Agusta AW139
Tottigol
An RFM shouldn't be open to interpretation for the purpose of correcting an intent and shouldn't rely on "what they really mean is...". You Europeans like to swallow the whole RFM verbatim, and even us heretic Canadians feel obliged to be bound by the "Limitations" section. Surely Agusta can afford better translators than 8 year old illiterates. If they mean ground taxi operations on paved surfaces only, then say so. They are even welcome to cut and paste from this posting.
Geoffersincornwall,
2.5 min numbers aren't too helpful, kind of like max speed numbers. Do you have the ISA+15 OEI MCP climb numbers?
An RFM shouldn't be open to interpretation for the purpose of correcting an intent and shouldn't rely on "what they really mean is...". You Europeans like to swallow the whole RFM verbatim, and even us heretic Canadians feel obliged to be bound by the "Limitations" section. Surely Agusta can afford better translators than 8 year old illiterates. If they mean ground taxi operations on paved surfaces only, then say so. They are even welcome to cut and paste from this posting.
Geoffersincornwall,
2.5 min numbers aren't too helpful, kind of like max speed numbers. Do you have the ISA+15 OEI MCP climb numbers?
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Malabo
OEI Climb Performance at 6,800kg, OEI, MCP
SL/+30 deg C - 600 ft/min
2000 ft/+25 deg C - 560 ft/min
5000 ft/+20 deg C - 300 ft/min
8,000 ft/+15 deg C - 50 ft/min
As something of a student of Flight Manuals/ADs/SBs etc, I can observe that even when English speakers write manuals and Bulletins in their own blooming language they somehow manage from time to time to create a special form of Double-Dutch that confounds us all. The Agusta Manuals certainly have their moments and the comments about operating on grass at 6800kg is one of them. It's a fundemental flaw of manual writing that the bloke drafting it knows exactly what he's talking about - unfortunately the rest of us don't.
To be clear the limitation about taxiing on grass is contained in the section on 'Ground Speed Limitations' - but it does beg the question about planned rejects onto grass surfaces doesn't it?
Clear as mud - I'll seek further advice.
G
SL/+30 deg C - 600 ft/min
2000 ft/+25 deg C - 560 ft/min
5000 ft/+20 deg C - 300 ft/min
8,000 ft/+15 deg C - 50 ft/min
As something of a student of Flight Manuals/ADs/SBs etc, I can observe that even when English speakers write manuals and Bulletins in their own blooming language they somehow manage from time to time to create a special form of Double-Dutch that confounds us all. The Agusta Manuals certainly have their moments and the comments about operating on grass at 6800kg is one of them. It's a fundemental flaw of manual writing that the bloke drafting it knows exactly what he's talking about - unfortunately the rest of us don't.
To be clear the limitation about taxiing on grass is contained in the section on 'Ground Speed Limitations' - but it does beg the question about planned rejects onto grass surfaces doesn't it?
Clear as mud - I'll seek further advice.
G
Last edited by Geoffersincornwall; 15th Jan 2009 at 15:33.
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No reply so far to the question as to whether there are any other maintenance or life penalties if you operate it over 6400kg.
Does any one have any contacts that may know...GeoffersinCornwall any assistance with this?
There have been previous occasions like the HP 212 that put ultimate life and/or overhaul restrictions on components when used as in the increased power configuration. Such restrictions give serious thought to moving to or using increased power/weight configuratons
If I remember rightly there was a 139 limit in earlier post which intimated life limit reduction if winching was done, a bit misty on this and can't rememeber the details.
Does any one have any contacts that may know...GeoffersinCornwall any assistance with this?
There have been previous occasions like the HP 212 that put ultimate life and/or overhaul restrictions on components when used as in the increased power configuration. Such restrictions give serious thought to moving to or using increased power/weight configuratons
If I remember rightly there was a 139 limit in earlier post which intimated life limit reduction if winching was done, a bit misty on this and can't rememeber the details.
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Operation Above 6400kg, penalties
When operating above 6400kg (internal loads) the following Life Penalty Factor must be mandatorily applied to every flight (from take off to landing) any time the weight exceeds 6400kg during the flight.
To use the factor multiply the actual flight time (from take off to landing) by the stated factor. For example, the flight commenced at 6,500kg at 10.00 and landed one hour later at 11.00. The flight time was 1.0 hour and the factored time is 1 x 4.5 = 4.5 hours to be recorded on the component log card. Where landings are recorded multiply the number of landings by the stated factor.
Part Life Penalty Factor
Rod end (Fin End) 4.5
Rod End (Tailplane End) 4
Taliplane Assy 4
Main Rotor Blade Assy 2
Main Rotor Damper 2
MGB Case, Top Assy 1.6
MGB Upper Fitting 2 (landings)
Tail Rotor Hub Assy 1.25
Tail Rotor Shaft Drive Assy No. 2 2 (Landings)
Tail Rotor Shaft Drive Assy No. 3 2 (Landings)
For External Hoist Operations the same principle applies with the following Life Penalty Factors:-
Main Rotor Rotating Swashplate 0.5
MGB Shaft, Main Rotor Penalty deleted*
*Note that component lives penalised using the previous factor (2.5) can be recalculated using the formula,
present total accumulated life -2.5 x No. Accumulated External Hoist Lifts
Other Penalties are specified for Cat A Training Operations, starting and stopping the rotor in windspeeds greater than 27 kts and External Load Operations.
IMPORTANT NOTE - Guidance information only. This information has been extracted from an unmaintained copy of the schedules and CANNOT be used for maintenance purposes. Check with your Agusta Westland Rep for the latest information.
G.
To use the factor multiply the actual flight time (from take off to landing) by the stated factor. For example, the flight commenced at 6,500kg at 10.00 and landed one hour later at 11.00. The flight time was 1.0 hour and the factored time is 1 x 4.5 = 4.5 hours to be recorded on the component log card. Where landings are recorded multiply the number of landings by the stated factor.
Part Life Penalty Factor
Rod end (Fin End) 4.5
Rod End (Tailplane End) 4
Taliplane Assy 4
Main Rotor Blade Assy 2
Main Rotor Damper 2
MGB Case, Top Assy 1.6
MGB Upper Fitting 2 (landings)
Tail Rotor Hub Assy 1.25
Tail Rotor Shaft Drive Assy No. 2 2 (Landings)
Tail Rotor Shaft Drive Assy No. 3 2 (Landings)
For External Hoist Operations the same principle applies with the following Life Penalty Factors:-
Main Rotor Rotating Swashplate 0.5
MGB Shaft, Main Rotor Penalty deleted*
*Note that component lives penalised using the previous factor (2.5) can be recalculated using the formula,
present total accumulated life -2.5 x No. Accumulated External Hoist Lifts
Other Penalties are specified for Cat A Training Operations, starting and stopping the rotor in windspeeds greater than 27 kts and External Load Operations.
IMPORTANT NOTE - Guidance information only. This information has been extracted from an unmaintained copy of the schedules and CANNOT be used for maintenance purposes. Check with your Agusta Westland Rep for the latest information.
G.
Last edited by Geoffersincornwall; 16th Jan 2009 at 15:47.
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Thanks for the outline
I am sure some bright spark will do the sums and tell us if the increased payload pays for the cost of overhaul/replacement parts. Not sure how much a blade costs nowadays but to effectively halve its life if you use the payload on a daily basis will be a significant number x 5 to put in the operating cost calculations
I am sure some bright spark will do the sums and tell us if the increased payload pays for the cost of overhaul/replacement parts. Not sure how much a blade costs nowadays but to effectively halve its life if you use the payload on a daily basis will be a significant number x 5 to put in the operating cost calculations
The Malaysian Fire and Rescue Department Orders Two AW139s
Monday, January 26, 2009 / AgustaWestland
AgustaWestland, a Finmeccanica company, is pleased to announce that the Malaysian Fire and Rescue Department (Bomba) has ordered two AW139 medium twin engine helicopters. These aircraft will be used to perform fire fighting, search and rescue, land reconnaissance and general support duties. The contract also includes conversion training for aircrew and maintenance staff which will be undertaken prior to delivery of the aircraft in the first half of 2010.
The Bomba order for the AW139 follows the order placed by the Malaysian Maritime Enforcement Agency for three aircraft plus options in October 2008. The AW139s will supplement the two AgustaWestland AW109 Power helicopters that have been successfully operating with the Bomba since 2004.
The AW139, a new generation medium twin-turbine helicopter that has set new standards in the market, offers unmatched performance and safety levels and has the largest cabin in its class. State-of-the-art mission equipment and outstanding performance features enable the AW139 to accomplish the most demanding operations in the harshest weather and environmental conditions. Thanks to its powerful engines, each rated at 1252 kW (1679 shp) for take-off, the AW139 is perfectly suited to carry out demanding missions in the hot and high climatic conditions experienced in Malaysia.
This order marks further success for the AW139 in the fire fighting market with orders having already been placed by the Los Angeles City Fire Department and the Gangwon Fire Department of Korea. The order book for the AW139 has now passed 430 aircraft with orders from over 100 customers located in over 40 countries. Over 200 AW139s have now been delivered and are in service performing many applications including SAR, air ambulance, fire fighting, offshore transport, VIP/corporate transport, law enforcement, scheduled passenger transport and utility transport.
AgustaWestland Malaysia Sdn Bhd, a wholly owned subsidiary of AgustaWestland, continues to play a major role in the Malaysian helicopter market expanding its presence and increasing its market share. In 2008 AgustaWestland Malaysia Sdn Bhd opened a new regional maintenance and support centre located at Kuala Lumpur’s Sultan Abdul Aziz Shah Airport in 2008, aimed at supporting the increasing AgustaWestland fleet and keeping closer to the growing number of customers in the region.
AgustaWestland, a Finmeccanica company, is pleased to announce that the Malaysian Fire and Rescue Department (Bomba) has ordered two AW139 medium twin engine helicopters. These aircraft will be used to perform fire fighting, search and rescue, land reconnaissance and general support duties. The contract also includes conversion training for aircrew and maintenance staff which will be undertaken prior to delivery of the aircraft in the first half of 2010.
The Bomba order for the AW139 follows the order placed by the Malaysian Maritime Enforcement Agency for three aircraft plus options in October 2008. The AW139s will supplement the two AgustaWestland AW109 Power helicopters that have been successfully operating with the Bomba since 2004.
The AW139, a new generation medium twin-turbine helicopter that has set new standards in the market, offers unmatched performance and safety levels and has the largest cabin in its class. State-of-the-art mission equipment and outstanding performance features enable the AW139 to accomplish the most demanding operations in the harshest weather and environmental conditions. Thanks to its powerful engines, each rated at 1252 kW (1679 shp) for take-off, the AW139 is perfectly suited to carry out demanding missions in the hot and high climatic conditions experienced in Malaysia.
This order marks further success for the AW139 in the fire fighting market with orders having already been placed by the Los Angeles City Fire Department and the Gangwon Fire Department of Korea. The order book for the AW139 has now passed 430 aircraft with orders from over 100 customers located in over 40 countries. Over 200 AW139s have now been delivered and are in service performing many applications including SAR, air ambulance, fire fighting, offshore transport, VIP/corporate transport, law enforcement, scheduled passenger transport and utility transport.
AgustaWestland Malaysia Sdn Bhd, a wholly owned subsidiary of AgustaWestland, continues to play a major role in the Malaysian helicopter market expanding its presence and increasing its market share. In 2008 AgustaWestland Malaysia Sdn Bhd opened a new regional maintenance and support centre located at Kuala Lumpur’s Sultan Abdul Aziz Shah Airport in 2008, aimed at supporting the increasing AgustaWestland fleet and keeping closer to the growing number of customers in the region.
Aser
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Upgrade to 6800kgs
The big cost penalty comes for those who have to carry out the full requirements of BT139-140, including the MLG and brakes. Sometime during the early part of 2007 or maybe late 2006, the newer MLG required as part of the BT was included in production. Early ships don't have it, hence the high figures being bandied about.
If your ship has the MLG and brakes already on, then there's only the tyres, a bell-crank in the TR control run and some adjustments to the TR control rigging required to complete the upgrade at a probable cost of something like US$25,000.
As Geoffers already pointed out, the new CG envelope published in Rev 11 in conjunction with Supp 50 for ops up to 6800kgs, affords an advantage even at 6400kgs. We carry something close to 80kgs of junk in the boot (portable tow-bar, extra dinghy, etc.etc.) but if it's all placed on or beside the front row of seats in the cabin, even with only one crew, on a long ferry or crew-only positioning flight, we can now carry 1600kgs of gas at 6400kgs. This could allow 3.5hrs with a 30min VFR reserve - though why I'd want to stay up there that long is another matter entirely!!!!
The big cost penalty comes for those who have to carry out the full requirements of BT139-140, including the MLG and brakes. Sometime during the early part of 2007 or maybe late 2006, the newer MLG required as part of the BT was included in production. Early ships don't have it, hence the high figures being bandied about.
If your ship has the MLG and brakes already on, then there's only the tyres, a bell-crank in the TR control run and some adjustments to the TR control rigging required to complete the upgrade at a probable cost of something like US$25,000.
As Geoffers already pointed out, the new CG envelope published in Rev 11 in conjunction with Supp 50 for ops up to 6800kgs, affords an advantage even at 6400kgs. We carry something close to 80kgs of junk in the boot (portable tow-bar, extra dinghy, etc.etc.) but if it's all placed on or beside the front row of seats in the cabin, even with only one crew, on a long ferry or crew-only positioning flight, we can now carry 1600kgs of gas at 6400kgs. This could allow 3.5hrs with a 30min VFR reserve - though why I'd want to stay up there that long is another matter entirely!!!!
Last edited by heliski22; 30th Jan 2009 at 09:29.
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Winch fails in Aw139 !!!!!!!!!!!!!!
AgustaWestland and CAE partner to provide AW139 helicopter training in the United States - Vertical Online
Regards
Aser
Tuesday, February 24, 2009 - AgustaWestland
Today at the Heli-Expo show, AgustaWestland, a Finmeccanica company, and CAE announced that AgustaWestland AW139 initial helicopter type rating and recurrent training is now available in Morristown, New Jersey, USA.
Today at the Heli-Expo show, AgustaWestland, a Finmeccanica company, and CAE announced that AgustaWestland AW139 initial helicopter type rating and recurrent training is now available in Morristown, New Jersey, USA.
Aser
Copterline & AW 139 (two helicopters on Helsinki/Tallin line) 
AW139 end of scheduled flights........
Copterline Ending Flights to Tallinn | News | YLE Uutiset | yle.fi
and now
Copterline
whole site offline
Any local info? about AW139 performances in scheduled helicopter
airliner operation....
AW139 end of scheduled flights........
Copterline Ending Flights to Tallinn | News | YLE Uutiset | yle.fi
and now
Copterline
whole site offline
Any local info? about AW139 performances in scheduled helicopter
airliner operation....
flying doors...
RTÉ News: Door falls off Minister's helicopter
Not the first time a cabin door fly off if you forget to lock the door...
But may be it was just a window... ?
Regards
Aser
Door falls off Minister's helicopter
Monday, 2 March 2009 17:26
A helicopter carrying Minister for Tourism Martin Cullen was forced to make an emergency landing in Killarney this afternoon.
Mr Cullen had just finished addressing the annual conference of the Irish Hotels Federation and the Air Corps AW 139 had taken off from the grounds of the Malton Hotel in Killarney.
The left door of the helicopter fell off at a height of 150 metres as it flew over Killarney National Park in Castlerosse.
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The helicopter made an emergency landing nearby at Killarney Golf and Fishing Club.
No one was injured in the incident.
Witnesses say Mr Cullen, who was flying with an assistant and a crew of three, was shaken following the incident.
He has since continued his journey by road to Kerry Airport from where he was due to get a flight back to Dublin.
The Defence Forces said in a statement that the aircraft is on the ground until a Military Airworthiness Inspection Team and technicians from Air Corps HQ examine it.
This team will fly to Kerry to assess the helicopter and it will be moved after the inspection.
The passengers had boarded the helicopter through the right-hand side door before take off.
The same helicopter brought Minister Cullen from Waterford to Killarney this morning and was returning to Dublin when the incident occurred.
According to the Defence Forces, the AW 139 can fly with doors open under certain speeds, but this is normally in military and winching roles.
Monday, 2 March 2009 17:26
A helicopter carrying Minister for Tourism Martin Cullen was forced to make an emergency landing in Killarney this afternoon.
Mr Cullen had just finished addressing the annual conference of the Irish Hotels Federation and the Air Corps AW 139 had taken off from the grounds of the Malton Hotel in Killarney.
The left door of the helicopter fell off at a height of 150 metres as it flew over Killarney National Park in Castlerosse.
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The helicopter made an emergency landing nearby at Killarney Golf and Fishing Club.
No one was injured in the incident.
Witnesses say Mr Cullen, who was flying with an assistant and a crew of three, was shaken following the incident.
He has since continued his journey by road to Kerry Airport from where he was due to get a flight back to Dublin.
The Defence Forces said in a statement that the aircraft is on the ground until a Military Airworthiness Inspection Team and technicians from Air Corps HQ examine it.
This team will fly to Kerry to assess the helicopter and it will be moved after the inspection.
The passengers had boarded the helicopter through the right-hand side door before take off.
The same helicopter brought Minister Cullen from Waterford to Killarney this morning and was returning to Dublin when the incident occurred.
According to the Defence Forces, the AW 139 can fly with doors open under certain speeds, but this is normally in military and winching roles.
But may be it was just a window... ?
Regards
Aser