Agusta AW139
Where I work they have trialled with a strip of velcro in the center console and it is the most stupid thing I've ever seen. Whoever thought of it needs a kick in the bollocks for stupidity.
"Oh, lets use some dodgy velcro stuff to hold a tablet onto the instrument panel ABOVE THE FUEL CUTOFF SWITCHES!!!"
Absolute genius. Of course there is absolutely no way a tablet can fall off, bounce and on the upward bounce unlock the fuel cutoff switch. Is there. Is there???
Keep it in a bag and take it out and hold on to it when you need it, or get a proper mod done. Mods are not difficult to do, it is just that most companies are too lazy to do things properly.
"Oh, lets use some dodgy velcro stuff to hold a tablet onto the instrument panel ABOVE THE FUEL CUTOFF SWITCHES!!!"
Absolute genius. Of course there is absolutely no way a tablet can fall off, bounce and on the upward bounce unlock the fuel cutoff switch. Is there. Is there???
Keep it in a bag and take it out and hold on to it when you need it, or get a proper mod done. Mods are not difficult to do, it is just that most companies are too lazy to do things properly.
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Nooby, thanks, thats what I meant I just didn't want to go into the STC etc etc syndrome, I just thought that anybody in the business understood the implications of 'moding' an aircraft has on the airworthiness of that machine, no matter how small that MOD may seem.
S
S
In the meantime ..
AW139s of the UAE Air Force at Lyons St. Exupery Airport on 5th September 2011 (Photo: Jacques Lienard)
These are cited as being operated by the UAE Air Force (presumably in a VIP role?). The near craft carries the discreet registration "2010" and seems to be a 'Long Nose' 139. Out of curiosity what is the 'bump' atop the nose cone please?
AW139s of the UAE Air Force at Lyons St. Exupery Airport on 5th September 2011 (Photo: Jacques Lienard)
These are cited as being operated by the UAE Air Force (presumably in a VIP role?). The near craft carries the discreet registration "2010" and seems to be a 'Long Nose' 139. Out of curiosity what is the 'bump' atop the nose cone please?
"new" tail boom debonding
Gday all
One of our machines has experienced debonding on the tail boom. "new" tail boom, left side in the vicinity of previous instances on the "old" booms.
Anyone else experienced this yet? Not sure what the prognosis is yet or what the outcome will be however will keep you posted.
Cheers
Turkey
One of our machines has experienced debonding on the tail boom. "new" tail boom, left side in the vicinity of previous instances on the "old" booms.
Anyone else experienced this yet? Not sure what the prognosis is yet or what the outcome will be however will keep you posted.
Cheers
Turkey
Join Date: Jul 2008
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Same old problem
So the new design disbonds too. Now maybe someone from AW will listen. This is a processing issue, not a design issue. And I hope that they don't use the scuff sand and solvent clean process for repair. Otherwise the repair will disbond too!
TS I have sent you a PM.
Regards
Blakmax
TS I have sent you a PM.
Regards
Blakmax
Join Date: Nov 2006
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Hi!
Do we have any further information related to the inflight inflation of the flotation system on a 139 on the North Sea?
I have tried to find some additional news on the web with no success.
The Operator I am flying with have the NTO from Agusta allowing the possibility of not having the floats armed while off-shore in some specific conditions and I am quite interested in learning a bit more about what happened with that "inccident"
Was the helicopter really flying with Floats NOT ARMED? Are they operating under that NTO from Agusta?
Do they have a clue why the system triggered the floats?
At what speed where they flying when this happened?
How bad was to regain control of the aircraft?
Did they made a dictching or they continue to destination or to an alternate?
I have not been able to find any information about this event in the AAIB website neither.
Can someone bring some light into this? Would be most welcomed
Do we have any further information related to the inflight inflation of the flotation system on a 139 on the North Sea?
I have tried to find some additional news on the web with no success.
The Operator I am flying with have the NTO from Agusta allowing the possibility of not having the floats armed while off-shore in some specific conditions and I am quite interested in learning a bit more about what happened with that "inccident"
Was the helicopter really flying with Floats NOT ARMED? Are they operating under that NTO from Agusta?
Do they have a clue why the system triggered the floats?
At what speed where they flying when this happened?
How bad was to regain control of the aircraft?
Did they made a dictching or they continue to destination or to an alternate?
I have not been able to find any information about this event in the AAIB website neither.
Can someone bring some light into this? Would be most welcomed
Join Date: Aug 2003
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In cruise at 140 kts.
Floats NOT armed.
A loud bang (explosion) followed by rapid deceleration in IAS.
No extreme attitude changes.
A/C returned to base at reduced airspeed.
Cause not yet determined.
Floats NOT armed.
A loud bang (explosion) followed by rapid deceleration in IAS.
No extreme attitude changes.
A/C returned to base at reduced airspeed.
Cause not yet determined.
Last edited by Outwest; 30th Sep 2011 at 23:17.
Join Date: Sep 2011
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Hi Guys,
Sometime ago, after the catastrophic tailboom fracture in the middle east a discussion ensued regarding the integrity and inspection etc. of these carbon/glass fibre structures, somebody posted a link to a handheld device (ultrasonic I think), with a large colour display for inspecting these type of components. I searched for that post at length but I couldn't find it. Does anybody have a link to that device's website or similar websites ? My own operator, like many others, are very concerned about the ongoing tail rotor blade issue and perhaps such a device would be very useful for inspecting the problematic area of these blades (as a supplement to the visual inspection) and other similar parts. Has anybody any experience in using these devices and can vouch for their usefulness ?
Many Thanks.
BackHive.
Sometime ago, after the catastrophic tailboom fracture in the middle east a discussion ensued regarding the integrity and inspection etc. of these carbon/glass fibre structures, somebody posted a link to a handheld device (ultrasonic I think), with a large colour display for inspecting these type of components. I searched for that post at length but I couldn't find it. Does anybody have a link to that device's website or similar websites ? My own operator, like many others, are very concerned about the ongoing tail rotor blade issue and perhaps such a device would be very useful for inspecting the problematic area of these blades (as a supplement to the visual inspection) and other similar parts. Has anybody any experience in using these devices and can vouch for their usefulness ?
Many Thanks.
BackHive.
http://www.pprune.org/rotorheads/450...ml#post6436846
That device was my above post, perhaps....
human tap testing against machine.... who can be more accurate
That device was my above post, perhaps....
human tap testing against machine.... who can be more accurate
you welcome...just small favor to you and
my friends in Cascina Costa
Note:
For sure that or similar "tool" can be useful for
both bonding and crack problems detection. Someone
must develop suitable procedure. In mean time
keep and compare data of inspections in between,
something must be "visible" before major failure...
Last edited by 9Aplus; 10th Oct 2011 at 20:14.