AS350b3e vs AS350B3
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AS350b3e vs AS350B3
Hey all
Quick question if I may on the H125 (AS350b3e) vs AS350B3
The SHP has increased with the 2D etc, however to accommodate this additional power has anything been done to rotor dimensions etc?
It appears the B3e has exactly the same dimensions/main and tail rotors as earlier models?
Was the original 40 year old design good enough to accommodate all of this additional SHP when the engine/costs permitted?
thanks in advance!
BL
Quick question if I may on the H125 (AS350b3e) vs AS350B3
The SHP has increased with the 2D etc, however to accommodate this additional power has anything been done to rotor dimensions etc?
It appears the B3e has exactly the same dimensions/main and tail rotors as earlier models?
Was the original 40 year old design good enough to accommodate all of this additional SHP when the engine/costs permitted?
thanks in advance!
BL
Last edited by Senior Pilot; 30th Dec 2021 at 08:06. Reason: Layout
Originally Posted by Kulwin Park
Is there a chart that explains the differences of the initial AS350 B3 to market, compared to the B3e or H125 models now?
Anyone got any data, information?
Anyone got any data, information?
Page 11 has a chart and the major differences between all tha variants of the AS 350/ EC 130.
While the 2D engine of the B3e produces more power, the maximum GWT and powertrain limits are identical with the B3/2B1 (per my RFM copy). A thermal protection modification to the B3e TR driveshaft will allow, under certain situations, a longer takeoff power timeframe. However, the HIGE/HOGE performance charts are identical for both models implying no performance improvement. This seems incredulous.
I cannot explain why certification authorities allow omissions and inaccuracies like these. IMHO, they are either inexcusable ignorance, reckless negligence, or both and often result in circumstances like the AS350 dual-hydraulic/tail rotor catastrophe or the B737Max disasters. The system is broken.
I cannot explain why certification authorities allow omissions and inaccuracies like these. IMHO, they are either inexcusable ignorance, reckless negligence, or both and often result in circumstances like the AS350 dual-hydraulic/tail rotor catastrophe or the B737Max disasters. The system is broken.
H125 SB AS350-31.00.98 does offer a performance gain of up to 140 kg increase hot and high and extends the flight envelope only in that respect with a 2D and dual HYD configuration with the hover ceiling OGE at maximum take-off weight is higher by 1,450 ft (up to 12,600 ft vs. 11,150 ft previously. MTOW remains the same. Implemented through a VEMD software update.
