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.