AS 350 B3

Initial Pilot Ground School

Chapter 4
Main Rotor
4.1
4.1 MAIN ROTOR

“Starflex” Rotor Hub

Main Rotor Mast

Three Main Rotor Blades

4.2
35.00 feet

4.2
4.2 MAIN ROTOR MAST COMPONENTS

4.4
4.2.2. MAIN ROTOR MAST ASSEMBLY

Swashplate Bearing

4.5
4.3.1. “STARFLEX” ROTOR HUB

ADVANTAGES:
• Low Maintenance (no hinge,
no lubrication required)
• “Fail Safe” characteristics of
composite material. Any possible
damage progresses very slowly
and is quite visible.
• “On Condition” maintenance.
• Modular Design. Parts are easily
1. Laminated Spherical Stop (Thrust Bearing) replaced with common tools.
2. Star Arm (spherical bearing, elastomer
blocks)
3. Sleeves
• Low Weight (121 lbs)
4. Elastomer Blocks (Frequency Adapters) 4.7
Spherical
Thrust Star Arm
Bearings

Frequency
Adapters
Star
Sleeve
Yellow PC
Master
Track
P/C Rods

4.7
4.3.2. ROTOR HEAD DYNAMICS

FLAPPING FUNCTION

4.8
4.3.2. ROTOR HEAD DYNAMICS IN-PLANE DRAG FUNCTION

(Frequency Adapters)
4.8
4.3.2. ROTOR HEAD DYNAMICS PITCH CHANGE

Pitch
change

4.9
Spherical Thrust Bearing
(Cut-away view of an elastomeric bearing)

4.9
4.3.2. ROTOR HEAD DYNAMICS REACTING THE CENTRIFUGAL LOADS

• Spherical thrust bearing absorbs

all centrifugal loads and provides
pitch change under the action of
pilot input.
• During preflight, no granular
rubber should be visible on the
bearing surface.
4.9
 4.3.3. MAIN ROTOR HUB COMPONENTS

The spherical bearing supports

and centers the star arm.
4.10
4.5 - MAIN ROTOR BLADES

D&B Blades are constructed of

AS350 B3 blades have an

extra layer of fiberglass
making them stronger
than previous versions.

4.14
 Main Rotor Blades
Roving Spar Foam Core Glass Fiber Skin

Stainless Steel Cuff Polyurethane Strip Roving Trailing Edge

“Fail Safe” design, meaning any possible damage progresses

very slowly and is quite visible.

4.14
4.5 - MAIN ROTOR BLADES

355A-0030-00

Extra layer of fiberglass across the full length of the blade.

4.14
4.5 - MAIN ROTOR BLADES

Main Rotor Blades

• Preflight - check leading edge for
delamination, exposed fiberglass,
and any obvious damage.
• 5th & 6th tabs are the only tabs used
when tracking Main Rotor. (+ 8 0)
• Hot Air De-ice source is limited to 80
degrees C. (176 0 F)

4.14
Blade Root

4.14
Spar Construction

4.14
Tip Weight Chamber

4.14
4.5 - MAIN ROTOR BLADES
Locking
Pin

Installation of Blade
2
Retaining
Blades Pins

Bonding Braid
ensures continuity Safety Pin
between the metal
parts of the blade
and the rotor head
4.14
4.6.4. - ROTOR SPEED (NR ) MONITORING SYSTEM

Most B3’s in the western world

utilize the BA NR gauge.

4.21
4.6.4. ROTOR SPEED (NR) MONITORING SYSTEM
( 1 ) NR MONITORING SYSTEM COMPONENTS

HORN

“Gong!”

4.21
4.6.4. ROTOR SPEED (NR) MONITORING SYSTEM
( 2 ) Operating Principle of the NR Monitoring System

4.22
Phonic sensor

4.22
WHAT HAPPENS TO THE SENSOR SIGNALS ?

4.22
Central Warning System

4.22
 Rotor Speed Monitoring
System AS 350 B3
Power On:
On the ground at low pitch: 380+ 5
In Stabilized Flight: 390 +4, -5

Power Off:
Maximum.........430 rpm
Minimum......... 320 rpm

Note: The audio tone sounds:

Most B3’s in the western world
Below 360 rpm, continuous tone. utilize the BA NR gauge.

Above 410 rpm, intermittent tone.

Flight Manual - Emergency Procedures Section
4.6 - ROTOR SPEED (NR) MONITORING SYSTEM

• The “Gong” is routed through the pilot’s headset.

• The aural warning is delivered by the A.S.U.

(Ancillary System Unit) from the rate sensor
signal.

• NOTE: The “GONG” sounds each time a “RED”

warning light illuminates. “Gong!”

• The ““HORN”
HORN” advisory light is
illuminated when the “Horn” button HORN
on the center control panel is
disengaged.

Flight Manual - Emergency Procedures Section

 Abnormal NR
Abnormal NR Readings
Readings

In the event of complete

loss of NR indication:

• Maintain engine torque above 10%

• Land as soon as possible.

[Nf & NR are equivalent in POWER ON flight only.]

NOTE 1
The Nf value can be read on the VEMD
screen. Press “SELECT” * , then “+” as
many times as required to display the
parameter in the rectangular window at
the bottom of the FLI or 3-parameter
screen.
[ * The Flight Manual states “SCROLL” ,
which is incorrect. ] Flight Manual - Emergency Procedures Section
 Aural Warnings

HORN

“Gong!”

Horn not
Horn not set
set [armed]
[armed]
Set [arm] the horn by actuating the push-button
situated on the control pedestal panel.
(Aural warnings are operative only if the “HORN” push-
button is pushed in. When this push-button is out, the
HORN light of the warning caution advisory panel is ON.)
Flight Manual - Emergency Procedures Section
5.5
 Aural Warnings
• The “GONG” sounds each time a red warning light illuminates.
• Continuous tone:
- when NR is below 360 rpm (310 Hz tone), or
- when max take-off limitations are exceeded for more than
1.5 seconds (285 Hz tone).
Reduce collective pitch to maintain NR in green arc or power
within limitations.
Check engine parameters. When the fuel flow control lever is in
the “Flight” gate low NR can logically only occur following an
engine failure. Apply collective pitch very gradually.
• Intermittent tone:
- when NR is above 410 rpm (310 Hz tone).
Slightly increase collective pitch in order to avoid exceeding
430 rpm.
Flight Manual - Emergency Procedures Section
Main Rotor Brake - NR
• Maximum Rotor Speed for rotor
brake application:
170 rpm High Wind Condition
140 rpm Normal

• Minimum time between two

consecutive brakings: 5 min

• Recommended Rotor Brake

Application at 100 RPM
Flight Manual - Limitations Section
 Checking Autorotational NR
Purpose: To verify the proper adjustment of the rotor speed
during autorotative descent in case of an engine failure.

Procedure: Determine an altitude (pressure altitude) that will

allow for a safe autorotational descent.
Log the pressure altitude and OAT where the NR speed
will be checked. Aircraft weight should not be very
heavy: 3500 - 3750 lb. range is ideal (if too heavy, the
readings will go off the chart).
Enter and establish autorotation at 65 KIAS by lowering
collective to down stop. Leave the FFCL in the flight
gate. DO NOT ALLOW NR TO EXCEED 430.
Passing through the pre-determined altitude, log NR
speed. Complete chart is found in Flight Manual,
Chapter 8.3, pages 18 and 19.
Flight Manual
 Flight Manual
Weight
Performance Chart 1700 kgs. Target NR
418

Conditions: A/C weight -

(empty weight, crew, fuel): 3740
lbs. (1700 kgs.)
PA: 3000 feet
OAT : 15º C
Target NR
3000’ PA 15º C
Autorotational Speed
418 NR

Actual NR should be ± 5 NR

Flight Manual - Chapter 8.3, Pages 18 & 19

 Collective
Down Stop

Main Rotor autorotation

RPM is adjustable through
a down stop bolt, located
under the collective pitch
control lever.

4.16
4.7 - VIBRATION ABSORBERS

General
• The AStar, having a three bladed system, creates a
natural 3 per rev vibration through out the helicopter.

• The main gear box bi-directional suspension is intended

to filter the vibrations. However, some pass through
and therefore the requirement exists to improve the
vibration level still further by using a anti-vibration
device operating on the resonator principle.

• The AStar has three resonators installed:

One under each pilot and copilot seat, which makes the
cabin a calm area. The third one is on the main rotor
head at the very source of excitation loads.
4.23
4.7 - VIBRATION ABSORBERS
( 2 ) Principle of the cabin resonators

Anti-Node

Node

Node determined by resonator

Weight “M” vibrates in a

M
nearly vertical Plane
4.24
4.7.2. CABIN RESONATORS

Located under the Pilot and Co-pilot seats.

4.25
4.7 - VIBRATION ABSORBERS
( 2 ) Principle of rotor hub vibration absorber Rotor Hub
Vibration Absorber
• Weight “M” is located on rotor head
center-line. Spring Weight
• It is held by three springs allowing it
to vibrate in the horizontal plane in
all directions. M
• The weight responds to the
frequency of the excitation loads in
such a way that it opposes the
excitation loads.

FOD Boot

4.24
 Review
Questions
34. What Eurocopter specific terminology is
used to describe the unique main rotor hub?
A. Flex-star
B. Spheriflex

C. Starflex
Starflex
D. Flexi-sphere
35. One major advantage of the Starflex
main rotor hub is its “fail-safe” design.
What is meant by the term “fail-safe”?
A. Deterioration
Deteriorationoccurs
occurs slowly
slowly
andand
is visible.
is
visible.
B. Failure of any kind cannot occur.
C. Deterioration occurs quickly, however it is
visible.
D. Any failure that occurs will take place
while the aircraft is shutdown on the
ground, therefore it is ‘safe’ to ‘fail’.
36. In what direction does the main rotor
turn?
A. Coriolis compliant.
B. Right-hand blade advancing.
C. Anti-clockwise as viewed from above.
D. Left-hand
Left-handblade
bladeadvancing.
advancing.
37. What aerodynamic functions does the
spherical thrust bearing perform without
conventional bearings?

A. Pitch, Power, and Trim.

B. Flapping, Drooping, & Translating Tendency.
C. Thrust and Drag.
D.
D. Flapping,
Flapping,Lead-Lag,
Lead-Lag,and
andPitch.
Pitch.
38. What does the swashplate assembly
move up and down the “stovepipe” via?
A. The “stovepipe” race.
B. Conical sleeves.
C. Concentric sleeve races.
Uni-ball.
The Uni-ball.
D. The
39. What is the aerodynamic shape of the
main rotor blade?

A. Symetrical
B. Venturi
C. Coriolis
D. Assymetrical
Assymetrical
 40. Which components in the mast
assembly monitor NR speed?

A. The Flux Capacitor and the Interrupt Plunger.

B. The
The Phonic
PhonicSensor
Sensorand
andWheel.
Wheel.
C. The Photocell Pulse Sensor.
D. A photocell “watches” the main rotor blades
and the ASU divides the figure by three to give an
accurate NR digital readout.
 41. What two components give the pilot
an indication of NR speed?

A. The retaining plunger and a caution light.

B. The digital NR display and counter readout.
C. NR Gauge and a caution light.
D. NR Gauge and aural
Gauge and auraltones
tonesininthe
the headset.
headset.
42. What material is used to make the ‘cuffs’
on the leading edge of the main rotor blades?

A. Titanium
B. Composites
C. Stainless Steel
Stainless Steel
D. Molybdenum Alloy
43. In what the two ways are vibrations from
the three-bladed main rotor system
absorbed?

A. Spherical Absorbers and Pulse-Vibrators

B. Oleo Struts and Leaf Spring Skid Extensions
C. Rotor
Rotor Hub
HubVibration
VibrationAbsorber
Absorberand Cabin
and Cabin
Resonator
Resonator
D. Phase Transducers and Counter-Rotational
Flywheels
End of Chapter 4
Main Rotor