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WooooooooooW QATAR 18 AW139 !!! :D:D:D:D
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About time they sorted out that forward TCAS antenna!
Does this mean the 2 year life on the TCAS Blindmate kit is also gone? Hope so! |
Helicopters firm buying simulator Published: Saturday, 26 July, 2008, 01:03 AM Doha Time GULF Helicopters (GHC), a wholly-owned unit of Gulf International Services (GIS), is purchasing an AW 139 simulator to meet the requirement of training the pilots and engineers. In this regard, the Qatari company entered into an agreement with the UK-based cueSim, a specialist simulation company serving customers worldwide providing a range of high quality, advanced simulation products and services. A GIS spokesman in a statement to the Doha Securities Market said the delivery of the simulator is expected in 18 months. However, he did not furnish details regarding the cost of simulator. “Gulf Helicopters will be the first helicopter operator in the world to procure an AW 139 simulator, in order to meet the requirement of training the pilots and engineers to comply with the highest safety standards in accordance with EASA (European Aviation Safety Agency),” the spokesman said. Currently, GHC owns 26 helicopters - 16 Bell 412 class helicopters, six Bell 212 class helicopters, one Sikorsky S-92 helicopter, one Bell 230 helicopter, one Bell 206B helicopter and one AgustaWestland AW139 helicopter, according to initial public offering prospectus of GIS. The GHC recently entered into an agreement with AgustaWestland to act as an authorised service centre for the latter in the Middle East region. Regards Aser |
Aser,
10. I/C |
How many 139 do they have on order? |
Mmmmmm ....
Could it be .... that the proposed "performance 1" rules for offshore operations in the Arabian Gulf area are being taken seriously??? ... at last! :eek: :suspect: |
Pre flight question
Any company require climbing up and uncowling the engines during preflight? When we were in Italy (2005) we were not permitted to uncowl anything (it was a maintenance function), and told there was no reason for the pilot to climb on top of the aircraft. The reason I ask, for the past 3 years I've preflighted the aircraft from the ground, never climbing on top, and never uncowling the engines. I was "turned in" for not preflighting correctly. One opinion was to check the engine oil level, ok, so should we also physically check the TGB/ IGB / MGB ? The FM calls for checking for leaks period, I can do that without uncowling. Any thoughts?
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We require passengers wear the PFD on all overwater flights.
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tcvennen
Look up "maintenance on aircraft in the Transport Category." |
Just reading the couple of items re Pilots Ground Inspection for the 139, Not sure the direction it is going but the Flight Manual is clear regarding requirements, General FM guidance below.
GENERAL The inspection commences at the nose and continues clockwise around the helicopter. During the inspection, check that there are no leaks from overboard drains, that all vents, air intakes, air outlets and fire access points are clear of obstructions, and all access panels and antennas are secure. No mention of opening panels or generally climbing about on top indicated. The Engineers/Maintainer chaps have the responsibility for opening inspecting and closing, then clearing the TL. As we all know fluid levels and uplifts are noted in the TL. We then press the little test button on our PF to check levels, MGB ITB & TGB, So why would tcvennen be “turned in” for not doing a proper BF inspection. Assuming he was not acting as the Engineer/Maintainer and only doing the Pilot bit? Do we really want to return to the stone age, walk to the aircraft with an assortment of screwdrivers, lug steps about take panels off, slide huge heavy cowlings back and fourth generally undo work already don and certified, for me no thanks. A time comes when you have to trust the Engineers to do there job. :ok: |
One day taking one 139 for a ferry flight I found an engine with oil level below minimum, from that day if I'm not in my base I always check engine bays. I don't care if it's been checked/signed.
Remember that you don't have CAS msg for engine oil. |
My Ground School class in Sesto C jooked when they saw the diagram, that the pilot stayed outside the oval line showing the various inspection points. My Instructor in Cascina C. recommended walking around and checking everything closed up and nothing leaking.
Doesn't seem to be much point in just walking around it and seeing that everything is closed and there are no stains on the floor. And, like Aser, if I had been doing just that, I wouldn't have found the gearbox oil leak which was throwing a very light film of oil on the TOP cowling that covers the exhausts. So, for me it's the whole deal every time - getting to be quite the monkey now, skipping up and down steps and getting to check levels very quickly! But then, I don't have the luxury/comfort of an engineer to do it for me. Still a fine helicopter, though!!! 22 |
I'll tell you what, those cowlings may appear closed and secure, however they may not be.
I care not what they say, if I have to step on the sponson to check for the cowling to be securely closed, I may as well open it and check the oil level and the deck for debris loose items. Same applies to the sliding xmsn fairing. They could have made an extra effort for a sight gage or a flap door similar to the 412's one. |
OK chaps, I stand corrected, a comfort factor is always welcome and experience douse tend to concentrate the mind.
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Ok, here is a question for you all, and one that I don't have an answer for.
Why do we have microswitches and lights to tell us that cabin and cockpit doors are open, when those same doors usually have someone next to them to close them if they come open, and the opening of those doors will not usually significantly impair the flying of said helicopter, but we have absolutely NOTHING to warn of an open or unlatched cowling on most helicopters? Sure having passengers fall out of an open door, through the harness that is keeping them tied to the seat is important, but isn't keeping stray cowlings out of the main rotor also important? According to manufacturers, it obviously isn't important enough! Just my 2 cents |
Aser,
Was the engine recently shut down, or had it been shut down for a while? If the engine has been sitting, then the level is allowed to be below the green level. You would need to dry motor the engine to circulate the oil, and then read the sight gauge. If it is still in the red, then add some oil. Best not to run these engines with high oil levels though, if it is high it likes to vent it overboard. |
Engine oil level AW139
By Pratt & Whitney's maintenance manual a visual inspection must be carried out every 12 flight hours of both the oil level and the oil filter impending bypass indicator.
Normally your aircraft maintenance staff has written this into the AMS as a daily task (off shore we fly about 7 hours a day per aircraft). So there should be no need for the pilot's to open the engine cowlings after the inspection has been carried out. If you have found the level low after a dry run then someone missed this item. |
Hi funderrc How is the AW139 air condition doing with the very high temperature in K.S.A I know its 40+!!! |
Air Cond
So far the A/C has been very impressive. It is August and that is the worse month for humidity in Saudi Arabia. We have been flying two aircraft here for the last 3 weeks and everyone is happy with it.
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noooby thanks for the tip, I'll remember it next time out in the field without an engineer.
funderrc you have got a good machine, I used to get FAIL after 30 min. with air con or heater in one of the firsts 139. |
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