Agusta A109
Join Date: Feb 2006
Location: Saudi Arabia
Age: 68
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Heliski
We have had our share of phantom warnings but we are about to replace our third Xmission due to actual chips. We fly a lot and are usually heavy. Needless to say we are a little curious as to weather we have a bad batch, or if it is a fleet thing. The transmission factory was very impressive and I thought this would be the last thing we would have a problem with.
Join Date: Aug 2007
Location: Near the Mountains
Age: 67
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We're at 1140hrs, 1200 hours due soon obviously and the a/c went into service in Jan '03.
I'll have to check with Maintenance but I'm almost certain that we've not had anything on the plugs except possibly some of the usual tiny post-production stuff in the early hours after entry into service.
We lost an inverter in the first week, a screen after two months and a main gear actuator after a year, all replaced on warranty of course. Other than that, it's been a case of throw fuel into it, light it up and leave.
Although we always run heavy, tanking fuel where there are no passengers due to local supply limitations, we're pretty rigid about the loading and, despite the nod and the wink as well as the Italian shrug of the shoulders, 2850 means 2850 for us.
The last oil analysis showed nothing but we're increasing the frequency anyway to six months which, for us mean about 120 hours. Maybe we should be doing it more? I don't know, I just wish they'd give us a plug that works.
I'll have to check with Maintenance but I'm almost certain that we've not had anything on the plugs except possibly some of the usual tiny post-production stuff in the early hours after entry into service.
We lost an inverter in the first week, a screen after two months and a main gear actuator after a year, all replaced on warranty of course. Other than that, it's been a case of throw fuel into it, light it up and leave.
Although we always run heavy, tanking fuel where there are no passengers due to local supply limitations, we're pretty rigid about the loading and, despite the nod and the wink as well as the Italian shrug of the shoulders, 2850 means 2850 for us.
The last oil analysis showed nothing but we're increasing the frequency anyway to six months which, for us mean about 120 hours. Maybe we should be doing it more? I don't know, I just wish they'd give us a plug that works.
Off subject, my time is all skids or fixed wheels any insight on this incident
Date: 7/21/07
Program: Airlift Northwest
Seattle, Washington
Type: Agusta A109 Mark II
Operator/Vendor: CJ Systems
Weather: Not a factor
Team: Pilot. No injuries reported. No patient.
Description:
While returning to base at a hospital helipad in Bellingham,
Washington the pilot attempted to land with the wheels still
retracted in the aircraft. After initial contact, the pilot pulled
up from the pad, lowered the wheels, and landed without further
incident.
Additional Info:
The pilot was alone in the aircraft. Antenna, light and aircraft
receieved damage and are currently being repaired. No injuries.
NOTE: Initial investigation indicates probable failure of radar
altimeter, among other factors.
Date: 7/21/07
Program: Airlift Northwest
Seattle, Washington
Type: Agusta A109 Mark II
Operator/Vendor: CJ Systems
Weather: Not a factor
Team: Pilot. No injuries reported. No patient.
Description:
While returning to base at a hospital helipad in Bellingham,
Washington the pilot attempted to land with the wheels still
retracted in the aircraft. After initial contact, the pilot pulled
up from the pad, lowered the wheels, and landed without further
incident.
Additional Info:
The pilot was alone in the aircraft. Antenna, light and aircraft
receieved damage and are currently being repaired. No injuries.
NOTE: Initial investigation indicates probable failure of radar
altimeter, among other factors.
Join Date: Feb 2006
Location: Saudi Arabia
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Looks like he just forgot to lower the gear and the landing gear warning is a reminder that is tied to the radar Alt. Guess it did not work this time. I assume he had some kind of distraction going on at the time. It is not the first time.
Join Date: Aug 2007
Location: Near the Mountains
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Yep, managed one myself once, got to the hover but realised before I set down. Primary cause - distraction on finals, no excuses.
Lucky no harm done. It was my 568th 109 landing, all 567 previous were obviously with the gear down.
The general rule is -
"There are two kinds of 109 drivers, those that have done it and those that are going to do it!"
Lucky no harm done. It was my 568th 109 landing, all 567 previous were obviously with the gear down.
The general rule is -
"There are two kinds of 109 drivers, those that have done it and those that are going to do it!"
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
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Yes, this is the only aircraft I've flown with the gear lights completely out of the field of view of the pilot. All that's needed is an airspeed switch and a nice flashy light placed somewhere obvious to remind the pilot he's forgotten something important. Like the Puma's had for 35 years or so.
Join Date: Feb 2005
Location: On the Edge
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Agusta 109S Grand
Started this post for 109s pilots/operators to compare notes.
Lets start with the following
Blade Delamination
Erratic altimeters
Pitch and role in light turbulence with auto pilot (I mean light)
Lets start with the following
Blade Delamination
Erratic altimeters
Pitch and role in light turbulence with auto pilot (I mean light)
We've found that the pilot and copilot altimeters don't agree during accel and decel (ie. during takeoff and initital acceleration up to about 60 kias and decel below 60 kias, although not as bad on decel). Agusta have installed a restrictor on the pilot side pitot system (A109E that is)...god knows why. I suppose that under most circumstances the aircraft is flown single pilot so its not really an issue. For us, operating multi crew, it has given us the shiites but we've learned to live with it.
As far as erratic airspeed (ie. fluctuations in steady state flight) we haven't had any problems.
No blade dramas...knock on wood.
No problems with pitch and ROLL in any normal flight conditions including flight in light to mod turbulence with auto pilot on.
HP
As far as erratic airspeed (ie. fluctuations in steady state flight) we haven't had any problems.
No blade dramas...knock on wood.
No problems with pitch and ROLL in any normal flight conditions including flight in light to mod turbulence with auto pilot on.
HP
Avoid imitations
Join Date: Nov 2000
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Helopat, are all your comments with regard to the E, or to the S model?
Thanks.
Thanks.
Avoid imitations
Join Date: Nov 2000
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Thanks, I just asked because your comments didn't seem to fit the S (I've a little time on both) 
I wonder if the problem with the altimeters is why Agusta moved the pitot heads to the nose for the S, rather than the "traditional" position above the cockpit as in the E?
I've also noticed that the S autopilot doesn't cope too well with turbulence; I feel the response in pitch is too harsh.
I wonder if the problem with the altimeters is why Agusta moved the pitot heads to the nose for the S, rather than the "traditional" position above the cockpit as in the E?
I've also noticed that the S autopilot doesn't cope too well with turbulence; I feel the response in pitch is too harsh.
Join Date: Feb 2004
Location: Coventry
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The Problem with the 109 S Altimeters (+/- 100ft in light Turbulence Indicated) is an error introduced by the new Pitot location.
In the old location the static port was located on the underside of the Pitot tube. Now the pitot has simply been rotated 90 degrees and planted on the side of the nose, the static port is inboard and in-between the Pitot and the Nose section.
During small pitch changes there is a pressure change in this area which causes a significant pressure area in the static system, hence the altimeter errors.
This can cause difficulty flying accurate indicated altitudes in light turbulence.
I guess this is also why the Autopilot has fun as well!
But it is a GREAT machine!!!
In the old location the static port was located on the underside of the Pitot tube. Now the pitot has simply been rotated 90 degrees and planted on the side of the nose, the static port is inboard and in-between the Pitot and the Nose section.
During small pitch changes there is a pressure change in this area which causes a significant pressure area in the static system, hence the altimeter errors.
This can cause difficulty flying accurate indicated altitudes in light turbulence.
I guess this is also why the Autopilot has fun as well!
But it is a GREAT machine!!!
Join Date: May 2005
Location: In the Doghouse...
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The 'N' or Nexus seems to use components from the LUH, Grand and Power...
There's a little more information on pages 34/35 at http://www.webmags.co.uk/mag.aspx?magcode=DIGITAL_003
There's a little more information on pages 34/35 at http://www.webmags.co.uk/mag.aspx?magcode=DIGITAL_003
Join Date: Apr 2006
Location: Spain
Age: 45
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A109E Power Info
Hello partners i am looking for information and opinions from pilots who work with A109E Power in mountain (up to 9000 fts), i would like to know something like helicopter configuration for a rescue mission, power, fuel, weights... etc, with the aim of evaluating if this helicopter will be usefull on my working zone. I think that it is best a ec145 but if is so expensive
thanks to all, and good flights
thanks to all, and good flights
Join Date: Feb 2002
Location: N20,W99
Age: 53
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Question for Agusta 109E Power Guys??!!
The Agusta 109E Power has a little white line on the TOT (not the N1) scale, that line is exactly at 450 degrees TOT, but nobody, not even in Philadephia, or in any manual explains what that line is!!!
It drives me crazy not to know!
Anybody knows what it is???
It drives me crazy not to know!
Anybody knows what it is???