"Any good"? As opposed to?

As a West Islander ask your cousins to the East as they operate about 17 of them at last count.

Here Are Some Good Words
 

I operated AS355s for many years and flew AS355F, F1, F2 and N without any major problems, both in Europe and Nigeria. All of the models have some electrical problems if left out in the rain, be it in cold northern climes or hot tropical ones. The aircraft is certified to operate in either Performance Classes 1 or 2 and single engine performance is perfectly acceptable for an aircraft of its age and weight. I have operated it in the EMS, law enforcement, offshore, corporate, VIP, charter, pipeline survey, filming and training roles and it's one of my favourite twins. Many years ago when I was working in UK we sold one to a police force and carried out flight trials to have it certified for a modified Class 1 profile at slightly reduced weights for an area with a smaller than certified accel/stop distance. It was also certified by the CAA for a substandard rooftop for Robert Maxwell (as his helipad was below RFM criteria). If I weren't supposedly too old for single pilot operations :{, I'd be flying it still if I could :ok:

I flew a 355F1 in the Caribbean and she could climb at 150ft/min at max GW (2400kg) on a single engine, my limitation was 810 on the t4 at about 85%TQ so she'd have a lot more to give you in the UK. Really nice aircraft to fly. Not a bad useful load - our BEW was 1550kg, MGW for the F1 is 2400kg, and 1 hr of fuel is about 170kg. As others have said, the electrical problems are the main 'issue' with the 355.

ASCJ,

At the risk of firing up the hornets nest again, once you've done all your own research you need to talk to Roger Corbin at Rotorlift in Tassie. They operate 355's in EMS roles. He is also spending a shed load on glass cockpits and re-wiring the old beasts (from an independant source I believe he's doing quite a good job...I haven't seen them up close).
Just watch out for the Corbin factor...."hey....where's my wallet/hand gone?";)

Cheers

FBD

If you want to go down this track have a look at a Heli-Lynx conversion.

They basically throw out all the "European" electrics and fit "North American" gear.

Circuit breakers versus fuses, US built Generator control and bus shedding etc.

They also shift the anti-ice controls from the centre console and possibly remove the console altogether as the Kiwi's do. Put your avionics in the panel. This will allow the installation of a double front pax seat.

Heli-Lynx also have a mod to put the strake on the boom and a "wide chord" tail rotor like a B2.

There's also a mod to install to C20R's which will give you extended OEI performance when you are Temp or N1 limited.

Another mod addresses the poor original governor control arrangement.

The guys in NZ operate them because they have their own support for the engines. You can probably operate 2 C20's and a C/Box for less than a 1D1.

Another issue was back when they got into them you could probably buy two and a half F1's for the asking price of a B2 and they go about the same! Pax like the number of exhaust pipes as well!

If you keep them light and VFR they are surprisingly quick. Low gear - 140 knots. IFR is going to eat your performance OEI.

IFR - they don't like ICE!

They do get used for EMS although it is a little cosy.

I have actually flown Serial # 5001. They started at 5000! It was an E model so really it was a 350B with 2 engines. Single hydraulics and might have even had "blue" blades. Full fuel and skinny pilot or full pax and fly about as far as you could kick it. I think it is an F1 now.

All of them can be upgraded to F1 but I think the jump to F2 is expensive.

Talk to the guys at Airwork in NZ. They will gladly point out any issues with them. There are a few tricks. They have a huge amount of experience with them.

Be aware that "N" models really need a spare engine with them. The Arrius 1 engine has it's issues although performance is good.

I heard there is a brand spanking NP for sale in NZ and also an N.

The NP has some nice improvements.

Easy to knock the AS355Fs but they are pretty much in market of their own if you need twin engine capability and they're good value too. Don't think you'd find too many operators who'd prefer a C20 A109, considering maintenance costs, which is the only low budget alternative. In fact an AS355F1 might have been ideal acft for the role the Saba/St Maarten R44 was undertaking - not too much more to buy than an R44, probably as cheap to run as any twin, and at least a lot safer for the desired varied roles, regardless of regulations.

RDVT; not sure about your 140 kts - I'd get your ASI checked! Either that or the MGBX is being rather overtorqued!

Indeed, Advanced Flight have an NP. But, with the NZD heading toward our lower lattitudes; it will set you back around $6.8M South Pacific pesos amigos.

rotorspeed,

After flying and maintaining helicopters for over 30 years I think I have a pretty good idea how fast I am traveling in one. Verified by other pilots and it is not limited to any particular aircraft. Have seen in it F's and N's. Light weight is the key. UK variant IFR N's have a built in headwind!

RVDT

Let me get this straight - are you really saying you can cruise at 140kts in any version of a 355? Which one, exactly?

No, he's saying that you can cruise at 140kts in a very light (ie VFR), low skidded, Heli-Lynx converted AS355.

'Tis all in his post.

Our F1 did 130 knots pilot only with 40% total fuel, right side squirrel cheek, mirrors and high skids. That's my two cents.

Eurocopter AS355F1 OEM Performance Data
 

Hello,

Does anyone know where information is available online for Eurocopter AS355F1 OEM performance? Most interested in single-engine performance, safety, etc. Also, does anyone have any experience in the Heli-Lynx AS355FX2 model conversions? Any additional information or insights would be appreciated.

Thanks,

Eric

GEN On/Off
 

We actually start our F1 with generators off. Can you explain what would determine wheather you would keep them on or off during start??

AS355 VFR vs. IFR
 

What are the differences between an AS355 VFR ship and an IFR ship? Is it purely just the avionics and auto pilot? I noticed in the Heli Lynx marketing sheet that they list their electrical modifications as "GenerationFX VFR Electrical System", is it safe to assume their mod is only for VFR flight only? Just trying to makes sense of all the different versions out there and their allowed uses.

AS355 Direct Operating Cost
 

Does anyone know the average hourly direct operating cost of an AS355F2? Just working on a biz plan for a biz class, so a rough estimate is fine. Planned on using the $730 / hour fuel and reserves that is published for the MD902 but I think that may be a little high for an AS355? Any info appreciated.

Thanks

As 355 F2
 

does anyone know when the AS355 F2 variant was introduced ?
Thanks

Late 1980s. IIRC the aptly named G-FTWO was one of if not the first in the UK, McAlpines 1989-ish. It now works for Network Rail via PDG.

DGAC cert was 1985; FAA cert was 1987.

I/C

AS355 Direct Operating Cost
 

Conklin says $840 an hour (gas = $320 @$5.50/gal, labor @ $94/hr).

I/C

As 355 F2
 

5346 g-tbhh or 5348 g-bypa , would seem to be first.

i have a gap between 5332 and 5346 , possibly military variants .So there could be an earlier serial number.

Not sure if the IPC would reference when the change was made
5346 has year of manufacture of 1986.