I didn't wanted to be so blunt as to suggest to run the oil level below min due some attitudes here. However, I played with oil levels on our machines and marked a new minimum where they breath least but maintain the level-some 100hr to 100hr. I had various discussions with the factory and 350 team at Marignane and they admit its a known problem but due certification can not change the level indicator. On the 365 its even worse as shes got the same tank with the same marking yet the engines are below the reservoir level so you need to chk quickly otherwise halve the reservoirs oil is in the MO1.


The key to the ARRIEL oil system is the breathing system. On machines that work hard and hovers a lot at MAUW I check the breather tube of the MO3 rear bearing regularly and clean it out-one just have to respect the AMM procedures whilst doing it carefully to avoid disaster. Oil mist or wetness on the rubber external tube running from the breather is a sign of breathing issues whether it is too much oil or a dirty or partially blocked breather tube internally or externally. The return line tube on the MO3 rear bearing can also cause major issues if partially blocked as the only place to get rid of the oil is threw the breather tube then. First sign of trouble will be coking of the MO3 rear bearing breathing tube and of course the flow check on the 600hr.


For machines that spend their life hovering a black tailboom is a given. Not all the oil from the MO4 bearing is scavenged and a very small amount gets dumped. In forward flight it spares the boom but in hover not.

Yeah, I get it VP but as a long time Astar pilot, I know there have been a few different Oil Reservoirs over the life of the Astar so I find it strange that the res can't be modified. Heck, the original Lycoming used an opaque reservoir that would be perfect for this issue. That being said, I don't know enough about certifications to have a fair comment. And based on previous comments, you wouldn't know that I am probably the greatest Astar salesman in the world but since I spend a lot of time on the end of a longline, I find it a little disconcerting not really being able to tell what my oil level is or if there has been a sudden change in oil burn/consumption. Kinda sad that the operators have to be fixing the manufacturer's problems.

Cycle Counting for LTS 101 600 3A
 

Earlier in this thread there was discussions on counting cycles on the Turbomecca engined Astar. Can someone explain how cycles are counted and if they are different to the Ng Reference Cycle and Operating Cycles for the TM engines? Is there a Honeywell article that explains how to count cycles on the interwebs? Thanks.

I know its an old post, but Im sure someone will come across this again.
I found this interesting article; 2000-11-01 RON BOWER SOLOY ALLSTAR
Interesting, but I also saw that Alexair is selling their, so who knows. I like the idea that there is a lot of people out that knows how to work on the 250 series, especially c20. And the c30 isnt that far off..

Yeh, Jayrow had a few of them, got rid of them or converted them to Ds. The last one they had was in KTA and was the best money making machine ever, temp limited all the time and wouldn't pull the skin off a rice custard. Depending on the day, it was able to cruise some where around 95kts (maybe) and customers were paying by the hour. God bless 'em... lost a lot of money after that conversion with the LTS 650, it went a lot faster... Darn it!!

Your best bet today if you don't want to stay with the Turbomeca is Soloy's SD1 conversion kit using a Silver 600A-3A. Find out what the 1B will cost to overhaul and compare with the Soloy total kit price of $401,000.00.
It makes even more sense if you were to upgrade the helicopter to BA configuration at the same time. This engine in a BA runs rings round the standard ship at any temp. and altitude.

The reason the N1 (and TQ) are low when doing this is the blades are in autorotation and being driven. The FCU senses this and drops the engine rpm back to a lower amount. TQ will also be on zero ( or a very low amount) because there is no TQ the rotor system is in autorotation.

The guy in the video obviously did not know his machine, and by all accounts is a instructor and flight examiner. It was either a big show or he had no idea at all what was going on, i think the later.
Theres no way i would want to do a check ride with him with his lack of knowledge let alone do a rating with him, imagine the lack of knowledge the student would come away with, it would be dangerous.

Can only assume you meant TQ not NG.

The reason is the blades are being driven by the autorotation not by the engine.
If you simulate a auto with the rrpm a little bit high you will see the TQ on zero pull a bit of pitch and you will see the TQ rise as the engine starts to contribute the the power demands of the rotor system

Yes, that is normal.

The Delta NG gauge on the B2, is a ''somewhat early model'' of the FLI on the B3.(Only for NG of course) as it will depict your Altitude-Temperature corrected Max T/O power setting when the needle is pointing to 0 when NG is your limit.

So, the ''dropping to zero'' you're referring to is in reality below the -10 mark on the gauge and not 0 which is right at the top.

Your statement "the NG gauges needle dropping to zero when the NG is on 83" sounds like there is some confusion about what is shown in the gauge.
The pointer shows deltaNg whereas the digital display shows the absolute Ng value in percent.

The AFM states: 98%Ng = -3.5 deltaNg. The minimum deltaNg value shown by the needle is -10 or so. This means any Ng value under 91.5% goes together with the needle at the minimum position. The zero deltaNg position is actually in the middle of the gauge (max takeoff rating, i.e. the end of the yellow arc).

As for the video: the only reason why the intermittent sound goes on is high RPM. Corrective action would be to pull collective and cross-check with the NR gauge. If NR is green and agrees with Nf (in non-autorotative flight of course), then you can conclude the RPM gauge is telling you the truth and the horn is not.

Edboldie:
I'd have the servos checked. There should be no stickiness, and you should never be on the stops of the controls (as long as you're within CG limits).

maybe try cleaning the cyclic friction cups first. it would be the simplest thing to start with.

if you are not two huge guys with very little fuel on board, i don't think that you should be anywhere near the rear stop on the cyclic in the hover. 350's are quite forgiving W&B - wise.

rigging perhaps?

fp

not that it would make THAT much of a difference; but do you have the battery in the tailboom?

fp

well then, i don't know why your cyclic would be on the aft "stop" in the hover unless there are C of G issues (assuming cabin loading has been accounted for).
have you calculated the weight and balance?
have there been any significant configuration changes recently?
please post what your engineer finds, i'd be interested to know what mechanical reasons there might be for this.
fp

Ive flown the B2 for 8 yrs in utility work, namely fires and power line survey and never heard of these symptoms.

As Shawn has said check your servos and rigging. Id also check your accumulator pressure is at required values whilst your at it.

Another point, is your hyd pump supplying required pressure?.

Check your frictions are not binding also, i like to fly with a little friction on both controls but i always check they are full and free on control checks prior to applying a little friction.

I like others are interested in your outcome.:ok:

I am looking for an EASA certified EMS Kit for the 350/355 series. Used condition and preferably from Europe would be the best. Any ideas ?

I am currently waiting for our Part 145 facility to get back to us but maybe somebody of you has heard about this phenomenon:

2012 AS350B3e with a NAT AMS 43 TSO – ICS and as soon as the HORN switch engages, you hear a very high frequent tone in all headsets.

When you switch to pilot isolated, the pilot's headset goes quiet, everybody else still hears it.

This is also with headsets in the back (and/or copilot) unplugged.

When you disengage the HORN, it goes away immediately.

Switching to a Garmin GMA340H ICS could help :} but is not the favoured solution for the problem at the moment :E

Any ideas? TIA

RTF,

I think your ICS may be OK.

I assume that there are no warnings and this is with the engine running at normal NR?

If on the ground and engine stopped you will have several warnings obviously.

No doubt you are aware that in the B3 you are obliged to have 2 functioning headsets ( Pilot and Co-Pilot) and ICS as per RFM Limitations.

The Pilot ISO is just doing as it should - isolate the ICS.

I would guess that your warning unit and/or sensor that talks to the warning unit is duff.

Hi RVDT
You are right, engine at flight idle and ready to depart. I did not test it with all the bells and whistles because you probably would not recognise it anyway. I did unplug the headsets to see whether it makes any difference.

Some people (i.e. older) might not even hear it as it is very high frequent tone and not very loud. It is clearly linked to anything which engages with the HORN switch and the warning unit is a good start...

Thank you for the hint. I will relay it ... and get back as soon as I know what it was.

hey guys I'm posting this again because we are still looking for an EASA certified EMS Kit for the 350/355 series. Used condition would be the best. Any ideas ?