Agusta AW139
Join Date: May 2005
Location: South Africa
Age: 53
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139 Cabin Door opening in flight
My thoughts only - use it don't use it ;-)
Join Date: Jun 2008
Location: Canada
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open door in flight !
Hello Tormas,
Where are you located because we had 2 similar event in less than a month here, so it will be interesting to know if it is a general problem
Where are you located because we had 2 similar event in less than a month here, so it will be interesting to know if it is a general problem
Join Date: May 2005
Location: South Africa
Age: 53
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Sunny South Africa, I think it's a problem from the factory assembly, locking the door from the outside required (on the old one) a fair amount of power on the handle to close it the last bit. Which in my opinion only was the reason the rod end eventually broke off
Can somebody please share the BEM for a 139. I got one input and it's 4500 kg with floats only... which is no competition to a 412 in any point of view.
I'm looking for DPIFR airframe with hoist to be precise.
Thanks!
I'm looking for DPIFR airframe with hoist to be precise.
Thanks!
Floats and liferafts add about 200Kg, we removed them during winter for external load operation in the arctic.
Join Date: Aug 2017
Location: Los Angeles
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Leonardo has a new service bulletin that adds a rod and secures aft portion of door. This also adds a handle to help pull the door in.
Join Date: Aug 2017
Location: Los Angeles
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Aw139 baggage compartment gas struts.
Two of our earliest 139 s/n 41009 and 41012 have older style double gas strut door openers. Can someone out there suggest a bulletin that converts it to a single strut . Thanks
Agusta do not supply baggage doors with two struts in the centre. For Long Nose and Long Nose Enhanced, you can get doors with two struts. One at the front of the door, one at the back.
Find out the mod that was done on your aircraft and remove it. Then you comply with the parts book again
Join Date: Jul 2017
Location: Canada
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2 million flight hours claimed fleet wide by Leonardo.
AW139 global helicopter fleet sets outstanding milestone of two million flight hours - DETAIL - Leonardo - Aerospace, Defence and Security
AW139 global helicopter fleet sets outstanding milestone of two million flight hours - DETAIL - Leonardo - Aerospace, Defence and Security
Join Date: Mar 2018
Location: la spezia
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RFM/QRH updates
Hi everybody, I'm new in this forum and I would like to ask any 139 expert (I have only 350 fh on 139) about some updates of the RFM/QRH that cames up with the Rev. 22...
First: OEI TNG LIMITATION (page 25 limitation on QRH), they took away the possibility to use OEI TNG switch in condition other than CAT A... but I don't understand if they mean that you DO NOT have to use it when you are outside the parameters that guarantee the CAT A performance (that make sense) or if other than not use it outside that parameters, you can't use it when you are not performing CAT A t/o and landings... like when you are in cruise at 140kias...
In this case the only problem that I see is that in cruise at 140 if you use OEI TNG and you don't reduce the PI in few seconds, the NR will drop as far as 87% before the system automatically disengage. Can this be a problem for backgoing blade that can stall at that speed??
thanks for any advice, more questions will came and I hope it can be a mean to expand anyone knowledge on this beautiful machine.
thanks
P.S. Can be helpful to open a new thread on RFM/QRH updates to discuss??
First: OEI TNG LIMITATION (page 25 limitation on QRH), they took away the possibility to use OEI TNG switch in condition other than CAT A... but I don't understand if they mean that you DO NOT have to use it when you are outside the parameters that guarantee the CAT A performance (that make sense) or if other than not use it outside that parameters, you can't use it when you are not performing CAT A t/o and landings... like when you are in cruise at 140kias...
In this case the only problem that I see is that in cruise at 140 if you use OEI TNG and you don't reduce the PI in few seconds, the NR will drop as far as 87% before the system automatically disengage. Can this be a problem for backgoing blade that can stall at that speed??
thanks for any advice, more questions will came and I hope it can be a mean to expand anyone knowledge on this beautiful machine.
thanks
P.S. Can be helpful to open a new thread on RFM/QRH updates to discuss??
Join Date: Jul 2011
Location: Europe
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Hi, the OEI TNG switch is part of CatA training supplement, that means it should only be used during CatA profile training. Remember only TRIs are allowed to use this switch
Who else would be doing simulated engine malfunctions as part of Cat A profiles?
Join Date: May 2000
Location: uk
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AFAIK. A Check Airman or indeed any ATP under FAA is allowed to instruct a fellow pilot on type.
If Leonardo have not placed restrictions on the use of the training switch in the RFM then just maybe they envisaged it being used safely and sensibly by competent line pilots?
Whether that’s a good idea or not is a separate discussion.
If Leonardo have not placed restrictions on the use of the training switch in the RFM then just maybe they envisaged it being used safely and sensibly by competent line pilots?
Whether that’s a good idea or not is a separate discussion.
Join Date: Jun 2000
Location: UK
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Max Cont
If the Supplement 12 criteria for use of the CAT A Performance and training modes are met, plus your relevant company does have the use of said modes restricted to TRE/TRI use. Then the RFM does not say who it is restricted to be used by. Probably best left to the Sim check..
So why do manufacturers put an OEI TRG switch on their aircraft?
Is it A - so line pilots can f**k about with it - that is if they get any training hours to do so
Or is it B - so realistic engine failure profiles can be flown for Cat A training in a safe manner and with the safety net that the OEI TRG will disengage if the Nr droops too low, the other 'good' engine fails or the TQ LIM is disengaged?
As to the argument for the use of the TQ LIM when AEO - seems rather pointless and, since the TQ LIM and the OEI TRG are linked, would suggest that the TQ LIM is only meant for OEI trg.
Is it A - so line pilots can f**k about with it - that is if they get any training hours to do so
Or is it B - so realistic engine failure profiles can be flown for Cat A training in a safe manner and with the safety net that the OEI TRG will disengage if the Nr droops too low, the other 'good' engine fails or the TQ LIM is disengaged?
As to the argument for the use of the TQ LIM when AEO - seems rather pointless and, since the TQ LIM and the OEI TRG are linked, would suggest that the TQ LIM is only meant for OEI trg.