Agusta AW139
Join Date: Jul 2001
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Mmmmmm ...
.... Does anyone could explain why the 90 kt limitation to use NR 102%? ...
Yes ... its a manufacturers airframe limitation ... see second item from top of page 11 of your QRH ... or the appropriate limitations page in the Brazilian approved RFM.
It WILL be there.
Cheers
.... Does anyone could explain why the 90 kt limitation to use NR 102%? ...
Yes ... its a manufacturers airframe limitation ... see second item from top of page 11 of your QRH ... or the appropriate limitations page in the Brazilian approved RFM.
It WILL be there.
Cheers
Join Date: May 2011
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The purpose for 102% is primarily for CAT A procedures and other low-speed operations. There is no need for it once you accelerate beyond Vy, therefore it was not certified in flight test for operations in excess of 90 kts.
Join Date: Aug 2003
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AW has been very clear about why 102% was incorporated into the design. It is to allow for that extra 2% to be used during rejected take-offs and OEI landings to remain within the min of 90% Nr for OEI landings. It has nothing at all what to do with climb performance, so using it beyond Vtoss has no benefit.
In my opinion waiting until Vy only increases the chance of crews exceeding the 90 knot limitation.
In my opinion waiting until Vy only increases the chance of crews exceeding the 90 knot limitation.
Join Date: May 2005
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4Q in climb - engine protection ?
Had someone ask me a question, does the 139 Phase 7 allow protection of the engines if you using 4Q on the climb out ? I don't know the 139 but in S76 you don't put VS and IAS on the climb as could exceed engine limitations. Is this possible on 139? And what happens if OEI would it automatically reduce speed of VS ?
Tomas, yes and yes.
4 cue, or coupled collective channel operations allow protection by means of PI limiting.
Since avionics software Phase 4, the AW139 engines and xmsn are protected from exceeding the limitations in both AEO and OEI conditions. When operating with any collective mode engaged the AFCS prioritizes rate of climb over IAS to maintain a set maximum rate of PI.
OEI PI is set at max cont 140% over 60 KIAS, AEO is 97% PI over 60 KIAS. The pilots can still manually override the collective but once released the system returns to the max allowed PI value to maintain the requested RoC, if able.
When limiting PI, IAS may be reduced to VY (if needed) in order to maintain ROC.
4 cue, or coupled collective channel operations allow protection by means of PI limiting.
Since avionics software Phase 4, the AW139 engines and xmsn are protected from exceeding the limitations in both AEO and OEI conditions. When operating with any collective mode engaged the AFCS prioritizes rate of climb over IAS to maintain a set maximum rate of PI.
OEI PI is set at max cont 140% over 60 KIAS, AEO is 97% PI over 60 KIAS. The pilots can still manually override the collective but once released the system returns to the max allowed PI value to maintain the requested RoC, if able.
When limiting PI, IAS may be reduced to VY (if needed) in order to maintain ROC.
Join Date: Aug 2006
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It's easy enough to observe IAS limiting in practice.
Take off at 6800 kg or thereabouts, engage ALTA for a climb, select 100 KIAS, then turn.
You'll see IAS bleed off with an associated limit indication during the turn and then it will accelerate again once the turn is complete.
Take off at 6800 kg or thereabouts, engage ALTA for a climb, select 100 KIAS, then turn.
You'll see IAS bleed off with an associated limit indication during the turn and then it will accelerate again once the turn is complete.
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ENG CHIP
Hi BRpilot,
unfortunately I am not referencing any data here just memory. Unlike a lot of medium twin helicopters, the AW139 bus tie is OPEN/OFF when in NORMAL position. I believe the QRH says to select bus tie ON in the event that the affected engine with chip may shut down thus losing the generator. Saying that I think the bus tie switch does automatically close if you lose and engine/gen anyway...is just to be on safe side.
I could be wrong and happy to be corrected
Regards, SS
unfortunately I am not referencing any data here just memory. Unlike a lot of medium twin helicopters, the AW139 bus tie is OPEN/OFF when in NORMAL position. I believe the QRH says to select bus tie ON in the event that the affected engine with chip may shut down thus losing the generator. Saying that I think the bus tie switch does automatically close if you lose and engine/gen anyway...is just to be on safe side.
I could be wrong and happy to be corrected
Regards, SS
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ENG CHIP
Hi SS!!
Tks for your answer.
All of other eng fail procedures do not require to switch bus tie on because when a generator is lost, the system logic closes it automatically.
But with eng chip, before ecp ENG IDLE, it does require.
Thats why im asking! Perhaps because we keep flying with eng idle....but i dont understand why!
Tks again
Tks for your answer.
All of other eng fail procedures do not require to switch bus tie on because when a generator is lost, the system logic closes it automatically.
But with eng chip, before ecp ENG IDLE, it does require.
Thats why im asking! Perhaps because we keep flying with eng idle....but i dont understand why!
Tks again
BR, the Gen Load on the engine going to idle is going to increase drastically if the MAIN BUSES are separated. Setting the BUS TIE switch to the ON position shall connect the Main Busses distributing the load evenly.
In the latest RFM revision, AW has changed the ENG CHIP malfunction procedure. The procedure now requires the engine to be shut down only with secondary indications of breakdown (Oil pressure falling, Temperature increasing, Noise, Vibrations, pieces falling off...) and it can be brought up to flight for landing if needed lacking those indications.
Hope this Helps.
Keep the blue side up...unless it's the water.
In the latest RFM revision, AW has changed the ENG CHIP malfunction procedure. The procedure now requires the engine to be shut down only with secondary indications of breakdown (Oil pressure falling, Temperature increasing, Noise, Vibrations, pieces falling off...) and it can be brought up to flight for landing if needed lacking those indications.
Hope this Helps.
Keep the blue side up...unless it's the water.
Not a bad delivery rate
700th AW139 Delivered
AgustaWestland is pleased to announce it handed over two AW139 intermediate twin helicopters to Samsung Techwin Co., Ltd. of the Republic of Korea during a ceremony held at AgustaWestland’s Vergiate plant in Italy. These helicopters will be used to perform corporate transport. The delivery includes the 700th AW139 setting a major production milestone coming approximately ten years after its introduction into service in which time it has set the new standard in its category and become the bestselling aircraft in the intermediate twin category. Samsung Techwin, a leading high technology company operating globally in business sectors such as electronics, security, defence, robotics and energy, has been operating AW139s since 2009 with orders for four aircraft placed. The AW139 has achieved great sales success in the Republic of Korea with the sale of aircraft for a number of applications including corporate transport, coast guard duties and firefighting. Mr. Ki Choon Yang, General Manager, Helicopter Service Team Leader of Samsung Techwin said: “We are delighted to celebrate together with AgustaWestland this important milestone today. We have been operating the AW139 for 5 years and we are extremely satisfied of its performance, safety and reliability. We are very much looking forward to adding to our fleet these two brand new AW139s.”
The delivery of the 700th aircraft marks another major milestone for the AW139 programme. The AW139 has become the bestselling helicopter in its class for an impressive variety of commercial and government roles meeting the most demanding requirements across the globe. Since its certification in 2003, the AW139 has been constantly enhanced to achieve ever increasing levels of performance, safety, mission effectiveness and capability to meet the very latest challenging requirements of present and future customers. The offshore oil and gas helicopter market represents 37% of all AW139 sales to date with the emergency medical service, law enforcement, corporate/VIP transport and military markets each representing between 13 and 18% of total sales. The AW139 has found success around the world with over 200 sales across Europe, 150 sales in Asia/Australasia, over 130 sales in the Middle East, over 90 sales in North America and nearly 120 sales to the global fleet operators. The AW139 has also sold in significant number in Africa and South America.
The only new generation helicopter in its weight class, the AW139 sets new standards of performance in its class with the largest cabin in its category, a maximum cruise speed of 165 knots (306 km/h) and a maximum range in excess of 570 nm (1060 km) with auxiliary fuel. The aircraft has outstanding one engine inoperative capabilities, even in the hot and high operating conditions. The advanced integrated cockpit with state-of-the-art technology minimises pilot workload allowing the crew to concentrate on mission objectives. AW139s are now in service performing many roles including VIP/corporate transport, EMS/SAR, offshore transport, law enforcement and military roles. Over 200 customers from approximately 70 countries have ordered nearly 800 AW139 helicopters so far. Earlier this year the AW139 fleet passed the one million flying hour milestone. The AW139 is part of the AgustaWestland family of new generation helicopters that includes the AW169 and AW189 models, which possess the same high performance flight characteristics and safety features as well as sharing a common cockpit layout, design philosophy and maintenance/training concept. This commonality allows more effective operations for customers operating helicopter fleets across the 4 to 8.5 tonne categories. The AW189 and AW169 are perfectly suited to meet a range of requirements in Korea.
The delivery of the 700th aircraft marks another major milestone for the AW139 programme. The AW139 has become the bestselling helicopter in its class for an impressive variety of commercial and government roles meeting the most demanding requirements across the globe. Since its certification in 2003, the AW139 has been constantly enhanced to achieve ever increasing levels of performance, safety, mission effectiveness and capability to meet the very latest challenging requirements of present and future customers. The offshore oil and gas helicopter market represents 37% of all AW139 sales to date with the emergency medical service, law enforcement, corporate/VIP transport and military markets each representing between 13 and 18% of total sales. The AW139 has found success around the world with over 200 sales across Europe, 150 sales in Asia/Australasia, over 130 sales in the Middle East, over 90 sales in North America and nearly 120 sales to the global fleet operators. The AW139 has also sold in significant number in Africa and South America.
The only new generation helicopter in its weight class, the AW139 sets new standards of performance in its class with the largest cabin in its category, a maximum cruise speed of 165 knots (306 km/h) and a maximum range in excess of 570 nm (1060 km) with auxiliary fuel. The aircraft has outstanding one engine inoperative capabilities, even in the hot and high operating conditions. The advanced integrated cockpit with state-of-the-art technology minimises pilot workload allowing the crew to concentrate on mission objectives. AW139s are now in service performing many roles including VIP/corporate transport, EMS/SAR, offshore transport, law enforcement and military roles. Over 200 customers from approximately 70 countries have ordered nearly 800 AW139 helicopters so far. Earlier this year the AW139 fleet passed the one million flying hour milestone. The AW139 is part of the AgustaWestland family of new generation helicopters that includes the AW169 and AW189 models, which possess the same high performance flight characteristics and safety features as well as sharing a common cockpit layout, design philosophy and maintenance/training concept. This commonality allows more effective operations for customers operating helicopter fleets across the 4 to 8.5 tonne categories. The AW189 and AW169 are perfectly suited to meet a range of requirements in Korea.