AS350 Astar / AS355 Twinstar [Archive Copy]
Join Date: Aug 2003
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I believe that Jayrow in Australia recently converted one from an Arriel to a Lycoming.
Apparently, its working very well. A competing company is looking hard at the conversion for their own fleet of 350s. It could become quite a fashionable conversion for older 350 aircraft with lower operating costs, better service and more power.
It is being considered for use as a "pricebuster" against the 350B2 and B3 and is considered the value solution.
Apparently, its working very well. A competing company is looking hard at the conversion for their own fleet of 350s. It could become quite a fashionable conversion for older 350 aircraft with lower operating costs, better service and more power.
It is being considered for use as a "pricebuster" against the 350B2 and B3 and is considered the value solution.
Join Date: Nov 2005
Location: Tumwater, WA
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BA to B2 w/ LTS
Currently the only way to upgrade the AS350BA to B2 configuration is through the EC owned facility network. I know that others have accomplished this upgrade but it is usually in close cooperation with EC. The technical data to upgrade is FAA approved and can be accomplished without EC involvement. However, as you know, EC can make this difficult if it is not involved.
It is our intentions to certify the AS350B2 to LTS power for now and how you get there is still under investigation.
It is our intentions to certify the AS350B2 to LTS power for now and how you get there is still under investigation.
Join Date: Mar 2003
Location: uk
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Have you got a B3 or are you considering buying one and the answers here would affect your choice? Then why not an Agusta A119, better all round, best engine, beefy transmission, capable rotor head. Past problems have been sorted. Selling well.
I have been flying the B3 & B3+ some.
I was not to thrilled with the idea that the company would be buying this modern fancy computer controlled equipment but they have actually performed really well with no specific problems to talk of. Some sensor faults and such but no real problems really.
My company operates 7 of them!
I was not to thrilled with the idea that the company would be buying this modern fancy computer controlled equipment but they have actually performed really well with no specific problems to talk of. Some sensor faults and such but no real problems really.
My company operates 7 of them!
The B3+ is how my company refers to the newest model of the B3 with dual FADEC and no "MAN GOV" function!
I don´t really know if it´s an official name or just something my company uses for our latest aircraft!
I don´t really know if it´s an official name or just something my company uses for our latest aircraft!
Join Date: Nov 2005
Location: aust
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The throttle is an interesting one on the older model b3s. Just got to hope it hasnt been moved although Ive heard if you put it back to the vol postion it should be okay for a start. Heard anything on this one. Have also heard of problems with phones and wescams being operated in that it may effect the fadec?
Join Date: Oct 2005
Location: darkest Africa
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Eurocopter AS 350 b3
Repairs up to first 1,000 hrs:
1)de-lamination of m/r blade tip
2)cracks in tail rotor blades
3)binding of turbine blades on engine casing
4)corrosion on starflex
5)leaking fuel valve
6)rotor brake failure
All replaced/repaired under factory warrantee
Know of private owners that never use rotorbrake , due to high cost of repair.
I have had very few FADEC problems.
also had to repair the front door catches a few times
A dream machine to do high altitude cargo work with and I like the easy starting with the FADEC.
bendix
1)de-lamination of m/r blade tip
2)cracks in tail rotor blades
3)binding of turbine blades on engine casing
4)corrosion on starflex
5)leaking fuel valve
6)rotor brake failure
All replaced/repaired under factory warrantee
Know of private owners that never use rotorbrake , due to high cost of repair.
I have had very few FADEC problems.
also had to repair the front door catches a few times
A dream machine to do high altitude cargo work with and I like the easy starting with the FADEC.
bendix
The throttle is an interesting one on the older model b3s.
We now have 3 different types of B3 with different throttle systems (All collective mounted!)
The first one had a "thumb lock" release switch to increase throttle setting in manual governor "MAN GOV" range.
Next one had a automatic release of the override lock when operating in "MAN GOV".
And now the last version is the best with just idle to full open throttle setting and NO manual governor switch.
The start switch in the roof now has only "OFF" & "Flight" setting
All in all very nice system and very few problems with the FADEC system´s. The rest of the aircraft has all the same usual failures, mentioned above, that the B2 could have.
I don´t think you can start it if the throttle is in the high side range in manual gov mode on the two earlier model versions! Don´t try it though!! In any case the throttle should never be moved with battery power off!
When I was checked out on the type we were instructed thoroughly that the starter will not function with the rotor brake on or not in it´s locked "OFF" position. Yeah I knew that from the B-222A & B models. But still one of our guy´s managed to get stuck out in the field unable to start and no one thought of the rotorbrake.. Just think how embarrased he was when a engineer had to be flown out to him in the B-212 and the only thing he did was push in the rotor brake
I wouldn´t buy one though, if its not absolutely needed for heavy sling work or hot & high operations.
Join Date: Jun 2003
Location: Victoria, Australia
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I agree with Head Turner. The A119 is a good all round machine. Would definity prefer an A119 to an AS350B3. My old boss had one until he upgraded to a twin A109 Elite.
John
John
Join Date: Apr 2002
Location: UK
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AS350 SBs and the NTSB
NTSB Wants SBs Required for AS 350 Series
Investigations into two accidents involving Eurocopter AS 350A and AS 350B2 helicopters led the NTSB to determine that the hydraulic pump drive belt (P/N 704A33690004) prematurely failed in flight. Additionally, an inquiry into the FAA’s Service Difficulty Report database found that 43 failures and/or replacements of hydraulic pump drive belts with that part number occurred from February 1995 to the present. Eurocopter issued Service Bulletins in 2002 that offered an improved drive belt, as well as recommending replacing the hydraulic pump drive pulleys and pulley bearings. According to Eurocopter, about 272 pump-belt-conversion kits have been sold to U.S. operators. About 460 AS 350 series helicopters are currently in operation in the U.S. Therefore, the NTSB recommends that the FAA require operators of these helicopters to comply with the Service Bulletins.
Investigations into two accidents involving Eurocopter AS 350A and AS 350B2 helicopters led the NTSB to determine that the hydraulic pump drive belt (P/N 704A33690004) prematurely failed in flight. Additionally, an inquiry into the FAA’s Service Difficulty Report database found that 43 failures and/or replacements of hydraulic pump drive belts with that part number occurred from February 1995 to the present. Eurocopter issued Service Bulletins in 2002 that offered an improved drive belt, as well as recommending replacing the hydraulic pump drive pulleys and pulley bearings. According to Eurocopter, about 272 pump-belt-conversion kits have been sold to U.S. operators. About 460 AS 350 series helicopters are currently in operation in the U.S. Therefore, the NTSB recommends that the FAA require operators of these helicopters to comply with the Service Bulletins.
Join Date: Sep 2002
Location: Pennsylvania, USA
Age: 57
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Belts
I have been told one of the reasons they will fail is constant overtightening, when they get wet they feel loose, so people then tightening them up, when they dry out however, they shrink.. then you get your problem. The new belt however does seem a lot thicker.
Darren
Darren
Join Date: Oct 2005
Location: Mainly NZ
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Squirrel helicopter
I know this has probably been discussed before,but can someone please inform me as to where the AS350/A-star got the name "Squirrel". This has been the topic of much discussion in our office lately.
Thanks to all who reply.
Bomb
Thanks to all who reply.
Bomb
Join Date: Jan 2006
Location: W-s-M, UK
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Originally Posted by Fun Police
english "spuirrel"= french "ecuriel". why they called it that, i don't know.
Join Date: May 2005
Location: The South Coast
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Was told once that Eurocopter called it a Squirrell as it was supposed to be economical for owners/operators...."squirrell away savings from cheaper operating costs". Unfortunately in the US a squirrell is a rodent (not good for marketing) hence they became known as an A-Star. Cheers
The french named some of their models after animals
EC120=Colibri(Hummingbird)
AS350=Ecureuil(Squirrel)
AS332=Puma
AS365=Dauphin(Dolphin)
SA315=Lama
SA341=Gazelle
AS565=Panther
SA321=Frelon(Hornet)
SA318=Alouette(Lark)
AS532=Cougar
Any more?
I think it might be easier for a non flying person to remember an animals name rather than some cryptic name like "EC120", which is basically an internal code for "1" = Civil, "2"= weight class (up to 2 tons), "0"= single engine.
GG
EC120=Colibri(Hummingbird)
AS350=Ecureuil(Squirrel)
AS332=Puma
AS365=Dauphin(Dolphin)
SA315=Lama
SA341=Gazelle
AS565=Panther
SA321=Frelon(Hornet)
SA318=Alouette(Lark)
AS532=Cougar
Any more?
I think it might be easier for a non flying person to remember an animals name rather than some cryptic name like "EC120", which is basically an internal code for "1" = Civil, "2"= weight class (up to 2 tons), "0"= single engine.
GG
Join Date: Nov 2004
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the machines that were originally sold in the US had the lycoming engine rather than the ariel. this meant that they were not officially "ecuriel/squirrell" and therefore had to be called something else. the Astar moniker came from the use of the "star" in the rotorhead, i believe.