Agusta AW139
Joined: Dec 2007
Posts: 308
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From: Land of the Krauts
Can someone please explain the three SAR Modes?
This article explains MOT (mark on target) very nicely, but what about TD/H and WTR?
Agusta Westland AW139 Pilot Report
Thanks in advance,
eivissa.
Edit: OK, service bulletin 139-173 brought all the answers...
TD/H: Transition Down & Transition Down to Hover
TU: Transition Up
MOT: Mark on Target
WTR: Winchman Trim - Hoist Operator Control
This article explains MOT (mark on target) very nicely, but what about TD/H and WTR?
Agusta Westland AW139 Pilot Report
Thanks in advance,
eivissa.
Edit: OK, service bulletin 139-173 brought all the answers...
TD/H: Transition Down & Transition Down to Hover
TU: Transition Up
MOT: Mark on Target
WTR: Winchman Trim - Hoist Operator Control
Last edited by eivissa; 29th June 2009 at 09:18.
Joined: May 2008
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From: 51E
Joined: Nov 2006
Posts: 1,951
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From: After all, whats more important than proving to someone on the internet that theyre wrong? - Manson
The bubble windows are for the people in the back to watch where they are going while the pilot's fiddle with all the gizmos............................!
Joined: Sep 2005
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From: Montreal
I remember this report. Was I the only pilot unimpressed that after leaving 325 lbs of fuel behind they were able to carry only 3 passengers before they hit gross weight?
Joined: Aug 2007
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From: Near the Mountains
Malabo
Just had a quick look at that report, they have a very heavy bird to start with at 4870kgs. Add in 1110 kgs of gas brings it to 5980kgs and five bodies at 90kgs (let's be realistic) each and you've got 6430kgs and that's without bags.
We operate a VIP configuration which we thought was heavy but it's "only" 4620kgs by comparison. That's a difference of 250kgs or more than 500lbs.
Just had a quick look at that report, they have a very heavy bird to start with at 4870kgs. Add in 1110 kgs of gas brings it to 5980kgs and five bodies at 90kgs (let's be realistic) each and you've got 6430kgs and that's without bags.
We operate a VIP configuration which we thought was heavy but it's "only" 4620kgs by comparison. That's a difference of 250kgs or more than 500lbs.
Joined: May 2004
Posts: 917
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From: Tax-land.
90Kgs is on the light side for the average worker in the GoM area.
Our aircraft average Empty Weight is around 9800lbs and we add a "standard" 400lbs for the cockpit crews.
Aser, according to that W&B MCDU display are you guys flying single pilot for SAR?
Our aircraft average Empty Weight is around 9800lbs and we add a "standard" 400lbs for the cockpit crews.
Aser, according to that W&B MCDU display are you guys flying single pilot for SAR?
Joined: Aug 2004
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From: TOWNSVILLE, qLD, aUSTRALIA
Performance Information
Hi Geoffers, I have produced some cruise and range power charts for our company derived from Section 9 of the RFM. As a guide I have used the Correction Factors (CF) the External Breeze Hoist (We have a Goodrich fixed external hoist, which has about the same frontal area) and SX16 nitesun.
I have also been requested to produce a chart for a wheels down configuration. Can you help with a correction factor for this condition.
Thanks Much,
RP
I have also been requested to produce a chart for a wheels down configuration. Can you help with a correction factor for this condition.
Thanks Much,
RP
Joined: Aug 2001
Posts: 1,308
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From: Cornwall
Gear Down fuel consumption
Rusty
The RFM, as I'm sure you know, reminds you that the fuel consumption will increase with the LG down but rather unhelpfully does not go on to specify how much it increases. I will try to find out but in the meantime we used to use 5% on the S61 so I would guess that this number would do for the time being. Get back to you soon.
Tottigol
You can just see that the engines aren't running so I would guess that that page defaults to 90. We have yet to even see this new software so unable to comment beyond saying that it's good to see us moving things in the right direction. Now we just need the fuel display on the PROG page to be a little more user-friendly.
G.
The RFM, as I'm sure you know, reminds you that the fuel consumption will increase with the LG down but rather unhelpfully does not go on to specify how much it increases. I will try to find out but in the meantime we used to use 5% on the S61 so I would guess that this number would do for the time being. Get back to you soon.
Tottigol
You can just see that the engines aren't running so I would guess that that page defaults to 90. We have yet to even see this new software so unable to comment beyond saying that it's good to see us moving things in the right direction. Now we just need the fuel display on the PROG page to be a little more user-friendly.
G.
Last edited by Geoffersincornwall; 30th June 2009 at 07:11.
Joined: Dec 2007
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From: Land of the Krauts
Thanks for the offer aser, I might come back to that 
here is another interesting report about the AW139:
Flying Honeywell?s Primus Epic for helicopters
Any expectations when honeywell's synthetic vision is ready for certification?
here is another interesting report about the AW139:
Flying Honeywell?s Primus Epic for helicopters
Any expectations when honeywell's synthetic vision is ready for certification?
Joined: Dec 2007
Posts: 89
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From: On the way to the fridge
Hoisting verse CAT A operations
I have a question when hoisting in you have engaged the 102% switch as per the RFM. Do you have to log how long you are operating at 102% for CAt A penalties
Joined: Feb 2005
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From: Australia
Hey Rusty, How are they hangin' old fruit,
From my expereince with other helos and limited time on teh 139 I'd take a wirld guess and say if you allow either a 5kt reduction in TAS or a 5% increase in F/F you can't go too far from reality. Given that you nprmally plan on around 450kg/hr but in reality at your LR cruise config you are around 400ish kg/hr, that would mean around an extra 20-25kg/hr if you maintain the same cruise TAS as normal..........just a wild guess
cheers
From my expereince with other helos and limited time on teh 139 I'd take a wirld guess and say if you allow either a 5kt reduction in TAS or a 5% increase in F/F you can't go too far from reality. Given that you nprmally plan on around 450kg/hr but in reality at your LR cruise config you are around 400ish kg/hr, that would mean around an extra 20-25kg/hr if you maintain the same cruise TAS as normal..........just a wild guess
cheers
Joined: Nov 2003
Posts: 1,079
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From: Abu Dhabi
Oh, I forgot to comment that now we have the "check height" aural, and if you are in RHT or ALT modes , it will engage automatic fly-up when within parameters.
Geoff, IŽll be in the sim from 20 July, I hope we can have a chat.
Totti, I was just playing with the fms, normal ops is 2 pilots & 2 rear crew.
Eng AW139 , you must log only training in CAT A when doing OEI training and you reduce the rpm from 100% during the menouver.
Different when doing hoist, you log only the number of hoists.
If I remember it right...
shak'n , I think 5% or 6% is what I saw in other company manuals for the 139
Best regards
Aser
Geoff, IŽll be in the sim from 20 July, I hope we can have a chat.
Totti, I was just playing with the fms, normal ops is 2 pilots & 2 rear crew.
Eng AW139 , you must log only training in CAT A when doing OEI training and you reduce the rpm from 100% during the menouver.
Different when doing hoist, you log only the number of hoists.
If I remember it right...
shak'n , I think 5% or 6% is what I saw in other company manuals for the 139
Best regards
Aser
Joined: Sep 2004
Posts: 642
Likes: 2
From: daworld
Aser,
You are correct. 102% use does not penalise the life of the components, only OEI training does. Good memory you have
Just been on a flight with gear down and locked. Fuel burn went up about 6% (timed over 1/2 and hour). Difficult to get accurate fuel burns on the 139 though!
You are correct. 102% use does not penalise the life of the components, only OEI training does. Good memory you have
Just been on a flight with gear down and locked. Fuel burn went up about 6% (timed over 1/2 and hour). Difficult to get accurate fuel burns on the 139 though!
Joined: Aug 2004
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From: TOWNSVILLE, qLD, aUSTRALIA
Hi Shak'n, side by side!
I've gone into RFM Section 9 - Performance and produced a table for recommended Cruise and Range so the guys can set an IAS in the air and a TAS and Fuel flow for planning. At ISA +15 it makes quite a difference, 0' 152 TAS 486 FF, 10000' 140 TAS 377 FF. On the longer legs this gives us up to a 120kg advantage over the fixed TAS/FF depending on CRZ ALT.
Table 9 in Sect 9 give a DTQ correction factor for various optional hanging off equipment, but not the Gear down situation.
It seems there is about 5-6% increase in FF or reduction in TAS (thanks guys), it would just be a bit neater to have an Agusta derived CF to apply.
I've gone into RFM Section 9 - Performance and produced a table for recommended Cruise and Range so the guys can set an IAS in the air and a TAS and Fuel flow for planning. At ISA +15 it makes quite a difference, 0' 152 TAS 486 FF, 10000' 140 TAS 377 FF. On the longer legs this gives us up to a 120kg advantage over the fixed TAS/FF depending on CRZ ALT.
Table 9 in Sect 9 give a DTQ correction factor for various optional hanging off equipment, but not the Gear down situation.
It seems there is about 5-6% increase in FF or reduction in TAS (thanks guys), it would just be a bit neater to have an Agusta derived CF to apply.
Joined: Dec 2007
Posts: 308
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From: Land of the Krauts
German documentary about the Agusta facilities. Not up to date, since they mention Bell still being part of the 139 project and also calling it the AB139. Maybe that explains the different cockpit layout at 2:07?