That's a pretty fundamental flaw for a helicopter FMS, given that a lot of the time our routes involve a 180 degree turn once the offshore destination is reached and only very rarely is the g/s out the same as the g/s back! :sad:

Not particularly brilliant but.....
 

.... you could always calculate your estimated average GS/FF and enter it instead of the FMS derived data. This technique is used a lot by the offshore guys in the NS. (Page 1 of Perf Init)

G.

The availability for offshore going 139's is getting over 96% which is fairly good for a helicopter. Would be nice to match the 99%+ that big fixed wing achieve but that is probably a pipe dream.

FIPS is possibly dragging this figure down for operators with the system but with comments along the lines that "maintenance is just maintenance" I would suggest that there are other issues as well.

Pilots like the 139 as do engineers. Like all helicopters it has it's moments but AW continue to improove the product and I think the sales speak for themselves.

One comment I have heard from a friend working on a single aircraft operation is that it breaks down so infrequently now that fault finding experience is hard to come by.

500e, if you look at most, if not all manufacturers, they use their customers as the final testing ground for their machines and kits that are fitted to them. I'm not just talking about Rotary either, fixed wing are also guilty. It is a crappy way of doing it, but unfortunately, the Customers are the only ones who really can test the system to it's full extent.

Talking ot some of the guys at Era, they have had issues with parts availability, but it sounds like parts replacemetns and even upgrades when improved parts come out, are all being covered by Agusta.

Someone correct me if I am wrong, that is just what I hear from the good folks up at Deadhorse.

Pesonally, I think the FIPS is a bit of a waste of time, money and payload. Deicing a helicopter is just too complex. There is no simple way of doing it like fixed wing with hot air and the like. Keep It Simple Stoopid!!!

Don't you hate it when you finally take delivery of your new multi-million dollar fire firefighting/rescue helicopter, only to find that some fool has painted the wrong model number on it... :E

http://www.helis.com/h/aw139_hl9277.jpg

I/C

(Yes, I know)

Long nose/short nose config
 

The following issue is not very important but it has kept me wondering a couple of times regarding the long/short nose config of the AW139. According to AW's sale rep here in the UK (and mr Gualdoni's AW139 production list website) all AW139 post s/n 31201 are long nose config, however if I look at photographs of certain post 31201 s/n aircraft (31406 for example) they seem to have the original short nose. Does anyone know what the story behind this is?

Boessie, if you can see the twin TCAS antenna, it is a short nose. If you can see a bubble over where the antenna is, then it is a long nose.
Anything above 31200 and 41200 is long nose, although there are two different long noses depending on the radar fitted. RDR-1500 has the loooooooong nose fitted. :}

Edit... Having worked on 31406 I can confirm that it is indeed a long nose.

The only exception to the above serial numbers is 31007. The seventh 139 built was the long nose prototype.

AW139 Long Line configuration.
 

Does any one know of the AW139 being configured for DVOC Vertical Reference long line? Any details would be appreciated.

Long nose config
 

Hi noooby, thanks for the explanation. So long nose does not actually refer to the physical size of the nose, but to the avionic config (located in the nose as opposed to the short nose where it was located in the baggage bay).

Regards,

Boessie

The long nose varaiant is indeed longer (approximately 9 inches) to make room for the relocated avionics.

The SAR radar nose("dolphin" nose) is even longer of course.

All other aircraft dimensions are identical.

First SAR 139 delivered to Sweden

NordicRotors

Trooper 3 Down with Hole in Blade! :eek:

Possible Bullet-Hole Grounds New Medevac Chopper - WBFF FoxBaltimore - Top Stories

First time
 

First time I had a look on one of the birds.
This one belongs to Dubai - and refueled on its way to GB.
http://www.uheeren.de/test/DU-140.jpg

seems like an IFR-departue - Gears- Up
http://www.uheeren.de/test/DU-140to.jpg

DU-140

Maryland State Police machine was ferried back to base at low speed. Confirmed that the hole was indeed from a bullet.
Brand new machine too!!

FAA AD: DISCONNECT OF FIPS

http://www.rotor.com/rotornews/Oct13/2013-15-01.pdf

Hello friends!

I wonder if someone can get me a question. In the AW139, there is the MFD and PFD. According to the manual, the MFD shows us some traffic intruder(TCAS warning) when selected in MAP and if it is not selected in MAP, the cursor will be automatically upon MAP, simply press ENTER on the CCD (MFD display). So far so good.

But is there any situation in which the PFD displays the "traffic" message and also shows the location of this traffic intruder, just as does the MFD??

For the case of MFD screen is on another screen and you can not press the "ENTER" on that time to go to the screen "MAP" on the MFD, understood? I believe we've seen this somewhere but can not remember where.

Like this! (symbolized by the red circle):

http://s23.postimg.org/5ul5inxx7/copy.jpg

Hugs!

TCAS/ TAWS on PFD
 

Firstly, by pressing HSI on the pilot/copilot display controller you can scroll through the various HSI representations. Full rose ( default ) - expanded rose - hover mode. The first Phase 5 with SAR modes that I flew only displayed the hover symbology , when a SAR function had been selected I.e MOT or HOV, on the guidance control panel. Later models seem to allow you to scroll through all 3 options at anytime.

To get the TAWS page on the PFD , you simply press the WX/Terr button on the pilot/co-pilot display controller. This automatically puts the display into expanded rose and superimposes the required radar /TAWS image behind the HSI image. The biggest problem is the image projected is only what's in front of you , whether that be radar or terrain. So for TCAS your missing what's behind you. The range displayed by TAWS can be adjusted by pressing the left/ right button on the CCD for the appropriate screen ( left for copilot and right for pilot) , move the joystick up or down to bracket the range and then rotate knob as normal. Whilst gimmicky there is a lot of potential information there and it becomes more difficult to pick out the important bits, especially if I was shooting an approach. I think for these reasons, I've never seen anybody regularly use it in this way. Most sensible people stick to either full or expanded compass rose on PFD and TAWS/TCAS on MFD. I used it a few times when I was approaching Shetland from the north and wanted A radar image on MFD and TAWS on PFD.

To answer your question fully, I've never been brave enough to want to see a TCAS return on the PFD only , as I tend to operate with TAWS on MFD. Besides I have the luxury of a 5 th screen , so have radar middle, TAWS copilot MFD and Euronav map on Pilot MFD. So nothing's missing :)

Remember too that if you get a "TRAFFIC,TRAFFIC" warning, the MFD will automatically go to the map page with the intruder relative position displayed, without the need for you to make any selections.

You get a "TRAFFIC TRAFFIC" warning when the threat target enters the 2NM radius (dotted circle), at that point the map scale drops to 1.25 Miles half display.

NR 102% limitation
 

Does anyone could explain why the 90 kt limitation to use NR 102%?

I cant find anywhere.

Thanks!