AS350 Astar/Squirrel
Join Date: Jan 2005
Location: Down Under
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AS350 folding blade kit
Can anyone here discuss their personal experiences with the folding blade kit for the AS350?
Are they difficult to to deploy and un-deploy? How long does it usually take? Is it possible to easily and accidentally do costly damage to the blades or tail boom?
How much are they worth and are they are a TIMEX part?
Thanks.
BF
Are they difficult to to deploy and un-deploy? How long does it usually take? Is it possible to easily and accidentally do costly damage to the blades or tail boom?
How much are they worth and are they are a TIMEX part?
Thanks.
BF
Our company has a wooden home made blade folding kit for both the 350 and 355 (the tailboom strake is the difference).
It is a different design than the Eurocopter one
as it sits on the tailboom and holds the three blades on a single horizontal piece.
As far as possible damage goes I would say yes it is easy to do.
Great care must be taken placing it on the tailboom.
Once installed a blade pin is removed and the blade is swung onto the frame using a 2 metre pole. This too is an exposed condition but no one has ever slipped or dropped in 10 years (fingers crossed). It is easier to use the frame than to remove the blades - about ten minutes for frame, folding blades, wheels and push into hangar
If at all possible use a dolly and a large hangar
It is a different design than the Eurocopter one
as it sits on the tailboom and holds the three blades on a single horizontal piece.
As far as possible damage goes I would say yes it is easy to do.
Great care must be taken placing it on the tailboom.
Once installed a blade pin is removed and the blade is swung onto the frame using a 2 metre pole. This too is an exposed condition but no one has ever slipped or dropped in 10 years (fingers crossed). It is easier to use the frame than to remove the blades - about ten minutes for frame, folding blades, wheels and push into hangar
If at all possible use a dolly and a large hangar
Join Date: Jan 2005
Location: Down Under
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Thank you Decredenza.
Would you be able to post or PM me pictures of the tailboom strake and the wooden folding kit?
I have a 2 bladed sized hangar and wish to use the folding blade kit if it is practical.
Is it a two person job or can one person do the task by himself/herself.
Appreciate your feedback.
Would you be able to post or PM me pictures of the tailboom strake and the wooden folding kit?
I have a 2 bladed sized hangar and wish to use the folding blade kit if it is practical.
Is it a two person job or can one person do the task by himself/herself.
Appreciate your feedback.
Join Date: Jun 2009
Location: AUSTRALIA
Age: 55
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as350 Soloy Conversion
Soloy have another kit other than the Super D1 and 2 Lycoming LTS 101 that uses a RR 250 C30M This is a coversion for B models or ASTAR's. Anybody have any info on how well this works, cost, practicality. I have a U/S Turbomeca eng in a B model but the Super D conversion is a bit pricy. Thought I might be able to pick up half life c30 and get the kit for conversion.
Join Date: Nov 2003
Location: Tasmania and High Wollemi
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C30 Soloy
Talk to national parks at BK. Their original squirrel had a C30 conversion and suffered compressor stalls. think they got rid of it and upgraded.
I'm sure that one of Jayrow's AS350 was C30 powered, Lindsay used to like that he didn't have to deal with Turbomeca 
IIRC, it is now with HeliServ at Moorabbin.
IIRC, it is now with HeliServ at Moorabbin.
as350 Soloy Conversion
There a few used kits around and used/serviceable C30's are usually available at : Web Site: Sunrisehelicopter.com
Soloy should know the location of the old kits that have been removed.
When you dig into it you will find that he price differance between the Allstar kit with a C30M and a Super D kit using an LTS101-600A-3 or A-3A is not very much.
As far as operating cost and reduction in maintenance is concerned the LTS installation is the best long term solution.
Soloy should know the location of the old kits that have been removed.
When you dig into it you will find that he price differance between the Allstar kit with a C30M and a Super D kit using an LTS101-600A-3 or A-3A is not very much.
As far as operating cost and reduction in maintenance is concerned the LTS installation is the best long term solution.
Join Date: Jun 2009
Location: AUSTRALIA
Age: 55
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Thanks everyone for there input, other feedback i have had makes this look like a bad idea. 
back to turbomeca, love the engine hate the company, not crazy about the cost
back to turbomeca, love the engine hate the company, not crazy about the cost
Join Date: Feb 2009
Location: North
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AS350B3 Throttle Slop
B3 Drivers,
We have been getting some play in our throttles, enough play that requires reaching over the left seat to roll the left throttle to get the amber gov and twist grip light to go out when going from idle to flight. Now when we use our throttle to go to idle the ng will go as low as 64%. We have heard it could be a matter of rigging the throttles and or replacing worn parts in the throttles. Has anyone encountered this problem and if so what did it take to remedy the issue? Looks like several possible parts that could be worn enough to cause the slop. If you replaced any of these to resolve the problem which parts were they?
Thanks
We have been getting some play in our throttles, enough play that requires reaching over the left seat to roll the left throttle to get the amber gov and twist grip light to go out when going from idle to flight. Now when we use our throttle to go to idle the ng will go as low as 64%. We have heard it could be a matter of rigging the throttles and or replacing worn parts in the throttles. Has anyone encountered this problem and if so what did it take to remedy the issue? Looks like several possible parts that could be worn enough to cause the slop. If you replaced any of these to resolve the problem which parts were they?
Thanks
Join Date: Nov 2004
Location: the great white north
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astar blade pins
upon taking over a B2 on a crew change i noticed 3 of 6 blade pins had risen a couple mm's in their sleeves. i have never seen this before and am wondering what might cause it. any thoughts?
TIA
fp
TIA
fp
Join Date: Jun 2007
Location: foot of a mountain
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signcutter-I presume you have the B3+ if you use the throttle. Before I can maybe help, we need to know whether you have the older forced idle switch(similiar to the 120) or the ASB 2 microswitches setup. If it is the older then you need to set the switch so it reads the running surface of the twist grip-with time the little wheel wears and you need to set it closer. other than that there is no rigging you can do on the older or if you have the 2 forced idle micro switches.
As for the blade pins. I have seen it on 350's that fly hot and high at high power settings. my guess is at some point the blade offloads itself in the sleeves as you do when you remove them allowing the pin to move. Just lift the blade and push them back. this is why the tie wrap on the baby pin is critical as a 3rd locking mechanism and the engineers need to ensure on blade pin inspections that the wire lock pin actually positively lock the pin when inserted. The baby pin is the secondary locking mechanism.
As for the blade pins. I have seen it on 350's that fly hot and high at high power settings. my guess is at some point the blade offloads itself in the sleeves as you do when you remove them allowing the pin to move. Just lift the blade and push them back. this is why the tie wrap on the baby pin is critical as a 3rd locking mechanism and the engineers need to ensure on blade pin inspections that the wire lock pin actually positively lock the pin when inserted. The baby pin is the secondary locking mechanism.
Join Date: Jun 2007
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If it is the 2B, do you do a lot of training causing you to use the twist grip for ground and not the "OFF,GND,FLT" switch or do you have a different configuration?
Careful with the throttle word, I was told it is a twist grip and not a freakin throttle
Careful with the throttle word, I was told it is a twist grip and not a freakin throttle
Join Date: Feb 2009
Location: North
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VP
Ya, the "twist grip" has been used quite a bit and I suspect that may be the issue.
We may have worn the darn thing out! Is there an easy fix or is it the old tear apart and order part after part until it's fixed type of job?
Thanks
Ya, the "twist grip" has been used quite a bit and I suspect that may be the issue.
We may have worn the darn thing out! Is there an easy fix or is it the old tear apart and order part after part until it's fixed type of job?
Thanks
Signcutter,
The only time you're supposed to roll your "throttle" off and on in the B3 besides for training purposes and emergency is when you perform the "Combined Regulation Mode test" (chapter 8 FM)
So, is this problem you're having related to this procedure or is this your normal operating-mode??
The only time you're supposed to roll your "throttle" off and on in the B3 besides for training purposes and emergency is when you perform the "Combined Regulation Mode test" (chapter 8 FM)
So, is this problem you're having related to this procedure or is this your normal operating-mode??
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Nubian
Where in the flight manual does it say you can't use the twist grip to go to idle? If you are referring to section 2 - 16 PROHIBITIONS, that refers to inflight use. The majority of the time it's used is for training but it's also used on the ground for idle. If I'm missing something in the manual give me a heads up where it is.
Thanks
Where in the flight manual does it say you can't use the twist grip to go to idle? If you are referring to section 2 - 16 PROHIBITIONS, that refers to inflight use. The majority of the time it's used is for training but it's also used on the ground for idle. If I'm missing something in the manual give me a heads up where it is.
Thanks
signcutter,
Nope, you're of course correct. It doesn't tell you in the manual that you can't do it, but the Normal procedures section tell you WHAT to do.
Your way of operating seems to have worked for a while, but now you're experiencing problems which myself or my co-worker has never had, and it might just be a result of this type of operation. I can't say it 100% for sure, but as we operate according to the set procedure and we have never experienced this it might just be the difference.
I don't think you pull the emergency fuel shut-off either each time you're shutting down, even though it would kill the engine, and give you the result you're looking for.
cheers
Nope, you're of course correct. It doesn't tell you in the manual that you can't do it, but the Normal procedures section tell you WHAT to do.
Your way of operating seems to have worked for a while, but now you're experiencing problems which myself or my co-worker has never had, and it might just be a result of this type of operation. I can't say it 100% for sure, but as we operate according to the set procedure and we have never experienced this it might just be the difference.
I don't think you pull the emergency fuel shut-off either each time you're shutting down, even though it would kill the engine, and give you the result you're looking for.
cheers