Agusta AW139
Not trying to hi-jack the thread, just curious about what was the extent of Bell involvement in the 139 at the beginning of the project.
Did Bell have any engineering input, or was it just a bilateral commercial agreement for the development of the 609 and the 139?
Did Bell have any engineering input, or was it just a bilateral commercial agreement for the development of the 609 and the 139?
Bilateral commercial agreement. Agusta wanted Bell's tech support. Bell wanted to be in on something not linked to the 1950's! Actually Bell and Agusta had licensing agreements for 212/412 so this was kind of an extension of that, but in reverse.
Bell then ran out of money, so Agusta bought their share of the 139 and invested more money in the 609, thus letting Bell keep their head above water.
Bell then ran out of money, so Agusta bought their share of the 139 and invested more money in the 609, thus letting Bell keep their head above water.
Join Date: Nov 2005
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Hydraulic Bypass #2
Hi all, just my 2 cents worth. My experience has been that once you reset the button and carry out the next ground run, as soon as you go W off W this allows system pressure to route through to landing gear actuation system. It is during this electric valve operation that the system senses a drop-or differential pressure at the filter which causes the false positive indication.
I agree with the air in system prob as well-Agusta reps will always advise to bleed even after the 1st or 2nd flight post disturb of hydraulic system.
In any case the W off W scenario is easy to check next time when you have a chance.
I agree with the air in system prob as well-Agusta reps will always advise to bleed even after the 1st or 2nd flight post disturb of hydraulic system.
In any case the W off W scenario is easy to check next time when you have a chance.
Join Date: Jul 2007
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We operate a VIP config. the cockpit is freezing because the scoops on the bottom of the nose are driving ambient air into the cockpit. We have taped them off and put small wholes in them to cut down on the draft. Currently we are installing baffles in the cabin to block air flow and let some of it go to the cockpit. One problem is the duct run through the nose gear bay, and the other is there is no blower in the heating system.
Agusta has checked our aircraft out and told us we are the only operator that is having a problem with heat.
As far as HYD. is concerned we have no problem.
Agusta has checked our aircraft out and told us we are the only operator that is having a problem with heat.
As far as HYD. is concerned we have no problem.
We are routinely operating in -30C temperatures and the heaters have been very reliable so far.
We did have to partially block the lower scoops, running the heater with the vents @ LOW setting allows us to defrost the side windows.
The heated windshields work wonders, too bad AW elected to wire them to the NON ESS BUS, perhaps in view of the electric load.
We did have to partially block the lower scoops, running the heater with the vents @ LOW setting allows us to defrost the side windows.
The heated windshields work wonders, too bad AW elected to wire them to the NON ESS BUS, perhaps in view of the electric load.
Join Date: Feb 2007
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Everybody operating in cold enviroment is blocking the lower scoops i think, we fully block them, to avoid also heating system full failure due to overheating at the chamber used to happen when the thermostat is set to high temps.
Join Date: Dec 2009
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Map/Plan page drops approachs
Our fleet of 139's has a problem with the Honeywell Primus Epic dropping the displayed information for certain types of approaches. It appears to be mainly North/South approaches: (ILS/GPS types). You can call up the approach and it will momentarily display the approach then the screen goes blank. Honeywell is aware of this problem, but says we are the only operator with this problem. Anyone else have this problem? They tell us that Phase 5 will fix the problem. Revert back to executing the approach as I have always done it. The information in the MCDU/FMS is correct, ( I wonder if it will be incorrect on some approach), just drops the planview.
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Honeywell Primus Epic Problems
Approach drops from MAP/Plan view MFD page. MCDU/FMS appears to have correct information displayed. Problem show up on North/South approaches, ILS/GPS. These approaches may dissappear right away or at some point in the approach dissappear and reappear later. Honeywell has been asked and they say we are the only operater with this problem. We have 6 of these aircraft now and it is a problem on all of them. Production dates vary by a couple of years.
"Honeywell is aware of this problem, but says we are the only operator with this problem.
Now where have I heard that before, welcome to the customer "tests" program!!
Now where have I heard that before, welcome to the customer "tests" program!!
Join Date: Feb 2007
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the pilot complained about the problem after we upgraded the DB, But... we didnt knew that if it was happening before or just at upgrade, as we dont fly ILS often, so right now i dont know. they even complained that the FMS waypoint on MFD sometimes disapear during flight but no change in heading or route and after few sec. apears again. ive reloaded back NICs and DB module with the SW and the DB again and for now no complains.
Anyway i was at Agusta few month ago, i was told by the cheif avionic that they were unhappy with Honeywell performance lately, lots of problems with manufactured products and softwares he said that the quality is decreasing.
Anyway i was at Agusta few month ago, i was told by the cheif avionic that they were unhappy with Honeywell performance lately, lots of problems with manufactured products and softwares he said that the quality is decreasing.
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Our problems started when we went from a phase 3 aircraft to phase 4. I do not know about aircraft elsewhere in the USA or other locations around the world. I am real curious though.
Join Date: Jan 2005
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We are also experiencing all kinds of weird messages and indications since the upgrade to phase 4 software: trim failures when nothing is wrong; a reset and everything stays OK during the rest of the day. Yellow flickering battery amp. readings during flight, or even in the hangar when the batteries are OFF!
Hopefully a new software upgrade solves these snags and does not introduce other ones
Hopefully a new software upgrade solves these snags and does not introduce other ones
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We also have the trim fail, mainly yaw channel, reset and works fine. The battery flicker is common on the last 2 received on the main battery all the time, some of the earlier ones it is on the Aux battery. Augusta did put out Tech. Info. that this is okay, until a fix is determined.