AS350 Astar/Squirrel
have u tried flying out of trim? we had an r44 that used to whistle at high speeds and it turned out to be a 'flute' affect over two holes that were in the tail boom (they were meant to be there) - never experienced it since but a little extra pedal got rid of it!
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Could it have something to do with the bleed valve?
I know it makes a bit of noise before it closes.
Or a door not lining up perfectly, which would be normal in 350s.
The air vent can make a whistling noise, in a 350 I've flown, when not fully open.
Cheers
DC
I know it makes a bit of noise before it closes.
Or a door not lining up perfectly, which would be normal in 350s.
The air vent can make a whistling noise, in a 350 I've flown, when not fully open.
Cheers
DC
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Dual Hydraulics cant fail!!!
Although providing redundancy the dual servos will still lock up (control transparency) in just the same way single servos will, just at a higher loading.
Thats why Eurocopter went to all the trouble of installing that limit light.
So same high speed/high loading pitfall is waiting for you F1/F2/N/135 drivers - so beware !!
Thats why Eurocopter went to all the trouble of installing that limit light.
So same high speed/high loading pitfall is waiting for you F1/F2/N/135 drivers - so beware !!
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Whistling
Might be worth checking the hot bleed line to the mixer box for the cabin heater/demister (under the P2 seat) never good to have a bleed leaking.
Check for bits of paper or leafs that might have got stuck in the de-mister vents.
I once had a post-it note doing a great harmonica impersination until I tracked it down to a vent (kids love to stick wierd things in odd places)
Does the whistle only start when you are in flight idle or is there on ground idle too?
Check for bits of paper or leafs that might have got stuck in the de-mister vents.
I once had a post-it note doing a great harmonica impersination until I tracked it down to a vent (kids love to stick wierd things in odd places)
Does the whistle only start when you are in flight idle or is there on ground idle too?
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Fuel module
I have been told the AS350BA I'm flying is up for a 15 year inspection on the fuel module 1 & 2 along with the axial flow compressor. First of all 15 years seems like a long time for components such as these, can anyone verify that for me or am I losing something in translation here in India? I don't have access to the maintenance manual.
Secondly does anyone have experience with Turbomeca regarding the replacement or overhauling of these parts? The company I fly for has said that after contacting the factory it will be 3-4 months before these parts are either overhauled or can be replaced and due to that, are claiming 'circumstances beyond their control' and terminating my contract. The 3-4 months I can believe, but putting circumstances beyond their control sounds like bullcrap to me.
Given the 15 year interval, I would think that gives everyone time to plan for it and places circumstances firmly within their control, right?
Secondly does anyone have experience with Turbomeca regarding the replacement or overhauling of these parts? The company I fly for has said that after contacting the factory it will be 3-4 months before these parts are either overhauled or can be replaced and due to that, are claiming 'circumstances beyond their control' and terminating my contract. The 3-4 months I can believe, but putting circumstances beyond their control sounds like bullcrap to me.
Given the 15 year interval, I would think that gives everyone time to plan for it and places circumstances firmly within their control, right?
Last edited by carsickpuppy; 21st Oct 2009 at 07:03. Reason: clarity
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Turbomeca controls the engine TBO's not Eurocopter. There is a 15 year TBO on engine modules and 10 year on accesories that have diaphrams in them. Check TBO's against the latest Service Letter paying particular attention to the Part Number and TU Status of the engine components. This can be confusing so get someone experienced to show you.
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AS350 Maintenance Intervals
Does anyone have a list of the time and/or flight hour limited components on the AS350 and any required inspection intervals for anything that is "On Condition"?
Thanks
Thanks
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An initial point of reference would be the AS350 tech data books:
AS350B2 - see page 53
AS350B3 - see page 63
Otherwise I'd suggest giving the AS350 tech support team in Texas a call.
I/C
AS350B2 - see page 53
AS350B3 - see page 63
Otherwise I'd suggest giving the AS350 tech support team in Texas a call.
I/C
Heliphile,
What does a 135 have in common?
So same high speed/high loading pitfall is waiting for you F1/F2/N/135 drivers - so beware !!
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AS350B3 False NR Overspeed Indications
My work had multiple AS350B3 NR Overspeeds with no horn or VEMD indications until shutdown(Pilot confident of no overspeed!). The time on the VEMD is 00.0 Seconds with not other indications, any thoughts? The mechanics think it may be a cannon plag/contact issue; but has anyone had faults due to weather..ie: cold weather/precip?
AS350B3 False NR Overspeed Indications
NR overspeed is a known issue on EC120 VEMD.
EC issued Information notice No 2010-I-63 dated 30-Oct-2008 related to NR overspeed on EC120B. They recomend replacing one resistor module located just behind Nr/Nf indicator.
I had NR overspeed on EC120B indicated on VEMD after flight without any sign or conditions related to overspeed (VEMD said NR overspeed for 0 seconds, no other overlimits). We replaced the resistor and no problems with NR overspeed since then.
See "EC120" topic on this forum - page 25, post No.495 and later - there are some VEMD problems mentioned there.
Regards
EC issued Information notice No 2010-I-63 dated 30-Oct-2008 related to NR overspeed on EC120B. They recomend replacing one resistor module located just behind Nr/Nf indicator.
I had NR overspeed on EC120B indicated on VEMD after flight without any sign or conditions related to overspeed (VEMD said NR overspeed for 0 seconds, no other overlimits). We replaced the resistor and no problems with NR overspeed since then.
See "EC120" topic on this forum - page 25, post No.495 and later - there are some VEMD problems mentioned there.
Regards
"Just a pilot"
This reply will be non-specific, as I'm only a pilot. We're operating a VEMD AS350B2, and changed the VEMD black box after approximately a year in service. I don't remember what initiated the black box replacement, but we had a couple of dubious issues prior to that-
A hot-start indication with a very competent pilot. The pilot was new to VEMD, doubted that he'd over-temped but medical crew claimed to have observed an exceedence. Inspections showed no damage.
A very, very competent, conservative and diligent pilot had a rotor overspeed alert on shutdown. This, too, was inspected and no damage discovered. The overspeed was 1 RPM above power applied limit. The circumstances made this report seem exceedingly improbable.
Our VEMD black box had water damage caused by the nose vent. We've since had no alerts. One display issue, somewhat related in that the pilot opened the vent inflight after a period of heavy rain, which resulted in an in-cabin shower and a blanking of the VEMD. The nose-vent drain tube was kinked. The vent sits over the VEMD black box, more or less, and the drain issues expose it wetness.
A hot-start indication with a very competent pilot. The pilot was new to VEMD, doubted that he'd over-temped but medical crew claimed to have observed an exceedence. Inspections showed no damage.
A very, very competent, conservative and diligent pilot had a rotor overspeed alert on shutdown. This, too, was inspected and no damage discovered. The overspeed was 1 RPM above power applied limit. The circumstances made this report seem exceedingly improbable.
Our VEMD black box had water damage caused by the nose vent. We've since had no alerts. One display issue, somewhat related in that the pilot opened the vent inflight after a period of heavy rain, which resulted in an in-cabin shower and a blanking of the VEMD. The nose-vent drain tube was kinked. The vent sits over the VEMD black box, more or less, and the drain issues expose it wetness.
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Collective/Cyclic movement in AS350-B2
Been scouring this thread for answers to this question. I apologize if it has already addressed-
I flew a B2 the other day and noticed that during all phases of flight, when I lowered collective, the cyclic moved aft and when I raised collective the cyclic moved forward. These "forces" were easy to counteract and were of no consequence. I put my hand lightly on the cyclic while raising and lowering the collective and found that the movements I made on the collective were mirrored on the cyclic in the same "proportion" that is fast up and down movement on the collective make the cyclic move fast back and forth and vice versa. Anyone ever experienced this? Is it a sign of an impending failure of some sort? Thanks in advance...
I flew a B2 the other day and noticed that during all phases of flight, when I lowered collective, the cyclic moved aft and when I raised collective the cyclic moved forward. These "forces" were easy to counteract and were of no consequence. I put my hand lightly on the cyclic while raising and lowering the collective and found that the movements I made on the collective were mirrored on the cyclic in the same "proportion" that is fast up and down movement on the collective make the cyclic move fast back and forth and vice versa. Anyone ever experienced this? Is it a sign of an impending failure of some sort? Thanks in advance...
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Hi Rotorgirl,
We had/have a similar thing going on with our Super D. Movements in collective are reflected in movements in cyclic.
I'ts more a nuisance/distraction than an impending failure. The issue is with the mixing unit located aft of the cabin space. It combines the inputs from both cyclic and collective into three 'outputs', for lack of a better description. These three outputs correspond to the three hydraulic servos attaching to the stationary swashplate of the main rotor.
If I recall correctly, the bushes that separate the metal components of the mixing unit are a urethane type and don't need lubrication (correct me if I'm wrong - I'm only a pliot, not an engineer). Our engineers checked out the problem and applied some lube to the same bushes and it improved the situation somewhat but did not alleviate it fully. There was NO safety issue.
GP
We had/have a similar thing going on with our Super D. Movements in collective are reflected in movements in cyclic.
I'ts more a nuisance/distraction than an impending failure. The issue is with the mixing unit located aft of the cabin space. It combines the inputs from both cyclic and collective into three 'outputs', for lack of a better description. These three outputs correspond to the three hydraulic servos attaching to the stationary swashplate of the main rotor.
If I recall correctly, the bushes that separate the metal components of the mixing unit are a urethane type and don't need lubrication (correct me if I'm wrong - I'm only a pliot, not an engineer). Our engineers checked out the problem and applied some lube to the same bushes and it improved the situation somewhat but did not alleviate it fully. There was NO safety issue.
GP
