AS350 Astar/Squirrel
Joined: Nov 2000
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From: White Waltham, Prestwick & Calgary
If only they could get the translation right. I'm assuming that jackstall makes the controls rigid? But yes, hardover describes it better, though still similar to me. It makes the point that it doen't do to skimp on the hydraulic training for this beast....
Joined: Apr 2000
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From: EGDC
No, the jacks collapse as the aerodynamic backloads from the rotor overpower the hydraulics.
Since the highest aero loads are on the retreating side, aft of the lateral position, it displays the same symptoms as retreating blade stall - ie a roll to the right and a pitch nose up.
Just like RBS, it is encountered at high AUM/high speed/harsh manoeuvring/ham-fisted piloting combinations.
On the Gazelle, it was demonstrated in a dive to VNE at MPS (168 kts with about 14.5 degrees of pitch) and still required a hard pull to get it in.
The other demo was in a hard left turn with a hard pull - never done in a right turn as you could end up inverted.
Since the highest aero loads are on the retreating side, aft of the lateral position, it displays the same symptoms as retreating blade stall - ie a roll to the right and a pitch nose up.
Just like RBS, it is encountered at high AUM/high speed/harsh manoeuvring/ham-fisted piloting combinations.
On the Gazelle, it was demonstrated in a dive to VNE at MPS (168 kts with about 14.5 degrees of pitch) and still required a hard pull to get it in.
The other demo was in a hard left turn with a hard pull - never done in a right turn as you could end up inverted.
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
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From: EGDC
Paco, if someone of your extensive experience and knowledge had misunderstood it, it is no surprise that the knowledge of newer pilots in the industry is sketchy on the subject
Joined: Sep 2004
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From: Canada
Perhaps someone with access to an AS350D RFM will be kind enough as to post the actual reference.
As an aside we had a new Astar pilot trucking along at max cruise who pushed the hyd. cut off on the 350D collective..He said it got really interesting as the beast pitched up and banked right in a most startling manner.
Joined: Jul 2000
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From: Wiltshire
Originally Posted by [email protected]
The other demo was in a hard left turn with a hard pull - never done in a right turn as you could end up inverted.
Joined: Apr 2000
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From: EGDC
Where it says 'reduce the severity of the manoeuvre' it really ought to specify that if you have pulled up or rolled and pulled into a turn, you need to reduce the aft cyclic as the increase in G is what has overloaded the jacks.
Joined: Sep 2004
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From: Canada
Not what I remember from the 350D but close enough.
Many moons since I flew and did training in the D.
Can't find my manual...it is buried deep in a box in the basement.
The 355 had a "limit light" (due to the dual HYD system ) to advise you had reached the G limit of the aircraft.
Thanks.
Many moons since I flew and did training in the D.
Can't find my manual...it is buried deep in a box in the basement.
The 355 had a "limit light" (due to the dual HYD system ) to advise you had reached the G limit of the aircraft.
Thanks.
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
Posts: 10,959
Likes: 1,814
From: EGDC
The 355 had a "limit light" (due to the dual HYD system ) to advise you had reached the G limit of the aircraft.
Joined: Oct 2004
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From: Oxygen deprived.... don's ask complicated questions
Anybody flying the AS350B3+ finding that the N1 limit changes with altitude? Manual gives it as 101.1% N1 take-off limit(5 minute limit) at Hp = 0 ISA.
I am hitting the N1 limit at 100.4% to 100.6% at around 7000-8000' PA & 20 degC.
Any info from the guys with high time on B3+ would be greatly appreciated,
I am hitting the N1 limit at 100.4% to 100.6% at around 7000-8000' PA & 20 degC.
Any info from the guys with high time on B3+ would be greatly appreciated,
Joined: May 2017
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From: Atlantic Ocean
Originally Posted by [email protected]
They took that idea onto the 365 as well and it illuminated as the aerodynamic backloads compressed the stbd lateral jack (retreating side again) and made a microswitch there.
Joined: Dec 2006
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From: yes
Joined: Dec 2006
Posts: 431
Likes: 41
From: yes
To my knowledge, I don’t believe the ‘+’ was ever adopted as the official nomenclator, at least never in the US. The RFMs simply refer to the variants as “AS 350 B3 Arriel 2B” and “AS 350 B3 Arriel 2B1”. The current model designation is “H125”, however the RFM is still entitled “AS 350 B3e”. IMHO, in the US, the manufacturer has always clouded the differences to the point of it ostensibly being a contributing factor in several accidents.