If you choose to practice hyds out approaches, do a running landing with at least 10kts across the disc - the cyclic gets very heavy as you approach the hover and (coupled with other things) has caught a few people out - with 10kts it's easy. Be familiar with the problem of jackstall if you misshandle the cyclic at high weight/high speed.

MTOW differences,

In Lifting work your CG is ideally centered. You can't load your aircraft internally so well. That's makes differences between Internally and lifting MTOW, I think.

Hostile

Many helicopters have a higher gross with external/jettisonable loads.

I think you might find the issue is the landing gear if an auto is required.

B205, B206/L, AS 350's H500..................etc etc

i remember bell 206 factory training that it had a landing gear limitation, but not in the as 350.

i also can't recall anybody complaining about overcoming the forces flying heavy loaded without hydraulics - cause if you are doing 80 knots (Vne sling) at 2,800 kg and you loose the hyd pump, it would not be allowed by the flight manual. but maybe it might be a problem when doing 130 kts...?

the CG calculations: with full fuel, 400 kg in the rear seats and 200 kg in the front, the CG came to 3.23 m and an MTOW of 2,600 kg. the forward CG limit however (for 2,250) is 3.21, but when i extended an imaginary line backwards for 2,600 kg MTOW, it would have an imaginary limit of 3.26 (exceeded). but, then again, this line is imaginary so it might not prove anything. reducing the front seats by 40 kg and it is within the limit (2,540 kg TOW). i don't think the cg is the issue.

i know this is over-kill (probably boring some of you), but nobody has ever been able to give me a straight answer.

I have asked this question myself as well.
I personally think that the landing gear is no issue i the AS350. I am pretty sure they are all the same (B, BA, B2 & B3).
Obviously the B model has a smaller M/R chord which limits its lifting power.
The BA, B2 & B3 have all the same M/R Blades (not 100% sure about B3...).
The B3 has a wider T/R chord which gives it better hover capability at altitude and higher winds with a higher Gross Weight.

I would assume that the MTOW was established at certification to demonstrate its performance envelope and as the AS350 got more power its MTOW has been increased.
It would be interesting to see though how an AS350BA would handle an auto with the same MTOW of an AS350B2 or AS350B3. If they would behave the same, well woudn't that be interesting!!

As350 Mtow
 

The higher external load weight limitation is purely because the load is jettisonable.
As the load is slung directly below the rotor shaft there is no C of G issue.
As with any helicopter, if you operate at or in exceedance of the limit the machine may well still drag itself around the sky but should an Auto be required the aircraft will perform like a brick.
Its purely a concession which says that (as long as performance allows) you can use a helicopter (with ops normal) up to this limit, as long as and only if the additional allowance is but a push of a button away.

It is simple. Go do a autorotation with a empty machine(as they are originally set) and see how quick that rotor rpm climbs when you drop the collective to the stop. Now, without setting anything, put full fuel and load her to 2250kg. Now do the same dropping the collective onto the same bottom stop and watch that rotor rpm. If you blink you will be at 470rpm in a B3. We as a rule set the bottom stop at heavier weights as that is where we operate and you have to wind in that screw to the point were the collective lock can't reach anymore-in itself a massive problem for hyd checks. There is of course a balance which is easily reached during the maintenance procedure iaw the manual.

Bottom line, the heavier you are the faster that rotor will run before you pull back on collective-are you fast enough?-and then there is the aerodynamic forces involved without hydraulics at 2800kg vs 2250kg. The whole idea of the 2800kg is the extra load must be jettisonable! Remember not all external cargo on the Squirrel limits it to 80/60 knots as for instance the bomber kits does not require that drastic reduction in speed vs a bambi bucket on a sling so you could be bombing along at 110kts at 2800kg but still you can jettison the extra to ease the load and then reduce speed.

Astar 350B engine start up
 

I am new to the Astar 350B and need to know exact procedure of start up and shut down. :confused:

Are you thinking of stealing one?Best learn to fly first.

This link is from the On-Line Flight Manual thread.... it's for a AS350BA not the AS350B but the manual covers start up procedures... there are tons of manuals on that thread so maybe comb through it.

http://www.electrocution.com/docs/350BAFM.pdf

strange question new pilot!!!!!!

Thats what the blue book is for. If that doesn't make any sense there isn't much hope then is there.

B or BA = 1B engine - no difference.

After you have read the Flight Manual and did a few starts with a suitable qualified instructor, do not forget to get up to date with the last couple of years Information Letters as well. They have come out with a few variants to the 10% advance under certain circumstances on older/cold conditions/hot and high etc conditions. Need to know the machine first though before you will be able to understand and now when to use these.

The IGW of the newer AS350B3’s (dual hydraulic) is increased to 5225 lbs. (2370 Kg)
The 4961 lbs on older B2/B3 is a “hydraulic off” certification limit.

Found the supplement after lots of searching - AS350 B3 Supplement 9-28 "Increased maximum internal gross weight to 2370 kg." Aircraft must be equipped with high landing gear and dual hydraulics.

The hydraulics is self-explanatory. The high skid option, however, I believe (after discussing with my colleagues) is because of the autorotation performed in the takeoff portion of the flight. With low skid, there might not be enough kinetic energy to safely cusion the landing.

What do you think?

"I am new to the Astar 350B and need to know exact procedure of start up and shut down."

Profound apologies for the drift, but I couldn't let this pass...

My vote for post of the year. :)

By all means start up as per the FM, but one useful tip they don't tell you is - don't just push/pull on the knob through the E-gate - stick your last couple of fingers at the point where the stem slides against the E-gate so that you get a better feel of where the throttle is, instead of under/over cooking the engine inadvertently.

AS350 B2 engine power check chart
 

Just wondering if anyone out there has a computer programme for the AS 350 B2 engine power check chart?
We have the paper one, but would like to get the reults more accurate.
Any help would be greatly appreciated.:ok:

Interesting point made there. I always thought the 2250 was on the landing gear for safe auto's. So does this mean it's all to do with they hydraulic forces during a hydraulic failure? (seeing that technically the dual hyraulic system can't fail)

AS350
 

anyone ever experience a high pitched "whistling" noise in the AStar? only seems to happen at high power settings and is not very loud, but definitely a new sound and noticeable...

Thanks