Agusta AW139
139 tail rotor...
Well we have queried 2 blades since the latest AD inspection from AW...
Any other operators want to throw in their returns.......
Not happy, especially as I have a 4 hour night flight over mountains tomorrow
Any other operators want to throw in their returns.......
Not happy, especially as I have a 4 hour night flight over mountains tomorrow
Join Date: Jul 2001
Location: ...in view of the 'Southern Cross' ...
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Mmmmm ....
A well know operator in the middle east (who for now shall remain nameless) now 'recommends' not using the RB unless absolutely necessary in an effort to protect the lead lag dampers!!
Griffo ... flying at night is un-natural ... thought by now you'd worked that out?
A well know operator in the middle east (who for now shall remain nameless) now 'recommends' not using the RB unless absolutely necessary in an effort to protect the lead lag dampers!!
Griffo ... flying at night is un-natural ... thought by now you'd worked that out?
5 out of 9 of Weststar's (Malaysia) new Aw139s are currently grounded, anything to do with the TR inspections? These aircraft are almost new....Petronas are not happy it seems.
Complete 50min. National Geographic documentary about the construction of the the AW139, only in Italian, but a very good show.
MeSeek - Your page Streaming News
Very interesting the main gearbox section...
Regards
Aser
MeSeek - Your page Streaming News
Very interesting the main gearbox section...
Regards
Aser
Join Date: Aug 2007
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If there are no pax, or even if there are pax, the speed of whose disembarkation is not critical, or if there are no other conditions which require the rotor brake, then just let it the rotor system spool down on its own - it doesn't actually take a whole lot longer. There's a lot of rotating mass up there and no matter how you try to modulate it, the braking action always feel quite violent and seems to put a lot of load on everything.
I'm sure somebody will counter-argue that such loading is tiny compared to the constant loading on the system when under power with pitch applied in flight and that may be so.
I'm sure somebody will counter-argue that such loading is tiny compared to the constant loading on the system when under power with pitch applied in flight and that may be so.
Very interesting the main gearbox section...
department (and all arround), here is not visible "test bed" for MGB, I was there
during dry run test....
And solid shaft between two of BA609 MGB was point on the end
Thanks for the link Aser. My Italian is very poor at the best of times, but it is still an interesting video.
The dry run Main Gearbox was given a coat of paint and installed on the Maintenance Simulator that is now used at Sesto. Very nice gearbox with a great partner involved who know how to make strong gearboxes (Kawasaki).
The dry run Main Gearbox was given a coat of paint and installed on the Maintenance Simulator that is now used at Sesto. Very nice gearbox with a great partner involved who know how to make strong gearboxes (Kawasaki).
One more 139 to INAER...
Grupo INAER Orders Seven AgustaWestland Helicopters | Vertical - Helicopter News
I wonder where are they going to fly 4 AW109 GrandNew in offshore???
Grupo INAER Orders Seven AgustaWestland Helicopters | Vertical - Helicopter News
I wonder where are they going to fly 4 AW109 GrandNew in offshore???
Join Date: Jun 2008
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ELT activation.
Yes, we had one 2 weeks ago.We have the 406 in the fin.
We also have a caution light on almost every flight about different things.
Electrical cable are not good,connection are not done properly and now Agusta is talking about an upgrade of the electrical wire who will require a lots of work.
We have lights coming ON and OFF for no reason.
We also have a caution light on almost every flight about different things.
Electrical cable are not good,connection are not done properly and now Agusta is talking about an upgrade of the electrical wire who will require a lots of work.
We have lights coming ON and OFF for no reason.
Arcal76, Sounds like you have a bit of a dog there.
Only advice I have is to do a thorough acceptance inspection. One company I know of sends 4 guys for acceptance checks and they get Agusta to tear the machine apart. They basically punish Agusta for any sloppy install work by having everything replaced (not repaired) that they are not happy with.
This seems to be the only way to make Agusta understand that they need to concentrate more on the finishing of their product.
Agusta don't like spending manhours pulling apart a new helicopter, so hopefully they will learn to put them together better in the first place!
Yes, acceptance checks of that nature can be expensive, but I'd rather spend the money then, at the factory, and get as many of those annoying bugs sorted out on Agusta's dollar. Convincing the accountants in your company may bea totally different matter!
Speaking from experience, machines that have had a proper acceptance check have gone into service relatively easily. The couple we received with no acceptance check (management said engineering inspections at delivery were not cost effective) have been plagued with electrical defects and other issues that should have easily been found and rectified on an acceptance inspection, leading to a few days of down time, and a lot of lost revenue. Not cost effective? The hell it isn't!
Do a proper acceptance check!!! Pull out EVERY box in the center console. Check each box for damage. Check the wiring. Pull up the cabin floor, check wiring and liferaft cables. Pull down the ceiling, check wiring, ductwork, and control runs. If you see wiring rubbing on the structure, try to get the loom replaced. the wires could already be damaged, so don't accept a localised repair. You have forked out a lot of money, don't accept a machine that is not ready to go into service. Get Agusta to put it right BEFORE you fly away.
The guys at Agusta that I've dealt with on acceptance checks have all been very helpful, and while they don't like pulling a new helicopter apart, they do understand that the customer has the right to request it, and will put in long hours to make sure everything you find is rectified to your satisfaction.
The onus is on YOU as the customer to pick up things that they have missed.
And no, sorry, I don't know what is wrong with your ELT, I haven't seen an ELT on a 139 for about 5 years, only CPI's
Check your G switch? Or the ELT itself?
Only advice I have is to do a thorough acceptance inspection. One company I know of sends 4 guys for acceptance checks and they get Agusta to tear the machine apart. They basically punish Agusta for any sloppy install work by having everything replaced (not repaired) that they are not happy with.
This seems to be the only way to make Agusta understand that they need to concentrate more on the finishing of their product.
Agusta don't like spending manhours pulling apart a new helicopter, so hopefully they will learn to put them together better in the first place!
Yes, acceptance checks of that nature can be expensive, but I'd rather spend the money then, at the factory, and get as many of those annoying bugs sorted out on Agusta's dollar. Convincing the accountants in your company may bea totally different matter!
Speaking from experience, machines that have had a proper acceptance check have gone into service relatively easily. The couple we received with no acceptance check (management said engineering inspections at delivery were not cost effective) have been plagued with electrical defects and other issues that should have easily been found and rectified on an acceptance inspection, leading to a few days of down time, and a lot of lost revenue. Not cost effective? The hell it isn't!
Do a proper acceptance check!!! Pull out EVERY box in the center console. Check each box for damage. Check the wiring. Pull up the cabin floor, check wiring and liferaft cables. Pull down the ceiling, check wiring, ductwork, and control runs. If you see wiring rubbing on the structure, try to get the loom replaced. the wires could already be damaged, so don't accept a localised repair. You have forked out a lot of money, don't accept a machine that is not ready to go into service. Get Agusta to put it right BEFORE you fly away.
The guys at Agusta that I've dealt with on acceptance checks have all been very helpful, and while they don't like pulling a new helicopter apart, they do understand that the customer has the right to request it, and will put in long hours to make sure everything you find is rectified to your satisfaction.
The onus is on YOU as the customer to pick up things that they have missed.
And no, sorry, I don't know what is wrong with your ELT, I haven't seen an ELT on a 139 for about 5 years, only CPI's
Check your G switch? Or the ELT itself?
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Electrical problem!
Well, we have between 80 and 150 snags on the aircraft at the end of the line in Philly on each aircraft, so there is a big problem at the factory.To fix this problems is not easy, they are only interested in having this aircraft gone as soon as possible.Q&A is poor, and the job is not well done.
We had a piece of the main rotor who was damaged during installation and we only found out about it later,after delivery. I am just a pilot, I don't accept the aircraft,but the factory is over busy and Agusta is easy to blame partners when there is a problem
...Buying so many aircrafts and having so many problems is not normal.When you complain, Agusta is saying that you are a difficult customer.It is great!!
We had a piece of the main rotor who was damaged during installation and we only found out about it later,after delivery. I am just a pilot, I don't accept the aircraft,but the factory is over busy and Agusta is easy to blame partners when there is a problem
...Buying so many aircrafts and having so many problems is not normal.When you complain, Agusta is saying that you are a difficult customer.It is great!!
I totally understand. I must say, the machines coming out of Philly don't seem to be finished as well as the ones from Vergiate.
Be a problem customer, specially if you have multiple aircraft coming! I saw one company that made them pull the tailbooms off their machines before delivery! Agusta weren't happy about that, but at the end of the day, they want your money!
Your snag count is about what I find, although a lot of them are paperwork issues. Usually the wrong logcards in the logbook and things like that.
Last acceptance I did at Philly I made them replace the windscreens because we weren't happy with their condition. They didn't want to do it, but delivery was refused until it was done, so they did it.
Acceptances are always a bit of a battle.
Agusta seems to be a victim of their own popularity! If they weren't selling so many machines, they'd have more time to finish them properly! Not sure that they would though
Be a problem customer, specially if you have multiple aircraft coming! I saw one company that made them pull the tailbooms off their machines before delivery! Agusta weren't happy about that, but at the end of the day, they want your money!
Your snag count is about what I find, although a lot of them are paperwork issues. Usually the wrong logcards in the logbook and things like that.
Last acceptance I did at Philly I made them replace the windscreens because we weren't happy with their condition. They didn't want to do it, but delivery was refused until it was done, so they did it.
Acceptances are always a bit of a battle.
Agusta seems to be a victim of their own popularity! If they weren't selling so many machines, they'd have more time to finish them properly! Not sure that they would though
Join Date: Aug 2003
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What is the general thought on float arming? The RFM says "over water" Is that what most of you are doing? What about a speed restriction? Did AW test an inflation at 140kts?
Personally I'm pretty nervous about having the floats armed at 140+, I think an inflation at that speed would not be a ride I would like to be on.........
Personally I'm pretty nervous about having the floats armed at 140+, I think an inflation at that speed would not be a ride I would like to be on.........
Ho Outwest,
Iīm not flying the A139 but spent quite a time flying over water.
You shouldnīt worry to much about inadvertent inflation - just keep you fingers from the inflation-button....
But in case of an emergency, you might be so busy flying the bird, that you wonīt recognize, that you havenīt armed the floatation gear - until it is to late.
If you have a chance to do some simulator training the instructors will certainly be pleased to prove that to you....
Just stick to book - arm the flotation when passing the coastline.
Greetings Flying Bull
Iīm not flying the A139 but spent quite a time flying over water.
You shouldnīt worry to much about inadvertent inflation - just keep you fingers from the inflation-button....
But in case of an emergency, you might be so busy flying the bird, that you wonīt recognize, that you havenīt armed the floatation gear - until it is to late.
If you have a chance to do some simulator training the instructors will certainly be pleased to prove that to you....
Just stick to book - arm the flotation when passing the coastline.
Greetings Flying Bull
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Well I'm a firm believer in Murphys' law, what can go wrong, will. Many other types have a speed restriction on the arming of floats........ that is for a very good reason.
Hi Outwest,
so am I - even my dog is called Murphy.....
But in this case - the risk of ******* up an emergency, cause you are just to busy flying / ditching the bird - and forgetting thereby to arm the floats - by just donīt having enough spare capacity is much higher than the risk of inadvertent flotation of the flotation gear.
Iīm lucky, that my employer offers me the chance of visiting Helisim once a year for a couple of hours.
Iīve learned a lot there about capacity and spare capacity, target fixation, flying the bird, cheklists and so on - as pilot and as copilot.
Inadvertent lotation wouldnīt be fun - and if itīs not your day, they will rip of and go through the tail rotor.
Still, with 140 or more knots the bird might still be somewhat flyable - hopefully...
Imagine the other side, gearbox captions coming on rapidly on you, grinding noises as well, you start feeling extrem uneasy and you looking for the wind and swell, where to put down the bird. Passengers getting uneasy too, as well as the co.
And then you are a few feet from the water - everything right for ditching and you press the inflation button and nothing happens.....
I personaly would arm the flotation gear!!!
Greetings Flying Bull
so am I - even my dog is called Murphy.....
But in this case - the risk of ******* up an emergency, cause you are just to busy flying / ditching the bird - and forgetting thereby to arm the floats - by just donīt having enough spare capacity is much higher than the risk of inadvertent flotation of the flotation gear.
Iīm lucky, that my employer offers me the chance of visiting Helisim once a year for a couple of hours.
Iīve learned a lot there about capacity and spare capacity, target fixation, flying the bird, cheklists and so on - as pilot and as copilot.
Inadvertent lotation wouldnīt be fun - and if itīs not your day, they will rip of and go through the tail rotor.
Still, with 140 or more knots the bird might still be somewhat flyable - hopefully...
Imagine the other side, gearbox captions coming on rapidly on you, grinding noises as well, you start feeling extrem uneasy and you looking for the wind and swell, where to put down the bird. Passengers getting uneasy too, as well as the co.
And then you are a few feet from the water - everything right for ditching and you press the inflation button and nothing happens.....
I personaly would arm the flotation gear!!!
Greetings Flying Bull
Chief Bottle Washer
The subject of float arming was discussed back in January, from Post 958 on.
Eivissa posted this from the AW139 Flight Manual:
Eivissa posted this from the AW139 Flight Manual:
GENERAL INFORMATION
Emergency Flotation and Life Raft System Part N° 3G9560F00111
The flotation bags are automatically deployed on ditching by water sensors (2 of the four sensors must be activated for flotation inflation) or by manual operation of the guarded FLOAT pushbutton on either the Pilot or Copilot collective grip.
For operation of both automatic or manual flotation inflation the switch on the FLOATS EMERG control panel mounted in the interseat console (pilots side), must be set to ON. The control panel also incorporates a self test function for the flotation system.
WARNING
Do not deploy flotation bags in flight. Bags will automatically deploy on water touchdown.
IN FLIGHT PROCEDURES
1. FLOATS EMER switch
Over land operation Confirm OFF.
Over water operation Confirm ARMED, FLOAT ARM caution displayed on CAS
Emergency Flotation and Life Raft System Part N° 3G9560F00111
The flotation bags are automatically deployed on ditching by water sensors (2 of the four sensors must be activated for flotation inflation) or by manual operation of the guarded FLOAT pushbutton on either the Pilot or Copilot collective grip.
For operation of both automatic or manual flotation inflation the switch on the FLOATS EMERG control panel mounted in the interseat console (pilots side), must be set to ON. The control panel also incorporates a self test function for the flotation system.
WARNING
Do not deploy flotation bags in flight. Bags will automatically deploy on water touchdown.
IN FLIGHT PROCEDURES
1. FLOATS EMER switch
Over land operation Confirm OFF.
Over water operation Confirm ARMED, FLOAT ARM caution displayed on CAS