Agusta AW139
Join Date: Aug 2007
Location: Near the Mountains
Age: 67
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Well, let's see how it works out then, shall we, 212?
A lot of it will be be down to perception and preference, despite what the engineers come up with. Makes little difference to me, I'll drive what I get paid to drive at the end of the day.
I knew men would burn a DAF rather than drive a Scania but there were others who would do just the reverse - thing is, they couldn't all be right, could they?
A lot of it will be be down to perception and preference, despite what the engineers come up with. Makes little difference to me, I'll drive what I get paid to drive at the end of the day.
I knew men would burn a DAF rather than drive a Scania but there were others who would do just the reverse - thing is, they couldn't all be right, could they?
11th April 2008, 10:27 #437
Forsyth
Probationary PPRuNer
Join Date: Apr 2008
Location: Europe
Posts: 1 Heliportugal
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Does anyone knows what happened with a AW-139 operated by Heliportugal during a ferry flight from Italy to Portugal?
I heard an strange history, apparently the main rotor hits the WSPS due a strong turbulence?
Would be nice to know what realy happened.
Cheers
Forsyth
Probationary PPRuNer
Join Date: Apr 2008
Location: Europe
Posts: 1 Heliportugal
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Does anyone knows what happened with a AW-139 operated by Heliportugal during a ferry flight from Italy to Portugal?
I heard an strange history, apparently the main rotor hits the WSPS due a strong turbulence?
Would be nice to know what realy happened.
Cheers
I confirm the same info from an Italian tech. I was told about 5000ft/min. of vertical speed in seconds... due to turbulence when in south of Spain.
Regards
Aser
Just found that we have new FM supplements:
Supp. 48 - Powered Parking Brakes
Supp. 52 - Wescam MX-15 Series FLIR
Supp. 53 - Nightsun II XP Searchlight
ranges limited by mechanical stops: Azimuth... 15 deg. to right
Supp. 57 - Active Vibration Control System
Regards
Aser
Supp. 48 - Powered Parking Brakes
Supp. 52 - Wescam MX-15 Series FLIR
Supp. 53 - Nightsun II XP Searchlight
ranges limited by mechanical stops: Azimuth... 15 deg. to right
Supp. 57 - Active Vibration Control System
Regards
Aser
5th May 2008, 10:49 #493
heliski22
Join Date: Aug 2007
Location: In the rain - it ain't snowing!
Posts: 103 And what about Manual Starting, boys and girls!
What about this scenario?
#2 up and running, move #1 EMS to IDLE and ................... nothing! Figlio di puttana!! Try it again, check all the switches, ECLs, Auto Mode, etc, still nothing but a 1 ENG MODE SEL caption has appeared on the CAS.
The checklist says Mode switch has failed and to "continue flight, monitoring parameters" but nowt about start-up.
However, with passengers happily aboard and ready to go as well as the nearest maintenance being a days camel ride away, what to do.............?
Well, as #2 is already fired up and, therefore, there is no shortage of precious voltage to keep everything running, switch # 1 to Manual and see what happens. Press the button and lo, it's spinning up, lights off and steadies itself at idle. # 1 back to Auto, the Caption disappears and they match.
So now, there's two engines running, and no warnings or cautions. What to do..............? Yep, I thought so too!
To add to the mix, there was nothing in the CMC afterwards - NOTHING. So, was it snag or was it not a snag? Was it a software fart or not? Did it happen or not?
Or should I still be waiting in a field for the camel-borne techie to come and tell me there was nothing wrong to start with and what the f****** hell was I playing at?
Now, I know it's Italian, and therefore apt to be a little peculiar, but I will NOT buy it flowers and mutter sweet things in its earhole..............just to get it to perform.
heliski22
Join Date: Aug 2007
Location: In the rain - it ain't snowing!
Posts: 103 And what about Manual Starting, boys and girls!
What about this scenario?
#2 up and running, move #1 EMS to IDLE and ................... nothing! Figlio di puttana!! Try it again, check all the switches, ECLs, Auto Mode, etc, still nothing but a 1 ENG MODE SEL caption has appeared on the CAS.
The checklist says Mode switch has failed and to "continue flight, monitoring parameters" but nowt about start-up.
However, with passengers happily aboard and ready to go as well as the nearest maintenance being a days camel ride away, what to do.............?
Well, as #2 is already fired up and, therefore, there is no shortage of precious voltage to keep everything running, switch # 1 to Manual and see what happens. Press the button and lo, it's spinning up, lights off and steadies itself at idle. # 1 back to Auto, the Caption disappears and they match.
So now, there's two engines running, and no warnings or cautions. What to do..............? Yep, I thought so too!
To add to the mix, there was nothing in the CMC afterwards - NOTHING. So, was it snag or was it not a snag? Was it a software fart or not? Did it happen or not?
Or should I still be waiting in a field for the camel-borne techie to come and tell me there was nothing wrong to start with and what the f****** hell was I playing at?
Now, I know it's Italian, and therefore apt to be a little peculiar, but I will NOT buy it flowers and mutter sweet things in its earhole..............just to get it to perform.
What about this scenario?
After landing, 1-2 ENG at IDLE
We want to move aircraft so put EMS 2 FLIGHT
Engine spools up at 100% but 2 ENG MODE SEL appears on CAS
Put EMS 1 to Flight and NF reach 100% without TQ matching... NG near IDLE
EMS 1 FLIGHT-IDLE-FLIGHT, nothing...
Try to put EMS 2 to IDLE and nothing happens
...
If you switch ENG 2 GOV => AUTO-MANUAL-AUTO
Everything working fine.
I've been told by Italian pilot also to check/move a little the ECLs, if they are not exactly in "FLIGHT" position you may have this problem.
Who is coming to Valencia??
Regards
Aser
Join Date: Nov 2005
Location: the top of the flag pole
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Aser
We do say 14 sectors (short shuttling) moving the EMS from fly to idle, as we land, and then back to fly for take off. Then on say the 15th we may get a EMS failure. The engine just dosn't respond.
Never moved the ECLs from the minute they were tested preflight. So why on the 15th do we get a EMS failure?
So, we just flick into manual and back into auto, and away we go again.
Just another day in the office.
You must ask why has one of the ECLs moved then?
Is it a function of that bloody harsh vibration or that the ECL hasn't moved but;
We seem to change EMS panels quite often with no fault found.
Huuummmm...
Red
We do say 14 sectors (short shuttling) moving the EMS from fly to idle, as we land, and then back to fly for take off. Then on say the 15th we may get a EMS failure. The engine just dosn't respond.
Never moved the ECLs from the minute they were tested preflight. So why on the 15th do we get a EMS failure?
So, we just flick into manual and back into auto, and away we go again.
Just another day in the office.
You must ask why has one of the ECLs moved then?
Is it a function of that bloody harsh vibration or that the ECL hasn't moved but;
the software might have some "Microsoft" code embedded eh?? ...
Huuummmm...
Red
Join Date: Apr 2008
Location: Nigeria
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microsoft embedded??? of course bill gates is everywhere , the EMS has a circuit inside that its always checking the system in a loop mode, it checks everything, EEC, ECL, GOV, etc... if anything is not in its correct position then youll have the failure, even ive tested to go slowly from the IDLE to flight or viceversa and i had tha F... message. anyway we still have these tricks to fix the problem for the time been. maybe with the new software release they might come with something, do you have it installed????
, the EMS has a circuit inside that its always checking the system in a loop mode, it checks everything, EEC, ECL, GOV, etc... if anything is not in its correct position then youll have the failure, even ive tested to go slowly from the IDLE to flight or viceversa and i had tha F... message. anyway we still have these tricks to fix the problem for the time been. maybe with the new software release they might come with something, do you have it installed????
Join Date: Aug 2007
Location: Near the Mountains
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Che c***o, KAL, you mean I have to keep track of software versions as well? 
And I thought I had it sorted with the Jeppes, the FMS, the RFM, the QRH, the BTs, the Information Letters.................
And I thought I had it sorted with the Jeppes, the FMS, the RFM, the QRH, the BTs, the Information Letters.................
Last edited by heliski22; 12th May 2008 at 12:48.
Aw 139 ????????
Join Date: Aug 2007
Location: Italy UK and USA
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Desert landings at night?
If I understand your question you are looking for the safest way to conduct night landings in the desert?
Dust/Sand recirculation is the killer. FLIR and nightsun are useful for a site recce but will not help you during the actual approach and can make the situation worse as the dust cloud reaches the cockpit.
NightSun fitted to a buddy helicopter illuminating the landing site from above and behind you could also be a great help if there is no recirculation.
A really thorough recce is required using every aid available to find a level site clear of obstructions on the approach and overshoot and a stoney rather than sandy surface! Approach into moon if possible and always into wind and aim for a slow/zero speed touchdown to the ground.
The safest helicopter aid for night desert landings has got to be NVG combined with a blacklight searchlight.
Just as important however is training, training and many many more hours of training and then maintaining current practise.
None of this kit will provide a magical ability. Night desert landings are probably the most difficult and dangerous manoeuvres any helicopter pilot will ever attempt. If the money is tight spending it on NVG training hours is better than buying Nightsun and FLIR hardware. That is my opinion.
Dust/Sand recirculation is the killer. FLIR and nightsun are useful for a site recce but will not help you during the actual approach and can make the situation worse as the dust cloud reaches the cockpit.
NightSun fitted to a buddy helicopter illuminating the landing site from above and behind you could also be a great help if there is no recirculation.
A really thorough recce is required using every aid available to find a level site clear of obstructions on the approach and overshoot and a stoney rather than sandy surface! Approach into moon if possible and always into wind and aim for a slow/zero speed touchdown to the ground.
The safest helicopter aid for night desert landings has got to be NVG combined with a blacklight searchlight.
Just as important however is training, training and many many more hours of training and then maintaining current practise.
None of this kit will provide a magical ability. Night desert landings are probably the most difficult and dangerous manoeuvres any helicopter pilot will ever attempt. If the money is tight spending it on NVG training hours is better than buying Nightsun and FLIR hardware. That is my opinion.
Last edited by speds; 23rd May 2008 at 22:10. Reason: Spleling
Join Date: Apr 1999
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Thanks speds for your reply, but I still wanna know is it possible to land in the desert with flir fitted on the nose on AW139 and nightsun on the side I mean the clearance is enough to land in rough ground ??
by the way
I've been doing this maneuver since 98 on the seaking !!! Touch wood
Night desert landings are probably the most difficult and dangerous manoeuvres any helicopter pilot will ever attempt
I've been doing this maneuver since 98 on the seaking !!! Touch wood
Join Date: Feb 2008
Location: Kill Box 85CJ
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desert landing
Our FLIR is mounted on the belly with very little clearance, so the crew chief has to visually clear us down. (not fun and you better have EAPS) Hopefully the nose mounted FLIR should do better for you. You will find that the skinny mains sink very easily into the sand but the nose wheel seems to do better with two tires and less weight.
As for the night-sun I would highly recommend that it is brought to a horizontal, or near horizontal position prior to touchdown. I usually switch from the night-sun to the searchlight prior to being enveloped in sand because the backscatter from the night-sun can be blinding under some conditions. (you also get a secondary confirmation that the gear is down because of the big nose wheel shadow)
Anyway, when you get bored, rotate it to the full down position just to show yourself how little room you have for obstruction clearance even on an improved surface.
(also, if you are going to play in the sand, you may want to clean out the bleed air filters if you notice an engine(s) running at a higher temp then usual and don’t forget to flush the EAPS during washes they load up pretty fast)
As for the night-sun I would highly recommend that it is brought to a horizontal, or near horizontal position prior to touchdown. I usually switch from the night-sun to the searchlight prior to being enveloped in sand because the backscatter from the night-sun can be blinding under some conditions. (you also get a secondary confirmation that the gear is down because of the big nose wheel shadow
)Anyway, when you get bored, rotate it to the full down position just to show yourself how little room you have for obstruction clearance even on an improved surface.
(also, if you are going to play in the sand, you may want to clean out the bleed air filters if you notice an engine(s) running at a higher temp then usual and don’t forget to flush the EAPS during washes they load up pretty fast)
