AS350 Astar / AS355 Twinstar [Archive Copy]
Join Date: Apr 2003
Location: USA
Age: 75
Posts: 3,012
Likes: 0
Received 0 Likes
on
0 Posts
Shawn,
Actually, the 430 has twin sets of WAT curves, one set ( a pair of IGE and OGE hover charts) allows "wind from any azimuth" and the other set shows gross weights about 500 lbs more, and is for "wind within 45 degrees of the nose" for Cat B, 9 passengers or less.
This same travesty is published for the 212 and 412. I discussed this with the Ft. Worth ACO, and he told me that the zero margin yaw condition was used in the higher WAT because it was demonstrated and was safe, even though momentary contact with the stops was made, as long as there was measurable yaw rate in the direction of the input, there was still "control". Look at 29-2C page B-102 for a (ghastly) explanation of it.
See page 27 of the 430 product spec for the double line, one allowing hover with the wind off the nose only. I can email it to you, if you wish. Using this chart, the pilot can offload 600 lbs and have a good tail rotor, or gain the 600 lbs and lose yaw authority to fight a crosswind.
I have faced Bell 412's being sold to Saudi Arabia as SAR aircraft where that higher gross weight chart was used, with the words xeroxed out.
Actually, the 430 has twin sets of WAT curves, one set ( a pair of IGE and OGE hover charts) allows "wind from any azimuth" and the other set shows gross weights about 500 lbs more, and is for "wind within 45 degrees of the nose" for Cat B, 9 passengers or less.
This same travesty is published for the 212 and 412. I discussed this with the Ft. Worth ACO, and he told me that the zero margin yaw condition was used in the higher WAT because it was demonstrated and was safe, even though momentary contact with the stops was made, as long as there was measurable yaw rate in the direction of the input, there was still "control". Look at 29-2C page B-102 for a (ghastly) explanation of it.
See page 27 of the 430 product spec for the double line, one allowing hover with the wind off the nose only. I can email it to you, if you wish. Using this chart, the pilot can offload 600 lbs and have a good tail rotor, or gain the 600 lbs and lose yaw authority to fight a crosswind.
I have faced Bell 412's being sold to Saudi Arabia as SAR aircraft where that higher gross weight chart was used, with the words xeroxed out.
Last edited by NickLappos; 16th Oct 2005 at 04:57.
Join Date: Jun 2005
Location: South Florida
Posts: 126
Likes: 0
Received 0 Likes
on
0 Posts
AS 350 Operating costs
Trying to find information on operating costs and lease costs for an A-Star.
Not getting a lot of joy from net trawling - can someone please point me in the right direction. Approximate numbers are absolutely fine.
Thanks
Geoff
Not getting a lot of joy from net trawling - can someone please point me in the right direction. Approximate numbers are absolutely fine.
Thanks
Geoff
Join Date: Mar 2003
Location: the hills of halton
Age: 71
Posts: 809
Likes: 0
Received 0 Likes
on
0 Posts
http://www.aso.com/i.aso3/staticcont...ain&iaso3sid=1
For 49.95 usd you get the single report.
if you have 515 USD you can get the complete database on CD.
http://www.gov.state.ak.us/omb/03OMB.../proj35930.pdf
above source cites 495 USD per hour.
For 49.95 usd you get the single report.
if you have 515 USD you can get the complete database on CD.
http://www.gov.state.ak.us/omb/03OMB.../proj35930.pdf
above source cites 495 USD per hour.
Join Date: Jun 2002
Location: 1 deg south, avoiding Malaria P Falciparium
Posts: 385
Likes: 0
Received 0 Likes
on
0 Posts
Really depends on the model.
The B2 and B3 are way more expensive to operate than the BA. Figure a new 1d1 with all the trimmings is over 400k
A super D is a BA converted with a Lycoming Lts101. Better than a BA no where near a B2. advantage is the Lycoming is extrememly cheap to run, parts and support are in abundance. There is a new LTS101 conversion just certifed, that makes it a super B2, or something. Eagle in Spokane did a bunch of the flight testing on it for the feds. I hear it is a heck of alifter.
Why dont you call Eurocopter. I am sure they can give you the DOC's.
rb
The B2 and B3 are way more expensive to operate than the BA. Figure a new 1d1 with all the trimmings is over 400k
A super D is a BA converted with a Lycoming Lts101. Better than a BA no where near a B2. advantage is the Lycoming is extrememly cheap to run, parts and support are in abundance. There is a new LTS101 conversion just certifed, that makes it a super B2, or something. Eagle in Spokane did a bunch of the flight testing on it for the feds. I hear it is a heck of alifter.
Why dont you call Eurocopter. I am sure they can give you the DOC's.
rb
Used to fly a Super-D and a BA, and the Super-D was a better machine at altitude + burned less fuel. I knew it was cheaper to operate, just wondered by how much.
The new conversion to Super-D+ sounds real good. I heard Papillon were converting there Astars to this?
The new conversion to Super-D+ sounds real good. I heard Papillon were converting there Astars to this?
Join Date: Jun 2003
Location: Victoria, Australia
Posts: 58
Likes: 0
Received 0 Likes
on
0 Posts
I believe A lot of operators still cringe at the thought of an LTS 101 engine. Apparently there is also a conversion from the LTS 101 to the allison c30 available for as350 astar. from memory Jayrow had a couple of AS350's with the C30 and i believe they were happy with them.
The LTS-101 is now a very good engine and you also get the good customer support from the US. Having flown a good mixture of B, D, BA, and Super-D's, the 101 engines always seem to have that bit extra performance at altitude + the cheaper running costs.
I agree the LTS101 very good engine now. I have about 1000 hrs with that engine and my ex-company has operated B 222 for thousands of hrs with the engine with no problems.
Join Date: Oct 2002
Location: 1 Dunghill Mansions, Putney
Posts: 1,797
Likes: 0
Received 1 Like
on
1 Post
The HB350 and HB355 are simply Squirrels/Twin Squirrels produced by Helibras in Brazil (as the Esquilo). Other than customer-specific fits (e.g. for the Brazilian MoD's aircraft), the ships are identical to the various AS350 and AS355 variants.
I/C
I/C
An interesting read about the new "Super-D2"
Honeywell selects Soloy to develop STC for LTS101-700D-2 engine installation in AS350B2 helicopters
PHOENIX, February 6, 2005 -- Honeywell (NYSE: HON) announced today that it has signed a teaming agreement with Soloy, LLC to develop a Supplemental Type Certificate (STC) for installation of Honeywell’s latest LTS101 turboshaft engine upgrade for the AS350B2 AStar helicopter.
Papillon Grand Canyon Helicopters will be the launch customer for the new conversion.
“Honeywell’s LTS101-700D-2 turboshaft engine is designed to provide more than a 14 percent take-off power improvement at sea level and 18 percent more power in hot day conditions,” said Bob Miller, Director, Honeywell Light Utility Helicopter programs. “The improved power is generated by a new cooled gas producer (GP) turbine assembly that also increases GP disk life from 6,300 cycles to 15,000 cycles, helping reduce our customer’s operating costs. The LTS101-700D-2 also incorporates an updated and proven reduction gear-set that reduces accumulated power turbine cycles by 35 percent and increases torque limits by 6 percent.”
The engine footprint is identical to existing versions of LTS101 engines so current LTS101 operators can take advantage of the growth capability with no significant change to the installation or mechanical interfaces.
Soloy has already begun the new engine installation on a B2 Astar at its Olympia, Washington, facility.
Soloy has more than 30 years of experience in aircraft modifications and has completed numerous re-engine programs producing over 49 STC’s with certifications in 29 different countries.
“The Soloy STC, coupled with existing service bulletins, will allow operators of any model AStar helicopter to upgrade to the B2 configuration and then convert to the Honeywell LTS 101-700D-2 engine,” said David Stauffer, President of Soloy, “Our STC FAA certification is planned for early 2005.”
Soloy has begun taking orders for the AS350B2 upgrade, which they’re labeling the “Super D2”. Papillon Helicopters, who currently operate four “Super D” AStar helicopters with the LTS101-600A-3A engine, will be the launch customer for the new conversion.
“Our current LTS101 engines are burning almost 25 percent less block fuel per hour on our tour missions compared with competitive engine installations and are delivering significantly lower maintenance costs” said Dean Brandt, Papillon Helicopters Director of Maintenance. “We expect that same level of performance from these new LTS101-700D-2 engines.”
The LTS101 engine family has accrued more than 8 million hours of in flight operation. Honeywell has continuously improved this product through the infusion of recent technologies and upgrades. As a result, this engine family has demonstrated a four-fold improvement in reliability since 1996 and unscheduled removals and warranty claims have been driven to the lowest values in the history of the engine.
Honeywell selects Soloy to develop STC for LTS101-700D-2 engine installation in AS350B2 helicopters
PHOENIX, February 6, 2005 -- Honeywell (NYSE: HON) announced today that it has signed a teaming agreement with Soloy, LLC to develop a Supplemental Type Certificate (STC) for installation of Honeywell’s latest LTS101 turboshaft engine upgrade for the AS350B2 AStar helicopter.
Papillon Grand Canyon Helicopters will be the launch customer for the new conversion.
“Honeywell’s LTS101-700D-2 turboshaft engine is designed to provide more than a 14 percent take-off power improvement at sea level and 18 percent more power in hot day conditions,” said Bob Miller, Director, Honeywell Light Utility Helicopter programs. “The improved power is generated by a new cooled gas producer (GP) turbine assembly that also increases GP disk life from 6,300 cycles to 15,000 cycles, helping reduce our customer’s operating costs. The LTS101-700D-2 also incorporates an updated and proven reduction gear-set that reduces accumulated power turbine cycles by 35 percent and increases torque limits by 6 percent.”
The engine footprint is identical to existing versions of LTS101 engines so current LTS101 operators can take advantage of the growth capability with no significant change to the installation or mechanical interfaces.
Soloy has already begun the new engine installation on a B2 Astar at its Olympia, Washington, facility.
Soloy has more than 30 years of experience in aircraft modifications and has completed numerous re-engine programs producing over 49 STC’s with certifications in 29 different countries.
“The Soloy STC, coupled with existing service bulletins, will allow operators of any model AStar helicopter to upgrade to the B2 configuration and then convert to the Honeywell LTS 101-700D-2 engine,” said David Stauffer, President of Soloy, “Our STC FAA certification is planned for early 2005.”
Soloy has begun taking orders for the AS350B2 upgrade, which they’re labeling the “Super D2”. Papillon Helicopters, who currently operate four “Super D” AStar helicopters with the LTS101-600A-3A engine, will be the launch customer for the new conversion.
“Our current LTS101 engines are burning almost 25 percent less block fuel per hour on our tour missions compared with competitive engine installations and are delivering significantly lower maintenance costs” said Dean Brandt, Papillon Helicopters Director of Maintenance. “We expect that same level of performance from these new LTS101-700D-2 engines.”
The LTS101 engine family has accrued more than 8 million hours of in flight operation. Honeywell has continuously improved this product through the infusion of recent technologies and upgrades. As a result, this engine family has demonstrated a four-fold improvement in reliability since 1996 and unscheduled removals and warranty claims have been driven to the lowest values in the history of the engine.
Join Date: Nov 2005
Location: Tumwater, WA
Posts: 12
Likes: 0
Received 0 Likes
on
0 Posts
Soloy Products
The Soloy product line for the AS350 includes the following conversion kits:
AS350D, B & BA helicopters to the Rolls-Royce 250 C30M engine.
AS350D & B to LTS101-600A-3A engine what is often called a "Super D". This conversion STC was developed by Eagle Helicopters and is now owned by Soloy LLC of Olympia, WA.
AS350BA converted to the LTS101-600A-3A and also is sometimes referred to as a "Super D". Originally developed by Eagle Helicopter and now owned by Soloy, LLC.
Soloy is currently developing a STC to convert the AS350B2 to Honeywell LTS power using the LTS101-700D-2 engine. STC will be available the first quarter of 2006.
The Bell 407 is being updated to the Honeywell HTS900 which is a updated version of the LTS101 engine that includes FADEC controls. This engine will fit well in the AS350B3, wouldn't it?
AS350D, B & BA helicopters to the Rolls-Royce 250 C30M engine.
AS350D & B to LTS101-600A-3A engine what is often called a "Super D". This conversion STC was developed by Eagle Helicopters and is now owned by Soloy LLC of Olympia, WA.
AS350BA converted to the LTS101-600A-3A and also is sometimes referred to as a "Super D". Originally developed by Eagle Helicopter and now owned by Soloy, LLC.
Soloy is currently developing a STC to convert the AS350B2 to Honeywell LTS power using the LTS101-700D-2 engine. STC will be available the first quarter of 2006.
The Bell 407 is being updated to the Honeywell HTS900 which is a updated version of the LTS101 engine that includes FADEC controls. This engine will fit well in the AS350B3, wouldn't it?