Does anybody know if the FAA's grounding of Alouette 2's for supposedly being ex military aircraft and not being eligable for a c of a been recinded or resolved?

No and there are more than 2 now

AL3
 

I discovered 2 x AL3's in indonesia

nice condition

may still be on the market

Price ?

pandalet
 

There have been several groups of 6+ al2's sold by the German army.

The last batch was sold mid 2008, typical prices for a fully working machine E160K, there are no more !

Hungary CAA has been willing to provide a full EASA CofA once 'civilianization' work is complete. overall machine cost E200K on the reg.

Hungary is a good reg for Helicopters.

Hungary CAA visit UK each year to sign off the Annual

Insurance is typically E800 (yes that right £ 600 ish)

You need a Hungarian airman's certificate and Hungary based training.

Maintenance can be done in UK by two UK based, Hungarian approved engineers - who are very experienced on AL2's - great chaps, reasonably priced.

Spares can be tricky, but I (and other al2 owners) build up stocks of parts and between us with have, so far, not had a problem. Clutches, pumps, some sensors are hard to find but not impossible. MR Blades will eventually be the limiting issue.

My machine (3 yrs - 200+ hrs) is Very reliable, a little thirsty (160 Ltr/hr), noisy but great to fly.

100+ Kts - 5 seats, 3hr endurance, loads of lift, no great vices.

I can't think of a better, low cost, turbine.

if you looking for one I know of 2 that may be for sale. if you want to see one 'in the flesh' come visit at eastbourne.

Ian

Alouette II
 

Hi
New to the post. Does any one know or have info on Alouette II as a crop duster? How does it perform? any recurring maintenance issue etc. Also am looking for a POH as well as maintenance manuals for 318C in English, thanks in advance.

the allouete 11 318 is used for crop dusting in hungary not sure about the 313

[email protected]
Try Mike based in West Virginia

318C as crop duster
 

thanks, any info on contacts in Hungary?

POH
 

hi

I have POH and full maintenance manuals for 318c and engine (also 313b)

in english and french !

what do you need ?

Ian

Alouette II POH, M&O manuals
 

enstrompilot
I am looking for both POH and maintenance & Overhaul manuals for Alouette II, send me an e-mail at [email protected] thanks

FOM for Allouette
 

Hallo, please send me FOM for Allouette and you have..., I need ASAP! I can send for you a any Enstrom280...I have FOM, Engine manuals... and more...forFX
[email protected]

Enstrom Pilot ....i am surprised at you with a name like that saying it is the best first turbine !! What about the 480B ? It costs almost nothing to maintain , v cheap spares and insurance , 5 seats (just) , almost half the fuel burn , longer endurance much faster (115kn)....AND very quiet !!! You can get a 4 to 5 year old one with only 5-700 hrs for under $500k . Best safety record in the industry and very easy to fly ....what more could you want ??

Hi im currently looking for parts for a 313B ship. Anyone with any....please pm me and we will go from there. Thanks

I'd try the Irish Air Corps who I belive have their remaining seven lying up idle and stored after buying their newer hardward. Most have around the 8000 mark in terms of airframe hours accumulated over a 40 year period.

FOM for Allouette
 

Please help, I need ASAP of FOM for Allouette2
Dushan

bolkow
the irish ones were sold last year [ or earlier this year]

dushan
you sent me pm whats a FOM ?

The Irish machines currently reside in northern France. They are stripped and the owner quoted a 25k price tag for just the airframe:hmm:

i think he must live in a dream world 25k

nigelH

you are spot on the 480B is a great machine !, shame that it has an allison engine (i heard its easy to spoil your day when starting) and shame only nearly 5 seats, a little sad the limited range and sader still that a 5 yr old one cost 500K (only ?)

agree re safety record and great to fly

alouette has more range, more lift, lower cost of ownerhip, lower purchase cost (£130-£150K), is old, ugly and noisey (and for a turbine slow ish), so not every ones first choice, but they are a turbine for piston costs (with turbine reliability and rugged engineering !)

I guess you pays your money and makes your choice !

what else would be a good first turbine ? whst if one has a thing against the Allison, what other choices ?

Alouettes
 

Just an aside, in the Air Force we would run our Alouettes on deisel from time to time, watch out for blocked fuel filter and torchigniters though.

Alouette III maintenace manuals
 

I´m looking for Alouette III SA316B maintenance manual.
Can anyone help?
Thanks,

Alouette II rotor engagement
 

I just acquired an Alouette II (SE 3130) and would like some input on the rotor engagement proceedure. In & outs, common errors, etc. I think some of the translation in my Flight Manual is off a bit. Any help would be much appreciated.

The SE3130 with the Artouste engine has no rotor engagement procedure as far as I recall. The version with the Astazou engine (SA318?) has the ability to engage/disengage rotors with the engine running at idle like the Gazelle. The 3130 doesn't have this feature.

With the Artouste you just switch to 'marche', and it should all happen for you. I have a list of things to hit, tweak, dis-connect..... if it doesn't.

This one most definitely has the engagement proceedure - same as the SA-318's. I have the Artouste C-6. Idles at 19K after start and runs at 34K after rotor engagement. Post Mod-871 clutch (dry).

Thanks for finding Alouette threads and tying me in. I was a tech on the 318C in Alaska during the Pipeline construction in the mid 70's and we operated two of them. Reliability was unbelievable -- all we did was daily grease and oil T/R shaft bearings and polish the plexy, aside from the normal 25 & 100 hour inspections. Had a couple of start issues but "manually" tweaked the thermal switch on the start card until we could get a replacement card. The only "failure" I remember was one T/R pc link broke but the pilot did a run-on with no problems other than replacing the skid shoes. What was really nice in that country was the big fuel tank. We hauled many a Jet Ranger tech into the Bush to fix their machines but never had to ask the favor in return. That's probably part of the reason the FAA with a little nudging from Bell wants them off the Standard CoA. Bell didn't like them back then either (when Vought was the distributer). Anyway it's been 35 years and I could use a refresher on rotor engagement technique for those of you that have it a little fresher in your minds--see previous posts.

You should message 'hihover', he has some recent alouette experience I believe.

One of the greatest aircraft ever built...and a legacy:ok:

Thanks W L, I'll give him a shout.

RG8
That is still winding it's way through the courts in the US I understand.
Expect they still cant explain the paper work or lack of :( strange how they let them fly All those years then :E

I haven't seen it commented on elsewhere but at the Alouette 3 and Lama service clinic earlier this month Eurocopter announced they were intending to cease production of main rotor blades at the end of 2012. Didn't go down too well with the operators!!!!!

All the Alouettes have a centrefugal clutch that requires a procedure to ensure rotor engagement without burning out the clutch. I have been off them for many years but I seem to remember ground idle is about 1800 rpm and to engage advance fuel flow to 21000rpm then slowly advance as rotors start turning. I'm a bit wooly on it as Ive been off them since '75/76 but I do have 3130,3150,3160/316B,318C on my licence and Section L A,B and C on my CAA licence. Suggest you get the official procedure, getting a clutch repaired would be a pain in the ass these days.

Alouette III Rotor Engagement
 

As I remember it, flew about 3 yrs back, engagement has to be achieved in 35 to 45 seconds (25 to 35 seconds in gusty winds).
Idling rpm should be 16,000 to 19,000 rpm. Advance FFCL slowly and gradually, note eng rpm at which rotor starts to rotate, start stopwatch. This is the ICE (Initial Clutch Engagement). Advance FFCL to get an increase of about 50degC of JPT. To obtain a steady engagement the rotor rpm should be 100 rpm at 15sec and 200rpm at 30sec. If lagging, advance FFCL slightly. Ideally, you should never have to retard FFCL (to avoid fast engagement) so better to increase lesser, crosscheck and advance more if required than advance too much.
See the rate at which rotor rpm is increasing and achieve FCE (Final Clutch Engagement) when the engine and rotor rpm needles mesh.
ICE should be less than 24,000 rpm. Initially it will be lower, about 21,000 for a new clutch and will keep increasing as the clutch wears out. Above 24,000 the clutch needs replacement.
Fast (<35sec) or slow (>45secs) engagement will cause the clutch to overheat and reduce the life in the least and cause it to break up at the worst.
After FCE, advance FFCL gradually, JPT will start reducing, accelerate to full rpm, 33,500 eng and 353 rotor rpm.
Happy flying and happy landings. I was an instructor on Alouette and enjoyed every minute of flying on both the Alouette and the Lama.:)

Thanks, that was what I was looking for. You had Alouette III at the top of the post, was that info you sent for the A-III or A-II or are they close enough to have nearly identical parameters? Thanks again.

Holds good for Alouette III. Have no idea about the Alouette II.

Allouette II - clutch
 

info provided by Helibouy is spot on

I have heard comment that once clutch is engaged allow engine/rotor RPM to continue until the RMP steadies a little higher than the engagement point (say 28000 rpm) then reduce the throttle a little let the RPM drop a tad, then continue to open the throttle to flight idle

another approach I have heard from 'old hands' is to cease advancing the throttle once engagement occurs, let the RPM increase to above the engagement point but just hold at RMP for (say) 10 sec before progressing further.

the explanation is that this helps the shoes in the clutch 'bite' and stops further slipping

it may add something or may be an 'old pilots tale', it seams it would do little harm (dont reduce RMP to the point where the engagement is lost) and anything that extends clucth life has to be good practice

I have been told a clutch will last 1000 hrs if handled carefully, overheating by excessively fast RPM rise burns out the shoes, signs are bubbled paint on Clutch and high initial engagegemnt RPM.

I heave heard of clutched being 6000 Euro, there is limited supply ( I have a few new spares) but clutches, like MR and TR blades anf TR heads are likely to be the life limiting components for the long term for AL2's

I hope this helps

Ian

I agree with your sentiments 100% I don't think there was ever a more reliable helicopter than the SA 318C with the Astazou IIA engine that was ever built! Lots of time with them in the '70s also and other than the (very) odd electrical glitch starting in sub zero temperatures they never failed to amaze me. Everyone who spent any time with one at all in cold weather soon learned the "1 jumps over 2" trick for the cannon plugs on the P-2 switch, start valve etc.

One of the best analogies I ever heard was a half ton truck with rotor blades; reliable and solid! However they did like to drink fuel and the cost of engine overhauls was incredibly expensive. But they never quit and sure gave you a feeling of confidence in your aircraft, go any where, any time.

But still, probably my favorite helicopter of all time.

Ricktye

Please explain the 1jumps over 2 trick

Steve

Alouette POH
 

I have a brand new Alouette POH in English that I purchased from the factory when I was considering buying one.

Please email me if anyone is interested.

what date is it ?
which model alouette is it for ?

steve

I have the latest manuals for the SA319B. I have the new hard copy plus I scanned them into a PDF copy. The PDF copy is rather large but I have no problem sharing them, for free!