Agusta 119 Koala
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Joined: Jan 2000
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From: uk
Agusta 119 Koala
I am interested in any details as to how the Koala is performing down under or anywhere else. Notwithstanding the current tail rotor problem I would really appreciate info on the following:
1. Range on the 3 tanks at cruise and range speeds and real fuel consumption figures.
2. Any difficulties without a rotor brake, blade sailing etc.
3. Any problems with the paintwork aft of the exhausts.
Thanks.
1. Range on the 3 tanks at cruise and range speeds and real fuel consumption figures.
2. Any difficulties without a rotor brake, blade sailing etc.
3. Any problems with the paintwork aft of the exhausts.
Thanks.
Joined: Jul 2001
Posts: 1,383
Likes: 1
From: ...in view of the 'Southern Cross' ...
Flip Flop .....I suggest you contact Dan Tyler (Chief Pilot) at Careflight NSW (see www.careflight.org ) and or Email [email protected] and ask for Dan's Email address ...he will be on top of the latest A119 info ....good luck...cheers 
Joined: Jul 2001
Posts: 44
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From: Australia
flipflop
Great machine. I went to Italy to do the course and then flew the first one here in Oz. Only got up 50 hours but loved every one of them.
When you ask about the 3 tanks, the standard system with the upper, left and right tanks hold 486 kgs. That's 246 kgs in the upper and 120kg each in the lower cells. There is an option for 2 additional 106 kg aux cells that fit behind the rear pax seats.
I found the FBO @ around 70% TQ at sea level to be 190 litres per hours (152 kg) so you'll be able to work out the math.
I found it was a pretty dirty ship for exhaust on the boom, and as with any similar helicopter, I imagine that after time it would have an effect.
Rotor brake option was under developement when I was in Italy 12 months ago.
If you get a chance fly one. The first single I have found that the engine outperforms the airframe. A real 140 knots cruise.
As suggested, talk to the lads at Careflight as they will have more experience on the type.
Great machine. I went to Italy to do the course and then flew the first one here in Oz. Only got up 50 hours but loved every one of them.
When you ask about the 3 tanks, the standard system with the upper, left and right tanks hold 486 kgs. That's 246 kgs in the upper and 120kg each in the lower cells. There is an option for 2 additional 106 kg aux cells that fit behind the rear pax seats.
I found the FBO @ around 70% TQ at sea level to be 190 litres per hours (152 kg) so you'll be able to work out the math.
I found it was a pretty dirty ship for exhaust on the boom, and as with any similar helicopter, I imagine that after time it would have an effect.
Rotor brake option was under developement when I was in Italy 12 months ago.
If you get a chance fly one. The first single I have found that the engine outperforms the airframe. A real 140 knots cruise.
As suggested, talk to the lads at Careflight as they will have more experience on the type.
Joined: Jun 2002
Posts: 385
Likes: 0
From: 1 deg south, avoiding Malaria P Falciparium
A119 > Thoughts/comments
Hey guys,
i am looking at a job in a A119. Any of you out there with signifcant time in one. What do you like about it? Dont like about it? It is a hot/high enviorment . 7000> pa with DA>'s 13K + possible. Any experince at this alt close to MGW?
The T/R looks awfully low to me. even lower then the Astar.
Didnt they have problems with the tail boom/ T/R at first.
Thanks
RB
i am looking at a job in a A119. Any of you out there with signifcant time in one. What do you like about it? Dont like about it? It is a hot/high enviorment . 7000> pa with DA>'s 13K + possible. Any experince at this alt close to MGW?
The T/R looks awfully low to me. even lower then the Astar.
Didnt they have problems with the tail boom/ T/R at first.
Thanks
RB
Joined: Mar 2003
Posts: 573
Likes: 0
From: uk
I have no experience at the altitudes and temperatures that you are looking to operate in. However I've almost 900 hours on the A119 and so a few observations.
Was at 5000 DA at 30 degrees C at MAUM in a tight confined area and I did not have to pull 'Take off Power'.
Seat confort is ok for 1.4 hours after that it's pain. We modified our seat with better profiled foam and that made it slightly better.
Fuel burn at your DA will be very frugal and if you have all 5 tanks you will have about 4.5 hours endurance with reserves, depending on the torque you use.
Cockpit layout is very user friendly.
Overall performance is the best there is, better than the 350B3 but the ride is more sports car than family saloon as with the Squirrel.
Refuelling is great, no surge like the Squirrels/135's when fuel is near the top of the tank.
All pilot pre-flights and after flights inspections are easily done but you will need a torch to see the oil levels and other items.
The small inspection doors are very good and provide adequate views to the components and should you forget to close one then there is no chance of damage in flight unlike the problems that occur with the Squirrel catches.
The tail rotor clearance is no worse than the Squirrel. The A119 has very long skids and these support the weight well on soft ground.
Without going on I rate the A119 as the best single I've operated.
The early teething problems are past. Several mods have been put in place to rectify those past faults.
I still like the overall concept of the Squirrel for what it is but the A119 is just that little bit more of a work tool and thrives on working.
It could do with an autopilot to back up the excellent SAS just for those long ferry flights to make it really easy.
Was at 5000 DA at 30 degrees C at MAUM in a tight confined area and I did not have to pull 'Take off Power'.
Seat confort is ok for 1.4 hours after that it's pain. We modified our seat with better profiled foam and that made it slightly better.
Fuel burn at your DA will be very frugal and if you have all 5 tanks you will have about 4.5 hours endurance with reserves, depending on the torque you use.
Cockpit layout is very user friendly.
Overall performance is the best there is, better than the 350B3 but the ride is more sports car than family saloon as with the Squirrel.
Refuelling is great, no surge like the Squirrels/135's when fuel is near the top of the tank.
All pilot pre-flights and after flights inspections are easily done but you will need a torch to see the oil levels and other items.
The small inspection doors are very good and provide adequate views to the components and should you forget to close one then there is no chance of damage in flight unlike the problems that occur with the Squirrel catches.
The tail rotor clearance is no worse than the Squirrel. The A119 has very long skids and these support the weight well on soft ground.
Without going on I rate the A119 as the best single I've operated.
The early teething problems are past. Several mods have been put in place to rectify those past faults.
I still like the overall concept of the Squirrel for what it is but the A119 is just that little bit more of a work tool and thrives on working.
It could do with an autopilot to back up the excellent SAS just for those long ferry flights to make it really easy.
Koala
119
Joined: Jul 2005
Posts: 10
Likes: 0
From: Europe
Koala
Thanks for your responses.
There appears to have been a number of crashes in the last couple of years, including one less than two weeks ago of a Careflight machine in the U.S.
Without speculating too much, there appears to have been problems with the rotor RPM getting low. Possibly FCU related.
Anybody got any further please ?
There appears to have been a number of crashes in the last couple of years, including one less than two weeks ago of a Careflight machine in the U.S.
Without speculating too much, there appears to have been problems with the rotor RPM getting low. Possibly FCU related.
Anybody got any further please ?
Joined: May 2005
Posts: 13
Likes: 0
From: Europe
The Koala is powerful, but does not perform very well at high density altitudes. After having a look at the performance charts it looked like that aircraft was close to 800 lbs over gross weight under the given conditions that day. Take this with a grain of salt because there are a few unknown factors there. There's a video out from the local news in that area that showed the wreckage and it looked like it had just fallen out of the sky and colapsed. The blades were still intact (broken, but still attached to the air frame) and the tail boom was cracked right around the attcahement points to the main frame, indicating that the blades had not made contact with the tail boom. This, off course, is just speculations from my side. I am not an accident investigator.
Joined: May 2004
Posts: 917
Likes: 11
From: Tax-land.
The crash in Durango was a text book example of SWP/PS. Inexperienced UH-60 pilot trying to fly EMS in hot/high conditions shooting an approach to a confined LZ with a substantial (15 kts) tailwind.
Killed the crew and himself.
Killed the crew and himself.
Joined: Mar 2003
Posts: 573
Likes: 0
From: uk
I have just short of 900 hours on the Koala and know about operating in hot and heavy conditions and other situations. I love this helicopter because it can do all the things that our company wants from a helicopter:- almost 4 hours endurance for ferry flights and 7 pax capability when on location. 3 POB for 3.7 hours at 125 kts or 8 POB for 2.4 hours. 8 POB at 6800 feet at 35C. P&W PT6 a wonderful engine. Controls are stiff if you are used to EC/AS machines
Joined: Jun 2003
Posts: 63
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From: Kiwiland
I'm pretty sure that the Koala will eat the EC130 for cruise,range,speed.
Have flown it once and was extremly impressed.Like all newish types it takes awhile for them to get known.I know in Aussy they are selling well and a couple are about to come to our fair shores.
I think it's a fantastic machine that you can fill up with Pax and take full fuel and do about 130-140kts....nice
Have flown it once and was extremly impressed.Like all newish types it takes awhile for them to get known.I know in Aussy they are selling well and a couple are about to come to our fair shores.
I think it's a fantastic machine that you can fill up with Pax and take full fuel and do about 130-140kts....nice
Joined: Apr 2004
Posts: 483
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From: The Dark Side
1789kg empty weight + 110kg medical equipment + 350kg (max 476kg) fuel + four crew 360kg leaves around 100kg payload (maw 2720kg). At 3000hp/25*C/max cont will have vertical ROC 500 + feet/min - at max cont 5000hp IAS 130. Fuel burn 180kg/hour.
GAGS
E86
GAGS
E86
Joined: Jul 2006
Posts: 59
Likes: 0
From: Greater Dubach Metro Area
With such a large price delta over the 407 and 350B3, it's hard to justify buying one for the performance improvements alone. They are fast, HIGE is better than the others, but HOGE lags behind the 350B3. Their DOCs are competitive if you believe what they publish.
I'm willing to bet it's the 500k USD base price delta that scares away most folks.
What do you guys think?
Tompkins
I'm willing to bet it's the 500k USD base price delta that scares away most folks.
What do you guys think?
Tompkins
Joined: Feb 2002
Posts: 1,119
Likes: 0
From: N20,W99
One thing I can say about the Koala, that engine better not ever fail when heavy because it's disk loading is extreme, blades don't really have inertia either, and I got the impression no helicopter falls to the ground faster than a Koala.