See the last 3 comments in http://www.pprune.org/forums/showthr...142459&page=24

Anyway, who in Durham can afford a 109E? Is it a knock off? :hmm:

FADEC question
 

No. But will have a closer look today
I do get some fluctuations but not as large as that
Stay tuned:ok:

I know this might be a dumb quesition, but you do have the "matching switch" se to Torque and not TOT right?
I will ask tomorrow, my mechanic has 5 Powers to take care of everyday and has dealt with Agustas for 30 years, he will know.

The US Coast Guard.:ok:

Thanks for the input. We are flying with Q matching selected. We will look at it in TOT matching today and report back.

#1 Engine Fuel Control Change fixed the problem. Q matching is now within plus or minus 2 %.

Anyone know how many 109 "Grands" are operating in UK these days?

Anyone have any problems of note? (e.g excess vibration or avionics glitches)?

How is the fuel burn and the cruise IAS working out?

Passenger comments?

Ta.

6 so far, according to G-INFO.

I don't think that there are any N-reg (or elsewhere) over here yet.

Hi fellow ppruners!
I'm looking for any flying tips, FM to download or any other information about the A109A/C
I'll do the type rating shortly.

Thanks

NEW
 

Hi
This Is Capt Journi From North Africa ( Libya) For The First Time With You .

Sqwawk 7040; contact Prune Approach on 123.456

Any 109 driver out there?
Do you have an electronic copy of the Flight Manual...?

It looks like the scissors installation problem may have bitten again. Fortunatly no fatalities, but I do believe the pilots have some back injuries, pax were OK I think. I saw a Power in a hanger in Mumbai, India- looks like the crew did a good job, tailboom damage, belly damage from landing with the gear up. I wonder how many aircraft have to go down, how many people have to get bruised, and how many might die before Augusta desides to Murphy-proof this design?

mfriskel, there is no such thing as Murphy Proof.
ALL manufacturers have items that can be installed a number of ways.
Collective lever on a 412 can be installed upside down. The Debris Monitor on the 412 gearbox is correctly installed when the P/N tag is upside down!!
Agusta aren't the only ones with installation problems, perhaps people should read the manual more when they are performing maintenance on flight controls!! Duplicate inspections anyone???

I understand that "fool-proof", "idiot-proof", and "Murphy-proof" are nearly impossible. I have seen a few Murphy-proof designs out smarted by clever folks. The real point is that when you find a problem in the field, you fix it or minimize the risk. I am not sure that changing the description in the manual is really minimizing the risk when there are other methods, such as marking the parts could surely help. A one-off accident can be overlooked, but 5 or more, and still happening after 8 years.

Anyone got a PDF (or the like) MKII manual? Even a paper one I can buy off them?
Thanks, TiP:O

A109E (merged threads)
 

We seem to be suffering a bunch of Transmission chips with 3 beyond limits, additionally we are going through a bunch of windshields that are cracking / crazing. Is this a local problem or is it a fleet problem? This is a fairly new fleet with nothing above 1200 hours.

Any info would be great.

Currently working in a hangar that has 6 Power's, no such problems here. But we had a complete TR gearbox failure in the only K2 in the hangar a week ago, ship was in a hover, two full turns, broken nose gear, everyone ok, the gear inside the TR gearbox decided to quit completely and suddenly. NTSB has got the box.

Oooooooohhhhhhhh ........ BUGGA! :eek:

We have had trouble from the outset with XMSN OIL CHIP Lights. Generally, the alert can be depended upon to appear after it's been raining or the aircraft has been left out in the rain. While it is hangared all the time, getting wet from time to time is part of the package in these latitudes!

In one instance, I got an XMSN OIL HOT, which is a Warning rather than a Caution, less than ten minutes after startup. The aircraft had been parked out overnight in Gloucestershire. The press and temp were showing normal and, on a miserable day in March, the possibility of actually heating the oil that much in ten minutes was unlikely to say the least. So, I shut it down and restarted and hey presto, no light!

We've had the plug and its socket/holder replaced but to no avail.

A giveaway is that when the chip light comes on, the burner doesn't do anything and, it goes out again after a few minutes. Obviously, we continue to pull the plugs every time they light but we're fed up of continually finding nothing. We're getting oil analysis done now at intervals as a method of trying to determine what, if anything, is in the oil.