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Agusta A109

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Agusta A109

Old 13th Aug 2012, 22:41
  #621 (permalink)  
 
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On a less dangerous note, how many 109E or S operators have had problems with the passenger step actuator. Ours failed the other day and have been quoted A$18.5k to replace it.
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Old 14th Aug 2012, 02:12
  #622 (permalink)  
 
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On a less dangerous note, how many 109E or S operators have had problems with the passenger step actuator. Ours failed the other day and have been quoted A$18.5k to replace it.
Having flown A109E and S for the last 7 years and having flown at least 7 different ones equipped with Pax Steps, I can tell you that if it hasnt't broken, it will, most operators of the 10 or so different A109's around here just leave the step down permanently after it breaks, or just leave it down before it does.
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Old 14th Aug 2012, 07:25
  #623 (permalink)  
 
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109 - like a Ferrari is the fastest way to get from here to where you will break down next!

And the winners are -

Looks - 109

Speed - 109

Payload range - 135

User friendly - 135

Reliability - 135

Cost - Both horrendous

High altitude - 109

Comfort - 109

Pax safety (proximity to spinning parts) - 135

Noise - 135

Maintenance ease - 135 (800 hours / 12 months / 36 months)

Only flown each for about 300 hours so assessment may be limited!
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Old 14th Aug 2012, 09:29
  #624 (permalink)  

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On a less dangerous note, how many 109E or S operators have had problems with the passenger step actuator. Ours failed the other day and have been quoted A$18.5k to replace it
I think the electric steps on all helicopters tend to be "temperamental". Fixed steps (or no steps) are more reliable...
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Old 14th Aug 2012, 11:54
  #625 (permalink)  
 
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A109

Flew 109 for 2000 hours (on the nose). For the mountain work and your range/load combination I'd lease an S-model on power-by-the-hour (negotiate the lowest you can get, and sometimes it can be much lower than initially thought), 24/7 fly-in and fix-it capability at the nearest service center, and remember to keep the tail rotor balanced at least according to the maintenance plan (even if you have to buy a Chadwick or whatever) - found this to be a very useful point. Don't remember ever seeing a VFR 109 but they probably exist. I do not care for the squirrly nature of the 135 on approach and at the hover.
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Old 14th Aug 2012, 14:16
  #626 (permalink)  
 
Join Date: Aug 2012
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On a less dangerous note, how many 109E or S operators have had problems with the passenger step actuator. Ours failed the other day and have been quoted A$18.5k to replace it

The new 109SP's have two actuators per step, Twice the trouble....
Depending on your warranty I believe there is limited the number of times you can get them replaced at AW's expense too.

Still, a great machine IMHO.
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Old 15th Aug 2012, 08:47
  #627 (permalink)  
 
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Whirlwind can you elaborate what you mean with squirrelly nature?
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Old 15th Aug 2012, 20:31
  #628 (permalink)  
 
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Don't want to look like a police car or an ambulance? We have an S and an E as ambulances and there is at least one 109 (I think an E) operating as a police car
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Old 16th Aug 2012, 10:03
  #629 (permalink)  
 
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As a police car? Just driving it or flying as well?

SCNR
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Old 3rd Feb 2013, 10:51
  #630 (permalink)  
apb
 
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A109 Type Rating under EASA rules

First of all, sorry if It was asked before.
I have seen here:
http://www.easa.europa.eu/certificat...t-11012013.pdf

there are two licence´s type to fly the A109:

If you fly these models you will have A109 Type Rating:
A109 A
A109 A II
A109C
A109K2
A109LUH

And if you fly these models you will have AW109 Type Rating:
A109E
A109S
AW109SP

My question is, for example,if you have an A109 TR you can´t fly an A109E?, do you have to do a diference´s course or is it a complete and new TR?, or if you have an A109TR you can fly the whole A109 family?.

Last edited by apb; 3rd Feb 2013 at 10:52.
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Old 3rd Feb 2013, 11:24
  #631 (permalink)  
 
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As you said, there are now two types which, therefore, will require a type rating course and skill test to fly, say, the Power after having only flown the C model.
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Old 3rd Feb 2013, 11:27
  #632 (permalink)  
apb
 
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As you said, there are now two types which, therefore, will require a type rating course and skill test to fly, say, the Power after having only flown the C model.
Ok, thanks for your reply Curtis.
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Old 3rd Feb 2013, 11:34
  #633 (permalink)  
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The current view in the UK CAA is that you follow the rules of the license you hold, so if you hold a JAR license (even one deemed to be an EASA license) then the old rules apply, ie. only differences training required to move between A109 variants. As soon as you change to an EASA license you need to be very careful to ensure you get the right types put on it. If you've been flying both Allison and P&W powered machines, you need to get A109 (Allisons) and AW109 (P&W) types on the new license. In other words, do your differences before you change your license !

HTH
 
Old 3rd Feb 2013, 11:38
  #634 (permalink)  
apb
 
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Very interesting point puntosaurus,I didn't know it, thanks.
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Old 21st Feb 2013, 00:27
  #635 (permalink)  
 
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A109E Sliding Door

Hello,

The company I work is planning to buy a 109Power year range 2000-2004.

I know the newest model (2008 and up)has the sliding doors, but the older ones (we saw 3 options) and none of them had the sliding doors.

Does anyone knows if it is possible to retrofit it to a sliding door? If it is possible, how much this "change" would cost (or estimate)?

Thank you
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Old 21st Feb 2013, 11:53
  #636 (permalink)  
 
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Police 109

Yep you are right, Dyfed Powys Police operate a 109E... or did.
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Old 28th Feb 2013, 10:20
  #637 (permalink)  
 
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FLT or IDLE for 2nd ENG Start & INVerters.

Hello A109E Drivers. The RFM I've been looking at Rev.46 says "ENG 1 MODE switch : FLT". Before ENG 2 Start. Does everyone do this or know if is acceptable to start the 2nd ENG while the 1st is at IDLE? Also do you turn the Inverters on before or after the 2nd ENG Start? Rev. 46 says after.
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Old 28th Feb 2013, 14:01
  #638 (permalink)  
 
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Thats the procedure for the engines. Only start the second engine after the first is established at flight position, and dont forget to check amp below 100amps.

The inverters should be both turned on after both engines are estabilized at flight position. Also a rfm procedure!
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Old 28th Feb 2013, 21:15
  #639 (permalink)  
 
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Thank You 400Hover. Do YOU then go back to idle on the 1st Eng to do the system checks or go to FLT on the 2nd Eng?
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Old 28th Feb 2013, 21:36
  #640 (permalink)  
 
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Not sure about that, but i thing that when you go to flight position you never retrocede to idle, unless to engine cut!
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