Agusta AW139
Join Date: Dec 2007
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Hotels Italy
2 very good hotel in Arona (up the road from the school) are
Atlantic
www.atlanticarona.com
Tel 0322 46521
Concorde
www.concordearona.com
Tel 0322 249372
much better night life and places to eat in Arona
Atlantic
www.atlanticarona.com
Tel 0322 46521
Concorde
www.concordearona.com
Tel 0322 249372
much better night life and places to eat in Arona
Rotor Brake
There are 2 improvements to the RBA's that I can remember. One is an improved switch inside the unit. Evidently it wasn't handling the vibration very well. The other mod escapes me at the moment. I had it in an email, but deleted it. All new RBA's are SUPPOSED to be of the improved type. Yeah, we'll see.
As an aside, we had an instance where it was actually the pressure switch on the RBCM on the forward roof that failed. This made the caliper stay away from the disc, as the Rotor Brake always thought the helicopter was flying. It is a pain in the
to change too!!!!!
As an aside, we had an instance where it was actually the pressure switch on the RBCM on the forward roof that failed. This made the caliper stay away from the disc, as the Rotor Brake always thought the helicopter was flying. It is a pain in the
to change too!!!!!
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Rotor Brake
Thanks I think we had change 5 Actuator this past year, have you had any problems with the hydraulic filter popping out. Agusta has told me that it's due to air in the system, but it seems #2 system is always popping.
Join Date: Jun 2006
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The problem with the original rotor brake actuator is that after exposure to heat after so many hours the micro switches in the actuator would malfunction, apparently a upgraded version is in the works and should be available soon, Noobys rotor brake issue with a pressure sw fail is the only one I have heard of.
The Hydraulic Module No2 bypass button popping (most forward one) is still a on going issue on the AW139, I specifically asked about this issue while in Vergiate last week and have yet to get a satisfactory answer. Don't bother changing modules as that will not fix the problem. At one time Agusta said it was the landing gear cycling that caused the button to pop but that is untrue, we flew our machine around with the gear down one day and the button still popped. Temperature is a factor, in the warm summer days the button pops almost immediately, on cold days on short trips it does not pop. There has been some talk that perhaps the filters are too tight and need the micro spec opened up.
Has anyone else heard otherwise?
The Hydraulic Module No2 bypass button popping (most forward one) is still a on going issue on the AW139, I specifically asked about this issue while in Vergiate last week and have yet to get a satisfactory answer. Don't bother changing modules as that will not fix the problem. At one time Agusta said it was the landing gear cycling that caused the button to pop but that is untrue, we flew our machine around with the gear down one day and the button still popped. Temperature is a factor, in the warm summer days the button pops almost immediately, on cold days on short trips it does not pop. There has been some talk that perhaps the filters are too tight and need the micro spec opened up.
Has anyone else heard otherwise?
Join Date: May 2007
Location: north europe
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hydraulic popp out
The hydralic popp out is something we have every fligth on sys nr 2. And I couldnt say its related to temperature, we fly around +2 -2C so not so high or low temp, but popp out comes out around 10-15 min fligth. We have even checked during fligth from hyd main page when the filter close and bypass opens. Agusta explained that they are working on new oil filter. So till then lets wait and see.
Yep, I received a letter from Agusta a while back about the #2 Pressure Filter. In the letter they say that as long as the Return Filter is OK, then keep flying. Just reset the Pressure Filter next time it lands (and probably every landing after that!) This has been an ongoing issue for 2 1/2 years that I know of. Initialy we were told it was pressure pulses from the two pumps hitting the filter, and that the filter was too fine, and that the pop-out was too sensitve. A coarser filter and an improved pop-out indicator are supposedly on the way sometime, but I can't get a time frame out of them
I think they are more concerned with increasing the Gross Weight just now, and sorting this sort of thing out later.
As an aside, we did figure out how to tell if the Pressure Filter really is blocked, as opposed to a false indication. The undercarriage will take a loooooong time to cycle (like about 40 seconds!!).
About time Agusta sorted this one out!!
I think they are more concerned with increasing the Gross Weight just now, and sorting this sort of thing out later.
As an aside, we did figure out how to tell if the Pressure Filter really is blocked, as opposed to a false indication. The undercarriage will take a loooooong time to cycle (like about 40 seconds!!).
About time Agusta sorted this one out!!
Join Date: Jun 2006
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Hi Nooby, yes the gross weight increase is a big issue, and the use of the forward baggage compartment floor is another big issue for operators who have aircraft without the aux fuel tank. While in Vergiate I got the distinct impression that the engineering department at Agusta was focused on the Japan Coast Guard contract as it is 20 ships in a 2 year delivery schedule. One look at the JCG machines and you can tell there is a heck of a lot of new mods specific to their mission requirements and the approvals for these mods are going to take a lot of manhours and paperwork.
Also too If your going there to go over a new machine be very thorough with the paperwork as I found several errors on the Equipment list and Chart A / Chart C
Also too If your going there to go over a new machine be very thorough with the paperwork as I found several errors on the Equipment list and Chart A / Chart C
Last edited by AB139engineer; 1st Jan 2008 at 07:48.
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2# Hyr pop out
Thanks for the information, I was told by my Tec Rep here that there was a new pop out to be available this spring or summer. we have also been told that to bleed the system would clear up the problem. We have bled the system which seem to help for a flight or two but the problem returns.
I'm installing the 4th axis into 6 aircraft at the moment, heads up that some of the aircraft have been pre-wired but some have not. The BT call to run the new wiring, save some time check if the wiring is there before you pull the dash apart.
I'm installing the 4th axis into 6 aircraft at the moment, heads up that some of the aircraft have been pre-wired but some have not. The BT call to run the new wiring, save some time check if the wiring is there before you pull the dash apart.
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Agusta (Philly) will send out someone to complete the 4th axis AP on our first machine, the second machine already has the mod incorporated. My understanding is that it is a collective lever change and software upgrade and it had to be done by Agusta personal.
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4th Axis
Not at all just follow the BT you will require a level 1 test kit to load the AHAR's other than that quite easy to convert.
We are also installing the bubble windows now that is becoming a pain (waiting parts from Agusta) as well as the SX16.
We are also installing the bubble windows now that is becoming a pain (waiting parts from Agusta) as well as the SX16.
Join Date: May 2005
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Hi Aser,
I was looking at the picture of the AW-139. It looks pretty smart
. Can you tell something more about all the goodies it has got installed? I see FLIR and Nightsun, but has it got one or two winch, autohover etc.
Cheers!
I was looking at the picture of the AW-139. It looks pretty smart
. Can you tell something more about all the goodies it has got installed? I see FLIR and Nightsun, but has it got one or two winch, autohover etc.Cheers!
Join Date: Nov 2007
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Baggage Bay Load Restraining
Hi Guys
Can any of you people advise on why other operaters restrain the baggage when operating a AW139 on offshore. Besides the net does anyone use a forward restraining net or bulkhead arrangments and how does one stop the MAU covers from sustaining damage in this area?
Cheers
Can any of you people advise on why other operaters restrain the baggage when operating a AW139 on offshore. Besides the net does anyone use a forward restraining net or bulkhead arrangments and how does one stop the MAU covers from sustaining damage in this area?
Cheers
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Can any of you people advise on HOW other operaters restrain the baggage when operating a AW139 on offshore. Besides the net does anyone use a forward restraining net or bulkhead arrangments and how does one stop the MAU covers from sustaining damage in this area?
Cheers 4th January 2008 20:02
Cheers 4th January 2008 20:02
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MAU Covers
CJA
We operate in the Gulf of Mexico and I don't think there is a way to protect the ridiculously flimsy MAU covers that come with the aircraft. We fabricated "boxes" around the front of the MAU's with "L" angles and a composite panel. It works very well. As for the net, it's installed but I am not sure how well it is used. We do also have a bulkhead that we fabricated and installed just forward of the MAU's.
We operate in the Gulf of Mexico and I don't think there is a way to protect the ridiculously flimsy MAU covers that come with the aircraft. We fabricated "boxes" around the front of the MAU's with "L" angles and a composite panel. It works very well. As for the net, it's installed but I am not sure how well it is used. We do also have a bulkhead that we fabricated and installed just forward of the MAU's.
Join Date: Feb 2007
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Mau covers
to protect the MAUs from beeing hit with baggages, we put 2 hollow stainless steel tubes, with the shape of the cover just in front the MAUs. horizontal wise one above the other separated about 10cm from each other and attached to the structure by bolts and inserts. its a non aproved modification :-) but it avoid the damage.
cheers
cheers
Join Date: Oct 2005
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Mr Triple.
You can expect empty weight for an offshore configured aircraft to be in the region of 9300lbs - 9700lbs depending on what you have installed.
In most of our aircraft with 2 200lbs pilots you can expect to carry around 4000 - 4100lbs, which is not great considering the aircraft burns on average 900 - 1000lbs of fuel per hour.
When the gross weight goes up the aircraft will be a winner I think.
You can expect empty weight for an offshore configured aircraft to be in the region of 9300lbs - 9700lbs depending on what you have installed.
In most of our aircraft with 2 200lbs pilots you can expect to carry around 4000 - 4100lbs, which is not great considering the aircraft burns on average 900 - 1000lbs of fuel per hour.
When the gross weight goes up the aircraft will be a winner I think.
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MAU Covers
Since 2 years we now accumulated 4000 Hrs. with 2 ships. In that period we had 2 or 3 occasions where a crack in one of the covers was found during maintenance. A poly-repair solved the problem, and in doing so, the cover even became stronger.
Our experience is that using the net for heavier freight (drill bits and stuff) gives enough protection. The normal bagage, like the bags and suitcases the offshore people are taking with them, does not harm the covers; even in turbulence the risk is minor.
Now I have another question. Anybody who has done BT 139-080 Part I; the replacement of the transponder top antenna cable? Sound like a pretty time consuming job
Ciao
Our experience is that using the net for heavier freight (drill bits and stuff) gives enough protection. The normal bagage, like the bags and suitcases the offshore people are taking with them, does not harm the covers; even in turbulence the risk is minor.
Now I have another question. Anybody who has done BT 139-080 Part I; the replacement of the transponder top antenna cable? Sound like a pretty time consuming job
Ciao