Mods, this is offered for free so I don't think it can count as an advert.

We have an A-frame towbar which is built to fit the Twin Squirrel; we no longer use that type so we want rid of it. It fits via pins to the jack-up handling wheels and the tow point is about a metre in front of the nose [it started life as an apprentice's project].

It's nowhere near as useful as the heli-lifts etc currently available....but it's free if you want to collect it, obviously UK only; it seems a shame to scrap it. I'm too short of time tonight to post a photo, so PM me if you're interested.

Just what I want....

Any Ppruners out there that have flown the AS355FX?
WOuld like your thoughts on the C20R and FX conversion's performance.Does it really make a difference?

Sorry don't know much about it-is there a web site?

It's a customised STC version, at present only Certificated in North America. See www.helilynx.com.

Has anyone experienced either abnormally high cruise fuel consumption or problems with the accuracy of the fuel indicating system on the AS-350 B2 or B3?

There have been some problems and possible related accidents in regards to accuracy of fuel gauges in the older B2' and BA's. They had a float type fuel senseing sytem that would stick when it wore and got old. I believe there was a SB or an AD out on it. All the new A/C have a capacitance system and you can buy the kit for 11k to replace the old one.

The B3 sucks alot more gas than a b2, and the b2 more than the ba. Noticeably so.

RB

Thank you for your rapid reply. This is a brand spanking new B2. The fuel consumption appears to be closer to a B3.

Having some time in both, here is my 2 cents worth.

180-190lts/hr or 30% per hour for the B2 and 220-230lts/hr for the B3.

Beer in mind that is just what I have experienced

Big Beres,

Not picking a fight, but 30% of 540Ltrs is 162Ltrs/hr.We burn about 168 Ltrs/Hr on our B2

Would appreciate a Eurocopter citation for securing the rotor.

I'm having a technical disagreement- one party is concerned about the starflex, the other with the blades and the effect of unrestrained flapping. Specific issue- The blades must be immobilized, braced and tied above "x" windspeed (40 knots?)? Up to that point, autorotation is the only issue?

I believe this is addressed in the maintenance manual.

10% = 20 minutes
10% = 40 miles
10% = 100 pounds

The higher you are the better these numbers. But for anything between 3,000 ft and 9,000 ft thes numbers have been very constant fo me.

This is purely from memory, and I'm assuming the 350 limits are the same as the 355; beyond 20kts tie downs required, beyond 60kts hangarage is recommended. I could get you a maintenance manual reference in a few days if no-one else comes up with it.

I remember having several AS355 in for an overhaul and all the blades where scraped, because they where never tied down. I can only suggest to tie them down all the time.

Droopy, the maintenance manual citation is exactly what I'm looking for- if and when it's convenient, I'd appreciate it. The aircraft subject to this disagreement is a B2, same head and blades as a 355.

Rotorbee- It's an EMS A/C, so time is important, the tie-down kit we're using is horrible and prompted the discussion. Specifics motivating change and supporting documents...

I have never split a starfex head using tie-downs. Here is the method taught in Donouworth and Marsaille.

Tie the main rotor down at it's median point..ie leave it where it is when no wind is blowing, let it jerk all over the place all night, check it in the morning before you fly, 99 percent of the time it will be worth flying.

If you tie it down FFS don't drop it two inches as you might on a different head you will bust that starflex and that equals an expensive repair.

Para 2 applies to factory courses as taught on As350, As355, as365 and EC135.

Talk to the guys who design and build the things if you don't believe me.

I have been fixing these types for over 20 years,some just happen (no wind, no flex), some are engineer/pilot/handler lack of knowledge), most are avoidable.

Take care

4R

In my experience, with the B model STA 1000 cracks occurred due to not tying the blades down in even the slightest amount of wind. The cracks are on the lower side from compression.

The 355 grey blades tend to crack on the upper side at about mid point. Why - who knows.

IMHO Starflex damage comes from droop stop pounding on shutdown with the cyclic not centred.

Not a definitive answer, just personal experience.

My experience over a lot of hours is 180L/hr on a straight 350B, (ie not B2/3) 235L/hr on the 355N at S/L, 210L/hr 5000ft, all at fast cruise.

I thank one and all for your responses. I did a fuel consumption check of the subject aircraft and found that it agrees with your inputs. It appears as if we had a pilot experience issue. Your responses will help with our training.

Jack

I gave myself a surprise on a long ferry flight in a B2. Experience was an issue then as well since I had 1:30 on type when I left UK. Cruising at 1000ft through Europe was giving me 35-36% per hour (instead of the 30% I had been expecting) and an endurance of 2:35 to chicken fuel. Later, through Egypt I was up at 11,000ft and it was around 24% per hour and I was staying up for 3:25. Subsequently I did some graphs for my own use in Ethiopia which was very helpful.

The fuel consumption presentation in the flight manual was not very useful on the subject.

Great aircraft though, I wish I had one now!