Agusta A109
Join Date: Oct 2003
Location: Maitland
Posts: 127
Likes: 0
Received 0 Likes
on
0 Posts
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.
Join Date: Feb 2002
Location: N20,W99
Age: 53
Posts: 1,119
Likes: 0
Received 0 Likes
on
0 Posts
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.
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!
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!
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 415 Likes
on
218 Posts
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
Join Date: Sep 2007
Location: US
Posts: 186
Likes: 0
Received 0 Likes
on
0 Posts
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.
Join Date: Aug 2012
Location: Western Australia
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
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.
Join Date: Aug 2007
Location: Kettering
Age: 49
Posts: 171
Likes: 0
Received 0 Likes
on
0 Posts
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
Join Date: Aug 2007
Location: near atlantic
Posts: 114
Likes: 0
Received 0 Likes
on
0 Posts
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?.
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.
Join Date: Aug 2007
Location: near atlantic
Posts: 114
Likes: 0
Received 0 Likes
on
0 Posts
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.
Guest
Posts: n/a
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
HTH
Join Date: Nov 2008
Location: BRAZIL
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
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
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
Join Date: Mar 2004
Location: Qld, Australia
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
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.
Join Date: Jan 2012
Location: Hoverland
Posts: 70
Likes: 0
Received 0 Likes
on
0 Posts
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!
The inverters should be both turned on after both engines are estabilized at flight position. Also a rfm procedure!