H135 "Alternative Gross Weight"?
Thread Starter
H135 "Alternative Gross Weight"?
AGW Certified
Can anyone explain how this is done or show how it's listed in the flight manual? Is it if you only operate in "standard conditions"?
Can anyone explain how this is done or show how it's listed in the flight manual? Is it if you only operate in "standard conditions"?
Many manufacturers increase the MGW of their aircraft once in service, the 139 is a good example.
Unless there are modifications to the aircraft to achieve that, I think it will just be evidence provided by Airbus that it can still meet its certification criteria heavier than it was originally certified (Cat A/PC1 profiles for example).
It could require a software upgrade to the Helionix system to update performance figures, I don't know.
It should appear as a supplement in the RFM.
Unless there are modifications to the aircraft to achieve that, I think it will just be evidence provided by Airbus that it can still meet its certification criteria heavier than it was originally certified (Cat A/PC1 profiles for example).
It could require a software upgrade to the Helionix system to update performance figures, I don't know.
It should appear as a supplement in the RFM.
You can also see the changes in issue 17 of the TCDS for the EC135
https://www.easa.europa.eu/sites/def...5_Issue_17.pdf
https://www.easa.europa.eu/sites/def...5_Issue_17.pdf
Thread Starter
You can also see the changes in issue 17 of the TCDS for the EC135
https://www.easa.europa.eu/sites/def...5_Issue_17.pdf
https://www.easa.europa.eu/sites/def...5_Issue_17.pdf
Merry Christmas everyone!
Sorry that is total rubbish. I was looking at the first version of the supplement. Cat A operations are now permitted.
So big picture, Airbus want to sell more H135T3H. So the engineers look at the stress and fatigue capability of the airframe and give the nod. The flight test team then go and generate the new performance and handling data. The flight envelope is limited (due to either a limited flight test envelope or due to sheer performance limits). For example you are limited to 5000 ft for take and off and landing rather than 16000ft and you have a restricted angle of bank and speed envelope. I suspect those are due to the potential stress loads on the airframe exceeding the engineers red lines.
There is a limit to how far they can take the AUM as if they go beyond 3175kg you would encounter certification issues as the "upgrade" might have to be done on the certification basis of CS-29 rather than CS-27. Not only that but it would probably be the latest version of CS-29 rather than the 1996 version of CS-27 which the original underlying 135 was certified to. Lots of things on the airframe not actually related to AUM increase might have to change. I think Bell 429 had that issue.
So big picture, Airbus want to sell more H135T3H. So the engineers look at the stress and fatigue capability of the airframe and give the nod. The flight test team then go and generate the new performance and handling data. The flight envelope is limited (due to either a limited flight test envelope or due to sheer performance limits). For example you are limited to 5000 ft for take and off and landing rather than 16000ft and you have a restricted angle of bank and speed envelope. I suspect those are due to the potential stress loads on the airframe exceeding the engineers red lines.
There is a limit to how far they can take the AUM as if they go beyond 3175kg you would encounter certification issues as the "upgrade" might have to be done on the certification basis of CS-29 rather than CS-27. Not only that but it would probably be the latest version of CS-29 rather than the 1996 version of CS-27 which the original underlying 135 was certified to. Lots of things on the airframe not actually related to AUM increase might have to change. I think Bell 429 had that issue.
