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[ChuckMK23]

I wasn't referring to the initial cost. I was referring to the fact that the AW-119 has had an availability rate of about 20%. Doesn't matter how capable a training aircraft is if it's sitting in the hangar.

This is puzzling to me because it's a strong performer in the civil markets. Can you speak broadly as to where the issues are impacting availability? Avionics? Airframe? Drivetrain? Engine?

 

[croakerfish]

This is puzzling to me because it's a strong performer in the civil markets. Can you speak broadly as to where the issues are impacting availability? Avionics? Airframe? Drivetrain? Engine?

I’ll bet you $100 the root cause is that we either got cheap on the maintenance contract, or we signed a shitty contract and let ourselves get hosed by the service provider…again.

 

[Gatordev]

Center G5 looking all in one pfd. I don’t know if it is in fact a G5, but sure looks like it.

It looks like a Dynon. Our 650/750 aircraft have Dynon's. Both the older VFR versions and the newer ones are as thick as you see in the picture. It doesn't have to go back into panel like a G5 does, so it's lighter and smaller.

It's also not the easiest thing to read (or at least the newer ones).

Fun fact, the -60Rs have (or had) an unsigned flight clearance for putting Dynon's in the back for the SensO. The units themselves had already been paid for and acquired, but N98 didn't want to sign it off for "reasons" that were never really clear.

it's a strong performer in the civil markets.

Eh... I've mentioned before about how the inspection cycles are rough on availability. When I visited a buddy that flew them out west, he mentioned that just the T/R inspection required complete removal of the T/R...every 100 hours. That's not much at Whiting. Also dealing with the Italians required a "flexible" time line.

 

[PhrogPhlyer]

Also dealing with the Italians required a "flexible" time line.

Ever so true. They run in a different concept of of work than we do.
Flew out of Naples-Capodichino for 6 months during OJE.
The Italians thought we were crazy for our work hours and operational intensity.
Everything is done on paper, and you need to find the right person to stamp it, or the process grinds to a halt.

 

[ChuckMK23]

T/R inspection required complete removal of the T/R...every 100 hours.

Great data point. This is unbelievable. Explains the availability challenges if similar components are treated like this.

 

[Meyerkord]

Fun fact, the -60Rs have (or had) an unsigned flight clearance for putting Dynon's in the back for the SensO. The units themselves had already been paid for and acquired, but N98 didn't want to sign it off for "reasons" that were never really clear.

Oh this is interesting. I was at the most recent Safety Systems Working Group a few weeks ago and we talked about this subject specifically. Had no idea it already had a flight clearance in the works.

My front office also consists of a former 60R requirements officer so I guess it’s time to investigate.

 

[DanMa1156]

I wasn't referring to the initial cost. I was referring to the fact that the AW-119 has had an availability rate of about 20%. Doesn't matter how capable a training aircraft is if it's sitting in the hangar.

Do you know if this was a "known" before the Navy picked it as the winner?

Eh... I've mentioned before about how the inspection cycles are rough on availability. When I visited a buddy that flew them out west, he mentioned that just the T/R inspection required complete removal of the T/R...every 100 hours. That's not much at Whiting. Also dealing with the Italians required a "flexible" time line.

Sounds like it was?