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No. That is a Pratt SB and it is REALLY old. 2005 to be exact. Latest rev is 2007. Deals with the EEC programming. If your ground school is teaching Pre-SB41020, then their material is 13 years out of date.
It says it is Optional, but you can't get the old style EEC anymore and haven't been able to for many years. Any engine after S/N KB-0121 has it done already. So two engines per ship, 121 engines. At the most that would be the first 61 AW139's built that are affected. After that it is done at manufacture. |
OK, thanks nooby - I'll confirm with them - I think it is just a single error that has slipped through the net.
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ECS offshore
Hello, greetings to all, just joined. Flying offshore for Helistar Colombia. Just wondering about the ECS operation in offshore, Sup 12. Understand that it should be off so it won't draw power, but why does the before landing procedure states that you have to select Man Heat and hold until ITT increases? Appreciate any comments
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Sure you're reading the correct supplement?
AW139 RFM, rev. 22, Sup. 12 CAT A, offshore helideck landing: 6. HEATER (if used) — Confirm SOV 1 & 2 switches selected to NORMAL - Select HTR switch to OFF, note ITT decrease and confirm HEATER ON advisory extinguished. ECS ENVIRO (if used) — Confirm SOV 1 & 2 switches selected to NORMAL - Select ECS CONTROL switch to OFF and, if HEATER ON advisory illuminated, note ITT decrease and confirm HEATER ON advisory extinguished. Hope this helps. |
Thanks, here is what Sup. 12 Part E Offshore helideck takeoff says:
ECS enviro (if fitted) Confirm SOV 1 & 2 switches selected to NORMAL. Select ECS CONTROL switch to MAN HEAT and hold MAN HEAT switch to increase until ITT increase noted on both engines, and HEATER ON advisory illuminates. Select ECS CONTROL switch to OFF, note ITT decrease, on both engines, and HEATER ON advisory extinguished. RFM rev. 22 but the revision for this specific page is no. 10 according to the index. |
Yes the procedure for take-off is subtly different from that for the landing in 12-I.
Perhaps it assumes worst case that the aircraft has been shut down and restarted on the helideck and is a more thorough check that the SOVs are opening and closing correctly. |
Hello all,
Does anybody know the specific criteria to trigger the OEI caption on the PI? Unfortunately I don't have enough posts to add an image, but I am referring to the yellow vertical "OEI" displayed alongside the PI bar, on the inoperative engine's side. I've not been able to find a definitive answer to this. Thanks in advance |
believe it's decaying NG, I can't remember the trigger value. ( digging through FSI TM, states NG <34.3% or rate of change outside predetermined limits will light ENG OUT )
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Page 3-174 (or thereabouts) of the RFM says nothing specifically about numerical values to trigger. What it does say is:
ENGINE STATE INDICATION ON PFD AND MFD OEI on side of PI, TQ ITT and NG indicators of failed engine Associated engine failed - Fly aircraft in accordance with OEI operational techniques |
Thank you both for your replies.
I'll post back if I find any more detail. |
SUPPLEMENT 90 WEIGHT EXTENSION 7000 KG [...] GENERAL INFORMATION This Supplement details the changes to the Basic RFM to operate the aircraft with an increased Gross Weight up to 7000 kg. This information is valid for all weights in excess of the RFM Supplement 50 weight limit of 6800 kg. SECTION 1 - LIMITATIONS GENERAL For Limitations not included in this Supplement refer to Basic RFM or applicable Supplements. If the aircraft weight, at any time, exceeds 6800 kg the entire flight duration and all Take-Offs / Landings must be recorded as flight operations above 6800 kg in the helicopter log-book. SUPPLEMENT 50 INCREASED GROSS WEIGHT 6800 KG [...] SECTION 1 - LIMITATIONS GENERAL [...] If the aircraft weight, at any time, exceeds 6400 kg the entire flight duration and all Take-Offs / Landings must be recorded as flight operations above 6400 kg in the helicopter log-book. Or to rephrase, is Supplement 50 an "applicable Supplement" to a Supplement 90 aircraft? |
AW 139 RFM Section 3
Page 3-11 CAS Caption Voice Warning Audio Tone Failure/System State 1(2) ENG OUT ENGINE 1(2) OUT Tone Engine NG below 34.3% or NG rate of change outside predetermined limits. Page 3-68 TABLE OF PFD AND MFD MESSAGES ‘OEI’ on side of PI, TQ, ITT, NG indications Associated engine failed |
Originally Posted by user7
(Post 10197235)
I have a question concerning aircraft equipped with the 7000kg weight extension. Is it necessary to record flight operations above 6800kg (Supp 90) and above 6400kg (Supp 50), or only above 6800kg?
Or to rephrase, is Supplement 50 an "applicable Supplement" to a Supplement 90 aircraft? |
Thank you both for your answers
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Originally Posted by [email protected]
(Post 10176374)
Yes the procedure for take-off is subtly different from that for the landing in 12-I.
Perhaps it assumes worst case that the aircraft has been shut down and restarted on the helideck and is a more thorough check that the SOVs are opening and closing correctly. |
the extreme whining noise from the rear crew |
Originally Posted by Tormas
(Post 9804605)
Wasn't my flight but yes company had a door open in flight, not sure of speed but it wasn't pretty when I believe the door opened and came off the bottom rails, thank goodness for floats on wheel sponsons to stop the door from flapping all the way up and coming off going through the tail rotor ( excuse the dramatics but it could have been ugly) turns out (my opinion so don't use it against me) the pin in the door had broken, I believe was due to being set a little too tight and with use eventually weakened and bent and broke the pin ( 8mm or 10mm bolt so not small) this was on a low time aircraft. R1,000,000 later door replaced. Thoughts if you get a door unlock light but seems to be closed, remove passengers, close door, lock it with a seatbelt from the front row and fly home as slow as your fuel supply will allow. Or put a crew man holding the door. Remove door open covering and inspect for bent rods.
My thoughts only - use it don't use it ;-) |
ECS offshore
Originally Posted by hihover
(Post 10203887)
That is exactly right mate AFAIK. The only way to be sure the air bleed for the heater is closed is to look for the ITT drop when you switch the heater off. That may mean switching it on then switching it straight back off. Obviously, it is difficult to miss the heater being on under normal circumstances, however, doors open, lots of air/noise, you could miss it. I have actually had a couple of heaters stuck on (after a service!!!!) here in the sandbox. Hard to miss here due to the extreme whining noise from the rear crew.
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ECS offshore
Originally Posted by manriman
(Post 10175843)
Thanks, here is what Sup. 12 Part E Offshore helideck takeoff says:
ECS enviro (if fitted) Confirm SOV 1 & 2 switches selected to NORMAL. Select ECS CONTROL switch to MAN HEAT and hold MAN HEAT switch to increase until ITT increase noted on both engines, and HEATER ON advisory illuminates. Select ECS CONTROL switch to OFF, note ITT decrease, on both engines, and HEATER ON advisory extinguished. RFM rev. 22 but the revision for this specific page is no. 10 according to the index. |
Correct Manriman, in point number 4 it describes the technique for both types of heater and you follow the technique for whichever heater you have installed. You are basically carrying out the same check, however, with the Enviro system (it has an automatic setting which opens the air bleed when required), you must check the bleed in manual mode, this is why the check is slightly different.
Hope this helps. |
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