Agusta A109
Given the phonenumber and website, i guess this is not for real...?
And the contact address is the same address as listed on G-INFO.
It shouldn't take long to work out if this is a scam or not.
Join Date: Feb 2003
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In the past, a lot of adverts from the website mentioned above have been fraudulent. A Bell 407 from the same owner has been such a victim as well (G-MAYE at the time).
I have found another advert from a different seller in the meantime so you are probably right.
I have found another advert from a different seller in the meantime so you are probably right.
Apparently I'm selling my aircraft on that site and my phone number is +44- (0)70-31971702. It's a pity though that I cannot spell my own name and that's not my phone number!
I've given up getting these things taken down. It's like killing a zombie or an earthworm.
I've given up getting these things taken down. It's like killing a zombie or an earthworm.
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Well, one more h or not... 
Apparently it is the same seller advertising it on
...
And the same phonenumber gives different (presumably owner) names for different aircraft.
ok ... i am getting off topic here ...
Apparently it is the same seller advertising it on
...And the same phonenumber gives different (presumably owner) names for different aircraft.
ok ... i am getting off topic here ...
Join Date: Aug 2007
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A109
Saudi Aramco use N Reg A109 for sea pilot transfers in Middle East. You might try them?
Contact us
Contact us
After reading all through the previous posts, and still unsure, a question for the 109'ers out there:
Which engine is preferred in the 109 if I was to operate one - the Pratt 206 or Arrius 2K ????
Costing or benefits. Things have changed with engine manufacturers in the past years so wondering if the Arrius one with more rated power has less maintenance and operational needs?
Cheers KP
Which engine is preferred in the 109 if I was to operate one - the Pratt 206 or Arrius 2K ????
Costing or benefits. Things have changed with engine manufacturers in the past years so wondering if the Arrius one with more rated power has less maintenance and operational needs?
Cheers KP
Join Date: Mar 2003
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Does anyone have a copy of the A109 type rating course document produced by AW please (it is a lot like the RFM, but goes into a lot more systems detail)?
Alternatively, can someone tell me whether how many magnetically-held switches there are in the A109 (i.e. switches that can automatically flick over to another position)?
I think 3 of the switches on the helipilot panel (SAS1, SAS2 & ATTD HOLD) are magnetically held plus 2 on the overhead panel (GEN BUS 1 & 2). Can anyone please confirm?
Alternatively, can someone tell me whether how many magnetically-held switches there are in the A109 (i.e. switches that can automatically flick over to another position)?
I think 3 of the switches on the helipilot panel (SAS1, SAS2 & ATTD HOLD) are magnetically held plus 2 on the overhead panel (GEN BUS 1 & 2). Can anyone please confirm?
Sarboy,
On a 'standard' 109E and S model the only ones I can recall are the ones you mention and a quick search of one of the training docs for 'magnetic retention' turns up only those switches, so 5 in total that I can confirm, others may know differently.
Gary
On a 'standard' 109E and S model the only ones I can recall are the ones you mention and a quick search of one of the training docs for 'magnetic retention' turns up only those switches, so 5 in total that I can confirm, others may know differently.
Gary
Kulwin Park, considering how rare the Arrius engined 109E is and that Leonardo (Agusta) don't offer that engine option anymore, I would say that the Pratt engine is preferred!
Oh, they'll still sell you one, but from the production lists, it looks like only 12 civil Arrius powered 109E's were ever built. S/N 11501 to 11512 and three of them have crashed. The last one made was in 2004.
The military 109LUH does have the Arrius. I guess with all the weight they carry with extra equipment, they needed the power and weren't worried about higher DOC's.
Looks like one of them is in Oz. 11510, VH-NPZ.
The military 109LUH does have the Arrius. I guess with all the weight they carry with extra equipment, they needed the power and weren't worried about higher DOC's.
Looks like one of them is in Oz. 11510, VH-NPZ.
Guru knowledge requested.
On 109E, you have MCP rating on TOT and N1, but not on TQ.
I plan hovering; in the mountains in winter (TQ will be the limit).
Looking at the MCP OGE chart (because I want a power margin), I take the TOM that allows me to hover at the expected OAT and PA.
What will my TQ be when I get into the hover, if all conditions are as planned?
Thanks!
On 109E, you have MCP rating on TOT and N1, but not on TQ.
I plan hovering; in the mountains in winter (TQ will be the limit).
Looking at the MCP OGE chart (because I want a power margin), I take the TOM that allows me to hover at the expected OAT and PA.
What will my TQ be when I get into the hover, if all conditions are as planned?
Thanks!
What is your max tq limit?
So your N1 and TOT limits are there to protect the engine and the Tq limit is there to protect the transmission.
If you are within your N1 and TOT limits in the hover and you are below your AUM for OGE hover at those MCP limits you should have enough Tq headroom - however, mountain flying is massively dependent on wind conditions and you could have 100% Tq or 20% Tq on two sides of the same feature.
Predicting hover Tq in the mountains is unreliable so always fly through the area you want to hover first at 40 - 80 kts so you have enough spare performance to cope with turbulence.
When you have proved that the conditions are safe, do a power check to see what you actually have available before committing yourself to the hover.
Have an escape route for as long as possible on your approach and try to make a level speed reduction to the hover if you are close to your power limits (it uses less power and it is easier to notice up and downdraughts)
If you are within your N1 and TOT limits in the hover and you are below your AUM for OGE hover at those MCP limits you should have enough Tq headroom - however, mountain flying is massively dependent on wind conditions and you could have 100% Tq or 20% Tq on two sides of the same feature.
Predicting hover Tq in the mountains is unreliable so always fly through the area you want to hover first at 40 - 80 kts so you have enough spare performance to cope with turbulence.
When you have proved that the conditions are safe, do a power check to see what you actually have available before committing yourself to the hover.
Have an escape route for as long as possible on your approach and try to make a level speed reduction to the hover if you are close to your power limits (it uses less power and it is easier to notice up and downdraughts)