Used to fly a Super-D and a BA, and the Super-D was a better machine at altitude + burned less fuel. I knew it was cheaper to operate, just wondered by how much.
The new conversion to Super-D+ sounds real good. I heard Papillon were converting there Astars to this?

I believe A lot of operators still cringe at the thought of an LTS 101 engine. Apparently there is also a conversion from the LTS 101 to the allison c30 available for as350 astar. from memory Jayrow had a couple of AS350's with the C30 and i believe they were happy with them.

The LTS-101 is now a very good engine and you also get the good customer support from the US. Having flown a good mixture of B, D, BA, and Super-D's, the 101 engines always seem to have that bit extra performance at altitude + the cheaper running costs.

I agree the LTS101 very good engine now. I have about 1000 hrs with that engine and my ex-company has operated B 222 for thousands of hrs with the engine with no problems.

HB350 difference
 

Can anyone please tell me what the difference is between an AS350B and a HB350 also an AS355 and a HB355?
Thanks John

The HB350 and HB355 are simply Squirrels/Twin Squirrels produced by Helibras in Brazil (as the Esquilo). Other than customer-specific fits (e.g. for the Brazilian MoD's aircraft), the ships are identical to the various AS350 and AS355 variants.

I/C

Ian
Thank you for that, just goes to show you learn something every day.
John

Does anyone have contact details for the people that do the Soloy/Lycoming Super D engine?
Thanks in advance

Soloy Corp's website is here.

I/C

An interesting read about the new "Super-D2"


Honeywell selects Soloy to develop STC for LTS101-700D-2 engine installation in AS350B2 helicopters

PHOENIX, February 6, 2005 -- Honeywell (NYSE: HON) announced today that it has signed a teaming agreement with Soloy, LLC to develop a Supplemental Type Certificate (STC) for installation of Honeywell’s latest LTS101 turboshaft engine upgrade for the AS350B2 AStar helicopter.

Papillon Grand Canyon Helicopters will be the launch customer for the new conversion.

“Honeywell’s LTS101-700D-2 turboshaft engine is designed to provide more than a 14 percent take-off power improvement at sea level and 18 percent more power in hot day conditions,” said Bob Miller, Director, Honeywell Light Utility Helicopter programs. “The improved power is generated by a new cooled gas producer (GP) turbine assembly that also increases GP disk life from 6,300 cycles to 15,000 cycles, helping reduce our customer’s operating costs. The LTS101-700D-2 also incorporates an updated and proven reduction gear-set that reduces accumulated power turbine cycles by 35 percent and increases torque limits by 6 percent.”

The engine footprint is identical to existing versions of LTS101 engines so current LTS101 operators can take advantage of the growth capability with no significant change to the installation or mechanical interfaces.

Soloy has already begun the new engine installation on a B2 Astar at its Olympia, Washington, facility.

Soloy has more than 30 years of experience in aircraft modifications and has completed numerous re-engine programs producing over 49 STC’s with certifications in 29 different countries.

“The Soloy STC, coupled with existing service bulletins, will allow operators of any model AStar helicopter to upgrade to the B2 configuration and then convert to the Honeywell LTS 101-700D-2 engine,” said David Stauffer, President of Soloy, “Our STC FAA certification is planned for early 2005.”

Soloy has begun taking orders for the AS350B2 upgrade, which they’re labeling the “Super D2”. Papillon Helicopters, who currently operate four “Super D” AStar helicopters with the LTS101-600A-3A engine, will be the launch customer for the new conversion.

“Our current LTS101 engines are burning almost 25 percent less block fuel per hour on our tour missions compared with competitive engine installations and are delivering significantly lower maintenance costs” said Dean Brandt, Papillon Helicopters Director of Maintenance. “We expect that same level of performance from these new LTS101-700D-2 engines.”

The LTS101 engine family has accrued more than 8 million hours of in flight operation. Honeywell has continuously improved this product through the infusion of recent technologies and upgrades. As a result, this engine family has demonstrated a four-fold improvement in reliability since 1996 and unscheduled removals and warranty claims have been driven to the lowest values in the history of the engine.

Soloy Products
 

The Soloy product line for the AS350 includes the following conversion kits:

AS350D, B & BA helicopters to the Rolls-Royce 250 C30M engine.

AS350D & B to LTS101-600A-3A engine what is often called a "Super D". This conversion STC was developed by Eagle Helicopters and is now owned by Soloy LLC of Olympia, WA.

AS350BA converted to the LTS101-600A-3A and also is sometimes referred to as a "Super D". Originally developed by Eagle Helicopter and now owned by Soloy, LLC.

Soloy is currently developing a STC to convert the AS350B2 to Honeywell LTS power using the LTS101-700D-2 engine. STC will be available the first quarter of 2006.

The Bell 407 is being updated to the Honeywell HTS900 which is a updated version of the LTS101 engine that includes FADEC controls. This engine will fit well in the AS350B3, wouldn't it?

Thankyou David for the info.. What if I want to take a BA to a Super D-2.. Do you do the upgrade from the BA or does it have to be done by Eurocopter first??

I believe that Jayrow in Australia recently converted one from an Arriel to a Lycoming.

Apparently, its working very well. A competing company is looking hard at the conversion for their own fleet of 350s. It could become quite a fashionable conversion for older 350 aircraft with lower operating costs, better service and more power.

It is being considered for use as a "pricebuster" against the 350B2 and B3 and is considered the value solution.

BA to B2 w/ LTS
 

Currently the only way to upgrade the AS350BA to B2 configuration is through the EC owned facility network. I know that others have accomplished this upgrade but it is usually in close cooperation with EC. The technical data to upgrade is FAA approved and can be accomplished without EC involvement. However, as you know, EC can make this difficult if it is not involved.

It is our intentions to certify the AS350B2 to LTS power for now and how you get there is still under investigation.

Flying the b3
 

Hey was wondering what problems operators were having with their b3s and the fix. How do the computers and fadec perform?

Have you got a B3 or are you considering buying one and the answers here would affect your choice? Then why not an Agusta A119, better all round, best engine, beefy transmission, capable rotor head. Past problems have been sorted. Selling well.

I have been flying the B3 & B3+ some.

I was not to thrilled with the idea that the company would be buying this modern fancy computer controlled equipment but they have actually performed really well with no specific problems to talk of. Some sensor faults and such but no real problems really.

My company operates 7 of them!

what's a B3+?????????????(for the benefit of the 15 character minimum :O )

The B3+ is how my company refers to the newest model of the B3 with dual FADEC and no "MAN GOV" function!

I don´t really know if it´s an official name or just something my company uses for our latest aircraft!

The throttle is an interesting one on the older model b3s. Just got to hope it hasnt been moved although Ive heard if you put it back to the vol postion it should be okay for a start. Heard anything on this one. Have also heard of problems with phones and wescams being operated in that it may effect the fadec?

Eurocopter AS 350 b3
 

Repairs up to first 1,000 hrs:
1)de-lamination of m/r blade tip

2)cracks in tail rotor blades

3)binding of turbine blades on engine casing

4)corrosion on starflex

5)leaking fuel valve

6)rotor brake failure

All replaced/repaired under factory warrantee

Know of private owners that never use rotorbrake , due to high cost of repair.

I have had very few FADEC problems.

also had to repair the front door catches a few times

A dream machine to do high altitude cargo work with and I like the easy starting with the FADEC.:ok:


bendix

Thanks for that bendix!

The throttle on B3+ is still on the collective.

We now have 3 different types of B3 with different throttle systems (All collective mounted!)

The first one had a "thumb lock" release switch to increase throttle setting in manual governor "MAN GOV" range.

Next one had a automatic release of the override lock when operating in "MAN GOV".

And now the last version is the best with just idle to full open throttle setting and NO manual governor switch.

The start switch in the roof now has only "OFF" & "Flight" setting :O

All in all very nice system and very few problems with the FADEC system´s. The rest of the aircraft has all the same usual failures, mentioned above, that the B2 could have.

I don´t think you can start it if the throttle is in the high side range in manual gov mode on the two earlier model versions! Don´t try it though!! In any case the throttle should never be moved with battery power off!

When I was checked out on the type we were instructed thoroughly that the starter will not function with the rotor brake on or not in it´s locked "OFF" position. Yeah I knew that from the B-222A & B models. But still one of our guy´s managed to get stuck out in the field unable to start and no one thought of the rotorbrake.. Just think how embarrased he was when a engineer had to be flown out to him in the B-212 and the only thing he did was push in the rotor brake :uhoh:

I wouldn´t buy one though, if its not absolutely needed for heavy sling work or hot & high operations.

I agree with Head Turner. The A119 is a good all round machine. Would definity prefer an A119 to an AS350B3. My old boss had one until he upgraded to a twin A109 Elite.
John

AS350 SBs and the NTSB
 

Belts
 

I have been told one of the reasons they will fail is constant overtightening, when they get wet they feel loose, so people then tightening them up, when they dry out however, they shrink.. then you get your problem. The new belt however does seem a lot thicker.

Darren

Squirrel helicopter
 

I know this has probably been discussed before,but can someone please inform me as to where the AS350/A-star got the name "Squirrel". This has been the topic of much discussion in our office lately.

Thanks to all who reply.

Bomb:)

english "spuirrel"= french "ecuriel". why they called it that, i don't know.

Was told once that Eurocopter called it a Squirrell as it was supposed to be economical for owners/operators...."squirrell away savings from cheaper operating costs". Unfortunately in the US a squirrell is a rodent (not good for marketing) hence they became known as an A-Star. Cheers

The french named some of their models after animals
EC120=Colibri(Hummingbird)
AS350=Ecureuil(Squirrel)
AS332=Puma
AS365=Dauphin(Dolphin)
SA315=Lama
SA341=Gazelle
AS565=Panther
SA321=Frelon(Hornet)
SA318=Alouette(Lark)
AS532=Cougar
Any more?
I think it might be easier for a non flying person to remember an animals name rather than some cryptic name like "EC120", which is basically an internal code for "1" = Civil, "2"= weight class (up to 2 tons), "0"= single engine.
GG

the machines that were originally sold in the US had the lycoming engine rather than the ariel. this meant that they were not officially "ecuriel/squirrell" and therefore had to be called something else. the Astar moniker came from the use of the "star" in the rotorhead, i believe.

AS55o=Fennec (Desert fox)

Dauphin means prince. Dolphin just sounds like Dauphin. I heard a rumour that the mistranslation was not intentional.

[edit] Guess I'm wrong. That's what you get for trusting rumour and not checking facts.

Maxtalk,

I used to be that last number that denotes the engines,

0 = 1 engine

5 = 2 engines

But I think that there are two conventions though, one for the AS's and one for the EC's????

from a french dictionary
dauphin m. [hist.] the Dauphin - from 1349 to 1830 Title of french heir to the throne, before that ruler of the Dauphiné.
dauphin m. [zool.] the Dolphin
dauphin m. [hist.] the successor ( or Crowne Prince )
dauphin m. [sport.] the second best (cycling)
I figure since all the others are animals why should this one be different?
GG

I flew one once that climbed trees and gathered nuts...maybe thats why;)

MAIS OUI, MES AMIS
Dauphin= Dolphin en Anglais
les Francais adore les poisson!!!
mk10
(je sais, mammal pas poisson)

I wonder if they realise that the name of Colbri was first used to name a German attack helicopter if I remember rightly...

AS350 / AS355 Tail Rotor heads-up
 

The aircraft in question is an AS355F1, but since the tail rotor system is identical on all AS350s andAS355s I suggest the lessons from my little episode apply across these types. After engine shut-down, during the rotor run-down, I decided for some trivial reason to play with the pedals: a bit left, a bit right, less than an inch either way. Then I noticed something peculiar: every time I applied any amount of right pedal I would hear some sound from the tail section which in retrospect I would describe as a soft grinding or rubbing sound. The sound would not change in either pitch or volume while applying more or less right pedal, and would immediately stop with neutral or left pedal.

It turned out to be the bearing in the tail rotor pitch change spider (sometimes referred to as the tail rotor swashplate) in the process of self-destruction. The engineer saw an angular difference developing between the rotating and stationary parts as I moved the pedals back and forth. On removal the bearing felt very “gritty” and rough as the races were rotated. The engineer reckoned on another 1-2 hours (!) before complete destruction and possibly seizure. The bearing was about 1100 hours into its 1200-hour life.

The grinding sound was so soft that if I’d kept a little right pedal in during the whole run-down I’m convinced I wouldn’t have noticed anything. Same, of course, for neutral or left pedal. So from now on I shall be gently “walking the pedals” during every rotor run-down; I strongly suggest other AS350/AS355 drivers do the same.