AS 350 B3e - anyone flown one yet?
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I've heard that two B3e's had serious problem due to this issue. One in North America and one in China. Maybe someone else knows more about this?
This is why they had to reduce Vne to 100kts at sea level. Also avoid side slipping and inspect TR every 3 hours.
I hope they sort this out fast.
This is why they had to reduce Vne to 100kts at sea level. Also avoid side slipping and inspect TR every 3 hours.
I hope they sort this out fast.
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problems...
Lots of problems with the Tail rotor laminated half-bearings...
Eurocopter are publishing several alerts service bulletins, the last one limited the airspeed at 100 kts
I have the last one, if u are interested pm me.
Eurocopter are publishing several alerts service bulletins, the last one limited the airspeed at 100 kts
I have the last one, if u are interested pm me.
Last edited by MiKeRoToR; 6th Oct 2012 at 11:57.
Well, the tailrotor on the 350 have pretty much been the same on all other models up to the last one, which have the ''chinese weights'' added for the removal of the t/r load compensator.
When they suddenly get these problems with the laminated half bearings, it would be interessting if it is the same part-number as on all other tail rotors. If it is, I recon the problem is generated by the change in design ie. the ''chinese weights'', or we should see the same problems occuring with the rest of the B3 fleet as well. Unless they can identify a production-irregularity on over a certain batch-number.
When they suddenly get these problems with the laminated half bearings, it would be interessting if it is the same part-number as on all other tail rotors. If it is, I recon the problem is generated by the change in design ie. the ''chinese weights'', or we should see the same problems occuring with the rest of the B3 fleet as well. Unless they can identify a production-irregularity on over a certain batch-number.
I think this is the one quoted in the Eurocopter Emergency Bulletin which lost his tail rotor + TRGB + vertical fin.
ASN Aircraft accident 28-SEP-2012 Arospatiale AS 350B3 Ecureuil TG-FHD
Accidente del TG-FHD | Aviación de a Pie
Tragic loss of life
ASN Aircraft accident 28-SEP-2012 Arospatiale AS 350B3 Ecureuil TG-FHD
Accidente del TG-FHD | Aviación de a Pie
Tragic loss of life
Last edited by Encyclo; 6th Oct 2012 at 20:01.
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Tks for the good feedback with the AD note and comments.
Guess the procedure for tail vibration is quite obvious but in any case and till I find the preceding Bulleting which contains that section, coud anyone post that part of it pls?
Brgds
Manuel
Guess the procedure for tail vibration is quite obvious but in any case and till I find the preceding Bulleting which contains that section, coud anyone post that part of it pls?
Brgds
Manuel
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more...
Hi manuel I sent u a pm...
Not a good stuff...
Here it is to recent accidents involving AS350B3e, but don´t know the causes...
but in the first (fatal crash) one the pilot reports to the control tower, abnormla vibrations in the tail rotor... Moments before he crashes it possible to hear, I loss the tail rotor...
Empresario Joe Habie muere al caer helicóptero en la zona 15
Accidente del TG-FHD | Aviación de a Pie
Not a good stuff...
Here it is to recent accidents involving AS350B3e, but don´t know the causes...
but in the first (fatal crash) one the pilot reports to the control tower, abnormla vibrations in the tail rotor... Moments before he crashes it possible to hear, I loss the tail rotor...
Empresario Joe Habie muere al caer helicóptero en la zona 15
Accidente del TG-FHD | Aviación de a Pie
Last edited by MiKeRoToR; 7th Oct 2012 at 08:22.
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re
I did already more 100 hr on B3e and can say a good surprise to me as power and speed,found same problems on T/R bearings and some engine problems but can say that is a monster.I became from firstB3 in 99 passing after on plus and now on e.Is more rude in flight respect to others but never been in throuble yet also at 13000 14000 ft the engine responde very well so at normal altitudes u are using same average fuel of other B3 180 lt/hr at speed 130 140 Kn.
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Latest correspondence I have seen is that we will be returning to the load compensator and remove the fly weights apparently. Currently awaiting final certification and I believe ECF will start retrofitting in Jan or Feb. I hope we get to keep the new pitch change links though. Best you find out from your local EC rep or subsidiary or supplier as to where you are in their planning? I can not wait to get rid of the 100kts VNE TAS restriction as it is tyring flying the airspeed gauge as she does not want to fly there and if you lift your head for a moment and look back she is doing 120.
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This is such an irritating development. So the newfangled "chinese weights" could not be accommodated by the tail rotor and caused stresses and tensions (and at least one fatality) which EC were unable to research before launching the B3e.
On top of that the lost benefit of assisted tail rotor control in the event of hydraulic failure is gone and EC are now back to the old compensator?
Why the heck weren't these weights properly tested before the B3e was launched??????????????
On top of that the lost benefit of assisted tail rotor control in the event of hydraulic failure is gone and EC are now back to the old compensator?
Why the heck weren't these weights properly tested before the B3e was launched??????????????
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My understanding is that the factory machine has got over 600hrs on her incl all possible scenarios with no sign of damage on her Paulstras so I do not know.............
i thought the flyweights was a brilliant replacement for the load compensator but clearly not!
i thought the flyweights was a brilliant replacement for the load compensator but clearly not!
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AD and ASB's for checking Tail Rotor laminated bearings every 3 hrs and if suspect remove Tail Rotor to check 4 paulstra laminated bearings. Limits on cracks and rubber portrusions. VNE limited to 100kts TAS and must be in red letters on white in cockpit. Saying target is to start retrofitting Feb if certified with load compensator and remove flyweights/chinese weights as per b3.
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okay so don t buy a B3e for a while then until its all sorted...bugger me I thought EADS would be all over this as it makes the machine a waste of time with a 100 knot VNE....I will tell my boss to stick with Bell I think he asked me to do some research and this is the first thing I found...anyone out there actually flying a b3e and how the AD is affecting operations??
MIA777,
As for advicing your boss to stick to Bell is a good thing for everyone, as the waitingtime for new Eurocopters are just too long in any case for now...
How long time did Bell use to fix their tail-rotor issue on the 407??? That was also restricted to a Vne of 100 kts for a long time. Quite an embarracement to be overtaken by a R-44, or even a trusty old Jetbanger!
The only thing EC have to do, is to go back to the old design and problems should be resolved. Voile!
How is the old saying: "don't fix something that is not broken....!"
As for advicing your boss to stick to Bell is a good thing for everyone, as the waitingtime for new Eurocopters are just too long in any case for now...
How long time did Bell use to fix their tail-rotor issue on the 407??? That was also restricted to a Vne of 100 kts for a long time. Quite an embarracement to be overtaken by a R-44, or even a trusty old Jetbanger!
The only thing EC have to do, is to go back to the old design and problems should be resolved. Voile!
How is the old saying: "don't fix something that is not broken....!"
I think the impetus behind the design was to remove the T/R compensator as there had been so many C0*kups with it in the B3 that has it.
HYD Failure and pressing the HYD TEST which dumps the accumulator compensator which brings on a new world of hurt for instance.
Operators seem to mistake the HYD TEST for HYD OFF. Once pressed you cannot get it back.
The pedal pressure at low speed will lift you out of the seat and you will lose control of the aircraft.
Read here.
HYD Failure and pressing the HYD TEST which dumps the accumulator compensator which brings on a new world of hurt for instance.
Operators seem to mistake the HYD TEST for HYD OFF. Once pressed you cannot get it back.
The pedal pressure at low speed will lift you out of the seat and you will lose control of the aircraft.
Read here.