AS355 TwinStar
Join Date: May 2004
Location: Aus, Europe & everywhere in between
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don't think we need to worry too much about the AS355NP here...its too new for Aussie operators....unless you are wealthy private customer than they seem to go for the A109E or S these days.
Join Date: Jun 2005
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Performance Software AS355
Hi Guys & Girls
Does anyone know where I can get performance software in a windows format for the AS355 (Max permissible take off and landing weights and acceleration stop distance) I already have this for the Psion but want it for a PDA with windows.
Thanks in advance TTTE.
Does anyone know where I can get performance software in a windows format for the AS355 (Max permissible take off and landing weights and acceleration stop distance) I already have this for the Psion but want it for a PDA with windows.
Thanks in advance TTTE.
Join Date: Jun 2005
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Hi Jim
See the supplement "Group A Operation" page 26 chart 10 Acceleration / Stop Distance, at the back of the AS355 flight manual.
This is the distance required to land if one engine fails before CDP or should I say TDP?
TTTE.
See the supplement "Group A Operation" page 26 chart 10 Acceleration / Stop Distance, at the back of the AS355 flight manual.
This is the distance required to land if one engine fails before CDP or should I say TDP?
TTTE.
Last edited by ThomasTheTankEngine; 9th Mar 2006 at 19:57.
Join Date: May 2004
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Thomas
Why not scan the applicable page and download it to your PDA or just keep the flight manual handy? At least it doesn't need batteries.
BTW, are you flying in an environment which requires you to work out this distance every time?
Why not scan the applicable page and download it to your PDA or just keep the flight manual handy? At least it doesn't need batteries.
BTW, are you flying in an environment which requires you to work out this distance every time?
Join Date: Aug 2000
Location: Liverpool based Geordie, so calm down, calm down kidda!!
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Why not work it out every time?? Just because it might be required for public transport doesn't mean you should ignore it for private work. I consider my little pink body to be as important as any paying passengers 
Join Date: Nov 2000
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There used to be one for the Psion 3a, but for windows I reckon the best idea is to interpolate the numbers from a graph and create a lookup table in an excel spreadsheet. There's a 355 C of G spreadsheet at www.electrocution.com/aviation which you are welcome to abuse (it already does PA calculations).
Send me any changes!
Phil
Send me any changes!
Phil
Join Date: Jun 2005
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Hi Guys
I always tend to calculate this just in case there is a problem then I’ve covered my ass. At the moment I have a program on the Psion which does the job but I would like to get a PDA with the same options. I looked at converting the Psion file's to window's but that hasn't been too successful.
I don't want to just scan the chart and read it off the PDA, the PDA would be hard to read having such a small screen and I think this would be taking a few steps back from our present situation. At the moment we punch in the temp / PA / headwind and get all the maximum weights and the acceleration / stop distance. This takes about 30 seconds.
The Psion's work fine but its getting more difficult to keep them running etc.
I always tend to calculate this just in case there is a problem then I’ve covered my ass. At the moment I have a program on the Psion which does the job but I would like to get a PDA with the same options. I looked at converting the Psion file's to window's but that hasn't been too successful.
I don't want to just scan the chart and read it off the PDA, the PDA would be hard to read having such a small screen and I think this would be taking a few steps back from our present situation. At the moment we punch in the temp / PA / headwind and get all the maximum weights and the acceleration / stop distance. This takes about 30 seconds.
The Psion's work fine but its getting more difficult to keep them running etc.
Join Date: Apr 2006
Location: BC
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AS 355 F1/F2
Hello all, I'm looking for any useful operational and maintenance info./issues regarding the F series as operated in a VFR utility configuration.
ie: Performance, Engine(s)/component times actual vs. life.
Plus any other experience about type anyone cares to pass along,
Cheers,
Ken
ie: Performance, Engine(s)/component times actual vs. life.
Plus any other experience about type anyone cares to pass along,
Cheers,
Ken
Join Date: May 2006
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Dogs..
That would be a good way to describe them
But heres the stuff i remember
Starter Gen, PTO seals leak regularly not uncommon to have to replace them every 100
Wiring is a major pain, 15 Alpha panel needs boost pump wires directed soldered to board, they burn out
Beep motor make sure it works and isnt siezed..happens
Seal up tunnel from engine bays, suck in oil leaks of which there are heaps and blows it into cooler fans
Skid springs check for flatness, like any AS350
Push on terminals come loose on engine transmitters and cause fluctuating instruments
Throttle gates, make sure the idle gate is positive or it pops back and takes the engine back to a pre-idle position that burns out turbine as re-light comes on without throttle closed.
Watch for clutch slippage, start one engine then wind it up to 80% then start other engine to idle and bring first one back, otherwise sudden engagement of second engine induces clutch slipping and torque spikes later
Good luck
That would be a good way to describe them
But heres the stuff i remember
Starter Gen, PTO seals leak regularly not uncommon to have to replace them every 100
Wiring is a major pain, 15 Alpha panel needs boost pump wires directed soldered to board, they burn out
Beep motor make sure it works and isnt siezed..happens
Seal up tunnel from engine bays, suck in oil leaks of which there are heaps and blows it into cooler fans
Skid springs check for flatness, like any AS350
Push on terminals come loose on engine transmitters and cause fluctuating instruments
Throttle gates, make sure the idle gate is positive or it pops back and takes the engine back to a pre-idle position that burns out turbine as re-light comes on without throttle closed.
Watch for clutch slippage, start one engine then wind it up to 80% then start other engine to idle and bring first one back, otherwise sudden engagement of second engine induces clutch slipping and torque spikes later
Good luck
Join Date: Apr 2002
Location: UK
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Just regard it as an overly expensive way to transport old Jetranger engines around the countryside. Pitiful Grp A performance. High number of start-up failures. Lots of old dogs out there. Increasingly expensive spares with long wait times. Get used to the expression "AOG".
Why go for a twin when you can get way better performance & costs from a 350B3 or a Koala ?
Why go for a twin when you can get way better performance & costs from a 350B3 or a Koala ?
Join Date: Jan 2001
Location: UK
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It's the cheapest twin to buy, along with the Bo 105. If your local regulator more or less requires a twin in order to do anything useful (as in JAA countries), it is the one to go for, if you are short of money. But in the real world (i.e. not the regulatory world) the singles are much better.
Join Date: Nov 2004
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Heard of a 355FX?
From their website:
Heli-Lynx Helicopter Services
From their website:
PROGRAM SUMMARY...
355FX1…
Ø Modification Eligible for Eurocopter AS355F1
Ø Rolls-Royce 250-C20F Powerplant X 2
Ø Internal Gross Weight of 5291 lbs
Ø External Gross Weight of 5511 lbs
355FX2…
Ø Modification Eligible for Eurocopter AS355F2
Ø Rolls-Royce 250-C20F+ Powerplant X 2
Ø Internal Gross Weight of 5600 lbs
Ø External Gross Weight of 5732 lbs
355FX3…
Ø Modification Eligible for Eurocopter AS355F2
Ø Rolls-Royce 250-C20R Powerplant X 2
Ø Internal Gross Weight of 5732 lbs
Ø External Gross Weight of 5732 lbs
355FX Series…
Ø Installation of new Generation FX VFR Electrical System
o elimination of entire original electrical system and master boxes
o design incorporates +200% duty sealed relays and components
o modular design allows for ease of maintenance and troubleshooting
o north american procured with readily available system parts
o dedicated avionics buss allowing easy mission system integration
Ø Installation of new Generation FX Instrument Console and Overhead Panel
o Eliminates original style panel and support
o Eliminates all overhead fuses and switches
Ø Installation of new Generation FX Engine Control and Trim Cables
o eliminates original bowden type cables and springs
o provides immediate engine response without NR droop
Ø Installation of new Generation FX Electro Luminescent Instrument Lighting
o provides improved instrument visibility with a soft blue-green tint
o eliminates all fiber light cables, light generator and diffusers
Ø Installation of new Generation FX Heat and Demist Valve Control Relocation
o relocates heat and demist control valves to forward 350 location
Ø Installation of new Generation FX Tailboom Strake
o provides improved hover performance and cross wind controllability
Ø Installation of AS355N Increased Cord Tail Rotor and Accumulator System
o Provides increased tail rotor thrust in heavy weight / low speed conditions
o Optional installation on 355FX1, mandatory on 355FX2 and 355FX3
Ø Installation of electrically acutated engine anti-ice valves
Ø Installation of custom water jet cut instrument panel
Ø Installation of independent door and cowling warning switches
355FX Kit Options…
Ø 150 Amp External Mission Bus
Ø Generation FX Additional Airframe Anti-Ice/Debris Fuel Filter
Ø Generation FX Additional Engine Scavenge Oil Filter
355FX1…
Ø Modification Eligible for Eurocopter AS355F1
Ø Rolls-Royce 250-C20F Powerplant X 2
Ø Internal Gross Weight of 5291 lbs
Ø External Gross Weight of 5511 lbs
355FX2…
Ø Modification Eligible for Eurocopter AS355F2
Ø Rolls-Royce 250-C20F+ Powerplant X 2
Ø Internal Gross Weight of 5600 lbs
Ø External Gross Weight of 5732 lbs
355FX3…
Ø Modification Eligible for Eurocopter AS355F2
Ø Rolls-Royce 250-C20R Powerplant X 2
Ø Internal Gross Weight of 5732 lbs
Ø External Gross Weight of 5732 lbs
355FX Series…
Ø Installation of new Generation FX VFR Electrical System
o elimination of entire original electrical system and master boxes
o design incorporates +200% duty sealed relays and components
o modular design allows for ease of maintenance and troubleshooting
o north american procured with readily available system parts
o dedicated avionics buss allowing easy mission system integration
Ø Installation of new Generation FX Instrument Console and Overhead Panel
o Eliminates original style panel and support
o Eliminates all overhead fuses and switches
Ø Installation of new Generation FX Engine Control and Trim Cables
o eliminates original bowden type cables and springs
o provides immediate engine response without NR droop
Ø Installation of new Generation FX Electro Luminescent Instrument Lighting
o provides improved instrument visibility with a soft blue-green tint
o eliminates all fiber light cables, light generator and diffusers
Ø Installation of new Generation FX Heat and Demist Valve Control Relocation
o relocates heat and demist control valves to forward 350 location
Ø Installation of new Generation FX Tailboom Strake
o provides improved hover performance and cross wind controllability
Ø Installation of AS355N Increased Cord Tail Rotor and Accumulator System
o Provides increased tail rotor thrust in heavy weight / low speed conditions
o Optional installation on 355FX1, mandatory on 355FX2 and 355FX3
Ø Installation of electrically acutated engine anti-ice valves
Ø Installation of custom water jet cut instrument panel
Ø Installation of independent door and cowling warning switches
355FX Kit Options…
Ø 150 Amp External Mission Bus
Ø Generation FX Additional Airframe Anti-Ice/Debris Fuel Filter
Ø Generation FX Additional Engine Scavenge Oil Filter
Join Date: Mar 2002
Location: 3 Degrees North
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Hi guys/girls
Our work is Corporate, shuttle services, tourism with most sectors 1-2 hours duration. Refuelling is available mostly within 2.5 hours flight. Quite a bit of jungle overflying and SL to higher altitude (7000' for 1 hour or so)
We use a B206BII currently, looking to upgrade for AS355F2 with C20R or a B206LR3. Both have the same initial purchase cost and component times, about USD1M. What would be your recommendation in your experience?
Appreciate your replies.
Thanks
WLM
Our work is Corporate, shuttle services, tourism with most sectors 1-2 hours duration. Refuelling is available mostly within 2.5 hours flight. Quite a bit of jungle overflying and SL to higher altitude (7000' for 1 hour or so)
We use a B206BII currently, looking to upgrade for AS355F2 with C20R or a B206LR3. Both have the same initial purchase cost and component times, about USD1M. What would be your recommendation in your experience?
Appreciate your replies.
Thanks
WLM
Join Date: Mar 2002
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That’s easy, there isn’t an F-model Twinstar on this planet that will maintain 7,000 ft in tropical temperatures with one engine out, so what you’d have is twice the risk of a partial power failure that’ll put you in the trees anyway. Except it’s not twice the risk but rather worse because the C20R engine is an abomination. At our local field there’s a Heli-Lynx-converted VFR Twinstar with C20R engines and they’re going through engines at a rate of knots, always running hot and failing power checks. Yes, the modifications to the electrical system are the dog’s whatsits and eliminate a major portion of the maintenance headaches but there are plenty remaining.
The LongRanger is a simple and reliable design. The major “gotcha” in your situation (high density altitude) would be its poor tail rotor authority; get the high DA tail rotor and careful piloting technique will cover the rest. The pilot seats in the LR are far more uncomfortable than the AS355; for the passengers it’s probably a toss-up. The club-type seating in the LR is worse for tourism (couples can’t sit together) but better for VIP. The LR will be about 20 kts slower than the AS355 with equal loads.
I have about 1200 hours in LongRangers, flying from a base at about 6500 MSL; and about 900 hours in AS355F1/2 at or near sea level. As a pilot I enjoyed flying the Twinstar far more than the LongRanger but for an operator Twinstars make no sense unless required by regulations.
Edited to add: not to mention that by choosing Bell you'll avoid having to deal with Eurocopters customer support - or should that be no-support?
The LongRanger is a simple and reliable design. The major “gotcha” in your situation (high density altitude) would be its poor tail rotor authority; get the high DA tail rotor and careful piloting technique will cover the rest. The pilot seats in the LR are far more uncomfortable than the AS355; for the passengers it’s probably a toss-up. The club-type seating in the LR is worse for tourism (couples can’t sit together) but better for VIP. The LR will be about 20 kts slower than the AS355 with equal loads.
I have about 1200 hours in LongRangers, flying from a base at about 6500 MSL; and about 900 hours in AS355F1/2 at or near sea level. As a pilot I enjoyed flying the Twinstar far more than the LongRanger but for an operator Twinstars make no sense unless required by regulations.
Edited to add: not to mention that by choosing Bell you'll avoid having to deal with Eurocopters customer support - or should that be no-support?
as 355
out of interest, are twin squirrels any good (fitted with c20s) i have never heard a good word about them. as most people say 'the 2nd engine only takes you to the scene of the crash.' any one here operated them in a ems role? and what performance category are they?
cheers for the answers..
cheers for the answers..
The AS355 is used alot as EMS machines, mainly used as backups now in the UK, primary is usually EC135 or MD902.
I flew the F1/2 for a few months and if I remember it varied between Performance Class 1 and 2, dependant on weight, OAT etc.
Performed well and was happy with it but I believe there was a big step up when the N/NP came out.
TiP
I flew the F1/2 for a few months and if I remember it varied between Performance Class 1 and 2, dependant on weight, OAT etc.
Performed well and was happy with it but I believe there was a big step up when the N/NP came out.
TiP
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We operate an F1 in the caribbean. Salty air and very warm all the time. We experience many electrical snags and I have heard rumours that this may be a problem with the type.
We operate it as performance class 2 in a "hostile" environment for one contract.
Other than the snags it runs rather warm down here, but is a pleasure to fly, as many will attest for the 350/355 airframe.
We operate it as performance class 2 in a "hostile" environment for one contract.
Other than the snags it runs rather warm down here, but is a pleasure to fly, as many will attest for the 350/355 airframe.