Agusta AW139

[funderrc]

Tailboom Issues

Yesterday, during the post flight, the flight crew found a large delaminated area on the right hand side of the tailboom. The area that was delaminated was in the same location that has been previously identified by Agusta Westland as a critical area. This aircraft has the original tailboom installed and we have been operating it for 22 months and it has over 1500 hours total time. This aircraft is inspected in accordance with the latest bulletins pertaining to the tailboom. This was the third flight of the day and the flight crew noted no problems during the flight.

Several points to make: We do not ground taxi our helicopters. We do not operate this aircraft above 6400 KG. We do not fly the aircraft above 140 KIAS. The aircraft do sit outside and we are in Saudi Arabia on the coast. The humidity level is extreme this time of the year.

We are currently operating 3 (now 2) AW139's with the old tailboom. We are operating 11 AW139's with the latest reinforced tailboom modification and we have had no problems noted with these.

We have notified Agusta Westland that we will not operate the remaining two AW139's (with the old tailboom) until we have replaced the tailboom.

Remember, in the aviation world; fly at your own risk.

[aegir]

and what AgustaWestland replied you?

[funderrc]

Agusta recommended that we not fly the aircraft with the debonded tail boom. Duh!!
They did recommend that we continue to fly the other two aircraft which we will not do.

They are suppose to get a reinforced tail boom to us by the middle of September and the other two by November. We will wait and see.

I heard a rumor that ERA has experienced a tail boom problem with one of their reinforced tail boom. If there are any ERA guys on this forum, could you please confirm.

[500e]

funderrc
Good Advice there then
Must make you real happy to have 3 on the ground 1 definite 2 suspect, the bean counters must be having head fits.

[aegir]

I red this article last week
New AW139 tailboom fixture and spare tailboom increase Heli-One's AW139 service capabilities | Shephard Group

Heli-One has enhanced its service capabilities for AgustaWestland AW139 helicopters with the addition of the first OEM AW139 tailboom fixture in North America along with a spare tailboom at its state-of-the-art facility in Delta, British Columbia, Canada.
Heli-One is owned by CHC Helicopter, the world's highest time operator of the industry leading AW139. The company has been approved to provide overhaul service and support to AW139 operators in Europe, North America and Australasia since February 2009.
"We're excited to increase our service capabilities for this superb aircraft," said Neil Calvert, President, Heli-One. "With a worldwide fleet approaching 300 aircraft and growing, the AW139 plays a key role for operators worldwide, and we're committed to providing them with exceptional service and customer care. This new fixture and tailboom will minimize their downtime and let them continue operations virtually uninterrupted."
As an approved AW139 service centre, Heli-One is supported by AgustaWestland in all aspects of technical support for this product.
Used for a wide range of applications including VIP transport, emergency medical service, search-and-rescue, offshore OGP support, fire fighting, law enforcement, paramilitary and military roles, the AgustaWestland AW139 is a 15-seat medium sized twin-turbine helicopter used by government, military and civilian operators in 32 countries worldwide.

so it seems that AgustaWestland is expanding the service web in order to reach all the Customer in the world and support them on this problem.

In the internet I found a news about some AW139 that must check the tail boom every 5 fh to avoid problems (I think delamination or the same of Doha AW139)
this is the helicopters involved

[Eng AW139]

AW139 Tail boom jig

Abu Dhabi Aviation AW139 tail boom jig is clearing customs in the UAE.

[Aser]

Finally...

Goodrich AW139 Rotorblade Ice Protection System receives EASA certification

30 Aug, 10

Goodrich Corporation’s (NYSE: GR) rotorblade ice protection system for the AgustaWestland AW139 medium twin-engine helicopter has received certification from the European Aviation Safety Agency (EASA). Certifications from the U.S. Federal Aviation Administration (FAA) and Transport Canada Civil Aviation (TCAA) were also received. The rotorblade ice protection system is part of the AW139′s full ice protection system that provides its all-weather capability, making it the first helicopter in its category certified to fly into known icing conditions.

The Goodrich rotorblade ice protection system (RIPS) was designed and integrated as a complete ice protection solution for the AW139 platform resulting in a robust, highly reliable, and fully automated ice protection system. RIPS uses Goodrich’s unique DuraTherm™ electrothermal mats which can tolerate considerable damage, including punctures, and continue to provide ice protection. With expertise in ice detection, power distribution and DuraTherm de-icing technologies, Goodrich is the only systems supplier able to offer an all-inclusive ice detection and ice protection system.

“The recent certifications of our rotorblade ice protection system on the AW139 confirms Goodrich’s ability to partner with customers to provide both the avionics and advanced heating technology in a single-source ice protection solution for helicopters,” said Steve Guetter, rotorcraft business development director for Goodrich Sensors and Integrated Systems.

“The development of a completely integrated civil certified ice protection system was a ‘first time’ both for AgustaWestland and Goodrich,” added Enrico Bellussi, ice protection system design team manager for AgustaWestland, “and the key factor for the success of this venture was the pro-active, collaborative and problem-solving attitude adopted by the whole team. Continuous support and side-by-side work enabled the development of a complex system that impacted the whole helicopter both in installation and in overall performance.”

Goodrich ice detection and ice protection products are used extensively on many helicopter platforms including the Bell-Boeing V-22, Boeing Apache AH-64, NHIndustries NH90, new Korean Aerospace Industries Surion utility helicopter, and the Sikorsky Black Hawk, CH-/MH-53, S-76 and S-92.

Goodrich Corporation, a Fortune 500 company, is a global supplier of systems and services to aerospace, defense and homeland security markets. With one of the most strategically diversified portfolios of products in the industry, Goodrich serves a global customer base with significant worldwide manufacturing and service facilities. For more information, visit Goodrich.

Regards
Aser

[Aser]

funderrc:
You can always try to reinforce it by yourself (following Agusta instructions)


Best regards
Aser

[Andy Mayes]

Anyone know what vortex wake category the A139 is (UK category if anyone knows)?

[Non-PC Plod]

Under 7000kg, therefore should be "light".

[blakmax]

Sorry Aser, but I can't let your comments stand any longer. In deference to a number of comments about the impact of my previous comments on commercial considerations, I have resisted responding so far, but it is difficult to discern whether you are serious about "following Agusta instructions" because of the symbol.

You can always try to reinforce it by yourself (following Agusta instructions)

If this involves adhesive bonding and their usual "scuff sand and solvent contaminate" (oops, it is usually called "solvent clean") surface preparation, then I STRONGLY advise to the contrary. I would not use this procedure to fix my wheel barrow. It certainly has no credibility for repair of any aircraft structure because it carries a 100% certainty of eventual bond failure.

Regards

blakmax

[LadyGrey]

HUMS on the 139

Hello!

Would appreciate some infos on HUMS on the 139...pro´s and con´s...
Weight penalty?

Thank you!
Peter

[noooby]

Not much of a weight penalty on HUMS as every 139 built has all the wiring and all the gearbox accelerometers fitted as standard. Getting the complete kit adds on the Computer under the baggage bay floor, the tracker camera in front of the co-pilot, the RTB accelerometers and the cockpit display unit.
Probably the best track and balance computer I have seen in the last 20 years. The track and balance functionality has been flawless on the 139's I've worked on.
I've seen a few problems with accelerometer wiring giving erroneous readings on a gearbox, but overall the vibration monitoring works very well. Easiest thing to do is have a support contract with Smiths/GE and/or Agusta so that they can monitor your machines for you and give you some advice on what to look for on the machine.
Overall I personally am very very happy with the HUMS as fitted to the 139.
The one thing on my wish list for it is some kind of function so that we can operate the HUMS in the hangar when we are tuning the underfloor vibration absorbers. At the moment we have to use an 8500 for that.

[LadyGrey]

Thank´s a lot for this info, very much appreciated!
Peter

[Aser]

Sorry Aser, but I can't let your comments stand any longer. In deference to a number of comments about the impact of my previous comments on commercial considerations, I have resisted responding so far, but it is difficult to discern whether you are serious about "following Agusta instructions" because of the symbol.

If this involves adhesive bonding and their usual "scuff sand and solvent contaminate" (oops, it is usually called "solvent clean") surface preparation, then I STRONGLY advise to the contrary. I would not use this procedure to fix my wheel barrow. It certainly has no credibility for repair of any aircraft structure because it carries a 100% certainty of eventual bond failure.

Regards

blakmax

whether I was serious or not was exactly my intention.
I'm sorry but I don't have a f****** idea about the repair details.
Please keep posting.

best regards
Aser

[froggy_pilot]

I am tired

To whom feels concern about the following

I know that the place is a rumour network, I am just another stupid driver but after more than 20 years in aviation industry I am tired about guys who pretend to know better than the manufacturer but still can't work for them ...
I am not saying that manufacturers are always right, but

If you are so good in composite materials why are you loosing your time in the aviation industry, when you can make much more money in other sectors (ie: formula 1)

We need informations, we don't need any teachers in here

maybe too much drinks this evening

[spinwing]

Mmmm ...


..... We need informations, we don't need any teachers in here ...

And my dear 'froggy' that is exactly 'blakmax' brings us .... information ...
and I have to differ with you with regard 'teachers' .... it is obvious to me that the more information given to us to increase our knowledge the better and more professional we can become ... and for that we DO NEED the teachers!

[500e]

Froggy

Perhaps if you learnt to use the search and read posts you would find BM knows more than most of us put together about composites.
Numerous papers published by him in journals, would appear to me & others here he speaks from a position of knowledge.
Gave free advice with bonding problems we were having , all this when he was very busy elsewhere.

Quote
We need informations, we don't need any teachers in here
maybe too much drinks this evening
Possibly a true statement

[Wild Chicken]

Aw139 Hums

Just to add a few points on the HUMS installation on the AW139. We've found it to be a very very useful tool in troubleshooting vibes on the machine. We download after each days operation (although we have had some customers ask for download after each flight) and the information we gain from the HUMS groundstation is excellent in its depth and in it's easy to use format. It has pinpointed TR driveshaft problems not only at the MGB end but also at the IGB which turned out to be hardened grease and a worn adapter. It has also alerted me to an unreported inflight engine shutdown after a training flight error, which led to the engine being removed as a precautionary measure. Agusta and GE offer a one week course in Milan (maybe elsewhere now) which I found very informative and recommend to other operators. Most of the problems we have had with the sensors have resulted from inadvertent damage to the cables incurred during maintenance, but again the data available and the codes available in the manual can usually pinpoint the problem. As far as the logic used by the system, it uses the tried and tested RADS logarithms to calculate the adjustments and predictions. In over 3000 hours we have found it to be very accurate.

As far as tuning the 'nodal' tuning type weights under the floor, this can also be carried out using a tensiometer, which reads in hertz, similar to the one used to test the airconditioning belts, this worked for me. If the weights aren't doing the trick as far as 5 per revs are concerned, it might be time to fit the MVA which generally gets the 5 per revs down under .3 and gives a very smooth ride once the 1 per revs are tuned. We did find one machine had some wild M/R adjustemnts including inboard tab settings from the factory giving it a persistent track split, but by returning the M/R to nominal and carrying out a few test flights, we got it back in nicely with one weight move, one PCL adjustment and one small tab move. The MVA will do the rest and does not require adjustment. Again the ground station gives you the opportunity to play around with editing your moves and looking at the possible results meaning you canminimize the moves you make to get the best result.

Happy to pass on more info if anyone is interested. Cheers.

[blakmax]

Dear Froggy

Thanks Spinwing and 500e for the support. It is people like you who make it worthwhile for me to post on this forum.

Yes Froggy, I do occasionally teach. Passing on 38 years experience in composites and adhesive bonding is the best way of improving safety standards in the aviation composites and adhesive bonding industry, particularly when I can personally claim to have reduced the repeat repair rate for composites and adhesive bonded repairs at one major repair facility from 43% to less than 0.17%. That is why I bother to post in this forum, particularly when I get such offensive responses as yours.
However, I do not just teach. I have written a military engineering standard and two handbooks on repair design and application technology. I have also written a reference document for the FAA. If you bother to look up DOT/FAA/AR – TN06/57, Apr 2007 BEST PRACTICE IN ADHESIVE BONDED STRUCTURES AND REPAIRS, (you will find it in the FAA Tech Center Library) you may find out who I am. You might even learn something about the paucity of OEM repair procedures that you so stridently defend.

The reason why I do not work for a manufacturer is that I am effectively retired and selectively consult on my specialisation. I have been known also to provide free advise to those who show an interest in learning.

In my spare time I nag the FAA about deficiencies in regulations that are intended to make your helicopter safe, but in reality fail to address a primary safety issue. This nagging has resulted in changes to the FAA Advisory Circular AC20-107. These changes do not go far enough and really are a poor substitute for a rule change, but at least it is the first step in making pilots like you safe.

So Froggy, I suggest that you try a bit of advice: If you are going to shoot yourself in the foot, take it out of your mouth first.

If you can be bothered, mine will be a Cabernet Merlot.

Regards

Blakmax