Agusta AW139
Joined: Nov 2024
Posts: 20
Likes: 2
From: Texas
I put this to some senior Leonardo people at an event recently. The senior people were suitably non commital as you would expect from a listed company. The rest of their sales team were..... less inhibited.
Based on the more junior team members the plan is for:
Based on the more junior team members the plan is for:
- More composite to try and reduce the amount of corrosion issues
- More aligned maintenance schedules (like AH have done with the H175/ H160)
- More future proof/ cheaper/ in house avionics
- Strangely power was not mentioned, it's not really an underpowered aircraft at the moment to the best of my knowledge
- Unlikely an increase in MTOW, but possibly a little. If some of the aircraft can be made of composite, you do not need to go above 7T, the lighter EEW takes care of more payload anyway.
Maybe some news will come at HAI.
Joined: Dec 2005
Posts: 1,581
Likes: 73
From: England
[QUOTE=nowherespecial;11781992]I put this to some senior Leonardo people at an event recently. The senior people were suitably non commital as you would expect from a listed company. The rest of their sales team were..... less inhibited.
Based on the more junior team members the plan is for:
Only aircraft I've come across where corrosion was included in the basic package.
Based on the more junior team members the plan is for:
- "More composite to try and reduce the amount of corrosion issues"
Only aircraft I've come across where corrosion was included in the basic package.
Joined: Jun 2004
Posts: 646
Likes: 18
From: Europe
I'd say, Yes, It does need a power upgrade, not an MTOM upgrade. At 6.800 it can barely hold its TOP HOGE at ISA conditions at 2.500 ft. You don't want to see a 7000 MTOM chart... see level ISA performance only.
Last edited by Phoinix; 10th December 2024 at 11:13.
Joined: Jul 2009
Posts: 33
Likes: 12
From: Luna
Buy a 189K so. The 139 was originally certified at 6T. Adding a whole tonne to the MTOW was really pushing it. There's no such thing as a free lunch. You can have power or reliability but not both. Another few HP isn't going to turn a 7T 139 into a 6.4T 139. In effect the 139 has ruined an entire group of pilots forever because they have no idea what an underpowered helicopter is like to fly.
Joined: Jun 2004
Posts: 646
Likes: 18
From: Europe
I’m glad I got ruined on the 169. With increased mtom I can go up to 11.400 on ISA and do the job 
But, like you mentioned, it's actually not the power, it's the immense increase in MTOM that is the issue.
But, like you mentioned, it's actually not the power, it's the immense increase in MTOM that is the issue.
Last edited by Phoinix; 11th December 2024 at 07:21.
Joined: Dec 2024
Posts: 9
Likes: 2
From: Texas
Joined: Nov 2006
Posts: 1,951
Likes: 90
From: After all, what’s more important than proving to someone on the internet that they’re wrong? - Manson
[QUOTE=ericferret;11784139]
Ain't that the truth - saw one that had just come off an offshore lease and had less than 600 TTSN and it was minging.
I put this to some senior Leonardo people at an event recently. The senior people were suitably non commital as you would expect from a listed company. The rest of their sales team were..... less inhibited.
Based on the more junior team members the plan is for:
Only aircraft I've come across where corrosion was included in the basic package.
Based on the more junior team members the plan is for:
- "More composite to try and reduce the amount of corrosion issues"
Only aircraft I've come across where corrosion was included in the basic package.
Joined: Dec 2024
Posts: 11
Likes: 1
From: Montreal
I just discover this MK2 version. Very interesting as there is thousand old and rusty AW139 which need to be scraped
It seems that there are pictures of the aircraft available, can someone share the link?
I’m curious to see what it looks.
It seems that there are pictures of the aircraft available, can someone share the link?
I’m curious to see what it looks.
Joined: Dec 2024
Posts: 9
Likes: 2
From: Texas
Joined: Sep 2004
Posts: 642
Likes: 2
From: daworld
You have the engine manufacturer there, just not the model because it is a new model that you won't have heard of yet.
Cockpit and avionics is common with the 169/189 family concept.
Perhpas an announcement at HAI? Who knows...
Cockpit and avionics is common with the 169/189 family concept.
Perhpas an announcement at HAI? Who knows...
Joined: Dec 2022
Posts: 28
Likes: 5
From: Europe
Joined: Jul 2008
Posts: 1
Likes: 0
From: Qatar
Cat a procedures and nr 102© selection
Of course the aircraft does not realize whether it's flying at 100 or 102%. For AW139 Cat A operations 102% has not been selected to have the best rotor efficiency but to achieve the best Cat A performance. So in this terms the best aircraft efficiency is 102% NR
Actually is FADEC and nothuing else that it'll take care of the power delivered topping the engine at 2.5' rating and giving you always the max power available. Collective has to be kept at the same position most of the times and when needed (at the extreme of the nevelope) pulled in order to droop the rotor as much as required to achieve transitional lift.
You do not need to know whether the engine is at max power, you need to carry out the reccomended procedure. Actually you need to watch NR gauge and not PI. Many conditions will not require max OEI power to carry out the procedure.
If you operate the aircraft within the RFM limitations you'll have huge safety margins at 100% NR in the whole Cat B envelope respecting the certification requirements.
212man
The reason 102% has been selected is not to achieve 100% when the rotor droops but to have a greater inertia reserve down to 90% when is required
Actually is FADEC and nothuing else that it'll take care of the power delivered topping the engine at 2.5' rating and giving you always the max power available. Collective has to be kept at the same position most of the times and when needed (at the extreme of the nevelope) pulled in order to droop the rotor as much as required to achieve transitional lift.
You do not need to know whether the engine is at max power, you need to carry out the reccomended procedure. Actually you need to watch NR gauge and not PI. Many conditions will not require max OEI power to carry out the procedure.
If you operate the aircraft within the RFM limitations you'll have huge safety margins at 100% NR in the whole Cat B envelope respecting the certification requirements.
212man
The reason 102% has been selected is not to achieve 100% when the rotor droops but to have a greater inertia reserve down to 90% when is required
- Regardless of an AEO or OEI condition, as per the Equation of Lift, increased rotational speed results in increased lif, which leads to increased aerodynamical performance of the rotor(s), which in turn is the overall goal of the non-exposire time of this specifications.
