AW189
Join Date: Sep 2007
Location: On the Rump of Pendle Hill Lancashi
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Ball and Roller bearings are the main problem, However I would still say,
No Oil/pressure...Land asap or earlier, unless hard things are being fired at you, then you would fly like the Devil with a strange pukering feeling from ya rear end!!
Peter R-B
Lancashire
No Oil/pressure...Land asap or earlier, unless hard things are being fired at you, then you would fly like the Devil with a strange pukering feeling from ya rear end!!
Peter R-B
Lancashire
Riff_raff - thanks for that. So its pretty much a company driven event and once you have passed a 30 min test then one assumes its rather difficult to take it away??
Do they keep the test gearbox as a reference item?
Do they keep the test gearbox as a reference item?
Pitts:
Not exactly!
the test is part of the Type Investigation for the certification of a new helicopter.
As such, it is discussed with the airworthiness Authorities.
And, there is a standardized and detailed procedure that is followed.
for instance, ref. to the FAA Advisory circular AC29, as follows:
AC 29-2C - Section 29.927(c):
Not exactly!
the test is part of the Type Investigation for the certification of a new helicopter.
As such, it is discussed with the airworthiness Authorities.
And, there is a standardized and detailed procedure that is followed.
for instance, ref. to the FAA Advisory circular AC29, as follows:
AC 29-2C - Section 29.927(c):
(2) Procedures.
(i) Section 29.927(c)(1) prescribes a test to demonstrate that the
effects of a loss of lubrication will not prevent continued safe powered operation
for category A rotorcraft for at least 30 minutes after illumination of the low oil
pressure warning device (required by § 29.1305). For category B rotorcraft,
§ 29.927(c)(2) prescribes the tests for safe operation under autorotative
conditions must continue for at least 15 minutes.
(ii) An acceptable means of demonstrating compliance with this rule is
through the use of a bench test (transmission test rig). Since this is essentially a
durability test of the transmission to operate with residual oil, typically the worst
case failure (i.e., the undrainable oil or the oil remaining after a severe pressure
leak, whichever results in a greater loss of oil in the transmission’s normal use
lubrication system) is used as a critical entry point for the test; see paragraph
a.(2)(iii).
(iii) The transmission should be stabilized at the torque associated with
maximum continuous power (reacted as appropriate at the main mast and tail
rotor output quills) at a normal main rotor mast speed, oil temperature that is at
the highest limit for continuous operation, and oil pressure that is within the
normal operating range. A vertical load should be applied at the mast, equal to
the gross weight of the rotorcraft at 1g. Once the transmission oil temperature is
stabilized, simulate the worst case failure in the normal use lubrication system.
Upon illumination of the low oil pressure warning device (required by § 29.1305),
reduce the input torque for category A rotorcraft to the minimum torque
necessary to sustain flight and continue the test for at least 30 minutes at the
maximum gross weight and the most efficient flight conditions. To complete the
test, apply an input torque to the transmission for approximately 25 seconds to
simulate an autorotation. The last 10 seconds (of the 25 seconds) should be at
the torque required for a minimum power landing. A successful demonstration
may involve limited damage to the transmission, provided it is determined that
the autorotative capabilities of the rotorcraft were not significantly impaired. For
category B rotorcraft, upon illumination of the low oil pressure warning device,
reduce the input torque to simulate an autorotation and continue transmission
operation for 15 minutes. To complete the test, apply an input torque to the
transmission for approximately 10 seconds to simulate a minimum power
landing. A successful demonstration may involve limited damage to the
transmission provided it is determined that the autorotative capabilities of the
rotorcraft were not significantly impaired. If compliance with category A
requirements is demonstrated, category B requirements will have been met.(i) Section 29.927(c)(1) prescribes a test to demonstrate that the
effects of a loss of lubrication will not prevent continued safe powered operation
for category A rotorcraft for at least 30 minutes after illumination of the low oil
pressure warning device (required by § 29.1305). For category B rotorcraft,
§ 29.927(c)(2) prescribes the tests for safe operation under autorotative
conditions must continue for at least 15 minutes.
(ii) An acceptable means of demonstrating compliance with this rule is
through the use of a bench test (transmission test rig). Since this is essentially a
durability test of the transmission to operate with residual oil, typically the worst
case failure (i.e., the undrainable oil or the oil remaining after a severe pressure
leak, whichever results in a greater loss of oil in the transmission’s normal use
lubrication system) is used as a critical entry point for the test; see paragraph
a.(2)(iii).
(iii) The transmission should be stabilized at the torque associated with
maximum continuous power (reacted as appropriate at the main mast and tail
rotor output quills) at a normal main rotor mast speed, oil temperature that is at
the highest limit for continuous operation, and oil pressure that is within the
normal operating range. A vertical load should be applied at the mast, equal to
the gross weight of the rotorcraft at 1g. Once the transmission oil temperature is
stabilized, simulate the worst case failure in the normal use lubrication system.
Upon illumination of the low oil pressure warning device (required by § 29.1305),
reduce the input torque for category A rotorcraft to the minimum torque
necessary to sustain flight and continue the test for at least 30 minutes at the
maximum gross weight and the most efficient flight conditions. To complete the
test, apply an input torque to the transmission for approximately 25 seconds to
simulate an autorotation. The last 10 seconds (of the 25 seconds) should be at
the torque required for a minimum power landing. A successful demonstration
may involve limited damage to the transmission, provided it is determined that
the autorotative capabilities of the rotorcraft were not significantly impaired. For
category B rotorcraft, upon illumination of the low oil pressure warning device,
reduce the input torque to simulate an autorotation and continue transmission
operation for 15 minutes. To complete the test, apply an input torque to the
transmission for approximately 10 seconds to simulate a minimum power
landing. A successful demonstration may involve limited damage to the
transmission provided it is determined that the autorotative capabilities of the
rotorcraft were not significantly impaired. If compliance with category A
OK but once you have demonstrated your gearbox passes that test, once then its done. i.e its not an issue if you come out later and say our gearbox can't run for 30 mins or there is an accident where lubrication was lost and the gearbox was unable to run for 30 mins.
I guess what I'm saying is that there is an assumption that once that initial test is in the bag and the 30 min demo box is ticked then it is assumed that future failures are the anomaly and not the initial test..?
I guess what I'm saying is that there is an assumption that once that initial test is in the bag and the 30 min demo box is ticked then it is assumed that future failures are the anomaly and not the initial test..?
Slightly off topic, but for those of you who have done practical mechanic training at Sesto Calende on the Maintenance Trainer, you have already seen the dry run MGB for the 139.
After running with oil, then being completely drained, it was run dry for 30 minutes, inspected and then run for another 30 minutes.
Paint blistered off the inputs (mind you they are spinning at over 20,000RPM!) and turned all nasty brown colours on a lot of the casing, but the MGB stayed together.
A coat of paint and it was put into the maintenance simulator.
If you do work on it, pull the frewheel and have a look at the bearings. They sure do look like they go hot, which is no surprise!!!
Well done on the 189 MGB!
After running with oil, then being completely drained, it was run dry for 30 minutes, inspected and then run for another 30 minutes.
Paint blistered off the inputs (mind you they are spinning at over 20,000RPM!) and turned all nasty brown colours on a lot of the casing, but the MGB stayed together.
A coat of paint and it was put into the maintenance simulator.
If you do work on it, pull the frewheel and have a look at the bearings. They sure do look like they go hot, which is no surprise!!!
Well done on the 189 MGB!
Join Date: Sep 2007
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OK but once you have demonstrated your gearbox passes that test, once then its done. i.e its not an issue if you come out later and say our gearbox can't run for 30 mins or there is an accident where lubrication was lost and the gearbox was unable to run for 30 mins.
I guess what I'm saying is that there is an assumption that once that initial test is in the bag and the 30 min demo box is ticked then it is assumed that future failures are the anomaly and not the initial test..?
I guess what I'm saying is that there is an assumption that once that initial test is in the bag and the 30 min demo box is ticked then it is assumed that future failures are the anomaly and not the initial test..?
One thing that the regulatory agencies can do to address this issue in the near term is to revise the regulations. Even without increasing the "run-dry" capability beyond the current 30 minutes, it would be a good idea to require testing of more than a single gearbox due to the large number of variables that can affect the results of this particular test. Conducting this qual test on 3 or 4 conforming test articles would help to minimize the potential for basing a pass/fail decision on a statistical anomaly. Since the loss-of-lube qual test results in destruction of the gearbox, requiring a larger number of test samples will increase certification costs. But spending an extra 2 or 3 million to improve the level of confidence regarding critical MRGB loss-of-lube operational capability is probably a wise investment.
Does anyone know what ISO accuracy grades are used in these MGB?
(Cylindrical gear accuracy grades are in ISO 1328 and I think bevels are in ISO 17485.)
There is no point in superfinishing if they are the wrong shape.
(Cylindrical gear accuracy grades are in ISO 1328 and I think bevels are in ISO 17485.)
There is no point in superfinishing if they are the wrong shape.
Join Date: Jul 2002
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super finishing
Generally super finishing refers to polishing using a diamond impregnated wheel or belt that produces a mirror finish.
My experience has been in calendaring rolls for producing rigid plastic sheet eg. 'perspex''
This finish would delay the onset of galling.
My experience has been in calendaring rolls for producing rigid plastic sheet eg. 'perspex''
This finish would delay the onset of galling.
Gulf Helicopters Signs for 15 AW189's
Gulf Helicopters Signs Firm Orders for 15 AW189 Helicopters | AgustaWestland
AgustaWestland, a Finmeccanica company, is pleased to announce that Gulf Helicopters of Qatar has signed firm orders for fifteen AW189 helicopters. This signing follows the preliminary sale contract announced in early 2012, confirming customer’s commitment to this new generation model. The first two aircraft are planned to be delivered to the customer in 2014 and all helicopters will achieve operational readiness by 2017.
Daniele Romiti, Chief Executive Officer, AgustaWestland said “We are delighted to see how increasingly strong is our partnership with Gulf Helicopter with the signing of a significant number of firm orders for the all new AW189 helicopter.
Daniele Romiti, Chief Executive Officer, AgustaWestland said “We are delighted to see how increasingly strong is our partnership with Gulf Helicopter with the signing of a significant number of firm orders for the all new AW189 helicopter.
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AW189 in service
First commercial flight was carried out this week
from Bristows site
DM
Latest News - bristowgroup.com
from Bristows site
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Latest News - bristowgroup.com
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8 pax 120nm on an 18 seat aircraft, not very impressive, no wonder they need 2 flights per day. We are looking at for the long term it but it probably won't get to where we are (250nm)
It's Bristow or Bristow's not Bristows.
It's Bristow or Bristow's not Bristows.
Is the 8 pax perhaps something to do with the new regulations that I've heard whispers about?
Something about if you don't equip and train your pax for rebreather use, then all pax must sit at a window exit?
Something about if you don't equip and train your pax for rebreather use, then all pax must sit at a window exit?
http://www.pprune.org/rotorheads/524...ml#post8467741
"In February the CAA announced a series of measures to improve the safety of offshore operations. These included the introduction of seating restrictions on offshore flights from 1 June 2014, only allowing passengers to fly if they are seated next to a push-out window exit so they can escape in an emergency. This would be an interim measure until improved emergency breathing equipment is provided.
Since February, the new Offshore Helicopter Safety Action Group, set up by the CAA, has been working to develop the recommendations and oversee their implementation.
The regulator said that new information had led it to delay the implementation of the seating restrictions until 1 September 2014".
Join Date: Apr 2013
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terminus mos, may I suggest another option for you to consider? that the client only wanted to send out 8 pax, at the end of the day it's up to the client how many seats it wishes to utilise.
and not BHL.
and not BHL.