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AgustaWestland AW101

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AgustaWestland
IndustryAerospace, Defense
PredecessorWestland Helicopters, Agusta
Founded2000
Headquarters
Yeovil, Vergiate
,
United Kingdom, Italy
ProductsAW101 helicopter

The AgustaWestland AW101 is a medium-capacity helicopter utilized for both military and civilian applications. Its maiden flight occurred in 1987, resulting from a collaborative effort between Westland Helicopters of the United Kingdom and Italy's Agusta, designed to fulfill contemporary naval utility helicopter specifications. Military users such as the British, Danish, and Portuguese armed forces refer to their AW101 models as the Merlin. Production takes place in Yeovil, England, and Vergiate, Italy, with authorized assembly facilities located in Japan and the United States.

Prior to 2007, this model was sold under the name EH101, initially designated EHI 01 by European Helicopter Industries; however, a transcription mistake altered this to EH101. Following the 2000 merger of Westland Helicopters and Agusta into AgustaWestland, the aircraft adopted its current name.

The AW101 entered operational service in 1999, supplanting older helicopters such as the Sikorsky SH-3 Sea King. It is employed in various capacities including medium-lift transport, anti-submarine warfare, search and rescue, and shipborne utility tasks. The Royal Canadian Air Force operates the CH-149 Cormorant variant specifically for air-sea rescue missions. The United States developed the Lockheed Martin VH-71 Kestrel variant intended for presidential transport, but the program was terminated and the units were sold to Canada for spare parts. In the civilian sector, the AW101 serves passenger and VIP transport functions. It has also been deployed in support of coalition operations in conflict zones such as Iraq and Afghanistan.

Origins

In 1977, the UK Ministry of Defence initiated a requirement for an anti-submarine warfare (ASW) helicopter to succeed the Royal Navy's Westland Sea Kings, which were becoming outdated against evolving Soviet submarine threats. Westland Helicopters proposed the WG.34, a three-engine design offering enhanced endurance and range compared to the Sea King. Concurrently, the Italian Navy sought to replace its Agusta-manufactured Sea Kings, leading Westland and Agusta to join forces on a replacement helicopter.

To develop and market this new aircraft, Agusta and Westland established a joint venture named EH Industries Limited (EHI). In 1981, the UK government invested £20 million towards producing nine pre-production units. This was followed by a significant funding agreement between British and Italian governments in 1984. At the 1985 Paris Air Show, Agusta presented a mock-up of a utility version that demonstrated flexibility for both military and civilian roles. The first prototype successfully flew on 9 October 1987.

Canada chose the EH101 in 1987 to replace its Sea Kings in ASW and search-and-rescue operations. The EH101’s additional engine and superior range compared favorably against rivals such as the Sikorsky Seahawk, with its extended range and de-icing features being vital for North Atlantic conditions. The Canadian Armed Forces initially ordered up to 50 units; however, post-Cold War budget concerns sparked political opposition over costs. Critics preferred upgrading existing fleets rather than acquiring new helicopters. This debate became a factor in the 1993 Canadian federal election, resulting in the incoming Liberal government canceling the contract and incurring a $470 million termination penalty.

Into production

During the late 1980s and early 1990s, several pre-production units were constructed. The inaugural pre-production aircraft took to the skies on 9 October 1987, powered by General Electric CT7-2A engines. Flight testing was suspended for half a year following an accident in January 1993. Subsequently, on 6 June 1993, the first EH101 equipped with Rolls-Royce Turbomeca RTM322 turboshaft engines completed its maiden flight. A total of nine prototypes were developed to evaluate both military and civilian roles, including a specialized "heliliner" version.

In February 1995, the United Kingdom placed its initial order for 22 EH101 helicopters, with Italy following suit by ordering 16 units in October of the same year. The procurement process encountered controversy as the Royal Air Force favored maintaining an exclusively Chinook fleet, while Boeing was reportedly offering more competitive conditions. Deliveries to the RAF commenced in 1997, with the Royal Navy receiving theirs starting in 1998.

Following the merger of Westland and Agusta into AgustaWestland in 2000, EH Industries was disbanded, and the EH101 was rebranded as the AW101 in 2007. By April 2009, sales had surpassed 180 units globally, with the worldwide fleet having logged approximately 170,000 flight hours.

Further developments

In November 2007, Algeria signed a contract for six AW101 helicopters. By August 2012, this agreement expanded to include up to 80 helicopters, of which 42 were AW101s. Initial production was handled by AgustaWestland, while Algeria intended to carry out domestic assembly of some units.

By September 2013, AgustaWestland sought civil certification for the AW101 to target offshore oil platform operations and VIP transport markets. As of February 2014, efforts were underway to develop an optionally crewed heavyweight unmanned aerial variant of the AW101.

On 7 June 2010, Boeing acquired manufacturing rights from AgustaWestland to produce a localized version of the AW101 for the U.S. market, designated as the Boeing 101. This aircraft was entered into a U.S. Air Force competition in October 2012 aimed at replacing the HH-60 Pave Hawk but was withdrawn three months later.

Overview

The AW101 employs a traditional helicopter configuration enhanced by cutting-edge technologies such as advanced rotor blade designs, modern avionics suites, and extensive use of composite materials. Its modular fuselage structure incorporates an aluminium–lithium alloy to achieve a balance of light weight and strength. Designed to operate under extreme environmental conditions ranging from −45 to +50 °C, it is equipped with an integrated de-icing system. The flight control systems enable stable hover capabilities even in crosswinds up to 40 knots.

An active vibration control mechanism diminishes airframe vibrations by as much as 80%, thereby enhancing crew comfort and extending structural lifespan. The cockpit features armoured seating designed to withstand impact forces exceeding 10 m/s. Dual flight controls are standard; however, single-pilot operation is feasible. The instrument panel includes six full-colour high-definition displays with optional mission-specific overlays such as digital mapping or forward-looking infrared (FLIR) imagery.

Powerplant

The AW101 is powered by three turboshaft engines. Initially, customers could choose between Rolls-Royce Turbomeca RTM322 engines producing between 2,035 and 2,160 shaft horsepower and General Electric CT7 engines with outputs ranging from 1,960 to 2,329 shp. By 2020, newly manufactured helicopters were exclusively fitted with CT7-8E engines. The RTM322 was developed specifically for this platform and later found use in other military helicopters including the AgustaWestland WAH-64 Apache and NHIndustries NH90. Approximately four-fifths of all AW101s are equipped with RTM322 powerplants.

These engines drive an 18.59-meter diameter main rotor featuring five blades constructed from carbon/glass fiber composites with nomex honeycomb and rohacell foam cores encased within titanium alloy sandwich structures. The blade design traces its lineage to BERP rotors used on the Westland Lynx, providing improved aerodynamic efficiency and noise reduction. Later upgrades incorporated BERP IV rotors that increased maximum takeoff weight capabilities.

Each engine receives fuel from its own dedicated 1,074-liter tank equipped with dual booster pumps; optional fourth and fifth tanks can be installed to extend operational range or endurance by replenishing main tanks during flight. The AW101 can be fitted with an aerial refueling probe and self-sealing fuel tanks are available as an option. An inlet particle separator is also offered for missions conducted in sandy or dusty environments.

Armament and Defensive Equipment

The majority of AW101 models are outfitted with various self-protection measures, such as dispensers for chaff and flares, directed infrared countermeasures, electronic support measures (ESM) utilizing RF sensors, as well as laser warning and detection systems. British Merlins include armor plating designed to shield against small-arms fire. Several versions also feature a side-mounted forward looking infrared (FLIR) sensor for enhanced imaging.

The HM1 variant is equipped with two hardpoints beneath the fuselage, capable of carrying either four Sting Ray torpedoes or Mk 11 Mod 3 depth charges. Some operators have integrated the Marte anti-ship missile onto the AW101 platform; by 2011, the Royal Navy was evaluating the addition of an anti-surface missile capability for their Merlin helicopters. The Mk1, Mk3, and Mk3A models allow installation of general purpose machine guns at up to five locations inside the cabin, firing through designated door and window openings. AgustaWestland has also investigated fitting rocket systems and supplementary ground-attack armaments.

Avionics

In 1991, Westland partnered with IBM to establish a consortium tasked with overseeing the integration of the AW101’s sophisticated systems. The helicopter incorporates an advanced network combining helicopter management and mission systems aimed at reducing pilot workload while supporting a wide range of operational roles. It utilizes a digital automatic flight control system (AFCS) that provides four-axis (pitch, roll, yaw, and collective) autopilot and automatic stabilization functions, all seamlessly integrated with flight management systems. This AFCS, produced by Smiths Aerospace, is a dual-duplex configuration featuring two flight computers to ensure redundancy and fault tolerance.

Navigation equipment includes GPS, inertial navigation, VHF omnidirectional radio range (VOR), instrument landing system (ILS), TACAN, and automatic direction finding capabilities. The Mk1 and Mk3 variants are fitted with a Doppler velocity system (DVS) that measures relative ground speed and interfaces with the AFCS autostabilization. Safety features encompass obstacle and terrain avoidance alerts, a traffic collision avoidance system (TCAS), along with cockpit voice recorders and flight data recorders.

The original AW101 was equipped with the Ferranti Blue Kestrel search radar offering 360-degree scanning and detection ranges up to 25 nautical miles. As part of the Royal Navy’s Merlin HM2 modernization program, Lockheed Martin upgraded this radar to track up to 40 times more targets simultaneously. Danish EH101s carry RDR-1600 search and weather radar systems. The Mk2 Royal Navy Merlins integrate the AQS903 anti-submarine suite for processing sonar data from sonobuoys, derived from the AQS901 system employed on the Hawker Siddeley Nimrod maritime patrol aircraft.

Crew and Cargo Capacity

The AW101 typically operates with a crew comprising three personnel: pilot, observer, and crewman/operator. Thanks to an advanced autopilot system, the pilot can conduct most missions hands-off. All crew members have access to management computers and tactical data systems.

The fuselage offers a total volume of , including a cargo bay measuring in length, width, and height respectively. Military versions of the AW101 can transport up to 24 seated soldiers or accommodate 45 standing personnel along with their gear. Configurations are adaptable to support medical evacuation teams carrying up to 16 stretchers or cargo pallets.

The rear ramp () is rated for loads up to , enabling transport of vehicles such as Land Rovers. Both the ramp and cabin floor feature flush tie-down points for securing cargo. An under-fuselage cargo hook supports external loads up to via a semi-automatic cargo release unit (SACRU). Additionally, a rescue hoist and hover trim controller are installed at the cargo door; an optional rear ramp cargo winch is also available for enhanced loading capabilities.

Royal Navy

The British Royal Navy initially procured 44 anti-submarine warfare (ASW) helicopters, originally named Merlin HAS.1 and later redesignated as Merlin HM1. The first fully operational Merlin was delivered on 17 May 1997, officially entering service on 2 June 2000. All units were handed over by the conclusion of 2002 and were operated by squadrons stationed at RNAS Culdrose.

In March 2004, the fleet experienced a temporary grounding following a tail rotor failure traced to manufacturing flaws; this led to the introduction of an improved tail rotor design, which subsequently lowered maintenance demands.

While initially intended to completely replace Westland Lynx helicopters, the 2010 Strategic Defence and Security Review confirmed that future naval rotary-wing assets would include both Merlin and Wildcat variants. Royal Navy Merlins have been actively involved in diverse missions such as counter-narcotics operations, hurricane disaster relief in the Caribbean, maritime security patrols in the Persian Gulf, and deployments in Iraq.

Merlin HM1s have operated from a variety of platforms including aircraft carriers, amphibious assault ships, Type 23 frigates, Type 45 destroyers, and Royal Fleet Auxiliary vessels such as . A total of thirty airframes underwent an upgrade to the Merlin HM2 standard through a £750 million modernization programme; Lockheed Martin UK completed delivery of the final HM2 in July 2016.

The HM2 variant incorporates a modern mission system, a digital cockpit interface, an electro-optical camera, and enhanced sonar processing capabilities. It reached initial operating capability (IOC) on 30 June 2014 following extensive sea trials aboard Illustrious. Budgetary constraints delayed upgrades for eight of the helicopters. Due to maintenance schedules, roughly two-thirds of HM2s are typically available for service at any time; operational deployments rarely exceed seven aircraft per carrier strike group.

In addition to its ASW role, the HM2 supports airborne early warning (AEW) through the integration of the Crowsnest pod, which replaces the Sea King ASaC7 system. Thales UK proposed repurposing existing Sea King sensors; however, Lockheed Martin developed new multifunction radar systems with flight testing commencing in 2014 involving competing technologies. In May 2015, Thales was selected to supply radar and mission systems for Crowsnest.

Although initial operating capability for Crowsnest experienced delays, it was deployed with the UK carrier strike group in 2021 but encountered difficulties before achieving IOC in July 2023. Full operational capability is anticipated by 2024 or 2025. Initially, only five Merlins will be equipped with Crowsnest pods, with three assigned to carriers maintained at high readiness. By 2025, nine HM2s from 820 Naval Air Squadron embarked on HMS Prince of Wales (R09) for deployment in the Indo-Pacific region—six configured for ASW and three for AEW—with Crowsnest at full operational capacity.

Ongoing challenges with Merlin/Crowsnest have prompted the Royal Navy to consider replacement options aiming for retirement around 2029. The UK's Defence and Security Accelerator (DASA) is investigating alternatives potentially connected to Project Vixen, which explores naval unmanned systems combining strike capabilities, AEW functions, and aerial refueling roles. This approach would enable all Merlins to concentrate solely on ASW missions.

In December 2009, plans were made to transfer RAF Merlin HC3s/HC3As to the Royal Navy Commando Helicopter Force as replacements for retiring Sea King HC4s—which were phased out in 2016—leaving Wildcat and Merlin as principal rotary-wing assets. Squadrons were reformed with these ex-RAF Merlins during 2014–15. The first of twenty-five converted Commando Merlin Mk4/4A helicopters was delivered in May 2018 to RNAS Yeovilton. As of July 2020, both Merlin HM2 and HC4/4A variants were planned to remain operational until at least 2029–2030; this service life was extended in June 2021 with an Out of Service Date (OSD) set for 2040. By the end of 2022, all HC models had been upgraded to the HC4/4A standard.

Royal Air Force

The RAF procured 22 Merlin HC3 helicopters for transport duties, with the first unit entering active service in January 2001 at No. 28 Squadron RAF based at RAF Benson. These helicopters are outfitted with extended-range fuel tanks and air-to-air refuelling systems, enabling them to transport troops as well as large equipment such as vehicles and artillery. Maintenance operations are primarily carried out at the Merlin Depth Maintenance Facility located at RNAS Culdrose.

The Merlin’s initial operational deployment occurred in the Balkans in 2003. In 2004, during Operation Telic, Merlins were assigned to Iraq, functioning as the principal medevac platform in southern Iraq. Notably, pilots Kev Harris and Michelle Goodman were awarded the Distinguished Flying Cross during this mission. The helicopters continued operations in the Basra area until the UK’s withdrawal in June 2009.

In 2002, Westland submitted an unsolicited proposal to the British Ministry of Defence offering an improved Merlin variant with enhanced lift capabilities; however, this was not accepted. Instead, six AW101s were acquired from Denmark in 2007, re-designated as Merlin HC3A, and integrated into RAF service with deployments to Afghanistan. Due to configuration differences, the HC3A primarily serves a training role. The formation of No. 78 Squadron RAF at RAF Benson took place in December 2007.

By 2009, five Merlin Mk3 helicopters were operational in Afghanistan, tasked with moving personnel and supplies. Initial deployments faced scrutiny because of the absence of Kevlar armour; nevertheless, by July 2010 all aircraft had been upgraded with ballistic protection. This deployment facilitated the withdrawal of Sea King helicopters from the theatre by October 2011. Merlins were completely withdrawn from Afghanistan by June 2013.

Beginning in 2012, the RAF’s Merlin HC3/3A fleet started transitioning to the Royal Navy’s Commando Helicopter Force, accompanied by joint training exercises at Benson. The £454 million Merlin Life Sustainment Programme enhanced 25 HC3/3A airframes with HM2 cockpit avionics, folding tails and rotors, reinforced landing gear, deck lashing points, obsolescence management updates, fast-roping attachments, and a standardized emergency egress system. Flight trials for the first HC4 model commenced in September 2017, with initial operating capability projected for mid-2018. Prior to full HC4 conversions, some HC3s received temporary folding rotor modifications suitable for shipboard use.

On 30 September 2014 at RAF Benson, command of the UK Merlin HC3/3A fleet officially transferred from the RAF to the Royal Navy. Concurrently, RAF's 78 Squadron was disbanded while Royal Navy’s 846 Naval Air Squadron was commissioned to operate the Merlin. The RAF’s 28(AC) Squadron remained part of the Commando Helicopter Force until July 2015 when it was stood down and replaced by 845 Naval Air Squadron. Both 846 NAS and 845 NAS subsequently relocated from RAF Benson to RNAS Yeovilton by June 2016.

Italian Navy

In 1997, Italy placed an order for 16 AW101 helicopters intended for use by the Italian Navy, comprising eight anti-surface/submarine warfare (ASuW/ASW), four airborne early warning (AEW), and four amphibious support (ASH) variants, along with options for an additional four units. This option was exercised for four more ASH helicopters delivered by 2006, followed by two further ASH units produced in a modified configuration.

The first production AW101 for the Italian Navy (tail number MM81480) completed its maiden flight on 4 October 1999 and was unveiled to media on 6 December that year. Italy received its twenty-first AW101 configured for anti-submarine operations on 4 August 2009. Overall, a total of 22 AW101 helicopters have been supplied to the Italian Navy.

Italian AW101s operate from multiple naval vessels and have been deployed internationally; notably during the 2009 35th G8 summit, they provided executive transport services for visiting dignitaries. In addition, three AW101s were deployed to Afghanistan in 2010 fulfilling transport and utility roles across an extensive operational area through 2011.

Italian Air Force

In June 2011, the Italian Air Force chose the AW101 to succeed its aging Sea King HH-3F helicopters in the combat search and rescue mission. A total of fifteen HH-101A units were procured and delivered between 2016 and 2020.

Royal Canadian Air Force

Canada initiated the Canadian Search and Rescue Helicopter competition in 1997, which was won by the EH101, designated as the CH-149 Cormorant within Canadian service.

In 2004, the EH101 vied to replace the shipborne Sea King fleet but was ultimately outselected by the Sikorsky CH-148 Cyclone. Due to procurement challenges with the CH-148, the Royal Canadian Air Force considered terminating the Sikorsky agreement and potentially acquiring the AW101 instead. Nevertheless, six Cyclones had been delivered to the RCAF by June 2015.

In December 2022, Canada's Department of National Defence awarded a contract valued at C$1.24 billion for three additional helicopters and upgrades aimed at modernizing the current fleet to a contemporary standard, expanding the total count to 16 aircraft. The RCAF also invested in an advanced training simulator compatible with the updated cockpit configuration.

Royal Danish Air Force

The Royal Danish Air Force (RDAF) placed an order for 14 AW101 helicopters in 2001—eight designated for SAR missions and six intended as tactical troop transports for 722 Squadron. The final AW101 was delivered in March 2007, with SAR operations commencing at Karup Airport in April. In a 2007 exchange, six troop transport AW101s were transferred to the British Ministry of Defence; in return, the UK ordered six new AW101s to replace those originally allocated to Denmark.

Danish AW101s are rated for a maximum takeoff weight of 15,600 kg and were initially treated with infrared signature-reducing paint. For SAR missions, they operate with a crew of six and were initially painted yellow to differentiate them from military variants but were later repainted green. All 14 aircraft fulfill both SAR and troop transport duties.

On 28 January 2008, a drive shaft malfunction necessitated an emergency landing at Billund Airport. This incident led to grounding of the fleet and sparked public discussions regarding the AW101’s future role. Early 2008 operational readiness hovered around 50%, falling short of the targeted 80%, primarily due to maintenance challenges and personnel shortages.

By January 2011, funding constraints reportedly prevented the Danish Ministry of Defence from upgrading the AW101 fleet for deployment to Afghanistan, postponing plans originally set for 2012. However, by February 2013, reliability concerns had been resolved, and a comprehensive upgrade package—including electronic warfare pods and new electro-optical systems—was scheduled ahead of a planned deployment in 2014. In September 2013, Danish AW101s were slated to be equipped with L-3 Wescam MX-15 EO/IR sensors; SAR variants already featured FLIR Systems Star Safire II EO/IR sensors.

Royal Norwegian Air Force

On 25 October 2007, Norway initiated a program aimed at replacing its entire fleet of Westland Sea King search and rescue helicopters by 2020. Following a competitive evaluation involving AgustaWestland, Eurocopter, NHIndustries, Sikorsky Aircraft Corporation, and Boeing, on 19 December 2013 the Norwegian government contracted AgustaWestland to acquire sixteen AW101 helicopters. The AW101 was deemed best suited to fulfill Norway’s operational requirements.

On 12 June 2017, Justice and Public Security Minister Per-Willy Amundsen officially opened Leonardo's AW101 Norway Training Centre at Stavanger Sola Air Station. This facility includes an AW101 Full Flight Simulator (FFS), developed jointly with CAE to Level D certification standards, alongside a SAR console training system for rear crew members. Training activities commenced prior to delivery of the first helicopter and support both Norwegian and international AW101 operators.

The inaugural AW101 was delivered in November 2017. Norwegian AW101s entered active rescue service on 1 September 2020. The Sea King fleet was retired in December 2023 after nearly five decades of service, fully replaced by the AW101—referred to locally as the SAR Queen. In 2025, an AW101 successfully completed a two-engine flight from Mainland Bodø to Jan Mayensfield and back.

Portuguese Air Force

The Portuguese Air Force procured a fleet of 12 Merlins through a €446 million agreement, with the initial unit arriving on 22 December 2004. These helicopters fulfill roles including transport, maritime surveillance, and search and rescue, progressively substituting the Aérospatiale Puma. Their main operational focus is search and rescue missions within Portugal’s maritime jurisdiction, managed by 751 Squadron from bases at Montijo, Lajes Field, and Porto Santo Island, where they remain on continuous standby.

Japan Maritime Self-Defense Force

In 2003, the Japan Maritime Self-Defense Force (JMSDF) placed an order for 14 AW101 helicopters to serve in airborne mine countermeasures (AMCM) and transport capacities. These aircraft, designated MCH-101 and modified by Kawasaki Heavy Industries, incorporate features such as automated folding mechanisms for rotors and tail sections. Outfitted with Northrop Grumman’s AQS-24A mine detection system, ALMDS laser sensors, and Mk-104 acoustic sweeping equipment, the MCH-101 delivers extensive mine countermeasure capabilities.

A collaboration agreement was reached in 2002 between AgustaWestland, Kawasaki, and Marubeni, leading to Kawasaki commencing assembly of the CH-101 and MCH-101 models in 2003 and obtaining a license for domestic production of RTM322 engines by 2005. To support these fleets, Marubeni partnered with AgustaWestland to establish a local supply center in Japan. The first MCH-101 was handed over on 3 March 2006.

The MCH-101 has taken over the airborne mine countermeasure role from the MH-53E. Meanwhile, the CH-101 fulfills transport duties for Antarctic missions, replacing the Sikorsky S-61A, in coordination with Japan’s Ministry of Education, Culture, Sports, Science and Technology.

In 2016, amid accusations of procurement bias favoring the MCH-101 over Mitsubishi-produced SH helicopters, the Japanese Ministry of Defense issued a reprimand to JMSDF chief Tomohisa Takei for explicitly naming the MCH-101 during procurement deliberations; however, no definitive evidence of lobbying was uncovered.

VIP and other applications

AgustaWestland introduced the AW101 VVIP, a premium model designed specifically for VIP and corporate clientele. By April 2009, approximately 15% of AW101 units sold were allocated for VIP purposes. By September 2013, VIP operators included nations such as Saudi Arabia, Algeria, Nigeria, and Turkmenistan.

The United States Marine Corps selected the AW101 for the VXX program as a replacement for the Presidential Marine One helicopters, with the customized variant named the VH-71 Kestrel. This version incorporated sophisticated self-protection features. Nevertheless, due to escalating costs and political resistance, the program was terminated in June 2009. Subsequently, the delivered aircraft were sold to Canada for $164 million to serve as spare parts supporting its AgustaWestland CH-149 Cormorant fleet. In addition, during the 1990s, the Marine Corps had evaluated the EH101 as a potential alternative to the Bell-Boeing V-22 Osprey tiltrotor.

In April 2009, India placed an order for 12 AW101 helicopters intended for executive transport of its president and prime minister following competitive trials against the Sikorsky S-92. This contract was later annulled amid the 2013 Indian helicopter bribery scandal, which implicated Finmeccanica, AgustaWestland's parent company. Of the helicopters delivered, three may be returned amid ongoing arbitration.

Prospective customers

The Royal Norwegian Air Force is evaluating procurement of AW101 Merlins to fulfill anti-submarine warfare missions.

Variants

Pre-production
  • PP1 – Basic prototype constructed by Westland; maiden flight on 9 October 1987.
  • PP2 – Italian prototype built by Agusta; first flew on 26 November 1987; destroyed in 1993 due to rotor brake malfunction.
  • PP3 – Westland-built civil-configured Heliliner used for engine vibration and icing condition testing in Canada.
  • PP4 – British naval prototype by Westland; lost in 1995 following failure of drive train control rod.
  • PP5 – Westland-built development aircraft featuring Merlin avionics.
  • PP6 – Italian Navy development aircraft by Agusta; initial flight on 26 April 1989.
  • PP7 – Military utility prototype from Agusta equipped with rear-loading ramp.
  • PP8 – Civil prototype constructed by Westland.
  • PP9 – Military utility prototype with rear-loading ramp, built by Agusta.
Model 110
Anti-submarine and anti-surface warfare variant for Italian Navy; eight units produced. Powered by T-700-GE-T6A1 engines. Outfitted with Eliradar APS-784 radar and Honeywell HELRAS dipping sonar. Armament includes torpedoes or Marte anti-ship missiles.
Model 111
Royal Navy ASW/ASuW variant known as Merlin HM1. Equipped with RTM322 engines; features Blue Kestrel radar, Thomson Marconi FLASH dipping sonar, and Orange Reaper ESM system. Forty-four units manufactured.
Model 112
Early warning version for Italian Navy featuring Eliradar HEW-784 radar housed in an underfuselage radome. Four units completed.
Series 200
Proposed military utility model lacking rear-loading ramp.
Series 300 Heliliner
Proposed civil transport variant without ramp. In 2000, British International Helicopters conducted trials with PP8, though commercial operations did not materialize.
Series 310
Proposed Heliliner equipped with full airline avionics tailored for oil platform operations; never entered production.
Model 410
Transport variant for Italian Navy featuring folding rotors and tail boom. Four units built.
Model 411
Royal Air Force transport model designated Merlin HC3. Twenty-two produced.
Model 413
Italian Navy special forces and amphibious assault transport equipped with advanced avionics.
Model 500
Proposed civil utility version featuring rear ramp.
Model 510
Civil utility model with rear ramp; two units produced—one operated by Tokyo Metropolitan Police Agency and another used to support US101 bid.
Model 511
Canadian Armed Forces search and rescue variant designated CH-149 Cormorant.
Model 512
Merlin Joint Supporter variant for Royal Danish Air Force. Eight acquired for search and rescue (512 SAR) roles, six for tactical troop transport (512 TTT). Six transports sold to RAF as Merlin HC3As before being replaced by newly built Merlins.
Model 514
Portuguese Air Force search and rescue version; six built.
Model 515
Portuguese fisheries protection model with two units produced.
Model 516
Portuguese combat search and rescue variant comprising four units.
Model 518
Japanese Maritime Self-Defense Force mine countermeasures and transport version; two built.
Model 519
US Marine Corps Presidential Transport VH-71 Kestrel variant. Four test aircraft plus five pilot production units built before project cancellation. Aircraft sold to Royal Canadian Air Force for CH-149 Cormorant spare parts support.
Model 610
Algerian Naval version with six delivered units.
Model 611
Combat Search and Rescue variant for Italian Air Force powered by CT7-8E engines. Fifteen on order.
Model 612 (SAR Queen)
Norwegian Air Force search and rescue configuration. Sixteen ordered with an option to acquire six additional units.
Model 614
Polish Navy ASW/CSAR "convertible" model. Four delivered.
Model 615
Canadian military search and rescue upgraded CH-149 Cormorant variant. Sixteen planned deliveries.
Model 640
Saudi Arabian VVIP version operated by Air Force. Two delivered.
Model 641
Indian VVIP variant involved in the bribery scandal of 2013; later transferred to Nigerian and Azerbaijani Air Forces.
Model 642
Algerian VVIP model with two delivered units.
Model 643
Turkmenistani VVIP variant operated by Air Force with two delivered examples.
Merlin HM1
Royal Navy designation corresponding to Model 111.
Merlin HM2
Avionics upgrade applied to thirty HM1s serving Royal Navy duties.
Merlin HC3
Royal Air Force designation assigned to Model 411.
Merlin HC3A
RAF designation for six former Royal Danish Air Force Model 512s modified to UK standards.
Merlin HC3i
Interim Royal Navy upgrade fitting seven HC3s with folding rotor heads pending full HC4 upgrade availability.
Merlin HC4/4A
Conversion of twenty-five RAF HC3/3A (nineteen HC3 and six HC3A) helicopters adapted for Royal Navy use featuring HM2 cockpit, folding tail/blades, and naval modifications. First flight occurred in November 2016.
CH-148 Petrel
Canadian shipborne anti-submarine helicopter initially ordered at thirty-five units, reduced to twenty-eight before cancellation in 1993.
CH-149 Chimo
Canadian search and rescue helicopter program canceled after fifteen orders were placed.
CH-149 Cormorant
Canadian search and rescue helicopter model with fifteen ordered and delivered units.
Lockheed Martin VH-71 Kestrel
Cancelled USMC presidential helicopter project derived from AW101 design.
SH-101A
Italian Navy designation for MP variant.
EH-101A
Italian Navy Airborne Early Warning (AEW) designation.
MH-101A
Italian Navy Amphibious Support Helicopter (ASH) designation.
HH-101A
Italian Air Force Combat Search and Rescue designation.
Kawasaki Heavy Industries MCH-101

Japan Defense Agency designation corresponding to Model 518.

Operators

Former operators

Significant incidents

On 4 September 2024, a Merlin Mk. 4 helicopter from the Royal Navy was forced to ditch in the English Channel near Dorset during night training exercises alongside HMS Queen Elizabeth. The accident resulted in one fatality among the crew, with two others sustaining injuries and requiring hospitalization.[5][6]

Appearances in media

Bibliography

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  • Lake, Jon. "Variant File: AgustaWestland EH101/AW101". International Air Power Review. Volume 22. AIRtime Publishing, 2007. pp. 116–135. . .
  • Lavington, Simon. Moving Targets: Elliott-Automation and the Dawn of the Computer Age in Britain, 1947–67. Springer 2011, .
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External links

  1. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  2. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  3. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  4. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  5. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  6. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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