Offshore 139
Join Date: Aug 2005
Location: Malaysia
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Offshore operations
Saudi Aramco has been conducting offshore operations with the AW139 since August of this year. So far we have accumulated around 400 flight hours on our first three aircraft.
We have had no major problems with the AW139. One aircraft had some air conditioner problems but it ended up being a chaffed wire. That same aircraft had an autopilot problem, but it has been corrected. We have also had an issue with the tail rotor scissors assembly. We are in the process of changing them out to a "latest and greatest" part number.
For offshore operations, we have had no major problems. The passengers are enjoying the aircraft, the large baggage area and the ease of loading / unloading. We are operating in a 12 passenger configuration. The passenger seatbelts could be improved on, but that is the only real problem.
We are also using the aircraft for our Harbor Pilot mission. We average around 5 hoist missions per day / night. This aircraft replaced our BH-214ST for this mission. The 214ST has conducted this mission (safely) since 1982 and with over 30,000 hoist missions, it has big shoes to fill. So far we are all impressed with the capabilities of the AW139 for this mission. The smaller dimensions will allow us to land on more tankers than before. With the 214ST, we averaged 40% landings. We expect the landings to increase to at least 50%.
Up front, we are very impressed with the air conditioner, power and the general simplicity of the aircraft. We have established a cruise limit of 75% PI. When our loads are light we are cruising at around 142 KIAS and at maximum gross weight we are cruising at 138 KIAS. We are using 400 KG per hour for fuel planning and that is working out well.
EASA has just approved the gross weight increase and we are expecting the FAA approval by the end of the year. Operating the aircraft at 6800 KG will be a bit of a challenge, especially in our environment, but it should be fine.
If you have any specific questions, you can send me a PM.
Rennie
We have had no major problems with the AW139. One aircraft had some air conditioner problems but it ended up being a chaffed wire. That same aircraft had an autopilot problem, but it has been corrected. We have also had an issue with the tail rotor scissors assembly. We are in the process of changing them out to a "latest and greatest" part number.
For offshore operations, we have had no major problems. The passengers are enjoying the aircraft, the large baggage area and the ease of loading / unloading. We are operating in a 12 passenger configuration. The passenger seatbelts could be improved on, but that is the only real problem.
We are also using the aircraft for our Harbor Pilot mission. We average around 5 hoist missions per day / night. This aircraft replaced our BH-214ST for this mission. The 214ST has conducted this mission (safely) since 1982 and with over 30,000 hoist missions, it has big shoes to fill. So far we are all impressed with the capabilities of the AW139 for this mission. The smaller dimensions will allow us to land on more tankers than before. With the 214ST, we averaged 40% landings. We expect the landings to increase to at least 50%.
Up front, we are very impressed with the air conditioner, power and the general simplicity of the aircraft. We have established a cruise limit of 75% PI. When our loads are light we are cruising at around 142 KIAS and at maximum gross weight we are cruising at 138 KIAS. We are using 400 KG per hour for fuel planning and that is working out well.
EASA has just approved the gross weight increase and we are expecting the FAA approval by the end of the year. Operating the aircraft at 6800 KG will be a bit of a challenge, especially in our environment, but it should be fine.
If you have any specific questions, you can send me a PM.
Rennie
Join Date: Jul 2001
Location: ...in view of the 'Southern Cross' ...
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Mmmmmm ...
So no tailboom delaminations then ...
What about MGB filter bypass CAS warnings ....
or RotorBrake Fail CAS warnings .... these seem to be a bit of aggro ATM !
Otherwise a lovely device to perfom aviation with.
Does the above mentioned gross weight increase require ant U/C mods?
So no tailboom delaminations then ...
What about MGB filter bypass CAS warnings ....
or RotorBrake Fail CAS warnings .... these seem to be a bit of aggro ATM !
Otherwise a lovely device to perfom aviation with.
Does the above mentioned gross weight increase require ant U/C mods?
Join Date: Sep 2007
Location: Netherlands
Age: 60
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AW139 in the North Sea
In Den Helder (NL), CHC Helicopters Netherlands is operating 4 AW139 in the offshore fit. So is CHC Scotia, operating 3 AW139 from North Denes (UK).
Rumour goes that two of the Dutch machines are the world leaders in the amount of flight hours. The 4 machines in Den Helder are close to 8000 flight hours together.
We are also looking forward at the 6800 kg upgrade. And yes there are some issues, and some are taking too long to solve.
Rumour goes that two of the Dutch machines are the world leaders in the amount of flight hours. The 4 machines in Den Helder are close to 8000 flight hours together.
We are also looking forward at the 6800 kg upgrade. And yes there are some issues, and some are taking too long to solve.
Join Date: Aug 2007
Location: S E Asia
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Hey Spinwing,
In regard to your MGB filter bypass CAS message, Have the Engineers take a look at the filter, there are 3 differant vendors supplying the same part number filter. If you have a "PALL"type filter fitted this will probably be the cause. Replace it with either a "UTI" or "PTI" Filter and see how you go.
In regard to your MGB filter bypass CAS message, Have the Engineers take a look at the filter, there are 3 differant vendors supplying the same part number filter. If you have a "PALL"type filter fitted this will probably be the cause. Replace it with either a "UTI" or "PTI" Filter and see how you go.
Join Date: Feb 2008
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rotor brake fail CAS message
Spinwing'
Take the rotor brake off before you kill the power. I noticed that sometimes the left seater would reach up and turn the electrical power off before I returned the handle to the off position. On the subsequent start I would get the CAS message. I have found that this works but it may just be a strange coincidence...Perhaps muttering incantations and shaking a dead chicken at it would work just as well.
-Cheers
Take the rotor brake off before you kill the power. I noticed that sometimes the left seater would reach up and turn the electrical power off before I returned the handle to the off position. On the subsequent start I would get the CAS message. I have found that this works but it may just be a strange coincidence...Perhaps muttering incantations and shaking a dead chicken at it would work just as well.
-Cheers
