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.

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] 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.

The first prototype was tailored towards meeting the needs of the French Air Force, while the second was fully navalised, including lateral stabilising floats fixed to the undercarriage.

[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.

However, West German support for the Super Frelon programme had already declined by this point, partially due to interest in the rival Sikorsky SH-3 Sea King, which was evaluated against the type.

[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 reduction gearbox are mounted on a horizontal bulkhead and firewall which forms the roof of the cabin and upper structural member of the fuselage.

[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.

[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.

[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.

[7] The nose, which is covered by large glazed panels, has a bow chine and planing bottom built as a unit with the flight deck, which is higher than the main cabin floor.

The Super Frelon was the first helicopter of the People's Liberation Army (PLA) to be capable of operating from the flight deck of surface vessels.

Since the early 1980s, the Super Frelons have been frequently used by the People'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.

A naval SAR version, designated as the Z-8S, was outfitted with upgraded avionics, a searchlight, FLIR turret and a hoist, made its first flight in December 2004.

Starting in 2007, the People's Liberation Army Air Force (PLAAF) also acquired dozens of upgraded Z-8Ks and Z-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.

The SA321G Super Frelon served with Flotille 32F of the French Aviation navale, operating from Lanvéoc-Poulmic in Brittany in the Search and Rescue role.

[13][14] Israel placed an order for six SA 321K Super Frelons in 1965 to equip the Israeli Air Force with a heavy lift transport capability.

[15] The Israeli military had initially hoped to use the Super Frelons for deploying Panhard AML-90 light 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.

[20] In October 1975, it was widely reported that Syria had ordered fifteen unspecified Super Frelons from France as part of an arms deal funded by Saudi Arabia.

[21] While the Syrian Air Force did issue a requirement for fifteen of the specific aircraft, and recommended purchasing up to fifty, by 1984 the sale had still not materialized.