acting as prime contractor overseeing systems integration) was awarded a contract for 50 production versions (later reduced to 44) of the naval variant, designated Merlin HM. Mk1 by the MoD.
During 1993 the Canadian opposition Liberal party chose to make political capital out of the EH 101 procurement programme, and following a change of government in late 1993 cancelled the contract. The cancellation fees paid to EHI were higher than if the contract had gone ahead, resulting in considerable political embarrassment.
In November 1994 civil certification was achieved for the 30 seat transport and rear-ramp utility variants. Assembly of the Merlin began in early 1995 and the first example flew on 6 December 1995. The Royal Navy received it’s first fully operational Merlin HM.1 on 27 May 1997, for trials at Boscombe Down.
The CAF still needed a replacement for the CH-113A Labrador, and so in January 1998 the Canadian government placed a new order for 15 examples of the revised AW320 Cormorant version for the SAR role. This was a minimum change SAR version based on the Series 500 Civil utility variant with a rear cargo ramp. The ‘AW320’ designation was presumably politically inspired to avoid any reference to ‘EH 101’ in the announcement. (Some sources use the designation ‘AW520’).
The first commercial example, a Series 510 for the Tokyo Police was handed over in 1998. The first of 22 examples for the Royal Air Force was rolled out on 25 November 1999. Designated Merlin HC.3 and sharing the RTM.322 engines of the Royal Navy examples, the first was delivered in December 2001. In January 2001 the Italian Navy received it’s first production EH 101.
The airframe of the EH 101 is mostly conventional aluminium alloy construction with some composite materials in the rear fuselage and tail section. Overall dimensions are less than those of a Sea King, to allow operation from existing frigates and hangars. The three engines are mounted on the cabin roof in ‘arrow head’ formation. The 9 pre-production examples were fitted with General Electric CT7-2A engines of 1289 kW (1729 shp) maximum, while British military examples have RTM.322 engines of 1724 kW (2312 shp) and all others are fitted with Italian-assembled T700-GE-T6A engines of 1278 kW (1714 shp). The single five-bladed main rotor is entirely of composite construction, apart from an abrasion resistant leading edge, and uses elastomeric bearings. The blades utilise an advanced aerofoil section and high-speed BERP-derived paddle tips which significantly increase efficiency. There is a four-bladed tail rotor on the port side of the tail rotor pylon. The swept fin pylon is incided to the left, and has a high aspect ratio tailplane located at the base on the starboard side. The naval version has powered main rotor blade folding and tail rotor pylon folding. The retractable tricylce landing gear features a twin-wheel nose gear, and single-wheel main gears which retract backwards into the sponsons. All versions can fly in severe icing and incorporate triple hydraulic systems, three independent alternators and a gas turbine APU. The avionics include a digital flight control system, two MIL-STD-1553B digital databuses (ARINC 429 in civil variants), a glass cockpit with colour Multi-Function Displays and a comprehensive navigation suite for all-weather navigation and automatic flight. Italian navy versions feature the APS-784 radar and a HELRAS sonar system. Royal Navy Merlins include GEC Ferranti Blue Kestrel 360º search radar, GEC Avionics AQS-903 acoustic processing and display systems, Racal Orange Reaper ESM and Ferranti/Thomson-CSF dipping sonar.
The proven capabilities of the airframe and it’s highly advanced systems has made the EH 101 a fierce competitor in the export market. During 2001 the EH 101 won orders from Portugal and Denmark for the SAR variant and in early 2003 an order from the JMSDF for 14 examples in the mine clearance role. In Canada the prolonged search for a Sea King replacement continues after the 1993 political debacle. The EH 101 has again been submitted for consideration, but there are claims that the requirement has been rewritten to make it much harder for the EH 101 to win. It is likely that any order will be not be placed until after Jean Chrétian has retired from political life in late 2003, in an attempt to salve his worthless reputation. In the meantime, three of the 42 year-old Sea Kings have crashed. One of the competitors in the Canadian competition is the Sikorsky S-92. Despite being touted as a rival to the EH 101, the S-92 is only about two-thirds the size and is much closer in dimensions to the European NH.90 helicopter.
At the start of 2001 Agusta merged with GKN Westland to form AgustaWestland, thus eliminating the need for EHI as a joint venture company. In October 2001 AgustaWestland signed a joint marketing agreement with Lockheed Martin for the promotion of the EH 101 (dubbed the US 101) in the USA. The potential for US Military sales is considerable, with new medium-sized helicopters needed by the USAF, US Coast Guard, US Navy and Marine Corps. The latter force undertakes the enormously prestigious role of transporting the US President by helicopter. Although impeccably maintained, the VH-3Ds used by HMX-1 in this role are in need of replacement. Potential candidates include the NH-90, which is politically handicapped by it’s French and German ‘old Europe’ background; the S-92 again, which has lost every military competition it has entered (except for a distinctly dubious Irish Air Corps deal which was quickly cancelled), and the EH 101, which can offer three-engined safety, a full height cabin and the world’s most effective active vibration damping system. Furthermore, Lockheed Martin is not used to coming second in a US military aircraft competitions.
Whatever the outcome of this particular competition, the EH 101/US 101, is well placed to continue winning further orders wherever there is a need for a world-class medium-sized helicopter.
|EH 101 Heliliner prototype PP8 G-OIOI.||A view of Merlin prototype PP5, clearly
showing the early symmetrical tailplane.
|(photos, GKN Westland)|
Requirement Specification: NSR 6646 (Merlin HM.1), ASR440 (Merlin HC.3)
Manufacturers Designation: EH 101
|WG.34||Original Westland designation for projected Sea King replacement helicopter.|
|EHI 01||Allegedy the original intended designation for EHI’s first project, but a printing mistake resulted in EH 101.|
|EH 101 prototypes||Initial development batch of 9 helicopters – numbered PP1 to PP9. PP4, 5 & 6 were naval versions. GE CT7-2A engines.|
|EH 101 Series 100||Generic designation for Naval variant. Underfuselage radar, ESM, retractable rescue hoist, sonobouy dispensers, external weapons hard points, 2 cabin windows each side.|
|EH 101 Series 110||ASW/ASuW version for Italian Navy. T700-GE-T6A engines.|
|EH 101 Series 111||ASW version for Royal Navy. Designated Merlin HM Mk.1. RTM.322 engines, dipping sonar.|
|EH 101 Series 112||AEW (‘HEW’) version for Italian Navy. Eliradar APS-784 radar in much larger under fuselage radome. T700-GE-T6A engines.|
|EH 101 Series 200||Generic designation for naval utility version without rear ramp.|
|EH 101 SAR variant||4 crew & 28 seats or 4 litters and 4 seats. Rescue hoist, rear ramp, 4 closely spaced cabin windows each side.|
|EH 101 Series 300 Heliliner||Generic designation for civil passenger transport version. 5 cabin windows each side. CT7-6 engines. 30 seats.|
|EH 101 Series 310||Civil passenger version offered to the offshore oil industry.|
|EH 101 Series 400||Generic designation for military utility version. Rear loading ramp and slimmer tail boom, large sliding door, 4 (2+1+1)cabin windows each side.|
|EH 101 Series 410||Utility (‘UTY’) version for Italian Navy for amphibious operations. Rear ramp and blade folding. T700-GE-T6A engines.|
|EH 101 Series 411||Utility version for RAF. Designated Merlin HC Mk.3. RTM.322 engines, revised cockpit layout, flight refuelling probe, FLIR, RWR & IR jammer.|
|EH 101 Series 413||MMI batch 2 – ASH.|
|EH 101 Series 41?||Planned Combat-SAR version for Italian Navy. T700-GE-T6A engines.|
|EH 101 Series ???||Minesweeping version for JMSDF based on military utility model. Rear loading ramp. RTM322 Mk.250 engines.|
|EH 101 Series 500 Utility||Civil utility transport version. 5 (2+2+1) cabin windows, CT7-6 engines.|
|EH 101 Series 510||Version for Tokyo Metropolitan Police.|
|EH 101 Series 511||CH-149 Cormorant.|
|EH 101 Series 512||Multi-role SAR/tactical transport version for Denmark. RTM322 Mk.250 engines.|
|EH 101 Series 514||SAR version for Portugal. RTM322 Mk.250 engines.|
|EH 101 Series 515||Combat SAR version for Portugal. RTM322 Mk.250 engines.|
|EH 101 Series 516||Fishery protection version for Portugal. RTM322 Mk.250 engines.|
|Merlin HAS Mk.1||Original planned designation for HM Mk.1, circa 1996.|
|Merlin HM Mk.1||Royal Navy designation for EH.101 Srs 111, emphasising it’s multi-role ability.|
|Merlin HM Mk.2||Designation reserved for anticipated upgrade of existing HM Mk.1 helicopters, circa 2005. Updated avionics, uprated engines and transmission|
|Merlin HC Mk.3||RAF designation for EH.101 Srs 411.|
|AW 520||Manufacturers designation for CH-149 Cormorant. ‘AW 320’ is also used.|
|CH-148 Petrel||Initial shipborne ASW version for Canada. CT7-6A1 engines. 35 ordered but cancelled 1993.|
|CH-149 Chimo||Utility SAR version for Canada. CT7-6A1 engines. 15 ordered but cancelled 1993.|
|CH-149 Comorant||CAF designation for EH 101 Srs 500 variant. Reduced cost naval/SAR variant based on civil Srs 500 with rear ramp and dipping sonar. T700-GE-T6A1 engines.|
|US 101||Marketing designation for USA.|
|EH 101 Compound lift||projected version with stub wings above the cabin, flight refuelling probe, for long-endurance AEW mission for RN.|
|Rollout of the first production Merlin HC.3
for the RAF (photo, ?)
|One EH 101 srs 510 serves with the Tokyo
Metropolitan Police (photo, GKN Westland)
|early 1977||Naval Staff Requirement 6646 issued by Royal Navy|
|late 1977||Initial design studies for a WG.34 initiated|
|Autumn 1978||MoD(RN) select WG.34 to replace Sea King|
|1979||Westland & Agusta begin negotiations on common helicopter programme|
|November 1979||Westland & Agusta agree on joint development effort|
|June 1980||European Helicopter Industries Ltd consortium formed to manage programme now designated EH 101|
|May 1981||Basic configuration established|
|25 January 1984||Full programme go-ahead announced. Formal approval for construction of 9 development protoypes|
|7 March 1984||Development contract signed|
|7 April 1987||Rollout of first prototype at Yeovil|
|9 Oct 1987||First flight of first prototype PP1 (ZF641) at Yeovil. Non-specific test vehicle. Later refitted wth T700 engines.|
|26 Nov 1987||First flight of first Italian assembled aircraft (PP2). Non-specific test vehicle. Used for deck trials aboard Italian Navy ships. (Coded 02)|
|30 Sept 1988||First flight of civil Heliliner version PP3 (G-EHIL, ZH647)|
|26 Apr 1989||PP6 first flight – Italian naval ASW version (I-RAIA, MM-X605)|
|15 June 1989||First flight of first pre-series aircraft (PP4). First British naval trials example (ZF644). Later fitted with RTM.322 engines|
|24 Oct 1989||First flight PP5 (ZF649). RN Merlin prototype.|
|18 Dec 1989||First flight PP7 (I-HIOI). Italian military utility version with loading ramp.|
|24 April 1990||First flight of PP8 Westland civil Heliliner (G-OIOI, ZJ116).|
|July 1990||Deck operating trials by PP2 on ‘N Grecale’ and ‘Maestrale’ ships.|
|Nov 1990-1992||PP5 deck trials aboard HMS Norfolk & HMS Iron Duke|
|16 Jan 1991||First flight of Italian civil utility version PP9 (I-LIOI).|
|9 Oct 1991||Royal Navy orders the Merlin HM.1|
|mid Oct 1991||PP6 undertakes trials aboard ‘Giuseppe Garibaldi’ and ‘Andrea Doria’|
|21 Jan 1993||Italian PP2 lost in accident due to rotor brake malfunction. Flight testing suspended.|
|24 June 1993||Flight testing resumed|
|July 1993||First flight of PP4 with RTM322 engines|
|4 Nov 1993||Canada cancels it’s original EH 101 purchase|
|24 Nov 1994||Civil version certificated by UK/Italy, with FAA approval the next day|
|9 March 1995||RAF orders Merlin HC.3|
|7 April 1995||PP4 written off in a crash after tail rotor control-rod failure|
|10 Oct 1995||Italian Navy requirement for 16 EH 101 announced|
|6 Dec 1995||First flight of a production Merlin HM.1 (ZH821). Used for pre-service trials.|
|14 Jan 1997||Maiden flight of first Merlin HM.1 with full mission avionics (ZH822).|
|27 May 1997||First fully operational Merlin HM.1 handed over to RN|
|28 May 1997||First production civil variant rolled out at Agusta (Srs 510)|
|17 June 1997||First flight of Srs 510 for Tokyo Police|
|Aug 1997||Formal signing of order for 16 Italian Navy EH 101s|
|Sept 1997||Second civil EH101 first flight (I-AWGB, I-AGWH)|
|6 Jan 1998||Canada announces selection of AW 520 Cormorant to replace CH-113A Labrador.|
|Sept 1998||First delivery – civil Mk 510 to Tokyo Police (JA01MP)|
|17 Nov 1998||First Merlin HM.1 transferred to the Royal Navy|
|1 Dec 1998||700M Sqn officially formed, IFTU|
|24 Dec 1998||Maiden flight of first production Merlin HC.3|
|March 1999||Entered service with RN Intensive Flying Trials Unit (700M Sqn)|
|4 Oct 1999||Maiden flight of first Italian Navy production example (coded 2-01). Official ‘first flight’ for the Press on 6 Dec 1999.|
|25 Nov 1999||First Merlin HC.3 for RAF rolled out at Yeovil (ZJ117)|
|7 March 2000||First flight of first CH-149 Cormorant|
|2 June 2000||824 Sqn RN commissioned with Merlin HM.1|
|27 Oct 2000||Crash of a Merlin HM.1 due to rotor brake malfunction leads to temporary grounding of all UK Merlins. Rescinded 19 December.|
|6 Dec 2000||First flight of a production Italian Navy example|
|11 Dec 2000||First Merlin HC.3 delivered to 28 Sqn RAF|
|1 Jan 2001||AgustaWestland formed.|
|Jan 2001||First production delivery to Italian navy (not Dec 2000)|
|13 Aug 2001||Denmark selects EH 101 to replace Sea King in RDanAF service – 14 Sept?|
|29 Sept 2001||First two AW320 delivered to CAF at Vergiate|
|31 Oct 2001||AgustaWestland and Lockhed Martin announce joint development of US 101 variant for US military market|
|30 Nov 2001||Portugal selects EH 101 to replace SA330 Puma in SAR role – 3 Dec?|
|7 Dec 2001||RDanAF signs contract for 14 EH 101.|
|15 July 2002||CH-149 officially enters operational service with 442 Sqn CAF|
|19 Nov 2002||Last of the 22 Merlin HC.3s delivered to RAF|
|5 Dec 2002||Completion of deliveries to RN|
|3 June 2003||Lockheed Martin selected to produce Merlin Capability Sustainment Plus (CSP) looking at long-term capability enhancement of RN Merlins.|
|5 June 2003||Japan formally announces selection of the EH 101 to replace MH-53EJ & S-61A.|
|CH-149 Cormorant coded 902||Good view of the rear loading ramp on a CH-149|
|(photos, The Rotorhead)|
|UK – Royal Navy||(2 Sqns + 1 IFTU unit – 2 more Sqns planned)|
|UK – Royal Air Force||(1 Sqn)|
|Italy – Navy||(1 Sqn + Trials Unit – 1 additional Sqn planned)|
|Canada – CAF||(3 Sqns + 1 Rescue Unit)|
|Portugal – Navy||(12 on order)|
|Denmark – Royal Danish Air Force||(14 on order)|
|Japan – JMSDF||(14 on order)|
|UK – DERA (late QinetiQ)||(1 test unit – peak strength 3 x HM.1 / 3 x HC.3)|
|Japan – Tokyo Police||(1 Srs 510)|
|First Italian Navy EH 101 ‘2-01’ soon after it’s
first flight on 6 October 1999
|Italian Navy EH 101 serial MM81480
|AgustaWestland Merlin HM.1|
|Dimensions: Length overall, rotors turning 74 ft 10 in (22.81 m); Length with main rotor and tail pylon folded 52 ft 6 in (16.00 m); Fuselage length 64 ft 1 in (19.53 m); Height overall, rotors turning 21 ft 10 in (6.65 m); Height, with main rotor and tail pylon folded 17 ft 1 in (5.21 m); Main Rotor Diameter 61 ft 0 in (18.59 m); Main Rotor Disc Area 2,922.60 sq ft (271.5 sq m)|
|Engines: Three Rolls-Royce/Turbomeca RTM.322-01 turboshafts each rated at 2,312 shp (1724 kW) maximum contingency and 2,100 shp (1566 kW) intermediate contingency|
|Weights: Empty 23,149 lb (10,500 kg); Maximum Take-off 32,188 lb (14,600 kg)|
|Performance: Never exceed speed 167 kts (192 mph, 309 kph); Average cruising speed 160 kts (184 mph, 296 kph); Economical cruising speed 140 kts (161 mph, 259 kph); Service ceiling 15,000 ft (4575 m); Ferry range with auxiliary fuel 1,000 nm (1,152 mls, 1,853 km); Endurance 5 hours on station with maximum weapon load|
|Armament: Two hard points, one on each side of the fuselage for a total of 960 kg (2,116 lb) of disposable stores. Four Marconi Sting Ray torpedoes, two sonobuoy dispensers. Options for Exocet, Harpoon, Sea Eagle and Marte Mk 2 missiles – but not fitted on UK examples|
|AgustaWestland EH 101 series 110 (Italian Navy)|
|Engines: Three General Electric T700-GE-T6A turboshafts each rated at 1714 shp (1278 kW) maximum continous power|
|Weights: Maximum Take-off 31,368 lb (14,288 kg)|
|Armament: Two hard points, one on each side of the fuselage for a total of 960 kg (2,116 lb) of disposable stores. Four Mk.46 torpedoes, or MU-90 or MS-500 bombs or two Marte Mk 2/A missiles|
|The Merlin HC.3 serves with 28 Sqn RAF
|Merlin HC.3 clearly showing the downwash deflector plate on the rear fuselage (photo, ?)|
Head of Design Team: ?
Prime Airframe Contractor: EH Industries Ltd, Pyramid House, Solatron Road, Farnborough, Hampshire, GU14 7QL, England. (Later AgustaWestland).
(*50:50 Workshare split – Westland: Front fuselage, and rotor blades; Agusta: Rear fuselage, rotor head, hydraulic system)
Design Office: Agusta and Westland, as per workshare split.
(Yeovil, Somerset, BA20 2YB, UK. Initially Westland Helicopters Ltd)
|Version||Quantity||Assembly Location||Time Period|
|prototype PP1||1||Yeovil||1986-April 1987|
|prototype PP3||1||Yeovil||1987-Sept 1988|
|prototype PP4||1||Yeovil||1988-June 1989|
|prototype PP5||1||Yeovil||1988-Oct 1989|
|prototype PP8||1||Yeovil||1989-Apr 1990|
|Merlin HM.1||44||Yeovil||1994-Nov 2002|
|Merlin HC.3||22||Yeovil||1999-Nov 2002|
|EH 101 srs 512||14||Yeovil||Feb 2003-2005|
(Vergiate, Italy. Initially Agusta SpA.)*
|Version||Quantity||Assembly Location||Time Period|
|prototype PP2||1||Vergiate||1986-Nov 1987|
|prototype PP6||1||Vergiate||1987-Apr 1989|
|prototype PP7||1||Vergiate||1988-Dec 1989|
|prototype PP9||1||Vergiate||1989-Jan 1991|
|EH 101 srs 510||1+1||Vergiate||1996-May 1997|
|EH 101 srs 110||8||Vergiate||1998-2003|
|EH 101 srs 112||4||Vergiate||2003-2004|
|EH 101 srs 410||4+4||Vergiate||2003-2004|
|EH 101 srs 413||4||Vergiate||2004-2005|
|EH 101 srs 514/515/516||12||Vergiate||Jan 2003-2005|
* Major sub-assemblies built at Cascina Costa, near Milan.
(Kawasaki Heavy Industries, Nogoya, Aichi, Japan)
|Version||Quantity||Assembly Location||Time Period|
|EH 101 Srs ?||14||Nogoya||2003-2008+|
Total Produced: 156 a/c (All variants)
To be added.
|Prototype PP5 ZF649 on HMS Iron Duke||Production Merlin HM.1 before delivery|
|(photos, Crown Copyright)|
‘Westland Aircraft since 1915’
by Derek N James
Published by Putnam, 1995 ISBN: 0 85177 847 X
* Include a chapter on the early history of the EH 101.
‘Flight International World Aircraft & Systems Directory, Third Edition’
by Micheal J H Taylor
Published by Reed Business Information, 2002 ISBN: 0 617 01289-X
* Includes detailed EH 101 specification.
Air Forces Monthly November 1992 – article ‘Rapid Reaction Helo’
Air Forces Monthly July 1995 – article ‘Commando EH101’
Air Forces Monthly April 1999 – article ‘Merlin – the spell begins’
Air International April 1998 – article ‘The multi role EH 101’
Air International June 2000 – article ‘EH 101 Heliliner’
Air International May 2003 – article ‘EH 101 in service’
Flight International – various issues
* Official EH 101 info and photos.
* Information and photos from the US marketing campaign.
* Aerospace Technology page for the EH 101.
EH101 Merlin photos
* Walkaround photos of Italian Navy example.
Aviation Net Photogallery 6
* Some good photos of Italian EH 101s.
* Detail photos of the Tokyo Police EH 101.
EH 101 in Greenland
* Spectacular photos of a CH-149 operating over Greenland.
EH.101 Walk Around
* Detail photos of CH-149 + list of EH 101 variant designations.
CH-149 (EH-101) Cormorant
*Flugzeugforum Galeri – 24 photos of CH-149.
* History, news, photos, links etc.
Westland Agusta CH-149 Cormorant
* Details of CAF operated variant.
EH 101 Picture Gallery
* Lots of official Westland EH 101 photos.
Flight Simulator Models:
To be added.
To be added.
To be added.
To be added.