Agusta AW139
Join Date: Feb 2005
Location: On the green bit near the blue wobbly stuff
Posts: 674
Likes: 0
Received 1 Like
on
1 Post
Arcal 76,
You are not alone in your situation where the weight of the aircraft and the environmental conditions often preclude Cat A operations. I worked in the simulator with a customer whose main task is to haul heavy loads of platinum out of helipads surrounded by a security fence in mountainous areas of hot countries. We practised single engine failures after take-off in this condition, and together we worked out a profile that gives the least violent crash. There was no way to avoid the crash if the failure came at the wrong moment, but it was possible to get over the fence and crash in a relatively open area. If you find yourself operating in similar conditions, thats the reality you will have to plan for, and I guess that is what your company is trying to do with its invented Cat B profile. It would be interesting to test how your profile works with an engine failure in the simulator!
You are not alone in your situation where the weight of the aircraft and the environmental conditions often preclude Cat A operations. I worked in the simulator with a customer whose main task is to haul heavy loads of platinum out of helipads surrounded by a security fence in mountainous areas of hot countries. We practised single engine failures after take-off in this condition, and together we worked out a profile that gives the least violent crash. There was no way to avoid the crash if the failure came at the wrong moment, but it was possible to get over the fence and crash in a relatively open area. If you find yourself operating in similar conditions, thats the reality you will have to plan for, and I guess that is what your company is trying to do with its invented Cat B profile. It would be interesting to test how your profile works with an engine failure in the simulator!
Join Date: Jun 2003
Location: United Kingdom
Age: 61
Posts: 24
Likes: 0
Received 0 Likes
on
0 Posts
AW139 MCDU En-route Fuel Predictions
I have a query regarding the predicted fuel remaining shown on the progress page of the MCDU.
It would appear that when en-route to a destination the fuel on arrival is reasonably accurate. However, the fuel at the alternate is very misleading as it seems to be using the current groundspeed to predict the fuel at alternate. This is most obvious when flying with a strong tailwind giving a high groundspeed outbound to destination and the computation appears to assume the same groundspeed for the alternate. If the the alternate happens to be your original departure point ie flying back into wind, then the fuel remaining figure is useless.
Have others experienced this or am I not configuring the MCDU correctly? I cannot find anything in the manual which refers directly to this issue.
I am use to working with the Trimble (Freeflight) 2101 and this gives return leg times and expected fuel on arrival much more accurately. I would have thought the Honeywell system in the AW139 to be a superior system???
It would appear that when en-route to a destination the fuel on arrival is reasonably accurate. However, the fuel at the alternate is very misleading as it seems to be using the current groundspeed to predict the fuel at alternate. This is most obvious when flying with a strong tailwind giving a high groundspeed outbound to destination and the computation appears to assume the same groundspeed for the alternate. If the the alternate happens to be your original departure point ie flying back into wind, then the fuel remaining figure is useless.
Have others experienced this or am I not configuring the MCDU correctly? I cannot find anything in the manual which refers directly to this issue.
I am use to working with the Trimble (Freeflight) 2101 and this gives return leg times and expected fuel on arrival much more accurately. I would have thought the Honeywell system in the AW139 to be a superior system???
Join Date: May 2011
Location: In Communicado
Posts: 106
Likes: 0
Received 0 Likes
on
0 Posts
Try this on PERF INIT Page 2/3:
See if it helps.
Cheers!
— 5L
-- Cruise winds at the anticipated cruise altitude are entered
at 5L. Data entry formatting and syntax is consistent with entry
of wind magnitude and direction on other FMS pages. The
default CRUISE WINDS value is zero.
In addition, the altitude is entered before the cruise wind is
accepted. Entering *DELETE* returns the default value of zero.
at 5L. Data entry formatting and syntax is consistent with entry
of wind magnitude and direction on other FMS pages. The
default CRUISE WINDS value is zero.
In addition, the altitude is entered before the cruise wind is
accepted. Entering *DELETE* returns the default value of zero.
— 5R
-- 5R is associated with 5L and gives the pilot the ability to
specify the cruise wind altitude. Data entry is consistent with
entry of cruise altitude on other FMS pages. The default value
is set to zero. In addition, the FMS gives the pilot the ability to
enter winds from altitudes of --1300 to 60,000 feet.
specify the cruise wind altitude. Data entry is consistent with
entry of cruise altitude on other FMS pages. The default value
is set to zero. In addition, the FMS gives the pilot the ability to
enter winds from altitudes of --1300 to 60,000 feet.
See if it helps.
Cheers!
Join Date: May 2011
Location: In Communicado
Posts: 106
Likes: 0
Received 0 Likes
on
0 Posts
Current Ground Speed/Fuel Flow Method
-- The CURRENT
GS/FF method of performance initialization is similar to the PILOT
SPD/FF initialization with the exception that no cruise fuel flow entry
is permitted on the PERFORMANCE 2/3 page. The default fuel flow
value at 2R is 450 kg/hour.
GS/FF method of performance initialization is similar to the PILOT
SPD/FF initialization with the exception that no cruise fuel flow entry
is permitted on the PERFORMANCE 2/3 page. The default fuel flow
value at 2R is 450 kg/hour.
Lenti, selecting PILOT SPD/FF on page 1 of the PERF INIT allows the pilot to manually enter fuel flows relative to a specific leg.
This should allow for more accurate residual fuel quantities at the end of each predicted leg on page 1 of the PROG menu on the MCDU.
HTH, another TOFLA.
This should allow for more accurate residual fuel quantities at the end of each predicted leg on page 1 of the PROG menu on the MCDU.
HTH, another TOFLA.
Join Date: Jun 2003
Location: United Kingdom
Age: 61
Posts: 24
Likes: 0
Received 0 Likes
on
0 Posts
AW139 MCDU En-route Fuel Predictions
HLCPTR - Thanks for the information, I have tried this and quite often get an error message in the scratch pad 'WIND EXCEEDED AT CRUISE ALTITUDE'.
tottigol - I have the PILOT SPD/FF selected as you say but the error is still there.
I am sure there must be something I am doing wrong as this FMS unit is used in the fixed wing world over much longer distances than helicopters are capable of. Diversions could be hundreds of miles away where fuel prediction is critical.
tottigol - I have the PILOT SPD/FF selected as you say but the error is still there.
I am sure there must be something I am doing wrong as this FMS unit is used in the fixed wing world over much longer distances than helicopters are capable of. Diversions could be hundreds of miles away where fuel prediction is critical.
Join Date: Jun 2008
Location: Canada
Posts: 69
Likes: 0
Received 0 Likes
on
0 Posts
Vertical Cat B training on SIM
Well, I would love to do some training on the Sim with this profile,but every time we go there,our training is so short than we can barely do what we are supposed to do
So,maybe one day I will have more time.
I am gone be there in January,will see if we have time depending who is the instructor.Depending who you have during your training week, it is not always funny
So,maybe one day I will have more time.I am gone be there in January,will see if we have time depending who is the instructor.Depending who you have during your training week, it is not always funny
Join Date: Feb 2005
Location: On the green bit near the blue wobbly stuff
Posts: 674
Likes: 0
Received 1 Like
on
1 Post
Arcal, - I dont know who you work for: some companies have a very strictly defined programme of what they want their pilots to cover during recurrent training, and there is like you say little time to digress and look at something else. If it is less strictly laid down, you should be able to ask your TRI/SFI to cover whichever areas you want to look at - after all they are there for your benefit, and not vice versa. (sometimes they need reminding!)
Join Date: Jun 2008
Location: Canada
Posts: 69
Likes: 0
Received 0 Likes
on
0 Posts
Sim training!
Well, I work for a company who has been in a middle of a big scandal during last 10 months
Not to many AW139 in Canada.........
It is strange to us that there is so much difference in the quality you receive at Rotorsim depending who you get during your week.Some instructors are very good, other don't really care about what we need and what is important to us.We do a training once a year,for one week and we should expect a better service from this training centre.
I agree, it is could to remind them,but when we complain,it does not really change anything, so......
Not to many AW139 in Canada.........It is strange to us that there is so much difference in the quality you receive at Rotorsim depending who you get during your week.Some instructors are very good, other don't really care about what we need and what is important to us.We do a training once a year,for one week and we should expect a better service from this training centre.
I agree, it is could to remind them,but when we complain,it does not really change anything, so......
Join Date: Oct 2004
Location: California
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
AW139 Cabin Door Locks? Self Locking feature!
Anyone seen an issue with the sliding cabin door key lock self locking during a flight??
This has happened a second time now, door lock is in unlocked position at take off but when we landed at the next stop the door was not able to be opened and the key had to be used to unlock the lever, before the handle could be moved.
Just wondering if anyone else has experienced this.
Thanks
KC
This has happened a second time now, door lock is in unlocked position at take off but when we landed at the next stop the door was not able to be opened and the key had to be used to unlock the lever, before the handle could be moved.
Just wondering if anyone else has experienced this.
Thanks
KC
Don't know about self locking doors however, we had a self opening cabin door at 140 kts. Apparently it happened all on it's own.....ems primary scene response, rotors running recovery, a " rush rush" culture with our organization here in the sandpit, no use of any form of checklist.....hmmm, yep, happened all on it's own.....come to think of it, where can we get those self locking cargo doors 
Cheers
Cheers
Join Date: Nov 2012
Location: Spain
Age: 51
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
Cabin door locks
We had the same problem 3 years ago. The lock was installed upside down.So when the hoist operator thought that he was opening the lock it was on the contrary. When he shut down the door from inside it was impossible to open it for hoisting. Check the lock.
Join Date: Sep 2011
Location: Europe
Posts: 59
Likes: 0
Received 0 Likes
on
0 Posts
It's either the residue left over from the foam
Child wrongly accused of filling hangar with foam | abc7chicago.com
Or someone got the conversion from Ibs to Kg wrong.
Child wrongly accused of filling hangar with foam | abc7chicago.com
Or someone got the conversion from Ibs to Kg wrong.
Join Date: Jul 2012
Location: Italy
Age: 44
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
AW139 TYRES
Hi there, first time for me here... Hopefully someone will be able to help me. I'm trying to understand if the tyres of the AW139 are capable or earthing the helicopter or not... I'm having troubles in understanding if the ETSO-C62d comprehend this feature or not... Anyone can help??? Thank you.
Last edited by doerbird; 30th Jan 2013 at 19:44.
Maryland State Police AW139 N381MD at Baltimore's Martin State Airport on 13th March 2013 (Photo: Mark Carlisle)
One of two new 139's delivered to the Maryland State Police .. more on the way.
EMS fit interior (Photo: Mark Carlisle)
This is what they used to fly (below):
Maryland State Police AS365N1 Dauphin 2 N97MD (flying as 'Trooper 3') as seen as Frederick Municipal Airport on 30th September 2005 (Photo: Mark Carlisle)