AS350 Astar/Squirrel
Joined: Mar 2003
Posts: 573
Likes: 0
From: uk
My thoughts are that all of you that experience this wiggle are ex Bell pilots.
I have never had the problem, nor have my students.
Around all helicopters close to the ground there will be patterns of air flow that are random due to a multiplicity of reasons. These air flow patterns will effect the tail and main rotors and as pilots you are trained and practiced in hovering. May I suggest more hovering practice with a relaxed and alert brain!
Coanda effects and the like are possible reasons. Some tail booms have strakes, some have had strakes and have had them removed, some do not have strakes. I think strakes were/are fitted for other reasons.
I have never had the problem, nor have my students.
Around all helicopters close to the ground there will be patterns of air flow that are random due to a multiplicity of reasons. These air flow patterns will effect the tail and main rotors and as pilots you are trained and practiced in hovering. May I suggest more hovering practice with a relaxed and alert brain!
Coanda effects and the like are possible reasons. Some tail booms have strakes, some have had strakes and have had them removed, some do not have strakes. I think strakes were/are fitted for other reasons.
Joined: Dec 2001
Posts: 1,835
Likes: 3
From: Philadelphia PA
Head Turner:
There are lots of those who experience this who are not ex-Bell pilots.
Seems to be unique to the AS-350 series, although I have seen something similar, with less intensity in the Bell 407.
There are lots of those who experience this who are not ex-Bell pilots.
Seems to be unique to the AS-350 series, although I have seen something similar, with less intensity in the Bell 407.
Guest
Posts: n/a
My company's looking at buying a Squirrel that comes with both high and low skids.
Planning to fly it in both configs and see but apart from the obvious change of ground clearance and dynamic rollover potential, what else is different when flying the low skid version ? Less 'wiggle' ?
Planning to fly it in both configs and see but apart from the obvious change of ground clearance and dynamic rollover potential, what else is different when flying the low skid version ? Less 'wiggle' ?
Joined: Jul 2002
Posts: 512
Likes: 0
From: Texas
All my time is in low skid models, and IME the low skid makes it harder to set one down gracefully. Also, the tail skid is below knee level when on the ground, and it is entirely possible to strike the ground with it when hovering with an aft CG and/or a tailwind. Avoid low skid gear at all costs.
Gentleman Aviator
Joined: Jul 2000
Posts: 3,722
Likes: 91
From: Teetering Towers - somewhere in the Shires
Are there any helicopters where the main rotor head is at the same level as the tail rotor?
Certainly Brit military Principles of Flight teaching is thus: put simply, tail rotor roll (ie hovering left or right skid/wheel low, depending on main rotor direction of rotation) IS a consequence of the different height of main and tail rotors and is designed in to avoid being left (or right) side low in the cruise. As the fuselage pitches further down with increasing speed, at normal cruise, you have a (laterally) level floor. Much more comfortable, and less disorientating in IMC. However, inevitable design compromise means that laterally level fuselage in cruise (tail rotor and main rotor level) inevitably means in the hover when more nose up (tail rotor and main rotor NOT level), there is a lean to one side (towards the advancing main rotor blade).
Check out side on pictures of most conventional helos in the cruise to see that tail rotor is usually level with (or closer to) the main.
And I did say "put simply"!! With due consideration for Danny's bandwidth.
Joined: Dec 2001
Posts: 1,835
Likes: 3
From: Philadelphia PA
There is obviously no 'better' way to have the rotor rotate.
Legend has it that the French got one part of a Flettner machine as war reparations and used that for their engineering, and since it turned clockwise when viewed from above, they stuck with it. Given the relative maturity of the French rotary wing engineering prior to the second war (they had the first hovering helicopter in 1909) that's a bit far fetched.
Legend has it that the French got one part of a Flettner machine as war reparations and used that for their engineering, and since it turned clockwise when viewed from above, they stuck with it. Given the relative maturity of the French rotary wing engineering prior to the second war (they had the first hovering helicopter in 1909) that's a bit far fetched.
Joined: Aug 2003
Posts: 155
Likes: 1
From: France
Joined: Jul 2004
Posts: 376
Likes: 4
From: Durham, NC USA
AS 350 B-3 Engine Failures
An As-350 B-3 recently experienced an engine failure during takeoff in Sierra Vista, AZ. Has anyone experienced similar difficulties with this model machiine? We are currently operating a B-2 and are due to get a new B-3. Our pilots are expressing concern with opering this new aircraft in the mountains at night.
Joined: Jul 2001
Posts: 1,084
Likes: 1
From: the cockpit
None that i have heard of in Oz, BUT
flying any single engine helicopter over mountains at night is something you SHOULD be concerned about. At least tell me you will be using NVG?
Statistics can be bent anywhich way, but engine failures are not a rare occurence, and rarely are failure statistics recorded where the failure does not result in damage or injury. For the pro single engine mob that are bound to be wound up by this statement: when it all goes quiet at night, out to sea, IFR, over inhospitable terrain or day care centres, console your selves in the statistics of how safe single engines can be.
And how much money was saved by the operator to put you there. Who knows, maybe they put it all into accident insurance for the sake of your loved ones!
flying any single engine helicopter over mountains at night is something you SHOULD be concerned about. At least tell me you will be using NVG?
Statistics can be bent anywhich way, but engine failures are not a rare occurence, and rarely are failure statistics recorded where the failure does not result in damage or injury. For the pro single engine mob that are bound to be wound up by this statement: when it all goes quiet at night, out to sea, IFR, over inhospitable terrain or day care centres, console your selves in the statistics of how safe single engines can be.
And how much money was saved by the operator to put you there. Who knows, maybe they put it all into accident insurance for the sake of your loved ones!
Joined: Jul 2004
Posts: 376
Likes: 4
From: Durham, NC USA
We have a very solid track record with tens of thousands of single engine flight hours. Good maintenance and professional pilots. We do have a few intermediate twins but they are not capable of operating even duel engine at the altitudes and temps we experience. OEI capabilities are even more limited. No we are not presently NVG's but we are working on it. Any knowledge or increased understanding of the machines we operate goes along way toward keeping our operation safe. Thanks you for your input.
Joined: Jun 2004
Posts: 7
Likes: 0
From: South of Purgatory, North of Hell
Great machine, great engine. ****ing computer. I'm flying one of the first B3's to come off the line. We're within (knock on wood) 150 hours of engine overhaul with no problems. Unscientific observations point to Texas built machines having problems, Canadian built not so much. Please Eurocopter, lose the DECU, or FADEC, or whatever you're calling it now. That would make it the near perfect machine.
Joined: May 2002
Aviation Qualifications: ATP+Mil
Posts: 18,633
Likes: 1,072
From: Downeast
A-Star "Jack Stall"???
This term "jack stall" is a new one on me....anyone out there that can enlighten me? Was used in disussing a recent 350 accident and was related to large agressive control movements and the inability of the controls to function as expected or demanded.