hoisting Requirement as per the RFM?

Can someone please explain the three SAR Modes?

This article explains MOT (mark on target) very nicely, but what about TD/H and WTR?

Agusta Westland AW139 Pilot Report

Thanks in advance,
eivissa.


Edit: OK, service bulletin 139-173 brought all the answers...

TD/H: Transition Down & Transition Down to Hover
TU: Transition Up
MOT: Mark on Target
WTR: Winchman Trim - Hoist Operator Control

spinwing,
another clever thing:
C. of G. automatic calculation, with warning when out of parameters ;)
http://i66.photobucket.com/albums/h2...R/P6290549.jpg

eivissa drop me an email if you want more info.

Regards
Aser

Aser can you send me info please?

Email:[email protected]

Thanks sir...

The bubble windows are for the people in the back to watch where they are going while the pilot's fiddle with all the gizmos............................!:p

I remember this report. Was I the only pilot unimpressed that after leaving 325 lbs of fuel behind they were able to carry only 3 passengers before they hit gross weight?

Malabo

Just had a quick look at that report, they have a very heavy bird to start with at 4870kgs. Add in 1110 kgs of gas brings it to 5980kgs and five bodies at 90kgs (let's be realistic) each and you've got 6430kgs and that's without bags.

We operate a VIP configuration which we thought was heavy but it's "only" 4620kgs by comparison. That's a difference of 250kgs or more than 500lbs.

90Kgs is on the light side for the average worker in the GoM area.:eek:
Our aircraft average Empty Weight is around 9800lbs and we add a "standard" 400lbs for the cockpit crews.

Aser, according to that W&B MCDU display are you guys flying single pilot for SAR?

Performance Information
 

Hi Geoffers, I have produced some cruise and range power charts for our company derived from Section 9 of the RFM. As a guide I have used the Correction Factors (CF) the External Breeze Hoist (We have a Goodrich fixed external hoist, which has about the same frontal area) and SX16 nitesun.
I have also been requested to produce a chart for a wheels down configuration. Can you help with a correction factor for this condition.
Thanks Much,
RP

Gear Down fuel consumption
 

Rusty

The RFM, as I'm sure you know, reminds you that the fuel consumption will increase with the LG down but rather unhelpfully does not go on to specify how much it increases. I will try to find out but in the meantime we used to use 5% on the S61 so I would guess that this number would do for the time being. Get back to you soon.

Tottigol

You can just see that the engines aren't running so I would guess that that page defaults to 90. We have yet to even see this new software so unable to comment beyond saying that it's good to see us moving things in the right direction. Now we just need the fuel display on the PROG page to be a little more user-friendly.

G. :)

Thanks for the offer aser, I might come back to that :ok:

here is another interesting report about the AW139:
Flying Honeywell?s Primus Epic for helicopters

Any expectations when honeywell's synthetic vision is ready for certification?

Hoisting verse CAT A operations
 

I have a question when hoisting in you have engaged the 102% switch as per the RFM. Do you have to log how long you are operating at 102% for CAt A penalties:ugh::ugh:

Hey Rusty, How are they hangin' old fruit,

From my expereince with other helos and limited time on teh 139 I'd take a wirld guess and say if you allow either a 5kt reduction in TAS or a 5% increase in F/F you can't go too far from reality. Given that you nprmally plan on around 450kg/hr but in reality at your LR cruise config you are around 400ish kg/hr, that would mean around an extra 20-25kg/hr if you maintain the same cruise TAS as normal..........just a wild guess

cheers

Power Charts
 

Thanks Geoffers, eagerly await your reply.

Oh, I forgot to comment that now we have the "check height" aural, and if you are in RHT or ALT modes , it will engage automatic fly-up when within parameters. :ok::ok::ok:

Geoff, I´ll be in the sim from 20 July, I hope we can have a chat.

Totti, I was just playing with the fms, normal ops is 2 pilots & 2 rear crew.

Eng AW139 , you must log only training in CAT A when doing OEI training and you reduce the rpm from 100% during the menouver.
Different when doing hoist, you log only the number of hoists.
If I remember it right...

shak'n , I think 5% or 6% is what I saw in other company manuals for the 139

Best regards
Aser

Aser,

You are correct. 102% use does not penalise the life of the components, only OEI training does. Good memory you have :)

Just been on a flight with gear down and locked. Fuel burn went up about 6% (timed over 1/2 and hour). Difficult to get accurate fuel burns on the 139 though!

Ok thanks for the information.:)

Hi Shak'n, side by side!
I've gone into RFM Section 9 - Performance and produced a table for recommended Cruise and Range so the guys can set an IAS in the air and a TAS and Fuel flow for planning. At ISA +15 it makes quite a difference, 0' 152 TAS 486 FF, 10000' 140 TAS 377 FF. On the longer legs this gives us up to a 120kg advantage over the fixed TAS/FF depending on CRZ ALT.
Table 9 in Sect 9 give a DTQ correction factor for various optional hanging off equipment, but not the Gear down situation.
It seems there is about 5-6% increase in FF or reduction in TAS (thanks guys), it would just be a bit neater to have an Agusta derived CF to apply.

German documentary about the Agusta facilities. Not up to date, since they mention Bell still being part of the 139 project and also calling it the AB139. Maybe that explains the different cockpit layout at 2:07?

Thanks for the video.

It looks like a loose panel at 3:57 that closes itself during the check flight?