AS365
Crazy Scandihooligan
Join Date: Nov 2003
Location: Damn, some mountain goat is nibbling my ear ;-)
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Lufttransport TRTO webpage says they do TRT on SA365N Dauphin, but nothing on MCC. They do state that they offer training in CRM. Contact them, they may well be able to point you in the right direction
MD
MD
Join Date: May 2004
Location: Dorset
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MCC Courses
MCC courses in Europe fall into two categories. The amendment 5 to JAR FCL2 means that there are now two courses - MCC IFR, and MCC VFR.
In UK only one MCC IFR. Try Don MacDonald at Tiger Helicopters he has got a super new simulator based upon the A109.
In UK only one MCC IFR. Try Don MacDonald at Tiger Helicopters he has got a super new simulator based upon the A109.
SA365 Door removal
I can´t seem to find any reference in AFM on limitations etc if standard door´s are removed on SA365.
Anyone know anything about door removal on Dauphin
The aircraft does not have sliding doors and I may need to remove doors for filming.
Anyone know anything about door removal on Dauphin
The aircraft does not have sliding doors and I may need to remove doors for filming.
Join Date: Jan 2007
Location: nomad
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AS365 or competitors
Looking for info on the various models of AS365s.
Any advice or tips on what to look out for would be appreciated. Performance, Maintenance issues, Passenger comfort, Range with full seats and Offshore gear, Support, Operating costs etc. Anyone ever have a cargo hook on one?
Would be operating mostly Sea level, 30+ C. Any kits out for NVG?
Thanks,
HH
Any advice or tips on what to look out for would be appreciated. Performance, Maintenance issues, Passenger comfort, Range with full seats and Offshore gear, Support, Operating costs etc. Anyone ever have a cargo hook on one?
Would be operating mostly Sea level, 30+ C. Any kits out for NVG?
Thanks,
HH
Join Date: Sep 2000
Location: UK
Age: 47
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Well if you are talking hot then the N at MAUW i.e. 4000kg on a small deck can be rather sporting, quite doable but sporting. The N2 is more like a doddle and I would recommend that over the N, also it has got an extra 250 kg, sadly I have no experience with the N3, though their Glasscockpit would make life that much easier. You can quite easily hide the dinghies in the roof of the 365 as well.
Join Date: Aug 2007
Location: Hucking Fell
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Dauphin variants
Spent many happy years zipping round in Ns and N2s on the North Sea, N2 certainly more capable than the N, think of them as analogue(N)and digital (N2) versions.
No problems with underslung loads, and can be fitted with a good range of survival aids for over water operations, and as pointed out there is a neat fit for a pair of life rafts in the cabin roof.
Delight to fly, but can be a bit fragile in places, doors cabin and boot tend to be a bit on the flimsy side. Boot size is quite good without being capacious.
The pilot seats were designed around the standard 4ft three hunchback gnome - with a withered limb, worth investing in good quality seats there.
I cant vouch for its performance in more pleasant climes, but agree with the the previous poster, N probably a bit sporty, N2 will probably do it most days.
Single engine performance whilst not stellar, is adequate and will get you home. Autopilot out is not too much of a handful - for the ex mil guys, its like a gazelle on steroids.
IFR is a good machine (flew it SPIFR), bit sensitive in pitch, but keep on top of that and its OK.
Dauphin used widely around the world which is always a good sign - variety of engine fits, used arriels, never had one fail on me.
Tough little aircraft, worked hard offshore for years, and stayed out in all weathers.
Flying a desk these days, and dauphin was the last type I flew. No bad days with it, and dont recall any real vices with the aircraft.
Bit of a subjective answer, but HIH
BT
No problems with underslung loads, and can be fitted with a good range of survival aids for over water operations, and as pointed out there is a neat fit for a pair of life rafts in the cabin roof.
Delight to fly, but can be a bit fragile in places, doors cabin and boot tend to be a bit on the flimsy side. Boot size is quite good without being capacious.
The pilot seats were designed around the standard 4ft three hunchback gnome - with a withered limb, worth investing in good quality seats there.
I cant vouch for its performance in more pleasant climes, but agree with the the previous poster, N probably a bit sporty, N2 will probably do it most days.
Single engine performance whilst not stellar, is adequate and will get you home. Autopilot out is not too much of a handful - for the ex mil guys, its like a gazelle on steroids.
IFR is a good machine (flew it SPIFR), bit sensitive in pitch, but keep on top of that and its OK.
Dauphin used widely around the world which is always a good sign - variety of engine fits, used arriels, never had one fail on me.
Tough little aircraft, worked hard offshore for years, and stayed out in all weathers.
Flying a desk these days, and dauphin was the last type I flew. No bad days with it, and dont recall any real vices with the aircraft.
Bit of a subjective answer, but HIH
BT
Join Date: Apr 2007
Location: far east..longway from home..
Age: 52
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Hi...
I'm flying AS365N3 at the moment, and I used to fly N2 and N.
During more than 3000 FH on it, I have had a very few engine's problems ( mainly due to chip detection device, fixed now on the new N2 and N3).
I was flying offshore, ship pilot transfer, military and SAR, and the main problem was the engine power in the hover, on the N and when temperature was up to 25C..
I'm now flying a N3, for SAR purpose in a country where the normal temperature is ISO+20 (OAT is there 30-35C), and we still take off at 4300kg, hover at sea at 4100 (at the MCP).
For underslung operations, you can go to 1600kg on the N3...
Empty weight is approximatly 2800 kg, depending on the options installed on board..
A really good chopper to fly, easy to and very safe...
But just my point of view....
I'm flying AS365N3 at the moment, and I used to fly N2 and N.
During more than 3000 FH on it, I have had a very few engine's problems ( mainly due to chip detection device, fixed now on the new N2 and N3).
I was flying offshore, ship pilot transfer, military and SAR, and the main problem was the engine power in the hover, on the N and when temperature was up to 25C..
I'm now flying a N3, for SAR purpose in a country where the normal temperature is ISO+20 (OAT is there 30-35C), and we still take off at 4300kg, hover at sea at 4100 (at the MCP).
For underslung operations, you can go to 1600kg on the N3...
Empty weight is approximatly 2800 kg, depending on the options installed on board..
A really good chopper to fly, easy to and very safe...
But just my point of view....
Join Date: Feb 2007
Location: Dar Es Salaam, Tanzania
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Maintenance wise the N2 and N3 are very reliable as far as I can tell. No problems that couldn't be solved up until now.
We had a few cracks at the 25° frame, but probably caused by the pilots hanging into the strap that is attached at that point to get into the aircraft, as the pilot doors are not very big.
The engines on the N3 are easy to maintain and if for any reason you have to do an engine replacement, it can be done very fast due to the great acessability. The N2 demands a little more attention because of the anticipator, but it isn't to bad eighter.
We use them for a wide variety of jobs, from offshore to hoisting to HEMS and VIP.
I know Lufttransport in Norway has NVG kits on their machines, but I think it would be better to get your information at your local Eurocopter Service Center.
Roof dinghy's are an option, but I have heared they have life rafts that can be mounted on the outside of the aircraft that serve as step. In that way you save some space on the inside.
All I can say is that the Dauphin has proven itself trough the years.
Greetz
We had a few cracks at the 25° frame, but probably caused by the pilots hanging into the strap that is attached at that point to get into the aircraft, as the pilot doors are not very big.
The engines on the N3 are easy to maintain and if for any reason you have to do an engine replacement, it can be done very fast due to the great acessability. The N2 demands a little more attention because of the anticipator, but it isn't to bad eighter.
We use them for a wide variety of jobs, from offshore to hoisting to HEMS and VIP.
I know Lufttransport in Norway has NVG kits on their machines, but I think it would be better to get your information at your local Eurocopter Service Center.
Roof dinghy's are an option, but I have heared they have life rafts that can be mounted on the outside of the aircraft that serve as step. In that way you save some space on the inside.
All I can say is that the Dauphin has proven itself trough the years.
Greetz
Join Date: Jan 2007
Location: nomad
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Thanks for the info so far, please keep it coming.
I have heard that the Ariell 2 series (in both 365N3s and 76s), had trouble making powerchecks in warmer temps after 600hrs or so. Is there any validity to this?
What is available for barrier filters on the 365?
Thanks,
HH
I have heard that the Ariell 2 series (in both 365N3s and 76s), had trouble making powerchecks in warmer temps after 600hrs or so. Is there any validity to this?
What is available for barrier filters on the 365?
Thanks,
HH
Join Date: May 2009
Location: Harrow, England
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Dauphin Helicopters
Hi all, this is my first post on Rotorheads, i have recently uploaded a website dedicated to Dauphin helicopters, linked below. If any of you out there can update my site or would like to add a picture (aim is one of every registration!!) that would be most welcome.
http://www.dauphin2.com
many thanks Dave.
http://www.dauphin2.com
many thanks Dave.