AS350 Astar/Squirrel
AS350 nut.
I think you would just engage the Pitch and Roll buttons and this is your SAS.
This will keep the Cyclic in the position you set when you pressed the buttons and you can override it by pushing the button normally located on the cyclic to adjust.
I will say this is from a long time ago so I could be very wrong!
I think you would just engage the Pitch and Roll buttons and this is your SAS.
This will keep the Cyclic in the position you set when you pressed the buttons and you can override it by pushing the button normally located on the cyclic to adjust.
I will say this is from a long time ago so I could be very wrong!
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AS350 Genertor
as350nut regarding starting:
Without going into the K1-K4 relay Z1 PCB card sequencing in the master electrical box, the generator will automatically engage once the generator voltage exceeds the distribution bus voltage by 0.5v. This will occur once the generator switch is engaged and there is no external power (i.e. aircraft battery start). With the start button depressed beyond 40-45% NG you will inhibit the generator from coming online. This is actually a required maintenance check for start inhibition (maintenance inspections related not normal procedures) and a successful check is noted by illumination of the CAP Generator light. It also prevents a few other items from occurring too like igniters. The Generator function itself is therefore a matter of voltage difference rather than NG percentage although they correlate.
Hope that helps.
Without going into the K1-K4 relay Z1 PCB card sequencing in the master electrical box, the generator will automatically engage once the generator voltage exceeds the distribution bus voltage by 0.5v. This will occur once the generator switch is engaged and there is no external power (i.e. aircraft battery start). With the start button depressed beyond 40-45% NG you will inhibit the generator from coming online. This is actually a required maintenance check for start inhibition (maintenance inspections related not normal procedures) and a successful check is noted by illumination of the CAP Generator light. It also prevents a few other items from occurring too like igniters. The Generator function itself is therefore a matter of voltage difference rather than NG percentage although they correlate.
Hope that helps.
This is actually a required maintenance check for start inhibition (maintenance inspections related not normal procedures) and a successful check is noted by illumination of the CAP Generator light. It also prevents a few other items from occurring too like igniters.
I get the aircraft in 4 weeks can hardly wait.
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In the starting solenoied valve of the Arriel 1 is the "start inhibitor" switch. At 45% N1 round about pending atmospheric conditions, the centrifugal compressor air pressure closes the switch thus inhibiting the starting cycle and bleed the injectors. Due to this action the generator will come online if selected on once it's voltage is o.5V above the batteries/ground power.
When you do the maintenance check referred to, you are actually checking the working of the switch in the starting solenoid valve.
Hope it helps and enjoy your 350!
When you do the maintenance check referred to, you are actually checking the working of the switch in the starting solenoid valve.
Hope it helps and enjoy your 350!
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X2 first flight (no, not *that* X2...)
Eurocopter Flies Secret X2 Helo, a Ecureuil Replacement
AIN April 5, 2011
Last month in Marignane, France, Eurocopter quietly flew the first prototype of a helicopter that is to replace the EC130 light single and possibly the entire Ecureuil family, Jean-Michel Billig, the company's executive vice president for research and development, told AIN yesterday.
The program is codenamed X2, although it has no relationship with Sikorsky's technology demonstrator of the same name. Certification is planned for 2013.
The aircraft will feature a new avionics suite, internally known as Cigalhe, that will introduce four-axis autopilots to light helicopters. Cigalhe is essentially an integrated, modular architecture. It will be first certified on the EC175 medium twin next year. Following will be the EC135, the EC145T2, the (Eurocopter) X2 and then the X4 Dauphin replacement, Billig said. For the pilot, AIN understands a notable innovation on Cigalhe will be in symbology. The entry-level EC120 will not be fitted with the new avionics, which would have been too heavy for the type, according to Billig.
AIN April 5, 2011
Last month in Marignane, France, Eurocopter quietly flew the first prototype of a helicopter that is to replace the EC130 light single and possibly the entire Ecureuil family, Jean-Michel Billig, the company's executive vice president for research and development, told AIN yesterday.
The program is codenamed X2, although it has no relationship with Sikorsky's technology demonstrator of the same name. Certification is planned for 2013.
The aircraft will feature a new avionics suite, internally known as Cigalhe, that will introduce four-axis autopilots to light helicopters. Cigalhe is essentially an integrated, modular architecture. It will be first certified on the EC175 medium twin next year. Following will be the EC135, the EC145T2, the (Eurocopter) X2 and then the X4 Dauphin replacement, Billig said. For the pilot, AIN understands a notable innovation on Cigalhe will be in symbology. The entry-level EC120 will not be fitted with the new avionics, which would have been too heavy for the type, according to Billig.
I/C
.
IC: Immensely interesting. The Ecureuil has been such a hugely successful helicopter (and quite rightly so too!).
It will indeed be interesting to see whether EC can repeat their triumph with a successor - if indeed this is the intention behind the X2.
By the way, I completely forgot to express my appreciation for your comprehensive brief on the AS350B3e as showcased at Heliexpo and which I found most interesting. Thank you.
Best
Sav
IC: Immensely interesting. The Ecureuil has been such a hugely successful helicopter (and quite rightly so too!).
It will indeed be interesting to see whether EC can repeat their triumph with a successor - if indeed this is the intention behind the X2.
By the way, I completely forgot to express my appreciation for your comprehensive brief on the AS350B3e as showcased at Heliexpo and which I found most interesting. Thank you.
Best
Sav
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AS 350 B Model
What is the opinion of the AS 350 B model, good, bad or otherwise ?
Why the lower MTOW than the BA when they have the same engine ?
Im guessing the different blades make a difference to performance as well.
Cheers
BF
Why the lower MTOW than the BA when they have the same engine ?
Im guessing the different blades make a difference to performance as well.
Cheers
BF
So could you put 355 blades on a B model and get an uprated MTOW like a BA?
Then if you have loads of cash you can go from BA to B2 with SB 01-50.
If the aircraft is eligible of course with respect to modification and previous SB status. It may not be economic if you have an old MR Mast etc. etc. etc...........
You may be able to do the B to BA in the field but I think the BA to B2 may only be authorised for EC.
"Call your friendly EC dealer/distributor" here
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Eurocopter holds event to celebrate AS350 family, incl. 5,000th delivery
Some neat materials on the event website, incl. family history and evolution (/natural selection
).
I/C
Some neat materials on the event website, incl. family history and evolution (/natural selection
).I/C
Last edited by Ian Corrigible; 27th Aug 2014 at 18:58.
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AS 350 FX2. A pilots perspective
I am interested as to how this conversion performs as apposed to a B2 or SD2 i am aware the engine is the same as the SD2 but is there any difference it what it can do with the other mods on it.
The work is lifting work in reasonably high density altitudes.
I have flowen both other types on simarlar work and would be interested to know if the FX2 can give you any more than the others.
The work is lifting work in reasonably high density altitudes.
I have flowen both other types on simarlar work and would be interested to know if the FX2 can give you any more than the others.
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BF
Both NPWS (NSW @ YSBK) and Heliaust (YSBK) have all sorts of AS350's. FX2's included. They are friendly guys, give them a call and ask for their opinion directly.
I know the FX2 is a machine that they all like to fly, and of course, the B3 is the go !
Arrrj
Both NPWS (NSW @ YSBK) and Heliaust (YSBK) have all sorts of AS350's. FX2's included. They are friendly guys, give them a call and ask for their opinion directly.
I know the FX2 is a machine that they all like to fly, and of course, the B3 is the go !
Arrrj
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I haven't been in a B3, but we have a couple of FX2's as well as a Soloy. The FX is certainly my favorite. We've been working at sea level, but the temps have been as high as 100F and 80% humidity and it'll still lift 1800lbs off the ground with 50% fuel. Slowly, but it does it. This is at 93% TQ, just touching the yellow on T4.
I think the main advantage of the FX2 is the maintenance. It's very simple, not nearly as many electronics to fiddle with or worry about. We went 600 hours without any major issues at all, and not a single electrical issue.
I think the main advantage of the FX2 is the maintenance. It's very simple, not nearly as many electronics to fiddle with or worry about. We went 600 hours without any major issues at all, and not a single electrical issue.
Check out the performance in the RFM of the B3+ @ 1,257kg empty weight & see how she does. Amazing HOGE, fuel burn above 12,000' is back to 30% per hour but MCP @ sea level can suck 225 lph giving an indicated 130k but more likely 135/140k.. Nothing goes like she does except a Lama.