Be aware of the component times , between 2500 and 3000 hours most of the dynamic components need major overhaul or replacement.

ENGINE (Lycoming LTS101-600A-2 with 2,491 hr TSN)
GP Rotor Assy 5000 3837 77%
GP Disc 5000 3837 77%
GP Spacer 15000 12617 84%
GP Sealing Plate 15000 12617 84%
Impeller 15000 12775 85%
Axial Rotor 15000 14485 97%
Compressor Shaft 15000 13362 89%
PT Rotor Assy 12000 12000 100%
Fuel Control 2400 397 17%
Fuel Pump 2400 1625 68%
T1 Sensor 2400 2221 93%
O/S Limiter 1800 1760 98%
PT Governor 2400 1430 60%
Air Flow Modulator 2400 1742 73%
Fuel Manifold cyc 2000 1821 91%
Start/Gen 1200 1200 100%

Should also pay attention to Starflex , upper and lower sleeves MGB and Epicyclic module. Starflex was abour 3000 hr retirement ( If I recall correctly though it is more for the D now I think about it )

If you change your mind later I think it is still possible to convert from a D to a B via SB.

ANY engine would be cheaper than turbomeca, their service is **** and they when you bend down to pick up the penny they left you with they **** you again.!! I had small part of mod 2 go through engine and it cost E250,000., all i get is a Gallic shrug!!

AS 350B2 W/B PDA software?
 

Anyone know of weight and balance software for a PDA? Any other good PDA software (aviation) that you guys can recomend?

Thanks

RB

There's a spreadsheet at www.electrocution.com/aviation

GB

I made an Excel S/S, converted it with "Documents to go" to run on a Palm OS. It does every thing I need in EMS- existing W&B and compares it to fore and aft limits, computes max wt on the stretcher with exisiting crew and fuel, and a very few other conveniences...

If you'd like it, PM me, I'll send it on. It's not fancy...

For more general computing, I use CoPilot on the same Palm OS unit, and like it great deal.

As350B2 & 1d1 at Alt?
 

Ok 350 guru's I have a question?

I have a fair amount of time the in the 350, but recently have been working it at a Pa of >7000-12K. I have noticed that starting the initial light off tends to be pretty hot and requires maniuplation to keep it in the 700-750C range, even bringing it back just a hair to mudulated it, cause it to flame out (0ver 9000 pa). EC want you to immeaditly induce fuel when you hit the starter. Just as an experiemnt I waited unitl 10%n1 before I came forward with the FCL and got a much cooler light off (as expected) .

Anyone else seen anything like this. Tips for running these things up high?

RB

Are you, as a standard practice, introducing fuel at the same time as you press the start button? The only time you should use that particular technique is when the OAT is below freezing. (As per the flight manual) Standard start procedures for the B-2 are:

"-When the Ng reaches 10%, move fuel control lever forward
about 1/3 of its travel range (When OAT is below 0 C, open the
fuel flow control at the same time the start push-button is
pressed)"

Firepilot is correct mate... as it reaches 10% then introduce the gas. On the 1S1 arriels you can intro from initial igniter activation.

Should it not be modulated at 650 - 700 degrees?

Smell burning yet? :)

Check your battery, Rotorboy. If you have bad battery, you need to move your fuel control more forward during start. It great's of course T4. Be aware it. Change your battery ASAP if it's the fault.
(That you need to do only if you are in the middle of nowhere!.)

Normally I'm doing my starts like this: Move forward fuel control when it's front edge is front edge of the hole. (I mean hole where fuel control is during flight) Then push start button and t4 rise to about 670 degreeses after Ng is thru 10%. You dont have to move fuel control before t4 is going to fall. Keep t4 between 650-700 degrees during start. That is easy way. It works our As 350 B and B2 helos. (Still monitor T4 all the time!!.)

(hope thet you are understand what i'm trying to type) Languages are not my best part.

350B3 Dual belt hydraulic pump
 

Dear aviation friends

I was wounder if someone have an information or where can I find about dual belt hydraulic pump for the 350B3.

Thanks for the info.

FELIPE

I believe Eurocopter offers the hydraulic backup as an option on the B3. It's listed as such on the spec sheet.

Felipe,

I can't help but wonder why you would go to the expense of adding that option when a simple daily check will show the condition of the single "uprated" belt...ie the vee type, they are very reliable...

Not trying to second guess you but the only real reason for the change from the original green flat hyd belt on the earlier AS-350's in my humble opinion was the lack of regular "condition" monitoring which led to the inevidable......There are plenty of other areas a B3 could do with a little work/modification....

As350's Grounded Worlwide
 

all As350's( Both twin & single) with auto pilot have been grounded worlwide.

Eurocopter have discovered a defect with the weight & Balance issues and have declared them grounded.

The only way you can fly them is if a fully certified engineer, who has been certified via Eurocopter to carry out these check's, carries out a check A before if flies every day.

This is regardless of whether the flight is classed as a private or commercial.

Intill Eurocopter come up with a solution this is the procedure you have to comply with.

Can anybody shed some light on the situation.

As always I stand to be corrected.

Could you provide the details from whence that grounding order comes.....Emergency AD's or something maybe?

IS it all autopilots ?. ( 2 axis , 3 axis , coupled )
For the twins it would probably be more significant . I would guess that less than 5% of singles have autopilot .

Nothing on federal register .

goose boy

Is this rumour or news?

WIDGEON

As far as I know it is all.

SASLESS

I dont know the answer to that question.

HELIPORT

My source is from a very well know maintanaince company, I dont want to mention there names for obviouse reasons but the company begins with M.

Also I have had first hand dealings with a AS350 owner who is currently dealing with the situation.[