AW169
 

Currently at Fairoaks is I-RAIF which I understand from a spotter friend is the first production aircraft.

One gathers it was shuttling fellows to / fro Epsom Derby.

https://scontent.xx.fbcdn.net/hphoto...0c&oe=56296ADC

Both of these are operated by/on behalf of the Dubai Air Wing aren't they ,even though the 169 carries Italian registration at the moment

HeliHub's observations on the situation:

Still waiting for Mel Brooks' official comment...

https://pbs.twimg.com/media/B_m8OKjUIAAfnty.png

I/C

The subject AW169 has today returned back to the factory, routing from Fairoaks via fuel stops at Paris Vatry Chalons and Lyon airports

A little dickie bird tells me that AW are ramping up their turnkey solutions for operators and if you wanted to dry lease an AW ac with crew and pbh these days you could..

Wonder how BRS etc will feel about that....

During Ascot week??

chevvron
Indeed, during Ascot week. In fact Qatari helicopters (S92+EC155) have been more visible than Dubai helicopters at Ascot this week so far.

nowherespecial
"Wonder how BRS etc will feel about that...." - remember BRS are leasing 4+ AW139s from AW to cover for late AW189s... Maybe they gave AW the idea?

My nose is positively twitching that AW are offering 139s in the O&G market direct to small operators who use them to bid vs BRS, CHC etc....

Looks like AW are becoming an operator in all but name.

In my experience, the Dubai '139s don't go into Ascot, but land close by. I've certainly seen an S92 every day (live near the southern end of 'West End' free lane).

Certification issued yesterday: well done :ok:


http://www.eacott.com.au/gallery/d/7...0_20150715.jpg

Great news, I look forward to seeing it in operation now

AW169 Achieves EASA Certification - DETAIL - AgustaWestland

AW169 ACHIEVES EASA CERTIFICATION
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First all new helicopter type in its category in over 30 years set to enter service
AW169 Achieves EASA Certification
Marks operational readiness of the whole AW Family of new generation helicopters
Outstanding capabilities and innovation made available in less than five years
Over 150 aircraft already sold to customers worldwide for a wide range of roles

Fimeccanica-AgustaWestland announced today the new generation AW169 helicopter has been issued with type certification by the European Aviation Safety Agency (EASA) on 15 July 2015. Delivery of the first production helicopters to customers will now commence.

AgustaWestland has achieved EASA type certification less than five years after the AW169 programme launch. This achievement has been made possible also due to the strong collaboration between the EASA and AgustaWestland teams. With the AW169, AgustaWestland has responded to market demand for a new generation versatile light-intermediate twin-engine helicopter and has achieved its aim of greatly reducing the time to market, whilst meeting the most stringent operational and safety requirements set by the certification authorities and by the market.

The AW169 4.6 tonne helicopter is the first all new aircraft in its weight category to enter the market in more than 30 years, setting new certification and safety standards and marking the operational readiness of the whole AW Family. The first units will be delivered from the Vergiate final assembly line in Italy. A second AW169 final assembly line is being established at AgustaWestland’s Philadelphia plant in the USA. AgustaWestland’s Yeovil plant in UK plays a key role in the production of rotor blades and the tail rotor transmission system. The AW169 programme has benefitted from UK Government support and has already proven extremely successful in this market for corporate transport and public service duties. A Flight Training Device (FTD) and a maintenance training simulator are already operational at AgustaWestland’s Sesto Calende Training Academy in Italy, while a Level D Full Flight Simulator will be available in 2016.

More than 150 AW169 helicopters have been ordered by customers around the world to date, including framework contracts and options, for a wide range of applications including executive/corporate transport, air ambulance, law enforcement, offshore transport and utility roles. Designed with inherent dual-use capabilities, the AW169 is also ideally suited for the wide scope of parapublic and government applications and will be able to meet military and naval requirements.

https://easa.europa.eu/system/files/...9%20Issue1.pdf

is some one know why only 8 pax??? it's not planed to be a 10pax helicopter?

I have a copy of an AW-USA presentation for ICAR (75Mb!) that is aimed at SAR and EMS. It reads as follows.

Light transport category - 4.5 tonnes / 10,000 lbs class - 1/2 pilots / up to 10 pax.



Elsewhere in the family archives, the 189 type cert states 19 and the OEB Report states two passenger densities: 16 & 19.

AW169
 

Hi, any 169 pilots around? Interested in knowing the performance?

First hand report from a 169 driver (not me!):

0: Good power margins equal to or better than AW139.
1: Fuel flow at 135 knots = 300kg per hour at 75% torque
2: Max fuel 1130litres
3: Built like a brick **** house.
4: Down side: software issue. Autopilot doesn't like turbulence collective hunting requires manual inputs. Software upgrade under development .
5: No nearest button for the GPS. Not approved for RNAV approaches .
6: Plus side: air conditioning outstanding
7: Visibility outstanding
8: Noise footprint: he is getting a lot of good reports .
9: Rear Cabin space: 3 reclining club chairs, and aft facing bench seat 4 across.
10: He loves flying it.

What about APU mode John? Is it standard on all 169's and how does your 169 driver friend like it?

I have only been up close to the maintenance trainer but I'm pretty sure it doesn't have an APU, only the 189 does.

169
 

APU mode is normal on all 169.

Software upgrade will see "nearest" for GPS and should resolve collective hunting.

Touchscreen AP/FMS fairly intuitive and easy to learn. Flies quite nice.

Ok, you are referring to the ability to run an engine without turning the rotor. Sorry, I was thinking actual APU like the 189.

Yes, the AW169 has an "APU" mode which matches the Accessory Drive so familiar to a Sea King driver: but all sorted via touch screen and simple switchology! It would be a big safety and convenience feature for keeping systems such as the air-con running with blades stopped, the No 1 drives everything at idle with low fuel burn whilst No 2 is shut down and blades stopped.

The touch screens are immensely intuitive, and won't give an option (icon greys out) unless it is available. Current software issue is 90 seconds to get the screens online with systems showing for start, Finnmechanica is working on a reduction as well as sorting the nearest GPS facility and the collective hunting. It is smoother hand flown (in some circumstances) than allowing the collective to hunt around, although it does settle down given enough time. The weather radar goes to standby with WOW, but can be inadvertently switched on when on the ramp. Not so much of an issue for us old timers but a trap for young players used to the software protecting them.

Good seats with plenty of adjustment (bliss) and great vision from the front. Comprehensive display with stunning screens. No run-down time whatsoever for the engines, just turn them off. Very difficult for any turbine experienced pilot to get used to! No boost pump at all, so with one engine shut down the fuel for that side is unable to be used by the good engine: no low level fuel interconnect. Debatable recognition of engine reliability?

Externally: huge coanda strakes built into the tail boom. Tail rotor control via a cable. Tail rotor hub is akin to a main rotor head, and a three bladed T/R on a five blade M/R just looks weird. Passenger retracting steps are huge, and the underbelly storage is almost big enough to be taken for a firefighting belly tank! Cargo bay access is on the left side again, still out of sight of the pilot in SP ops.

Rear cabin: nice seating, as you'd expect. LED lights default on when the aircraft starts, and require the (hot) lamp cover to be pushed in order to turn off; each of them, and there are 4 on each side! Mood lighting controllable from a touch screen alongside the left rear passenger seat, who is also the only one with intercom to the pilot.

AW169 cockpit
 

http://www.eacott.com.au/gallery/d/7...69+cockpit.jpg

This shows the engines prior to start, with No 1 connected rather than APU. The fuel tanks have no low level interconnect, nor boost pump to feed the 'other' engine.

http://www.eacott.com.au/gallery/d/7...69+cockpit.jpg

Overhead simplicity!

http://www.eacott.com.au/gallery/d/7...head+panel.jpg

Touch screens = sticky fingermarks!

http://www.eacott.com.au/gallery/d/7...t+in+flight.jp

http://www.eacott.com.au/gallery/d/7...+in+flight.jpg

http://www.eacott.com.au/gallery/d/7...seat+panel.jpg

Decent seating :ok:

http://www.eacott.com.au/gallery/d/7...ilots+seat.jpg

http://www.eacott.com.au/gallery/d/7...ilots+side.jpg

AW169 external
 

This is first of type on the CASA register, and also as a Part 61 registration for the pilot took proof that the Italian factory pilot who gave him his type rating was approved to do so. Bl**dy CASA gets worse and worse :ugh:

http://www.eacott.com.au/gallery/d/7...+nose+shot.jpg

http://www.eacott.com.au/gallery/d/7...+side+shot.jpg

All that tail rotor, controlled by a cable!

http://www.eacott.com.au/gallery/d/7...AW169+tail.jpg

One heck of a coanda strake

http://www.eacott.com.au/gallery/d/7...nda+strake.jpg

Reasonable boot space

http://www.eacott.com.au/gallery/d/7...AW169+boot.jpg

Massive retracting steps and underbelly fitting; or is it really a firefighting belly tank ;)

http://www.eacott.com.au/gallery/d/7...W169+steps.jpg

Electrically operated gear, currently 80kias limit but looking to increase up ~120kias

http://www.eacott.com.au/gallery/d/7...+main+gear.jpg

AW169 cabin
 

These are only iPhone 6 photos, so a bit grainy in places: sorry!

Three reclining captains chairs facing for'rd, four fixed facing aft

http://www.eacott.com.au/gallery/d/7...rear+seats.jpg

Dinky little touch screen by the left rear seat. Weird to see the DOS instructions as it boots up!

http://www.eacott.com.au/gallery/d/7...trol+panel.jpg

Mood lighting controls. Hmmm :hmm:

http://www.eacott.com.au/gallery/d/7...trol+panel.jpg

and the lighting strips. The LED emergency lights to the left of the strip default 'on', and the light cover has to be pushed to turn it off. And they are hot! But the aircon is the bee's knees, plus it runs off the APU mode.

http://www.eacott.com.au/gallery/d/7...ear+lights.jpg

Great pictures John. Thanks. :ok:

Great cockpit. I like the visibility and the big screen instrumentation.

Is that a Ram mount for an iPad, Mini or Air? Coanda strakes are effective enough it only needs 3 blades on the tailrotor? I see you're strobing the MR, is it as smooth as a 430 or as rough as a 139?

malabo, if you have a rough 1/rev in a 139, you need to track and balance.
I've never looked after a 139 that was higher than 0.08 ips lateral or vertical.

If you're talking a rough 5/rev, play with the tuning weights under the floor. Don't go by the book, get it close using book values and then play with it each flight to optimise it for your cabin and aircraft configuration.
Or, just go buy the MVA. You won't be disappointed!

The 139 should only be rough when getting close to Vne or during translational. In cruise it should be nice and smooth.

Nice photos of the cockpit John, but I do note on the Fuel page that there is a corss feed interconnect in the tank. It is not at the bottom, but looks like it is placed about the same as it is in the 139, so if you lose an engine in the 169 you will have some fuel that you can't get out, but most will transfer across.

An old brochure I just dug up confirmed the interconnect. It says 200 liters will fill into the left tank before it reaches the interconnect. So if you have an engine out, there will be a maximum of 200 liters that you can't use. About the same as the 139 if you have a boost pump fail.

Now how to get the training course and not have to pay for it.......

Kent Surrey Sussex Air Ambulance
 

Kent Surrey Sussex Air Ambulance received their first AW169 (photo courtesy of Finmeccanica)

cheers

http://i57.photobucket.com/albums/g2...ps8ucujzoi.jpg

Not sure what you mean by 200 liters you can't use. There is no situation that you can't use all the fuel in the 139.

The level where it becomes 2 separate fuel tanks in the 139 is 228 Kgs. If you lose a boost pump in AEO mode the engine driven pump can draw all the fuel in the respective side of the system by closing the cross feed. In OEI by opening the cross feed even in a dual boost pump failure (total electrical failure) the operating engine driven fuel pump can draw the fuel from both sides until the total fuel is exhausted.

[Not sure what you mean by 200 liters you can't use. ]

There are no boost pumps in the 169. If you lose an engine, there is nothing to pump/suck the fuel out of the failed side tank once it reaches the connecting flange.

I was referring to his statement that it is the same as the 139.

I have no knowledge on how the 169 is set up although I do know that you are correct that they do not have boost pumps. I would find it very odd that AW would have a design that would allow you to run out of fuel in an OEI situation and still have 200 liters onboard.

Outwest is correct, I had a brain fart there. You would need a boost pump fail AND a Xfeed fail to lose the 228kg.

I would assume the 169 has a Xfeed valve too???

If there are no boost pumps, there is no need for a crossfeed.

No, as long as there is an inter-connect between the fuel systems. I think everyone is just wondering how you access the fuel from the opposite side in the event of OEI.

"there is nothing to pump/suck the fuel out of the failed side tank once it reaches the connecting flange."


"I think everyone is just wondering how you access the fuel from the opposite side in the event of OEI."


On the 139, crossfeed is only controlling which engine the fuel is directed to, not which tank. Below the interconnect fuel is distributed equally by gravity. When fuel reaches a level below the interconnect, the crossfeed valve has to be open to deliver fuel to the opposite engine. It is fed up through the lines, not via the interconnect flange. It needs the boost pump on the shut down/failed side to match the input pressure on the good engine side (which won’t have had its pump switched off as part of a shut down procedure). If the pump is failed on the shut down side, switching the other one off should solve the pressure imbalance.
If it’s a similar design on the 169, without boost pumps there should be no significant pressure disparity, so just make sure that crossfeed is open (as you said Outwest).



TT

That's the problem, it has been mentioned in this thread that the 169 does not have a crossfeed valve. So, if that is the case then the only other option would be an interconnect valve ( like a 212) to allow fuel to flow between the 2 sides.

Interesting question about the OEI scenario
 

I'm not a 169 man but I do recall my colleagues saying that there are no booster pumps in the 169 and with the same basic tank design as the 139 there will be unusable fuel in the tank supplying the dead engine.

The laws of physics dictate that if the engine sucks through the crossfeed then in theory both tanks will supply the one live engine. I suspect that those same laws of physics will generate a pressure drop across the crossfeed lines leading to a preferential supply from the most direct tank - the one supplying the live engine.

As the fuel level drops the imbalance will grow until the live engine's supply runs out. This will turn into a big headache because once the engine sucks air it will wrap its hand in. Methinks that hauling that inaccessible fuel (200 litres?) around will become tiresome for it can never be part of your reserves.

The stopwatch is running on how long it will take for the booster pumps or transfer pumps or low-level transfer valve to appear.

Now I will go into work and get beaten up by my 169 buddies. :{

Aye G. :ok:

Nice looking screens.
How many of the contributors on this thread are 169 pilots or have been on training course, because to me it would appear there is confusion as to the way the system operates Same as Glasgow :{

A good vid of the AW139 fuel system for comparison.



:ok: