Alouette
Join Date: Feb 2002
Location: Jakarta, Indonesia
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I've got around 1000 hrs on the Alouette III with the 319 gear box. What is it you want to know?
Starting is simple, engagement is modulated and throttle application to full RPM is common sense.
Mind, if the machine is empty aside from the pilot, and the fuel tank is full, it hangs VERY much right wheel low in the hover. Take offs and landings to and from the hover are an exercise in slope landing techniques.
At all up weight of 2200 kgs, it comes off the ground almost level.
Start up and shut down via the flight manual is enough.
A very user friendly and simple aircraft to operate.
Give us some more info you need.
Later,
Starting is simple, engagement is modulated and throttle application to full RPM is common sense.
Mind, if the machine is empty aside from the pilot, and the fuel tank is full, it hangs VERY much right wheel low in the hover. Take offs and landings to and from the hover are an exercise in slope landing techniques.
At all up weight of 2200 kgs, it comes off the ground almost level.
Start up and shut down via the flight manual is enough.
A very user friendly and simple aircraft to operate.
Give us some more info you need.
Later,
Join Date: Feb 2006
Location: North of the border
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Alouette
Hi
I have a brand new POH for Alouette 313/316 series which I purchased from Aerospatiale recently when I was considering buying one. (Fuel consumption of 180/200 Lts per hour at 90 euro cents per litre finally put me off !)
You can have it for less than the new price if you wish.
email me for details.
I have a brand new POH for Alouette 313/316 series which I purchased from Aerospatiale recently when I was considering buying one. (Fuel consumption of 180/200 Lts per hour at 90 euro cents per litre finally put me off !)
You can have it for less than the new price if you wish.
email me for details.
....along with the paperclip....be very boned up on the start procedure and indicator lights sequencing. Helps to figure out what is wrong as your battery will not do all that many start attempts before making like Twiggy.
For spare parts....there is an outfit in Colorado that does Lama's very well and has an in-house overhaul capability. They would be a good source for parts.
For spare parts....there is an outfit in Colorado that does Lama's very well and has an in-house overhaul capability. They would be a good source for parts.
Join Date: Nov 2006
Location: sydney
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alouette 3
Hi ppruners,
I am wondering if there is anyone out there that can tell me anything about alouette 3s. I have a few questions:
1. what is better SA319B or SA316C?
2. What are they like to fly?
I would love to hear any stories or info that any of you might have
Cheers
I am wondering if there is anyone out there that can tell me anything about alouette 3s. I have a few questions:
1. what is better SA319B or SA316C?
2. What are they like to fly?
I would love to hear any stories or info that any of you might have
Cheers
Don,t know much about them myself but the irish Aircore have used them for over 30 years and i think they still do. I don,t know which versions though.Most likely the first real life heli I ever saw as I grew up in Dublin so maybe try to contact them
R.
R.
Join Date: Feb 2006
Location: Scotland
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The 316 is with ArtousteIII engine and the 319 with Astazou engine.
AFAIK the Artouste has double TBO time then the Astazou.
It's not bery comfortable but good for working and very spacious. I have only about 100 hours on AL III (316) but I liked to do external load.
The Lama (same dynamic components) is even better for work.
Always happy landings
Spencer17
AFAIK the Artouste has double TBO time then the Astazou.
It's not bery comfortable but good for working and very spacious. I have only about 100 hours on AL III (316) but I liked to do external load.
The Lama (same dynamic components) is even better for work.
Always happy landings
Spencer17
Flew them for three years with the French Air force. Very pleasant to fly and much more powerful than the Alouette II (particularly in the Alps). The version we had was a bit quirky in that the altimeter was in meters, but the pitch calculator was in feet! We did a lot of EOLs and, to save the groundcrew changing too many T/R protector tubes, the clamp was only just nipped up so that, if the tail was struck, to tube would pop up into it's housing rather than be bent! The very small wheels were a bit of a problem on soft ground. 1500 hrs and some very fond memories.
Join Date: Mar 2005
Location: Europe
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I have over 3000 hours on the Alouette 111 with the Artouste 111B engine also includes the Lama and about 250 hours with the Astazou. The Artouste engine was very reliable although thirsty, 200 litres per hour while the Astazou was around 160 litres I believe. We operated from sea level up to the top of Damavand a 19,000 ft extinct volcano, and from below 0C degrees to +50C degrees.
Much of the work was sling often above 10,000 ft, also offshore from Sirri Island, Kharg Island, Lavan etc. The longest distance regularly flown was Bushere - Scan Bay - Bahrain and back something like 400 miles round trip. Never thought about the fact that it was single engine, so confident were we, or was it just the spirit of youth?
Our Alouette fleet flew around 2500 hours per month and in the five years I was there I only know of two engine failures. Neither resulted in any damage and in fact one was was restarted on the ground and flown back to base. They would also burn just about anything you put in the tank from jet fuel, diesel (used in remote areas where no jet fuel was available or in limited supplies) made a little smoke though and temperature limited in the winter. Petrol also, but was limited to 20 hours in the lifetime of the engine.
I found the Alouette good to fly, you could throw it all over the place, superb in the mountains, lots of power and easy to maintain. A pilot and engineer could go off into the bush for six weeks, fly up to 150 hours and all that was needed was routine daily maintenance.
Occasionally the engine did not want to start but the use of a little piece of locking wire to create a shunt, or re-positioning the T5-A relay switch would overcome the reluctance.
The question was which was the better helicopter the 316 or the 319. For myself it was the 316, it was a robust but thirsty engine and I had total confidence in it. The 319 was more economical but I never flew it long enough to feel as comfortable as in the 316 but that is not to say it was not as reliable.
Did I enjoy the Alouette 111, you better believe it.
Much of the work was sling often above 10,000 ft, also offshore from Sirri Island, Kharg Island, Lavan etc. The longest distance regularly flown was Bushere - Scan Bay - Bahrain and back something like 400 miles round trip. Never thought about the fact that it was single engine, so confident were we, or was it just the spirit of youth?
Our Alouette fleet flew around 2500 hours per month and in the five years I was there I only know of two engine failures. Neither resulted in any damage and in fact one was was restarted on the ground and flown back to base. They would also burn just about anything you put in the tank from jet fuel, diesel (used in remote areas where no jet fuel was available or in limited supplies) made a little smoke though and temperature limited in the winter. Petrol also, but was limited to 20 hours in the lifetime of the engine.
I found the Alouette good to fly, you could throw it all over the place, superb in the mountains, lots of power and easy to maintain. A pilot and engineer could go off into the bush for six weeks, fly up to 150 hours and all that was needed was routine daily maintenance.
Occasionally the engine did not want to start but the use of a little piece of locking wire to create a shunt, or re-positioning the T5-A relay switch would overcome the reluctance.
The question was which was the better helicopter the 316 or the 319. For myself it was the 316, it was a robust but thirsty engine and I had total confidence in it. The 319 was more economical but I never flew it long enough to feel as comfortable as in the 316 but that is not to say it was not as reliable.
Did I enjoy the Alouette 111, you better believe it.
Join Date: Feb 2006
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Alouette manual
Hello
I have a brand new manual for an Alouette that I bought from Sud Aviation a few months ago when I was contemplating buying an Alouette.
Contact me if you wish to discus or let me have your number and i will call you back.
I have a brand new manual for an Alouette that I bought from Sud Aviation a few months ago when I was contemplating buying an Alouette.
Contact me if you wish to discus or let me have your number and i will call you back.
Join Date: Nov 2006
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Thanks for all the great stories guys much appreciated
. Would love to hear more if anyone else has any. Its good to hear from those who know what there on about. A company i'm looking to work for is looking to buy an A3 or Lama so the info is appreciated
Cheers
. Would love to hear more if anyone else has any. Its good to hear from those who know what there on about. A company i'm looking to work for is looking to buy an A3 or Lama so the info is appreciatedCheers
Join Date: May 2008
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alouette II
I'm trying to find a copy of an ALOUETTE 2 FLIGHT MANUAL (in English or German, whether as .pdf, .doc, ...), resp. a start-up checklist for the beginning.
Can anybody help out? Thanks in advance!
Can anybody help out? Thanks in advance!
Join Date: Jun 2005
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Aloet 318c (Astazou)
Could someone help me out with the service ceiling for the Aloet 318c (Astazou) please, and any performance specs for high altitude for this particular machine thank you.
Join Date: Oct 2002
Location: 1 Dunghill Mansions, Putney
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From an old brochure picked up eons ago:
At MGW & ISA, service ceiling is 10,900 ft, HIGE 5,160 ft and HOGE 2,950 ft. At ISA+20, HIGE falls to 2,750 ft and HOGE to 700 ft.
At 3,200 lb & ISA, HIGE improves to 9,400 ft and HOGE to 7,350 ft. ISA+20 is 7,200 ft and 4,950 ft, respectively.
At 2,800 lb, HIGE is 14,000 ft and HOGE 12,000 ft. ISA+20 drops this to 11,700 ft and 10,000 ft, respectively.
Max cruise at MGW & S/L is 97 kt, falling to 90 kt @ 6,000 ft and 73 kt @ 12,000 ft. At 3,200 lb, these figures improve to 99 kt, 96 kt & 87 kt. 2,800 lb takes them to 101 kt, 99 kt & 96 kt.
I/C
At MGW & ISA, service ceiling is 10,900 ft, HIGE 5,160 ft and HOGE 2,950 ft. At ISA+20, HIGE falls to 2,750 ft and HOGE to 700 ft.
At 3,200 lb & ISA, HIGE improves to 9,400 ft and HOGE to 7,350 ft. ISA+20 is 7,200 ft and 4,950 ft, respectively.
At 2,800 lb, HIGE is 14,000 ft and HOGE 12,000 ft. ISA+20 drops this to 11,700 ft and 10,000 ft, respectively.
Max cruise at MGW & S/L is 97 kt, falling to 90 kt @ 6,000 ft and 73 kt @ 12,000 ft. At 3,200 lb, these figures improve to 99 kt, 96 kt & 87 kt. 2,800 lb takes them to 101 kt, 99 kt & 96 kt.
I/C
Join Date: Mar 2006
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Out of curiosity, are there still many reasonable Alouette 2s still being sold? I'd heard there were a bunch on the Hungarian register, something to do with other registries being sticky about ex-mil machines? Are the parts and servicing availability for private owners still workable?
Join Date: May 2001
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panalet
the hungarians ones are not "ex military" per say
they are all civil built helicopters with full easa cert of airworthiness or machines reconverted back to the civilian type data certificate as per eurocopter
the hungarians ones are not "ex military" per say
they are all civil built helicopters with full easa cert of airworthiness or machines reconverted back to the civilian type data certificate as per eurocopter
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Can the maintenance records be traced? That is, can a look at a reconverted aircraft's tech log, and be reasonably certain the the various necessary work has been done at the right times through it's life (inasmuch as one can ever do this from the tech log)?
For my own curiosity, what was the reasoning behind so many of these aircraft being registered in Hungary instead of the UK? Just the usual wish to avoid the high prices and massed beauracracy of the CAA? Or something more?
For my own curiosity, what was the reasoning behind so many of these aircraft being registered in Hungary instead of the UK? Just the usual wish to avoid the high prices and massed beauracracy of the CAA? Or something more?