Agusta A119 Koala Info

[atila_101]

Hi there to all the chopper guys.
I was wondering if there is ant web or site where I could find manuals for helicopters, particullary I would be very interested to get the Augusta A119 Koala Flight Manual or somethin similar....
All the info and answers would be welcome.
Many thanks in advance.
Cheers.

[Head Turner]

I haven't got a A119 manual, but have flown a A119 (800 hours+) and could probable answer some questions on this fine helicopter.
Manuals come with the a/c.

Are you considering buying a A119?

[rotor beetle]

Hi,
just a small thing, its Agusta (only 1 u)

greetings

RB

[Diver_Dave]

Looking down from the front page you'll never guess what
I managed to read the thread title as.

Ingested Koala. :confused:

Just for a moment the mind boggles.....

How the F***? Koala in........where???????

Oh well..

Made me laugh.

DaveA

[Head Turner]

Being a perfectionist....please remember that AGUSTA is spelt Agusta

[rotorbrent]

I just called my friends at Augusta and there is no manual and there are only 36 holes and being winter the course is not in top shape. The boys in georgia would love to have 119 but they just do not have the real estate for it. Any book store will have plenty of info on the Augusta country club and golf course but there is no official manual per se.


Augusta is a town in Georgia and has a nice golf course

Agusta in Italy builds wonderful flying art in the form of a helicopter.

Brent
Agusta Pilot

[Doors Off]

I would be in Detox if I played the augusta 119 hole course with a beer every hole. Worth a try though.:}

[helops]

https://helihub.com/2018/12/21/th-119-helicopter-performs-first-flight/

It seems that AW119 will be soon IFR certified. This will be the only single engine ifr helicopter certified nowadays.

What do you think about the future of single engine ifr? I think that other reliable helicopters like Bell 407 or AS350B3 could follow the route of the AW119.

H.

[Ascend Charlie]

This will be the only single engine ifr helicopter certified nowadays.

Bong! Wrong! Take off all your clothes.

Plenty of fully IFR B206 jetBangers around, flew them myself for 5 years recently. Autopilot, glass screens, flew well.

[Bravo73]

Bong! Wrong! Take off all your clothes.

Plenty of fully IFR B206 jetBangers around, flew them myself for 5 years recently. Autopilot, glass screens, flew well.

This is the actual quote from the article: “making it the only single-engine IFR-certified helicopter in production in decades.”

ie in production.

[Ascend Charlie]

Ahhh... terminology, Bloggs!

But how much "production" is actually happening with the Kerwarla?

[noooby]

Ahhh... terminology, Bloggs!

But how much "production" is actually happening with the Kerwarla?

A lot actually. The Koala line is flat out busy in Philly and always has been.

[helops]

Why is SE ifr helicopter more difficult to certify than SE ifr airplane? As far as I know many SE airplanes have been certified many years ago, even for commercial air transport now under EASA i.e. Pilatus PC12, TBM900, Piper PA46 .. All single engine turbine with pratt engines PT-6. Why it is so difficult for helicopters? It would solve a lot of problems in our company where in foggy days, and there are a lot of them during winter, we have to use expensive twins.

[Bravo73]

Why is SE ifr helicopter more difficult to certify than SE ifr airplane?

I imagine that it is something along these lines:

SE IFR aeroplane has an engine failure at 25,000 feet. With altitude and glide performance, it probably still has a number of options to recover safely(ish).

SE IFR helicopter has an engine failure at 2-3000 feet. Less so.

[RVDT]

The bit that is missing is controllability IMC with HYD failure - most singles don't have DUAL HYD.

To meet the certification requirements for stability and/or level of reliability of the HYD and SAS is an issue. If you do not meet the requirements you have to demonstrate recovery to visual conditions for up to 30 mins HYD OFF and IMC.

That would be fun even on a good day - you would be busy!

[helops]

Some SE helicopters have dual hydraulic systems. EC130B4/T2 and some AS350B3e have dual hyd as well. If this would be the problem for IFR certification, then all SE helicopters would be equipped with dual Hyd. Airbus helicopters as well as bell and marenco are interested in certifying SE IFR machines.
This should be the future.
The only problem could be the glide ratio 4:1 for helicopters compared to 12:1 of an airplane like pilatus or tbm. But at the same time, if we think of an airplane engine failure at low altitude then I do not understand. At 25000 feet okay you still can glide for 30 min. What about the take off or landing phases?

[HeliHenri]

A lot actually. The Koala line is flat out busy in Philly and always has been.

Really ?
So it must be a very small line.
Only 11 AWKoala builded so far this year compared to 36 B407 and 100 H125/130.
.

[noooby]

Eleven? Are you sure? There are 4 or 5 on the production line at any one time. Remember, there are less than 400 total in the world built. When 139 orders dropped off with O&G recession, Koala orders picked up, especially China.
Production line tight for space now in Philly with 139 but also because of 609. It takes up half of the production hall!
It is expensive to purchase but is fast to fly and very responsive. It is actually certified on the 109 Type Cert, hence it carries many systems from the 109 twin (Dual Helipilot, Dual Hyd for instance) as standard. This adds $$$. But you can cruise at 145-150 knots if you like. And carry 8 including pilot.
I'd like to see someone put the HTS900 in it to see how it goes. Better hot and high and lower fuel consumption. PT6 is nice but it really sucks the fuel.

[JimL]

Helops,

There is a substantial difference between the 'stability' of a fixed-wing aircraft and a helicopter - important for flight in IMC and the rigours of IFR.

If you look at Appendix B to Part 27 (CS or FAR) you will see that most additional regulations address stability issues.

Jim

[HeliHenri]

Eleven? Are you sure? That's the figures for the first 3 quarters of 2018.
About the 139, 44 produced so far that is a very good result (as usual).
I don't have a view about the qualities of the AW119, I can only note that in Switzerland, there are on the register 1 AW119 and about 80 H125/130.
.

[helops]

There is a substantial difference between the 'stability' of a fixed-wing aircraft and a helicopter - important for flight in IMC and the rigours of IFR.

If you look at Appendix B to Part 27 (CS or FAR) you will see that most additional regulations address stability issues.

JimL,
there are some SE helicopters with SAS and Autopilot. We had a As350b3 with sas and autopilot some years ago. I think this is not an issue. Any manufacturer would be interested to install SAS and autopilot on their SE helicopters to make them IFR capable.

H.

[tottigol]

That's the figures for the first 3 quarters of 2018.
About the 139, 44 produced so far that is a very good result (as usual).
I don't have a view about the qualities of the AW119, I can only note that in Switzerland, there are on the register 1 AW119 and about 80 H125/130.
.

There are also a bunch of Robinsons, maybe there lies your answer.

[Bosbefok]

PM your email address and I'll put something together via Dropbox, have RFM and ground training manuals etc

[tottigol]

JimL,
there are some SE helicopters with SAS and Autopilot. We had a As350b3 with sas and autopilot some years ago. I think this is not an issue. Any manufacturer would be interested to install SAS and autopilot on their SE helicopters to make them IFR capable.

H.
It's about controllability without hydraulics and secondary electrical generation requirements.
I was flying a Bell 206L-3 in the early 2000s that was fully IFR certified, of course the additional weight (plus my "skinny" med crew) prevented any sort of realistic IFR fuel load) for most of the legs we flew.
We did regular RT in the hood without hydraulics (SASless can confirm). SAS and autopilot alone do not meet the criteria, otherwise every lightweight 206L-1 or Crapstar 350 could be certified.

[helops]

It's about controllability without hydraulics and secondary electrical generation requirements.

There are single engine helicopters with dual hyd. (EC130, and some AS350B3e)
Secondary electrical generation: it is possible to install 2 generators on the same engine like it is used on airplanes like TBM850 or Pilatus 12 etc.

I can't see the problem..

[krypton_john]

Lots of IFR training in SE, doesn't make them suitable for actual hard IFR though.

[Bosbefok]

Prolly the same reasoning that says singles shouldn't be used for ems/night/nvg/SAR. What are the stats, exactly - how many machines have been lost due to engine failure, as opposed to mgb, tail rotor, drive shaft etc failure? Vested interest here, been flying single ems/SAR for a decade now, maybe time to quit...

[Ascend Charlie]

Usual reason for EMS singles having accidents is CFIT or inadvertent IMC in an under-equipped machine.

[CRAZYBROADSWORD]

Just to correct a couple of points firstly the bit about single engine aeroplanes flying at 25,000 feet kinda excludes all the PA 28's and other small fixed wing aircraft that regularly fly IFR in IMC at much much lower levels all without issue,not to mention the cloud base will be the same no matter how high you started from, and I would much rather pop out low level in a slow helicopter than a fast plane.

Secondly speaking from experience a stabilized helicopter is a lot easier to fly in IMC than an un-stabilized aeroplane , and even without SAS it's not a huge problem for short periods of time so long as you keep it simple and ask for help as you would only be IMC without SAS if you had a problem

I think the bigger issue is a lack of experience among the helicopter community of flying in IMC on shore, which has produced and maybe rightly so a very adverse opinion to it, where as in the fixed wing world it's just normal. The other thing to consider is that if it was easier to certify singles for IMC the equipment in them would rapidly improve as would skill and experience levels, lets not forget no one is going to force anyone to fly anything in IMC if they don't wont to! its about providing a means that minimizes risk for those who do want to

CBS

[helops]

I think the bigger issue is a lack of experience among the helicopter community of flying in IMC on shore, which has produced and maybe rightly so a very adverse opinion to it, where as in the fixed wing world it's just normal. The other thing to consider is that if it was easier to certify singles for IMC the equipment in them would rapidly improve as would skill and experience levels, lets not forget no one is going to force anyone to fly anything in IMC if they don't wont to! its about providing a means that minimizes risk for those who do want to


yes totally agree

[helops]

http://m.www.marenco-swisshelicopter.ch/news/kopter-announces-garmin-g3000h-for-baseline-of-sh09-helicopter


it seems that marenco will install garmin 3000 on their single engine helicopter SH09

Garmin 3000 is an IFR tool. It means that the single engine SH09 will be waiting for SE IFR certification soon. It is nonsense installing such an expensive avionics on a VFR only helicopter. Let's hope SE IFR will soon become a normal thing.