Agusta AW139
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.3M ?
Pitchy. Try Mach Number. I guess you might be pulling a tad too much PI if you can achieve .5M 
It's alongside the speed constraint in knots, is it not? Seperated by a /. ie 166/.3M. You can change either side of the constraint - just not much use to us.
@ 15 degrees C and MSL, 0.251Mach which rounded to one decimal point = 0.3M is 166kts.
Think of it in the same light as tonnes of fuel.
Useful huh?
Red
It's alongside the speed constraint in knots, is it not? Seperated by a /. ie 166/.3M. You can change either side of the constraint - just not much use to us.
@ 15 degrees C and MSL, 0.251Mach which rounded to one decimal point = 0.3M is 166kts.
Think of it in the same light as tonnes of fuel.
Useful huh?
Red
Red, 
Thanks for that! Not much use, but at least I now know what it is! Maybe if I had asked the right person, I could have got the answer first hand! If this is correct, why is it that the maximum figure you can put in is .5M, and the minimun is .3M? Is this based on some FW logic? This however does not explain why it was that one of our aircraft lost its ability to ascertain its groundspeed in the descent when this particular number was set to the default 150/.-M/3.0 . Put the mach no. in and all of a sudden it knew its groundspeed. Is it trying to work every speed out as a mach no?
Thanks for that! Not much use, but at least I now know what it is! Maybe if I had asked the right person, I could have got the answer first hand! If this is correct, why is it that the maximum figure you can put in is .5M, and the minimun is .3M? Is this based on some FW logic? This however does not explain why it was that one of our aircraft lost its ability to ascertain its groundspeed in the descent when this particular number was set to the default 150/.-M/3.0 . Put the mach no. in and all of a sudden it knew its groundspeed. Is it trying to work every speed out as a mach no?
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In the PERF init. page the numbers /.3M/.5M/ are mach speeds. You should have 3 numbers in the following format Airspeed/mach/decent angle, I believe in that order.
These are the default airspeeds (I'll get to the decent angle later) that the FMS will use for planning i.e. before you take off and for speed restraints if using the 4 axis autopilot. I'll assume by your post that you know how these numbers effect the planning. As as helicopter pilot mach speed are rarely something that we have to worry about. Therefore to get rid of you should be able to delete it directly from the PERFinit page. It should then read 140/-./3.0. If you ever do want to impose a Mach speed comand you can do this by entering it into the flight plan adjacent to you waypoint. For example if you wanted to arrive at your waypoint at 500 feet decending at MACH0.5 you would enter 0.5/500 into the stratchpad and press the RIGHT line select key across from your waypoint, and the FMS would display the following 0.5M/500 any value over 1 but less than 6 will be displayed as degrees. If you enter 140 say, it will be displayed as an airspeed.
This takes us nicely onto VPATH and decent angles. This is something I use everday its fantastic and manages to keep me awake on the long legs lol.
If you look at your flight plan you will see your waypoints entered on the left hand side of the screen with distances, courses and ETE (ETA if you are in flight or have set a ETD while on the ground). On the right side of the screen you have the blue or "Cyan" if you like that word better figures ----/--- etc. Anytime you see blue figures they are displaying one of 3 things, Vertical Nav info, Performance info or Atmospheric data. In this case on your flight plan page these figures are VNAV information.
I'll run through an example of how we would use this and it may make more sense.
Say for instance we where on a flight from A to B. We are going to cruise at an altitude of say 5000 feet. Therefore we enter 5000 feet cruise alt when doing our PERF init. You then go through the rest of the PERF init and confirm the init when done, as normal. 3 things are required in order to recieve VNAV or VPATH data. The performance Init. confirmed is one (be aware that you have to re-init. every time you land or have WOW). The altitude select knob set to the appropriate value is the next thing required and finally a value must be set in the VNAV info portion of the flight plan (i.e. the "Cyan or Blue" ---/---) on the right side of the flight plan.
Therfore we now have 5000 feet in our PERF INIT and confirmed. Our altitude select should be set to 5000 (displayed in BLUE above altimeter) and now we are going to enter a value in the VNAV portion of the flightplan. In this case we are going to decend on a 2 degree angle from 5000 feet to arrive at our destination (point B) at 300 feet. We enter 2.0/300 into the stratchpad and then press the "RIGHT" line select key, probabaly "R2" adjacent to "point B" in our flight plan. The FMS will now display:
POINT B 2.0/500.(Cyan)
you may then see a rate of decent displayed above this. If you now look at your MAP page on your MFD at your flight plan you will see 2 small diamond shapes apear on your flight plan. One should be labeled "TOC" and the other "TOD", these are top of climb and top of decent respectivley.
Now you take off and start the flight, the top of climb should display where the FMS estimates you will reach your cruise altitude (or well you will reach it using the 4th axis climbing at 120 (or whatever value you set in the PERF INIT Page). When you have reached cruise flight and are nearing your "TOD" top of decent you will see a message displayed on the FMS, it should say "RESET ALTITUDE SELECT". This is prompting you to reset your altitude select knob to a lower value as the FMS will not decend below whatever this is set to. You should now reset this altitude select value to 300, or whatever altitude you plan to level out at. At around the same time you should see a VPATH profile bar appear where the glide slope would usually be. If you go to the PROGRESS page 2 you can get information like rate of decent required to maintain the glide slope, and lots of other great VNAV info.
Now I don't know if you know all this already, so my apologies for going over the basic stuff if you do.
Anyway, that was a very basic example of a flight from point A to B using VPATH profiles. However you can see the implications for other uses. For instance when shooting approaches. Now you can have a glide slpoe on your VOR/NDB/GPS approaches. Its also great for approaches where you have many step down fixes as it will give you glide slope that will take you through each one of these altitude restrictions. So its like shooting an ILS all the way down from cruise altiude through many altitude restrictions and turns all the way down to your landing area. This is something that I use a lot as we do a lot of point in space GPS approaches with step down fixes.
As for the groundspeed make sure you have GS/FF selected in the PERF INIT page.
Anyway mate hope this helps let me know if I can help with anything else.
These are the default airspeeds (I'll get to the decent angle later) that the FMS will use for planning i.e. before you take off and for speed restraints if using the 4 axis autopilot. I'll assume by your post that you know how these numbers effect the planning. As as helicopter pilot mach speed are rarely something that we have to worry about. Therefore to get rid of you should be able to delete it directly from the PERFinit page. It should then read 140/-./3.0. If you ever do want to impose a Mach speed comand you can do this by entering it into the flight plan adjacent to you waypoint. For example if you wanted to arrive at your waypoint at 500 feet decending at MACH0.5 you would enter 0.5/500 into the stratchpad and press the RIGHT line select key across from your waypoint, and the FMS would display the following 0.5M/500 any value over 1 but less than 6 will be displayed as degrees. If you enter 140 say, it will be displayed as an airspeed.
This takes us nicely onto VPATH and decent angles. This is something I use everday its fantastic and manages to keep me awake on the long legs lol.
If you look at your flight plan you will see your waypoints entered on the left hand side of the screen with distances, courses and ETE (ETA if you are in flight or have set a ETD while on the ground). On the right side of the screen you have the blue or "Cyan" if you like that word better figures ----/--- etc. Anytime you see blue figures they are displaying one of 3 things, Vertical Nav info, Performance info or Atmospheric data. In this case on your flight plan page these figures are VNAV information.
I'll run through an example of how we would use this and it may make more sense.
Say for instance we where on a flight from A to B. We are going to cruise at an altitude of say 5000 feet. Therefore we enter 5000 feet cruise alt when doing our PERF init. You then go through the rest of the PERF init and confirm the init when done, as normal. 3 things are required in order to recieve VNAV or VPATH data. The performance Init. confirmed is one (be aware that you have to re-init. every time you land or have WOW). The altitude select knob set to the appropriate value is the next thing required and finally a value must be set in the VNAV info portion of the flight plan (i.e. the "Cyan or Blue" ---/---) on the right side of the flight plan.
Therfore we now have 5000 feet in our PERF INIT and confirmed. Our altitude select should be set to 5000 (displayed in BLUE above altimeter) and now we are going to enter a value in the VNAV portion of the flightplan. In this case we are going to decend on a 2 degree angle from 5000 feet to arrive at our destination (point B) at 300 feet. We enter 2.0/300 into the stratchpad and then press the "RIGHT" line select key, probabaly "R2" adjacent to "point B" in our flight plan. The FMS will now display:
POINT B 2.0/500.(Cyan)
you may then see a rate of decent displayed above this. If you now look at your MAP page on your MFD at your flight plan you will see 2 small diamond shapes apear on your flight plan. One should be labeled "TOC" and the other "TOD", these are top of climb and top of decent respectivley.
Now you take off and start the flight, the top of climb should display where the FMS estimates you will reach your cruise altitude (or well you will reach it using the 4th axis climbing at 120 (or whatever value you set in the PERF INIT Page). When you have reached cruise flight and are nearing your "TOD" top of decent you will see a message displayed on the FMS, it should say "RESET ALTITUDE SELECT". This is prompting you to reset your altitude select knob to a lower value as the FMS will not decend below whatever this is set to. You should now reset this altitude select value to 300, or whatever altitude you plan to level out at. At around the same time you should see a VPATH profile bar appear where the glide slope would usually be. If you go to the PROGRESS page 2 you can get information like rate of decent required to maintain the glide slope, and lots of other great VNAV info.
Now I don't know if you know all this already, so my apologies for going over the basic stuff if you do.
Anyway, that was a very basic example of a flight from point A to B using VPATH profiles. However you can see the implications for other uses. For instance when shooting approaches. Now you can have a glide slpoe on your VOR/NDB/GPS approaches. Its also great for approaches where you have many step down fixes as it will give you glide slope that will take you through each one of these altitude restrictions. So its like shooting an ILS all the way down from cruise altiude through many altitude restrictions and turns all the way down to your landing area. This is something that I use a lot as we do a lot of point in space GPS approaches with step down fixes.
As for the groundspeed make sure you have GS/FF selected in the PERF INIT page.
Anyway mate hope this helps let me know if I can help with anything else.
Last edited by platinumpure; 20th Jun 2007 at 01:31.
ppure,
Thanks for that, a good description of the use of VPATH, something I have been getting to grips with over the past few weeks! I have found it a useful tool in mast instances, but can overcomplicate the issue in others!
When you say about deleting the Mach no in PERF INIT, as I said, one of our aircraft then looses its ability to calculate its groundspeed in the descent when this is done and the PERF INIT is in PILOT SP/FF mode. Any idea as to why this should happen? When you put the Mach No Speed Constraint in, it does not get this fault!
I tend to do the PERF INIT in the PILOT SP/FF mode as it seems to be the only way to give the FMS the ability to see round corners and give an accurate estimate of fuel back on Tera firma at the end of a route. Has anyone found another way of doing this?
I gues most of this will make more sense when we get the fourth axis fitted, but it does not do any harm to practice in the mean time!
Thanks for that, a good description of the use of VPATH, something I have been getting to grips with over the past few weeks! I have found it a useful tool in mast instances, but can overcomplicate the issue in others!
When you say about deleting the Mach no in PERF INIT, as I said, one of our aircraft then looses its ability to calculate its groundspeed in the descent when this is done and the PERF INIT is in PILOT SP/FF mode. Any idea as to why this should happen? When you put the Mach No Speed Constraint in, it does not get this fault!
I tend to do the PERF INIT in the PILOT SP/FF mode as it seems to be the only way to give the FMS the ability to see round corners and give an accurate estimate of fuel back on Tera firma at the end of a route. Has anyone found another way of doing this?
I gues most of this will make more sense when we get the fourth axis fitted, but it does not do any harm to practice in the mean time!
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To solve the problem always select GS/FF. Then in order to calculate fuel back to the beach in this mode do your PERF INIT as normal, however in PILOT GS/FF mode. Then in order to calculate fuel flow select FUEL MANAGEMENT from the PERF page. In the top right hand corner you will see fuel flow. Select the fuel flow you require into the scratchpad. For planning purposes I would select 950 to 1000lbs (or in Kg in this case). Then paste this value on top of the fuel flow value in the top right hand corner. This is the value that the FMS will now use to calculate fuel burn. Then you can select delete into the scratchpad and paste it on top of the fuel quantity, this will then display the current gauge value.
Go to your PERFORMANCE page and you should now see fuel remaining at each point based on this new fuel flow value.
In flight you can adjust this value if you find that you are burning less or more than this value.
What we usually do is when we get into cruise flight we take a quick look at the pressure altitude, weight and temp and get the fuel flow for those values from the flight manual. This gives us a TAS, torque setting and fuel flow value. We then paste this value into the FMS as descibed above and reset the fuel quantity to the gauge value as described above in order to get a more accurate estimate in flight. (We have all this simplified as a program for excel for the PDA - Therefore we just plug in weight, pressure alt and temp and we get Torque, TAS, and fuel burn)
Hope this helps.
Go to your PERFORMANCE page and you should now see fuel remaining at each point based on this new fuel flow value.
In flight you can adjust this value if you find that you are burning less or more than this value.
What we usually do is when we get into cruise flight we take a quick look at the pressure altitude, weight and temp and get the fuel flow for those values from the flight manual. This gives us a TAS, torque setting and fuel flow value. We then paste this value into the FMS as descibed above and reset the fuel quantity to the gauge value as described above in order to get a more accurate estimate in flight. (We have all this simplified as a program for excel for the PDA - Therefore we just plug in weight, pressure alt and temp and we get Torque, TAS, and fuel burn)
Hope this helps.
Last edited by platinumpure; 19th Jun 2007 at 01:53.
Heli Express of Hong Kong Order Seven AW139 Helicopters
http://www.verticalmag.com/control/n...es/?a=4725&z=6
And
Saudi Aramco orders 14 AW139s for oil support
http://www.shephard.co.uk/Alerts/?j=...3-557fc296e8a5
The link it isn't working at the moment (or just for me)
This take the orders up to 260!
http://www.verticalmag.com/control/n...es/?a=4725&z=6
And
Saudi Aramco orders 14 AW139s for oil support
http://www.shephard.co.uk/Alerts/?j=...3-557fc296e8a5
The link it isn't working at the moment (or just for me)
This take the orders up to 260!
London Air service AW139 at HAI
Here's my photos of London Air Service AW139 that I took at Heli Expo in Orlando back in March. 
Irish Air Corps AW139 at RIAT 2007
Thought I might share these with you, as I took them last saturday at Fairford.
Nice looking machine...
CBP Air and Marine Acquires Helicopters for Border Security Mission
Tuesday, July 31, 2007 / U.S. Customs and Border Protection
U.S. Customs and Border Protection (CBP) Office of Air and Marine added two AgustaWestland AW139 helicopters to its aircraft fleet today, strengthening CBP’s ability to help secure and protect the nation’s borders. The acquisition of these state-of-the-art, multiengine helicopters will enhance CBP Air and Marine (A&M) capabilities to safely and reliably conduct crucial border security missions in selected areas of border operations.
Tuesday, July 31, 2007 / U.S. Customs and Border Protection
U.S. Customs and Border Protection (CBP) Office of Air and Marine added two AgustaWestland AW139 helicopters to its aircraft fleet today, strengthening CBP’s ability to help secure and protect the nation’s borders. The acquisition of these state-of-the-art, multiengine helicopters will enhance CBP Air and Marine (A&M) capabilities to safely and reliably conduct crucial border security missions in selected areas of border operations.
No wonder there is a gross weight increase coming soon. Look at all the crap they're hanging off of it!!!
Nose looks weird, like it was installed upside down.
Where was the photo taked Aser??
Nose looks weird, like it was installed upside down.
Where was the photo taked Aser??
Hi noooby, how are you down there?
I don't know where was taken the picture.
Do you know how much will be the increase in weight ?
What I wonder is , are they going to put finally the MAU's in the nose?
We have got another one here in the sunny Spain.
Regards to you and Khalil
Aser.
I don't know where was taken the picture.
Do you know how much will be the increase in weight ?
What I wonder is , are they going to put finally the MAU's in the nose?
We have got another one here in the sunny Spain.
Regards to you and Khalil
Aser.
No wonder there is a gross weight increase coming soon. Look at all the crap they're hanging off of it!!!
Nose looks weird, like it was installed upside down.
Where was the photo taked Aser??
Nose looks weird, like it was installed upside down.
Where was the photo taked Aser??
Aser,
Long nose prototype was flying around Philadelphia last time I was there. Long nose production is getting ready, they will use a totally different serial number system though. 31xxx for Italian short nose, 41xxx for Philadelphia short nose, and 51xxx I think for the long nose.
Not sure what time frame they are looking at, but they were saying sooner rather than later.
MAUW increase should be 400kg this year, and they are hoping for another 400kg next year, that is what I was told anyway.
I'm trying to get Agusta to introduce a system whereby they will keep customers up to date on improvements that they are working on. Just an email database would suffice for now.
Do you have HUMS fitted?? I hear a number of customers are going with VXP instead of HUMS. Mistake in my mind. The HUMS works well when people are trained up on how it works, and the machines come prewired for it!! Have heard from one VXP 139 operator that they aren't getting Tail Rotor data in the cruise. Something about vibes in the tail being to big for it to aquire data???? Perhaps someone from there can clarify. All I know is that with HUMS we are getting data from every regime, with no problems. And the Track and Balance program works like a dream!!
Where are the liferafts for that machine in the picture?? It has the floats, and the extended strobe lights on the sponsons, but the rafts aren't fitted. Don't tell me the supplier has run out!!
Cheers
Long nose prototype was flying around Philadelphia last time I was there. Long nose production is getting ready, they will use a totally different serial number system though. 31xxx for Italian short nose, 41xxx for Philadelphia short nose, and 51xxx I think for the long nose.
Not sure what time frame they are looking at, but they were saying sooner rather than later.
MAUW increase should be 400kg this year, and they are hoping for another 400kg next year, that is what I was told anyway.
I'm trying to get Agusta to introduce a system whereby they will keep customers up to date on improvements that they are working on. Just an email database would suffice for now.
Do you have HUMS fitted?? I hear a number of customers are going with VXP instead of HUMS. Mistake in my mind. The HUMS works well when people are trained up on how it works, and the machines come prewired for it!! Have heard from one VXP 139 operator that they aren't getting Tail Rotor data in the cruise. Something about vibes in the tail being to big for it to aquire data???? Perhaps someone from there can clarify. All I know is that with HUMS we are getting data from every regime, with no problems. And the Track and Balance program works like a dream!!
Where are the liferafts for that machine in the picture?? It has the floats, and the extended strobe lights on the sponsons, but the rafts aren't fitted. Don't tell me the supplier has run out!!
Cheers
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We had trouble with a dead axial accelerometer the other day in the tail, but when the VXP works it works well, and yes it is collecting TR data in flight.
Main Rotor .08 IPS average and TR now .1 IPS average.
600 hours so far and still smooth and no smoking rivets or cracks in the tail.
Finished changing a AFCS Actuator today, it takes a hell lot of time to do because you need to drop the ceiling and remove forward interior just to get to be able to get access to the overhead panels that also need to be removed to get at the roll & pitch actuators. The Agusta design engineer designed that installation obiliously never worked on a helicopter before.
It could of been done a lot more simpler. The ceiling a bit of a challenge as you need at least 4-5 people to install it.
Main Rotor .08 IPS average and TR now .1 IPS average.
600 hours so far and still smooth and no smoking rivets or cracks in the tail.
Finished changing a AFCS Actuator today, it takes a hell lot of time to do because you need to drop the ceiling and remove forward interior just to get to be able to get access to the overhead panels that also need to be removed to get at the roll & pitch actuators. The Agusta design engineer designed that installation obiliously never worked on a helicopter before.
It could of been done a lot more simpler. The ceiling a bit of a challenge as you need at least 4-5 people to install it.
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Noooby re stretched nose cowling
Enlarged nose cowling contains options not offered by Agusta, L3 in Waco has been working on these 2 ships for some time and have installed specialized radar and encrypted communication systems designed to suit the mission requirements of Homeland Security.
Enlarged nose cowling contains options not offered by Agusta, L3 in Waco has been working on these 2 ships for some time and have installed specialized radar and encrypted communication systems designed to suit the mission requirements of Homeland Security.
Last edited by AB139engineer; 5th Aug 2007 at 16:10. Reason: add more
AB139Engineer,
Ah OK, that explains the funny nose, didn't look like an Agusta long nose. Speaking of which, 31007 was flying around Philly when I was there a wee while back. It was completing the icing trials, but is also the prototype for the 'long nose' model. Word at AAC was that the long nose would be going into production soon, with its own serial code (31xxx for Italian short nose 139, 41xxx for US short nose 139, 51xxx for long nose).
Ah OK, that explains the funny nose, didn't look like an Agusta long nose. Speaking of which, 31007 was flying around Philly when I was there a wee while back. It was completing the icing trials, but is also the prototype for the 'long nose' model. Word at AAC was that the long nose would be going into production soon, with its own serial code (31xxx for Italian short nose 139, 41xxx for US short nose 139, 51xxx for long nose).
Hi noooby,
We don't have the Hums here, just the wiring , the tracking camera inside the cockpit etc. but you wont find the hums screen in the console
Do you have a link for VXP?
The liferafts were not installed because the machine come with the HEMS config. and is doing pax flights while its future is decided... (surely the SAR contract)
And today is coming the third one from Italy!
We don't have the Hums here, just the wiring , the tracking camera inside the cockpit etc. but you wont find the hums screen in the console
Do you have a link for VXP?
The liferafts were not installed because the machine come with the HEMS config. and is doing pax flights while its future is decided... (surely the SAR contract)
And today is coming the third one from Italy!
noooby Aser,
Long nose prototype was flying around Philadelphia last time I was there. Long nose production is getting ready, they will use a totally different serial number system though. 31xxx for Italian short nose, 41xxx for Philadelphia short nose, and 51xxx I think for the long nose.
Not sure what time frame they are looking at, but they were saying sooner rather than later.
MAUW increase should be 400kg this year, and they are hoping for another 400kg next year, that is what I was told anyway.
I'm trying to get Agusta to introduce a system whereby they will keep customers up to date on improvements that they are working on. Just an email database would suffice for now.
Do you have HUMS fitted?? I hear a number of customers are going with VXP instead of HUMS. Mistake in my mind. The HUMS works well when people are trained up on how it works, and the machines come prewired for it!! Have heard from one VXP 139 operator that they aren't getting Tail Rotor data in the cruise. Something about vibes in the tail being to big for it to aquire data???? Perhaps someone from there can clarify. All I know is that with HUMS we are getting data from every regime, with no problems. And the Track and Balance program works like a dream!!
Where are the liferafts for that machine in the picture?? It has the floats, and the extended strobe lights on the sponsons, but the rafts aren't fitted. Don't tell me the supplier has run out!!
Cheers
Long nose prototype was flying around Philadelphia last time I was there. Long nose production is getting ready, they will use a totally different serial number system though. 31xxx for Italian short nose, 41xxx for Philadelphia short nose, and 51xxx I think for the long nose.
Not sure what time frame they are looking at, but they were saying sooner rather than later.
MAUW increase should be 400kg this year, and they are hoping for another 400kg next year, that is what I was told anyway.
I'm trying to get Agusta to introduce a system whereby they will keep customers up to date on improvements that they are working on. Just an email database would suffice for now.
Do you have HUMS fitted?? I hear a number of customers are going with VXP instead of HUMS. Mistake in my mind. The HUMS works well when people are trained up on how it works, and the machines come prewired for it!! Have heard from one VXP 139 operator that they aren't getting Tail Rotor data in the cruise. Something about vibes in the tail being to big for it to aquire data???? Perhaps someone from there can clarify. All I know is that with HUMS we are getting data from every regime, with no problems. And the Track and Balance program works like a dream!!
Where are the liferafts for that machine in the picture?? It has the floats, and the extended strobe lights on the sponsons, but the rafts aren't fitted. Don't tell me the supplier has run out!!
Cheers
It was completing the icing trials, but is also the prototype for the 'long nose' model. Word at AAC was that the long nose would be going into production soon, with its own serial code (31xxx for Italian short nose 139, 41xxx for US short nose 139, 51xxx for long nose).
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Attention fellow AW139 Engineers, next time you do a 600 hour on your PT6C-67C engine provide photos of your nozzles and ignitors to your local Pratt rep, as PW is keen on extending these items to 900 hours if the data they get from the field is good.