Agusta AW139
Doc Brown
Problems
1. When will the full SAR modes by Honeywell be ready?
Is it really March 2009?
2. Does anyone have problems with warping of the tail rotor drive shaft cover.
3. Battery mounts cracking?
Any other problems not being discussed?
Problems
1. When will the full SAR modes by Honeywell be ready?
Is it really March 2009?
2. Does anyone have problems with warping of the tail rotor drive shaft cover.
3. Battery mounts cracking?
Any other problems not being discussed?
2. yes , agusta already knows.
3. on MRC mounts yes.
From Press releases:
Regards
Aser
AW139 To Target Long Range Offshore Market
Monday, July 14, 2008 / AgustaWestland
AgustaWestland is undertaking work to certify the AW139 with a Maximum Gross Weight (MGW) of 6,800 kg (14,991 Ib), a 400 kg (882 Ib) increase on the current certified MGW of 6,400 kg. The increased MGW and payload will enable the AW139 to target the long range offshore transport market currently being met by larger 18/19-seat types.
The increased maximum gross weight will give operators even higher levels of productivity while maintaining the helicopter's excellent performance and operating envelope, including Category A/Class 1 performance. The increased MGW will be available on all new production aircraft as an option. A dedicated bulletin will be available to allow aircraft already in service to operate at the increased MGW. The bulletin involves minimal hardware modifications.
The increased MGW will not impact component TBOs and work is being undertaken to minimise the impact on maintenance, procedures and operating costs. EASA certification of the MGW increase is expected by the end of 2008 with FAA certification soon after. The AW139 in typical offshore transport configuration with 12 passengers and 30 minutes fuel reserve will have a range in excess of 300 nm (555 km), significantly greater than other helicopters in its weight class, while for long range operations the AW139 will be able to fly over 500 nm with six passengers, a mission only larger more expensive 10-ton class helicopters can currently perform.
The offshore transport-configured AW139 ensures unparalleled passenger comfort on long range flights thanks to the roomiest unobstructed cabin in its class and airline type crashworthy seats. Up to 300 kg cab be carried in versatile baggage compartment. AgustaWestland has developed procedures which will unable the AW139 to operate at the increased MGW of 6,800 kg in Performance Class (PC1) and PC2e, as defined by the stringent European JAR OPS3 rules.
In order to respond to operators’ requirement to be able to operate in more and more challenging environments, AgustaWestland is in advanced stage of development of a FIPS (Full Ice Protection System), which will clear the aircraft to operate in icing as defined by EASA/FAR Part 29. In flight test campaign, involving flying behind and icing tanker and in natural icing, has been conducted with success during the Northern hemisphere winter season 2007/2008.
More than 350 AW139 helicopters have now been sold with over a third being for offshore transport operations. The AW139 is already performing offshore oil and gas transport services in Europe, North America, South America, Africa, Australasia and the Middle East.
Monday, July 14, 2008 / AgustaWestland
AgustaWestland is undertaking work to certify the AW139 with a Maximum Gross Weight (MGW) of 6,800 kg (14,991 Ib), a 400 kg (882 Ib) increase on the current certified MGW of 6,400 kg. The increased MGW and payload will enable the AW139 to target the long range offshore transport market currently being met by larger 18/19-seat types.
The increased maximum gross weight will give operators even higher levels of productivity while maintaining the helicopter's excellent performance and operating envelope, including Category A/Class 1 performance. The increased MGW will be available on all new production aircraft as an option. A dedicated bulletin will be available to allow aircraft already in service to operate at the increased MGW. The bulletin involves minimal hardware modifications.
The increased MGW will not impact component TBOs and work is being undertaken to minimise the impact on maintenance, procedures and operating costs. EASA certification of the MGW increase is expected by the end of 2008 with FAA certification soon after. The AW139 in typical offshore transport configuration with 12 passengers and 30 minutes fuel reserve will have a range in excess of 300 nm (555 km), significantly greater than other helicopters in its weight class, while for long range operations the AW139 will be able to fly over 500 nm with six passengers, a mission only larger more expensive 10-ton class helicopters can currently perform.
The offshore transport-configured AW139 ensures unparalleled passenger comfort on long range flights thanks to the roomiest unobstructed cabin in its class and airline type crashworthy seats. Up to 300 kg cab be carried in versatile baggage compartment. AgustaWestland has developed procedures which will unable the AW139 to operate at the increased MGW of 6,800 kg in Performance Class (PC1) and PC2e, as defined by the stringent European JAR OPS3 rules.
In order to respond to operators’ requirement to be able to operate in more and more challenging environments, AgustaWestland is in advanced stage of development of a FIPS (Full Ice Protection System), which will clear the aircraft to operate in icing as defined by EASA/FAR Part 29. In flight test campaign, involving flying behind and icing tanker and in natural icing, has been conducted with success during the Northern hemisphere winter season 2007/2008.
More than 350 AW139 helicopters have now been sold with over a third being for offshore transport operations. The AW139 is already performing offshore oil and gas transport services in Europe, North America, South America, Africa, Australasia and the Middle East.
AW139 - The Helicopter Of Choice For SAR Missions
As the best selling medium twin turbine engine helicopter in the world with over 350 units on order by approximately 100 customers in nearly 40 countries, the AW139 has become the helicopter of choice in the SAR market and has also had great success in the emergency medical services market. Selected by leading SAR operators worldwide, the AW139 is now in operational service with several customers including the Spanish Marine Safety Agency (Sasemar), the UK Maritime and Coastguard Agency and Japan Coast Guard.
In March 2008 the Japan Coast Guard took delivery of its first three AW139 helicopters as the initial phase of a replacement programme for up to 24 helicopters. These helicopters will also operate from Coast Guard ships performing SAR duties. A month later three AW139s provided by CHC Helicopter Corporation entered service with the UK Maritime and Coastguard Agency providing 24 hour SAR cover for much of the English Channel from two bases, then in May 2008 Sasemar ordered three additional AW139s bringing the total number ordered up to eight aircraft. Sasemar already have three aircraft in service performing SAR and water pollution detection missions.
In addition to these operators, a number of other customers have placed orders for SAR variants of the AW139 including the Korean Coast Guard, Italian Coast Guard, Estonian Border Guard, Norwegian Ministry of Justice and several customers in Africa and the Middle East.
The sole new generation helicopter in its class, the AW139 was designed to perform the most demanding SAR missions and has been described by its operators as the most advanced SAR helicopter in its class in service today. Typical equipment includes a dual rescue hoist for added redundancy, Forward Looking Infra Red (FLIR) camera, nose mounted weather/search radar, emergency flotation system, lightweight cabin mission console, searchlight, loudspeaker system and a four-axis digital automatic flight control system complete with SAR modes and search patterns. A full ice protection system is also under development for the AW139 which will allow the aircraft to fly into known icing conditions, further expanding the operational capabilities of the aircraft in the SAR role. The lightweight mission console in the cabin integrates the data from the sensors on a large colour liquid crystal display, providing the operator with all the data to manage the SAR mission.
The other key features of the AW139 that operators have identified as making it the best helicopter in its class are the cabin space and excellent performance. The AW139 cabin can accommodate up to 15 survivors and large sliding doors provide easy access both on the ground and during hoisting operations.
SAR variants of the AW139 will also benefit from work undertaken by AgustaWestland to certify the AW139 with a Maximum Gross Weight (MGW) of 6,800 kg, enabling the AW139 to target market requirements which today can be met only by larger more expensive helicopter types. The increased MGW option has been developed as a kit that will be available on all new production aircraft as well as for helicopters already in service with no airframe modifications. EASA certification of MGW increase is expected by the end of 2008 with FAA certification soon after.
As the best selling medium twin turbine engine helicopter in the world with over 350 units on order by approximately 100 customers in nearly 40 countries, the AW139 has become the helicopter of choice in the SAR market and has also had great success in the emergency medical services market. Selected by leading SAR operators worldwide, the AW139 is now in operational service with several customers including the Spanish Marine Safety Agency (Sasemar), the UK Maritime and Coastguard Agency and Japan Coast Guard.
In March 2008 the Japan Coast Guard took delivery of its first three AW139 helicopters as the initial phase of a replacement programme for up to 24 helicopters. These helicopters will also operate from Coast Guard ships performing SAR duties. A month later three AW139s provided by CHC Helicopter Corporation entered service with the UK Maritime and Coastguard Agency providing 24 hour SAR cover for much of the English Channel from two bases, then in May 2008 Sasemar ordered three additional AW139s bringing the total number ordered up to eight aircraft. Sasemar already have three aircraft in service performing SAR and water pollution detection missions.
In addition to these operators, a number of other customers have placed orders for SAR variants of the AW139 including the Korean Coast Guard, Italian Coast Guard, Estonian Border Guard, Norwegian Ministry of Justice and several customers in Africa and the Middle East.
The sole new generation helicopter in its class, the AW139 was designed to perform the most demanding SAR missions and has been described by its operators as the most advanced SAR helicopter in its class in service today. Typical equipment includes a dual rescue hoist for added redundancy, Forward Looking Infra Red (FLIR) camera, nose mounted weather/search radar, emergency flotation system, lightweight cabin mission console, searchlight, loudspeaker system and a four-axis digital automatic flight control system complete with SAR modes and search patterns. A full ice protection system is also under development for the AW139 which will allow the aircraft to fly into known icing conditions, further expanding the operational capabilities of the aircraft in the SAR role. The lightweight mission console in the cabin integrates the data from the sensors on a large colour liquid crystal display, providing the operator with all the data to manage the SAR mission.
The other key features of the AW139 that operators have identified as making it the best helicopter in its class are the cabin space and excellent performance. The AW139 cabin can accommodate up to 15 survivors and large sliding doors provide easy access both on the ground and during hoisting operations.
SAR variants of the AW139 will also benefit from work undertaken by AgustaWestland to certify the AW139 with a Maximum Gross Weight (MGW) of 6,800 kg, enabling the AW139 to target market requirements which today can be met only by larger more expensive helicopter types. The increased MGW option has been developed as a kit that will be available on all new production aircraft as well as for helicopters already in service with no airframe modifications. EASA certification of MGW increase is expected by the end of 2008 with FAA certification soon after.
Aser
Last edited by Aser; 16th Jul 2008 at 18:03.
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Mmmmm ....
From a practical point of view 15 may well be possible ... maybe even more if you jam them in ...... no seats of course.... I do wonder though if the winch (electrics) would cope ????
Certainly the aircraft will fly the lot of them away!
From a practical point of view 15 may well be possible ... maybe even more if you jam them in ...... no seats of course.... I do wonder though if the winch (electrics) would cope ????
Certainly the aircraft will fly the lot of them away!
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Do any of you guys have any close up photos of the aircraft with its engine and gearbox cowlings removed, if so, please post. The aircraft looks good from the outside but i haven't seen whats inside it.
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Offshore PFD's. Under the seat or what?
You guys flying offshore, are your pax wearing the PFD's or are you leaving them in the under seat pocket. My company insists on us insisting the pax screw around with a four point seatbelt over top of a PFD. Crazy. I reckon that a Class 1, Cat. A aircraft ought to be fine with PFD's under the seat and I'd like some ammunition to back the argument.
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OK,
A Class 1, Cat. A aircraft from the very place where your profile says you're from crashed into the sea recently, probably not as the result of an engine failure. If the crash had actually been survivable, the passengers may well have drowned as a result of not wearing life jackets. Your Class 1, Cat. A aircraft loses its tail rotor 50 miles out over the Gulf at 1500 feet - how likely are the passengers to fare without lifejackets as you do your engine off landing on the sea and the floats quite possibly rupture? Your Class 1, Cat. A aircraft has a major problem with its main rotor system caused by a maintenance error as happened to a Bristow helicopter in Nigeria some years back - the only thing which saved the survivors was their life jackets. Need I go on?
A Class 1, Cat. A aircraft from the very place where your profile says you're from crashed into the sea recently, probably not as the result of an engine failure. If the crash had actually been survivable, the passengers may well have drowned as a result of not wearing life jackets. Your Class 1, Cat. A aircraft loses its tail rotor 50 miles out over the Gulf at 1500 feet - how likely are the passengers to fare without lifejackets as you do your engine off landing on the sea and the floats quite possibly rupture? Your Class 1, Cat. A aircraft has a major problem with its main rotor system caused by a maintenance error as happened to a Bristow helicopter in Nigeria some years back - the only thing which saved the survivors was their life jackets. Need I go on?
I totally agree with Phone Wind - and so, incidentally, do the OGP (the oil company representatives). There were no dissenters in the ICAO Committee when this was proposed (or from any other party when the amendment went out for comment) and it was subsequently incorporated at AL12.
ICAO Annex 6 Part III Chapter 4.5.2 a):
Jim
ICAO Annex 6 Part III Chapter 4.5.2 a):
"...For offshore operations the life jacket shall be worn constantly unless the occupant is wearing an integrated survival suit that includes the functionality of the life jacket"
We have probably lost more persons from drowning than any other single cause.Jim
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Mmmmm....
BellBoy .... your efforts would be more professionally productive if you were arguing for those PFDs as used in the 139 to be made available to the 412 crews and pax instead of the rediculous waist pouches used ATM.
The standards need to be made higher not lower!
BellBoy .... your efforts would be more professionally productive if you were arguing for those PFDs as used in the 139 to be made available to the 412 crews and pax instead of the rediculous waist pouches used ATM.
The standards need to be made higher not lower!
*
20 July 2008 - World Helicopter NEWS: Saudi Aramco (Aramco Associated Co.) took delivery of two new AW139s registered N914AH & N915AH.
What's that round protuberance in the nose where the tcas antennas are normally installed?
Regards
Aser
20 July 2008 - World Helicopter NEWS: Saudi Aramco (Aramco Associated Co.) took delivery of two new AW139s registered N914AH & N915AH.
What's that round protuberance in the nose where the tcas antennas are normally installed?
Regards
Aser
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The Qatar Armed Forces Sign Contract For 18 AW139 Helicopters
Date: 21/07/2008
The Qatar Armed Forces Sign Contract For 18 AW139 Helicopters
AgustaWestland is pleased to announce that the Qatar Armed Forces has signed a contract for 18 AW139 medium twin helicopters. These aircraft will be operated by the Qatar Emiri Air Force supporting various government agencies to perform several roles including utility, troop transport, search and rescue, border patrol, special forces operations, law enforcement and homeland security. The contract value is in excess of €260 million and includes crews training and initial spares package. This contract marks the continued success of the AW139 in the Middle East market with over 100 units now sold in the region. This order increases the sales total to more than 370 helicopters ordered by over 100 customers in nearly 40 countries. Additionally, this order further expands the success of the military-configured AW139 in the market having already been ordered by the Irish Air Corps and the UAE Armed Forces. An Irish Air Corps’ AW139 helicopter was recently showcased in the AgustaWestland static display at Farnborough International Air Show 2008.
Giuseppe Orsi, CEO, AgustaWestland said “We are proud that the AW139 has been chosen by the Qatar Armed Forces as its new generation multi-role helicopter. The AW139’s excellent performance in hot and high operating conditions and its role versatility make it an ideal helicopter for government and military operations. The AW139 has quickly become the helicopter of choice in the medium twin class in the commercial market and we expect this model to achieve equal success in government and military markets."
The AW139 can be configured to carry 8 to 15 troops in its spacious eight cubic metre cabin. Large sliding cabin doors allow both troops and equipment to be loaded and unloaded quickly. The AW139 sets new standards for performance in its class with 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 advanced integrated cockpit with state-of-the-art technology minimises pilot workload allowing the crew to concentrate on mission objectives. As the only new generation medium twin helicopter in production, the AW139 has rapidly become the best selling helicopter in the market. The AW139 is the only helicopter in its class to meet the latest safety and certification requirements and has been proven in a wide range of government roles including troop transport, utility, law enforcement, homeland security, search and rescue, medical evacuation, VIP and head of state transport.
The Qatar Armed Forces Sign Contract For 18 AW139 Helicopters
AgustaWestland is pleased to announce that the Qatar Armed Forces has signed a contract for 18 AW139 medium twin helicopters. These aircraft will be operated by the Qatar Emiri Air Force supporting various government agencies to perform several roles including utility, troop transport, search and rescue, border patrol, special forces operations, law enforcement and homeland security. The contract value is in excess of €260 million and includes crews training and initial spares package. This contract marks the continued success of the AW139 in the Middle East market with over 100 units now sold in the region. This order increases the sales total to more than 370 helicopters ordered by over 100 customers in nearly 40 countries. Additionally, this order further expands the success of the military-configured AW139 in the market having already been ordered by the Irish Air Corps and the UAE Armed Forces. An Irish Air Corps’ AW139 helicopter was recently showcased in the AgustaWestland static display at Farnborough International Air Show 2008.
Giuseppe Orsi, CEO, AgustaWestland said “We are proud that the AW139 has been chosen by the Qatar Armed Forces as its new generation multi-role helicopter. The AW139’s excellent performance in hot and high operating conditions and its role versatility make it an ideal helicopter for government and military operations. The AW139 has quickly become the helicopter of choice in the medium twin class in the commercial market and we expect this model to achieve equal success in government and military markets."
The AW139 can be configured to carry 8 to 15 troops in its spacious eight cubic metre cabin. Large sliding cabin doors allow both troops and equipment to be loaded and unloaded quickly. The AW139 sets new standards for performance in its class with 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 advanced integrated cockpit with state-of-the-art technology minimises pilot workload allowing the crew to concentrate on mission objectives. As the only new generation medium twin helicopter in production, the AW139 has rapidly become the best selling helicopter in the market. The AW139 is the only helicopter in its class to meet the latest safety and certification requirements and has been proven in a wide range of government roles including troop transport, utility, law enforcement, homeland security, search and rescue, medical evacuation, VIP and head of state transport.
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Bubble
For some reason, Agusta decided that the bubble was necessary to cover the TCAS antenna on the long nose version. I asked why, but never did get an answer.
Both aircraft made the trip just fine. It took us three days and the flight time was 19:50.
Both aircraft made the trip just fine. It took us three days and the flight time was 19:50.
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TCAS Bubble
The TCAS antenna was originally on top and outside the nose cone.
As far as I know there were electrical contact issues every time the nose cone was opened and closed.
The nose cone can now be opened and closed without disturbance and the TCAS aerial remains pretty much in the same position.
4candals
As far as I know there were electrical contact issues every time the nose cone was opened and closed.
The nose cone can now be opened and closed without disturbance and the TCAS aerial remains pretty much in the same position.
4candals