Alouette

[whatsarunway]

What about the company in the alps who had a bunch of those lamas and decided to up date their fleet , so they tried the as350b3 , then the 407 then the ec130 , but nothing could match the lama for lifting at ten thousand feet.
Quite a machine.

[3top]

Gentleman!

Thank you VERY much for all the info, especially to LAMA BEAR!

I will forward all of this to the owner of "LA FRANCESA".

Especially the part of the "experienced" mechanic will cause some thinking, as there are non available around here (eperienced yes, but not on the Lama or A III). We just have to go by the manual...............for now.

If something more comes up I will be right back on!

Thanks again,

3top

[cpt]

Whatsarunway, I don't know this company's name but generally speaking , pilots and engineers who where operating Lamas and are now on B3' , prefer the B3, I have heard engineers admitting that the B3 had "changed their life"! it is also much more economic to operate.

Lamas and Alouettes indeed require a lot of maintenance in comparison....I don't have a lot of mountain flying experience, but rather on seismic jobs....and I should admit I still prefer Lamas and Alouettes when I have the choice...I feel the B3 not really designed for tough aerial work and no so "pilot friendly" it also lacks the versability we can get on an Alouette 3 If sling payloads are much better with the B3, they vary a lot with density altitude, and when we have to change the configuration very often (internal cargo, camp moves, stretchers, passengers, sling etc...) I find the B3 becomes more like a nightmare....but I've never liked the "squirrels" very much, too much rubbish plastic and unreliable electrical circuits!

[Lama Bear]

3top De Nada! One more word of caution. The Alouette is VERY easy to get into settling with power (RVS). For me the usual scenario is lightly loaded, a too fast, too steep approach, and a slight tailwind. I come in like a big assed bird, pull some power to slow down and there it is! The large amount of reserve power is very condusive to luring me into a sloppy approach. The recovery is simple but it must be immediate. A quick move of the cyclic to the two o'clock position has always done it for me. Watch out for this, it will put some skid marks in your shorts!

If the machine is not to be used commercially the available mechanics should be able to keep it in good shape using the manuals. The owner really should consider bringing in an instructor. The money spent will be saved many times over just in trouble shooting the start system!!

As far as the discussion of the new French girls compared to old French girls, if the job is lots of presision long line and short flights I prefer the old girls. They are MUCH easier to long line out of. I consider the Astar to be the hardest helicopter for me, even more so than the Bell mediums. I can't seem to use the vertigo window and even with the collective extension it's a long way out the door.

However if the speed and range of the Astar can be utilized it is my hands down favorite. The old girls are always looking for fuel. 60 gallons an hour at low elivations is a lot of fuel. I consider the AS350B-2 to be a Lama in a cashmere coat. I haven't had the opportunity to fly a B-3 yet.

[rotorboy]

The name of the above mettioned company is Air Zermatt



www.air-zermatt.ch

if your looking for support/parts:

www.helisupport.com

RB

[cpt]

Another feature, beside settling with power (a few hairaising experiences !) with Alouettes 3's is the aft Cof G when only a pilot and almost a full tank....in this configuration the tail is very low on hover , here we have to remember that this big tail rotor is close to obstacles (bushes, logs ....) and not very well protected by its guard (aluminium tube). If i remember well, when the pilot alone on board weights less than 65 Kgs, a balast is advised.
Take also care of the fuel gauge...normally, you should have the "3 minutes left" flashing red light modification, this is independant of the fuel gauge wich was the cause of a number of accidents in the 80's ( this actually happened to me at 400 feet with a non modified system... a successfull autorotation followed, but I was lucky ; the empty tank was at a good 150 liters reading !!!)....After that I had calibrated a dipstick and got used of assessing the fuel level in the tank by a direct look inside (we can see the level above 300 liters, against the holes in inside separation wall)
Anyway, when thinking about all of this, I realize I miss her

[3top]

CPT: I appreciate your advice on the settling with power and the fuel, I will check on that one immediately!!

For all of you who gave me all this invaluable info, there she is,

LA FRANCESA!




3TOP

[Shawn Coyle]

I have not flown the machines, but did get involved in the accident investigation of a crash in Romania that killed 6 British tourists.
The only plausible explanation for the crash was that the fuel sample that was taken was done with the aircraft in a 5 to 7 degree nose down (estimated) attitude, due to the slope where it was staying. The fuel sample showed no water, but the engine failed shortly after the aircraft started to decelerate and descend (i.e. when the nose came up).
Moral - make sure you keep the helicopter (all helicopters) on a level surface if you want to make sure you get the water to go to the sump.
The otherwise reliable engine had stopped prior to the aircraft hitting the ground...

[Gunship]

Alouette III 319B Operators Pse Help

Good morning guys,

I have flown Alo III 316's and 316B for 25 years.
Now we have a 319B and what a pleasure she is.
I just have a question.
According to the flight manual it uses the same procedures as a 316 when it comes to the booster pump and fuel flow pressure light.

That means you run the booster pump for 20 seconds before starting , make sure that the fuel oozes out and more importantly see that the yellow fuel pressure warning light goes out.

Well our "yellow fuel low pressure light" has been blanked off and a "Not in use" sticker stuck on it.

I am not impressed as even I am sure a modification would NOT have taken a fuel pressure light out ???

Please also help me ... what does a "G" check entail ?

All the best and many thanks for the help that will stream in (anything will help please)

Keep the revs up

Cheers,

Gunsss

[Autorotate]

Guns did you get my email to your sierratel email address.

Autorotate.

[Gunship]

Hi Auto,

No sorry - we "lost" al mail again somewhere in the past 2 weeks and I was waiting for an answer from you - so please re-send.

If it was an e-mail from today's question also a negative. I am online but no mails yet from you ?

Cheers and tx

Gunsss

[Autorotate]

Guns - Check your PMs.

[DualDriver]

Guns

A shot in the dark here, but have you tried contacting Denel?

DD

[Gunship]

Thanks DD,

I will try my contacts there.

But I do not think they are 319B's as they should be ex SAAF 316's or what ?

Thanks for the repsonse.

Cheers,

Gunns

[DualDriver]

HI Guns

Just chatted to an engineer on type (319B).
That Booster Pump light should not be Blanked out, even IF some sort of mod has been done. As you well know, there would then be no indication of failure. Technically speaking the aircraft should be u/s until the light is sorted.

Hope that's of some help to you. Send me a PM and I can put you in contact with the Engie.

Cheers
DD

[Gunship]

Many thanks DD,

Just mailed the previous owners and awaiting their answer.

We can not fly in the man time as we had a booster pump failure ( I heard it going before start up) ... sounded like their was grinding paste inside

Many thanks for your help DD

Cheers,

Gunnss

[OlliBlue]

Alouette II

Hi,

A good friend of mine is interested in buying an Alouette II, ex-army France.
It has 1000 hours remaining on all parts.

He flew one in perfect weather conditions, and was just wondering what it's like in bad weather.

In short, anyone want to share his/hers experiences in this helicopter ?


Kind Regards,

Oliver

[md 600 driver]

one of friends has a ex french one its flys very good and its also got the gazelle engine not the artouste

pm me if you may want to speak or i can give you his email address

steve

[cpt]

Hello OlliBlue,

In my opinion, Alouette 2 are also good when the weather is not perfect, wind, poor visibilty or night VMC.
Althought I have never experienced this myself, I have heard that sometimes, at cruise speed and close to maximum weight, when flying in strong turbulent wind, we might encounter a non controlled smooth nose up together with a right bank. To recover from this, it was advised to gently reduce the power.
This was explained as beeing a momentary retreating blade stall.
I also find that, as on most of helicopters, handling caracteristics vary a lot with the weight.
I personally prefer the "aztazou" engine version (SA 318 or 3180 ) , althought the engine is more fragile than the "artouste" , it's less thirsty in regard of fuel, the clutch on this version allows you to keep your rotor stopped with engine on iddle.
High skidds are a good option, since the tail rotor is a bit low to my taste.
Also, pay attention to maintenance and spare parts since I believe that a fair amount that should have been discarted are still on the market.
Before buying an Alouette myself I surely would make it expertized by an expert.

[Buitenzorg]

Compared to modern aircraft:

Slow.
Noisy.
Guzzles fuel.
Loads of (routine) maintenance.
Great visibilty.
Very fun to fly.
Reliable if all that routine maintenance is done.