AS350 Astar / AS355 Twinstar [Archive Copy]
Join Date: Jul 2002
Location: Texas
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Someone (the name escapes me, but was located in Broussard, LA) had an STC for a conversion of the D model to an Allison C28 or C30 engine. I can't remember if there was a model change or not. It never became very popular.
When I transitioned into the AS350D I thought it was heaven at first - a heater, 3.5 hours fuel, fast, comfortable, roomy, and very responsive. The B206 paled in comparison. And it was a nice ride as long as everything worked the way it was supposed to. When things started to go wrong, it could be a handful. I still recall doing a postflight and wondering where the water on the engine deck had come from. Turned out to be kerosene, and the fuel manifold that was mounted behind the combustion chamber, in a circle around it, had sprung a leak, spraying fuel directly onto the combustion chamber. The good news was that the leak was large enough that the amount of kerosene being sprayed provided cooling, and was too heavy to ignite.
When I transitioned into the AS350D I thought it was heaven at first - a heater, 3.5 hours fuel, fast, comfortable, roomy, and very responsive. The B206 paled in comparison. And it was a nice ride as long as everything worked the way it was supposed to. When things started to go wrong, it could be a handful. I still recall doing a postflight and wondering where the water on the engine deck had come from. Turned out to be kerosene, and the fuel manifold that was mounted behind the combustion chamber, in a circle around it, had sprung a leak, spraying fuel directly onto the combustion chamber. The good news was that the leak was large enough that the amount of kerosene being sprayed provided cooling, and was too heavy to ignite.
Join Date: Jan 2003
Location: TI
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Flavours of the 350
AS350C was the first with a LTS 101 600A and preceded the B model in being type certified.
AS 350D came after the C with LTS 101 600A2.
AS 350D1 is the same as the D with a LOWER MTOW.
AS350B came along with Arriel 1B engine.
All of the above have "Blue" MR Blades.
AS350BA is a "B" with 355 "Grey" blades and 355 TR blades and a few mods to the transmission deck.
AS350B1 is like a BA except with a Arriel 1D engine and TR compensator and boom strake.
AS350B2 is as above with a Arriel 1D1 and different tailpipe.
AS350B3 is basically a B2 with an Arriel 2 engine (FADEC) VEMD and NO boom strake as it has the TR off a 355N Model.
EC130B4 is EC120 at the front, B3 in the middle except with Dual hydraulics and EC135 in the tail although a mirror image due to direction of rotation.
There is/was a Soloy conversion to install a 250C30. Ones I have seen have some probelms with exhaust re-ingestion and if you look at the installation it is very "draggy" compared to the Lyco or TM.
There is a "Super D" with an LTS 101 750 and effectively B2 running gear.
Some people who have stuck by the Lyco love them. Low fuel burn and the engine can be operated "on condition". You can do a lot on the Lyco yourself. TM are very reluctant to let people outside their organisation mess with their engines.
And there is an odd one out there - AS350BB UK Military training aircraft (HT1) which I think is a BA with a 1D1 in it.
AS 350D came after the C with LTS 101 600A2.
AS 350D1 is the same as the D with a LOWER MTOW.
AS350B came along with Arriel 1B engine.
All of the above have "Blue" MR Blades.
AS350BA is a "B" with 355 "Grey" blades and 355 TR blades and a few mods to the transmission deck.
AS350B1 is like a BA except with a Arriel 1D engine and TR compensator and boom strake.
AS350B2 is as above with a Arriel 1D1 and different tailpipe.
AS350B3 is basically a B2 with an Arriel 2 engine (FADEC) VEMD and NO boom strake as it has the TR off a 355N Model.
EC130B4 is EC120 at the front, B3 in the middle except with Dual hydraulics and EC135 in the tail although a mirror image due to direction of rotation.
There is/was a Soloy conversion to install a 250C30. Ones I have seen have some probelms with exhaust re-ingestion and if you look at the installation it is very "draggy" compared to the Lyco or TM.
There is a "Super D" with an LTS 101 750 and effectively B2 running gear.
Some people who have stuck by the Lyco love them. Low fuel burn and the engine can be operated "on condition". You can do a lot on the Lyco yourself. TM are very reluctant to let people outside their organisation mess with their engines.
And there is an odd one out there - AS350BB UK Military training aircraft (HT1) which I think is a BA with a 1D1 in it.
Does the LTS 101 600A2 have all the problems soughted out or is one to stay away from and stick with the Arriel donk ?
I am looking at a machine with an approx 2500 hrs TSN.
Thanks
NB
I am looking at a machine with an approx 2500 hrs TSN.
Thanks
NB
Join Date: Jan 2003
Location: TI
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Judging by the terminology you are using - look to the East of you. There are a few operating and there is a bit of experience there.
Talk to someone at Airwork (NZ) they look after 350D's and BK's with similar engine.
One O Wonderful's have some form in NZ. The Cresco Ag machine had the LTP although now carries a PT6.
Talk to someone at Airwork (NZ) they look after 350D's and BK's with similar engine.
One O Wonderful's have some form in NZ. The Cresco Ag machine had the LTP although now carries a PT6.
ENGINE (Lycoming LTS101-600A-2 with 2,491 hr TSN)
GP Rotor Assy 5000 3837 77%
GP Disc 5000 3837 77%
GP Spacer 15000 12617 84%
GP Sealing Plate 15000 12617 84%
Impeller 15000 12775 85%
Axial Rotor 15000 14485 97%
Compressor Shaft 15000 13362 89%
PT Rotor Assy 12000 12000 100%
Fuel Control 2400 397 17%
Fuel Pump 2400 1625 68%
T1 Sensor 2400 2221 93%
O/S Limiter 1800 1760 98%
PT Governor 2400 1430 60%
Air Flow Modulator 2400 1742 73%
Fuel Manifold cyc 2000 1821 91%
Start/Gen 1200 1200 100%
GP Rotor Assy 5000 3837 77%
GP Disc 5000 3837 77%
GP Spacer 15000 12617 84%
GP Sealing Plate 15000 12617 84%
Impeller 15000 12775 85%
Axial Rotor 15000 14485 97%
Compressor Shaft 15000 13362 89%
PT Rotor Assy 12000 12000 100%
Fuel Control 2400 397 17%
Fuel Pump 2400 1625 68%
T1 Sensor 2400 2221 93%
O/S Limiter 1800 1760 98%
PT Governor 2400 1430 60%
Air Flow Modulator 2400 1742 73%
Fuel Manifold cyc 2000 1821 91%
Start/Gen 1200 1200 100%
Join Date: Mar 2003
Location: the hills of halton
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Should also pay attention to Starflex , upper and lower sleeves MGB and Epicyclic module. Starflex was abour 3000 hr retirement ( If I recall correctly though it is more for the D now I think about it )
ANY engine would be cheaper than turbomeca, their service is **** and they when you bend down to pick up the penny they left you with they **** you again.!! I had small part of mod 2 go through engine and it cost E250,000., all i get is a Gallic shrug!!
Join Date: Jun 2002
Location: 1 deg south, avoiding Malaria P Falciparium
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AS 350B2 W/B PDA software?
Anyone know of weight and balance software for a PDA? Any other good PDA software (aviation) that you guys can recomend?
Thanks
RB
Thanks
RB
Join Date: Aug 2003
Location: Scotia
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"Just a pilot"
I made an Excel S/S, converted it with "Documents to go" to run on a Palm OS. It does every thing I need in EMS- existing W&B and compares it to fore and aft limits, computes max wt on the stretcher with exisiting crew and fuel, and a very few other conveniences...
If you'd like it, PM me, I'll send it on. It's not fancy...
For more general computing, I use CoPilot on the same Palm OS unit, and like it great deal.
If you'd like it, PM me, I'll send it on. It's not fancy...
For more general computing, I use CoPilot on the same Palm OS unit, and like it great deal.
Join Date: Jun 2002
Location: 1 deg south, avoiding Malaria P Falciparium
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As350B2 & 1d1 at Alt?
Ok 350 guru's I have a question?
I have a fair amount of time the in the 350, but recently have been working it at a Pa of >7000-12K. I have noticed that starting the initial light off tends to be pretty hot and requires maniuplation to keep it in the 700-750C range, even bringing it back just a hair to mudulated it, cause it to flame out (0ver 9000 pa). EC want you to immeaditly induce fuel when you hit the starter. Just as an experiemnt I waited unitl 10%n1 before I came forward with the FCL and got a much cooler light off (as expected) .
Anyone else seen anything like this. Tips for running these things up high?
RB
I have a fair amount of time the in the 350, but recently have been working it at a Pa of >7000-12K. I have noticed that starting the initial light off tends to be pretty hot and requires maniuplation to keep it in the 700-750C range, even bringing it back just a hair to mudulated it, cause it to flame out (0ver 9000 pa). EC want you to immeaditly induce fuel when you hit the starter. Just as an experiemnt I waited unitl 10%n1 before I came forward with the FCL and got a much cooler light off (as expected) .
Anyone else seen anything like this. Tips for running these things up high?
RB
Join Date: Nov 2003
Location: Western US
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Are you, as a standard practice, introducing fuel at the same time as you press the start button? The only time you should use that particular technique is when the OAT is below freezing. (As per the flight manual) Standard start procedures for the B-2 are:
"-When the Ng reaches 10%, move fuel control lever forward
about 1/3 of its travel range (When OAT is below 0 C, open the
fuel flow control at the same time the start push-button is
pressed)"
"-When the Ng reaches 10%, move fuel control lever forward
about 1/3 of its travel range (When OAT is below 0 C, open the
fuel flow control at the same time the start push-button is
pressed)"
Firepilot is correct mate... as it reaches 10% then introduce the gas. On the 1S1 arriels you can intro from initial igniter activation.
Should it not be modulated at 650 - 700 degrees?
Smell burning yet?
Should it not be modulated at 650 - 700 degrees?
Smell burning yet?
Join Date: Feb 2005
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Check your battery, Rotorboy. If you have bad battery, you need to move your fuel control more forward during start. It great's of course T4. Be aware it. Change your battery ASAP if it's the fault.
(That you need to do only if you are in the middle of nowhere!.)
Normally I'm doing my starts like this: Move forward fuel control when it's front edge is front edge of the hole. (I mean hole where fuel control is during flight) Then push start button and t4 rise to about 670 degreeses after Ng is thru 10%. You dont have to move fuel control before t4 is going to fall. Keep t4 between 650-700 degrees during start. That is easy way. It works our As 350 B and B2 helos. (Still monitor T4 all the time!!.)
(hope thet you are understand what i'm trying to type) Languages are not my best part.
(That you need to do only if you are in the middle of nowhere!.)
Normally I'm doing my starts like this: Move forward fuel control when it's front edge is front edge of the hole. (I mean hole where fuel control is during flight) Then push start button and t4 rise to about 670 degreeses after Ng is thru 10%. You dont have to move fuel control before t4 is going to fall. Keep t4 between 650-700 degrees during start. That is easy way. It works our As 350 B and B2 helos. (Still monitor T4 all the time!!.)
(hope thet you are understand what i'm trying to type) Languages are not my best part.
Join Date: Sep 2004
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350B3 Dual belt hydraulic pump
Dear aviation friends
I was wounder if someone have an information or where can I find about dual belt hydraulic pump for the 350B3.
Thanks for the info.
FELIPE
I was wounder if someone have an information or where can I find about dual belt hydraulic pump for the 350B3.
Thanks for the info.
FELIPE
Join Date: Apr 2005
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Felipe,
I can't help but wonder why you would go to the expense of adding that option when a simple daily check will show the condition of the single "uprated" belt...ie the vee type, they are very reliable...
Not trying to second guess you but the only real reason for the change from the original green flat hyd belt on the earlier AS-350's in my humble opinion was the lack of regular "condition" monitoring which led to the inevidable......There are plenty of other areas a B3 could do with a little work/modification....
I can't help but wonder why you would go to the expense of adding that option when a simple daily check will show the condition of the single "uprated" belt...ie the vee type, they are very reliable...
Not trying to second guess you but the only real reason for the change from the original green flat hyd belt on the earlier AS-350's in my humble opinion was the lack of regular "condition" monitoring which led to the inevidable......There are plenty of other areas a B3 could do with a little work/modification....
Join Date: May 2005
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As350's Grounded Worlwide
all As350's( Both twin & single) with auto pilot have been grounded worlwide.
Eurocopter have discovered a defect with the weight & Balance issues and have declared them grounded.
The only way you can fly them is if a fully certified engineer, who has been certified via Eurocopter to carry out these check's, carries out a check A before if flies every day.
This is regardless of whether the flight is classed as a private or commercial.
Intill Eurocopter come up with a solution this is the procedure you have to comply with.
Can anybody shed some light on the situation.
As always I stand to be corrected.
Eurocopter have discovered a defect with the weight & Balance issues and have declared them grounded.
The only way you can fly them is if a fully certified engineer, who has been certified via Eurocopter to carry out these check's, carries out a check A before if flies every day.
This is regardless of whether the flight is classed as a private or commercial.
Intill Eurocopter come up with a solution this is the procedure you have to comply with.
Can anybody shed some light on the situation.
As always I stand to be corrected.