Back Agusta A-109 "Hirundo"
1971

Agusta A-109

Although Augusta has a solid track record for making helicopters designed by other companies, the A 109 Hirundo (Swallow) was the first mass-produced helicopter actually designed by the Italian company.

The sleek A.109 was originally intended to have a single 740hp Turbomeca Astazou XII turboshaft, but for additional safety it was redesigned in 1967 around two Allison 250-C14 engines.

Development of the A 109 was protracted, but the result has been satisfying. Large corporations, police departments and military users are pleased with its solid performance. For military and naval use, the Hirundo carries dozens of combinations of electronics gear, weapons and equipment. The hi-tech maritime A 109A ECM (electronic countermeasures) variant has a radar display, direction finder, electromagnetic emission analyser and jamming equipment.

A specialised military utility model, the A 109B, was proposed, but in 1969 this was abandoned in favour of the eight-seat A 109C civil version.

R.Jackson "Helicopters. Military, Civilian, and Rescue Rotorcraft", 2005

Agusta A.109M

Agusta began taking an interest in light turbine-powered helicopters in 1959 and developed a series of prototypes culminating in the A.105. Feasibility studies for a medium-capacity helicopter to succeed it the A.109 began in 1969, when many different designs were examined and the most promising subjected to thorough research. Wind tunnel tests, lasting almost a year, enabled the characteristics of the new helicopter to be greatly refined. Once the basic project had been drawn up, final design work of parts and equipment began in spring 1970, and in the summer detailed construction work was started.

The A.109 was originally intended to have a Turbomeca Astazou or UACL PT6B turbine engine, delivering about 700shp, but the A.109C (civil) version had the same four-blade rotor but a completely new fuselage, with clean, elegant lines. The powerplant was changed to twin 370shp Allison 250-C14 turbines and a retractable undercarriage was fitted.

The new aircraft was assembled in spring 1971; ground tests then took place, and the prototype made its first flight on 4 August 1971 from the Cascina Costa plant. It was piloted by Ottorino Lancia accompanied by Paolo Bellavita, who had developed the aircraft together with Bruno Lovera. Owing to a minor accident, testing was resumed some time later, in 1972, using the second prototype, as well as a special static test rig for the dynamic components. In 1973 a third prototype in military configuration was developed, together with a fourth model for civil use and an airframe for static tests.

The A.109 high-speed civil helicopter is in a class mid-way between the AB-206 and the Bell 212. It has a conventional configuration with a classic, four-blade articulated rotor, especially designed for fast flight. The rotor blades are of conventional honeycomb structure with a light alloy skin and extensive structural bonding. The carefully streamlined, compact fuselage consists of a broad, ventral shell in metal honeycomb with thin, light alloy panels designed to withstand the stresses from the cabin loads and shocks from the landing gear. The cabin can have various internal layouts, with pilot and crew seated side-by-side, two bench seats for two-three people, and a baggage compartment. Behind the cabin is the rear fuselage section which carries the landing gear units and fuel tanks. The retractable tricycle landing gear ensures optimum mobility on the ground and offers advantages in terms of reduced drag in fast flight. The fuel is distributed by electric pumps from two tanks with a total capacity of 550 liters. The two turbine engines are mounted side-by-side but are fully independent; breakdown of one does not affect the output of the other.

The five prototypes of the A.109 were certified in summer 1975. In fact, the Italian Aeronautical Register granted type approval to the A.109, the first twin-engine helicopter to be designed, developed and built wholly in Italy, on 30 May, shortly before the opening of the 31st Paris Aeronautical and Space Show. American approval followed two days later. In the meantime, production had already begun with five aircraft for evaluation by the Italian Army. Atlantic Aviation, then the American distributors of the Agusta 109, took out an option on 100 aircraft for the civil market at thesametime.

More recently, Agusta has introduced the Model A.109A Mk.II derivative, which has been substantially modified in the light of the flying experience of customers from 15 countries in all parts of the world. As a result engine-out performance has been improved at high altitudes, and in hot climates.

G.Apostolo "The Illustrated Encyclopedia of Helicopters", 1984

Agusta A-109

The basic Agusta A109A is notable as the first Agusta-designed helicopter to be built in large series, and is the end product of a special market analysis initiated in 1965. Initially envisaged for commercial use only, the A 109 was designed around a single 515kW Turbomeca Astazou XII turboshaft, but mainly for additional safety considerations, was redesigned in 1967 to take two 276kW Allison 250-C14 turboshafts. The projected A 109B military utility model was abandoned in 1969 in favour of the eight-seat A 109C Hirundo (Swallow) civil version, the first of three prototypes flying on 4 August 1971. Protracted trials, minor alterations and other factors caused unforeseen delays and the first A 109 pre-production aircraft was not completed until April 1975. Delivery of production machines, designated A 109A, started in 1976.

In addition to its designated role as a light passenger transport, the A 109A can be adapted for freight-carrying, as an air ambulance or for search-and-rescue tasks. It has proved a great commercial success, especially since the uprated A 109A Mk II was introduced, this featuring uprated transmission and 298kW Allison 250-C20B turboshafts. First delivered in 1981, nearly 200 had been built by 1989, following on from the 150 or so of the original model. From 1985 the Mk II has been available in a 'wide-body' configuration with bulged fuselage sides for greater comfort.

Non-civil roles proposed for the A 109A Mk II include light attack with TOW missiles or rocket pods, aerial scout, troop carrier, electronic warfare, police work and naval missions. In addition, the helicopter can carry two Mirach RPV drones for battlefield surveillance.

More potent military versions are the A 109 EOA and A 109K. Both feature fixed undercarriage and a lengthened nose. The A 109 EOA has been ordered for the Italian army as an observation platform, powered by the Allison 250-C20R engine. The A 109K has two 538kW Turbomeca Arriel IK turboshafts for hot-and-high operations. This armed multi-role machine flew for the first time in April 1983, but no orders have been forthcoming.

D.Donald "The Complete Encyclopedia of World Aircraft", 1997

Agusta A-109

A.109 Hirundo

 

Eight-seat executive helicopter with streamlined fuselage incorporating vertical fin and tailplane, 4-blade main rotor, retractable tricycle u/c, 2345kg TOGW and powered by two 420shp Allison 250-C20B turboshafts. Prot. NC7101 FF 4 Aug. 1971.

A.109A

 

A.109 with additional ventral fin, structural strengthening and 2585kg TOGW.

A.109A Mk.II

 

Single-pilot IFR certificated version of A.109A with two 450shp Allison 250 C20R/1 engines.

A.109 EOA

 

Military A.109A for Italian Army with sliding doors, fixed u/c, external ordnance points and two 450shp Allison 250 C20R/1 turboshafts.

A. 109BA

 

Anti-tank version for Belgian Army.

A.109C

 

A.109A with improved transmission system, composite main rotor, stronger u/c, 2705kg TOGW and 'wide body' cabin. Military version A.109CM.

A.109 MAX

 

Medevac version with transverse stretcher stowage and bulged side door transparencies.

A.109A TOW

 

Military A.109A with externally mounted Hughes TOW missile tubes and nose-mounted ranging module.

A. 109K

 

Military version of A.109A with revised nose profile, redesigned engine compartment and uprated transmission, external stores hardpoints, optional fixed u/c and 722shp Turbomeca Arriel 1K turboshafts for enhanced hot & high operations. Also known as A.109KM and A.109KN (Naval version).

A.109K2

 

Civil hot and high rescue version with special avionics, fixed u/c, new fuel tanks. Tail skid replacing ventral fin, 771shp Arriel 1K1 engines, rescue hoist etc. Prot. HB-XWA.

A.109KM

 

Military version of A.109K2 with external braced hardpoints.

A.109D

 

Experimental A.109K-2 with retractable u/c, new rotor head with titanium hub and Allison 250-C22 turboshaft.

A.109E Power

 

A.109D with fixed u/c, wider cabin, redesigned instrument panel and controls, modified tailfin and two 732shp Pratt & Whitney PW206C turboshafts. Prot. I-EPWR.

Feasibility studies of medium-capacity twin-turbine A 109 began in 1969; detailed construction started Summer 1970; first flight 4 August 1971. Five prototypes used in certification work; Italian RAI certification 30 May 1975; FAA certification 1 June 1975. Deliveries of initial A 109A started early 1976. Single-pilot IFR certification 20 January 1977 (Italy); 22 December 1977 (USA). A 109C certificated in early 1989.

First flight of A 109K April 1983; first flight of production representative second aircraft March 1984.

VERSIONS

A 109A: Initial production model, powered by twin 313kW Allison 250-C20B turboshaft engines. Replaced by A 109C Mk II from September 1981.

A 109A Mk II: Uprated version with increase in transmission rating; new tail rotor driveshaft with two-point suspension; increased tail rotor blade life and reliability through use of Nomex core material and improved bonding techniques; new self- damping engine mounts; new integral-design oil coolers and blowers; redesigned tailboom; higher-pressure hydraulic system; improved avionics and instrument layout; additional access panels; and removable floor in baggage compartment. A utility version with less sophisticated interior and instrumentation was also available from 1983.

A 109A Mk II Plus: Special law enforcement model.

A 109C: Certificated in USA by Agusta Aerospace Corporation in early 1989; approved for single-pilot IFR operation; transmission uprated from 552kW to 589kW; 'wide-body' cabin; new composites main rotor blades; Wortmann aerofoil on tail rotor; strengthened landing gear; maximum T-O weight raised to 2,720kg, affording 109kg increase in payload. Other civil/public service roles include law enforcement and coastal patrol with 360 radar.

A 109CM: Military version of civil A 109C powered by two 335.6kW Allison 250-C20R/1; can have sliding doors and fixed landing gear; ventral fin removed; first customer Belgian Army (Agusta designation 109BA) with 18 scout versions and 28 anti-tank versions designated 109HO and 109HA respectively by customer; ordered 1988; first delivery, from offset supplier Sabca, February 1992; first 109BA with equipped weight reduced to originally specified 1,944kg delivered 25 November 1992; maximum T-O weight increased to 2,850kg; this was 11th of 46 109BAs; composites sliding doors, relocated batteries and custom Collins/Alcatel Bell avionics; scouts have roof-mounted Saab Helios stabilised observation sight; anti-tank system has roof-mounted Saab/ESCO HeliTOW 2 sight and TOW-2A missiles on lateral pylons; firing trials completed in Sardinia late 1992. Last Belgian aircraft delivered 4 February 1994. Other roles for 109CM include electronic warfare, command and control, medevac, shipborne ASV/ASW and UAV launching.

A 109EOA: Italian Army scout version powered by Allison 250- C20R/1; 24 (16 EOA-1 and eight EOA-2) delivered in 1988 as Elicottero d'Osservazione Avanzata to Aviazione dell'Esercito; fitted with sliding doors, roof-mounted SFIM M334-25 daytime sight with CILAS laser ranger, variety of armament options, fixed landing gear, crashworthy fuel tanks and ECM. Maximum flight weight with slung load 2,850kg.

A 109K: Initial production model for military market. 'Hot-and- high' version of A 109A Mk II; Allison engines replaced by two 538kW Turbomeca Arriel 1K turboshaft engines; uprated transmission; new composite main-rotor head with elastomeric bearings and composite blades with hard surface coating; new tail rotor of Wortman blade section; longer nose-to-house additional avionics; and taller and non- retractable, high shock-absorbing wheeled landing gear.

Current Versions

A 109 G di F: Special version for coastal patrol, equipped with an integrated Mission Equipment Package (MEP) including various communication and navigation systems, 360 search radar RDR-1500, and searchlight, FLIR, and weapon systems such as pintle-mounted MG-3 machine gun.

A 109KM: Military version; roles include anti-tank/scout, escort, command and control, utility, ECM and SAR/medevac; fixed landing gear; sliding side doors.

A 109KN: Shipboard version with equivalent roles to A 109KM, including anti-ship, over-the-horizon surveillance and targeting and vertical replenishment.

A 109K2: Special civil rescue version first sold to Swiss REGA non-profit rescue service; REGA equipment includes Spectrolab SX16 searchlight, 200kg winch, GPS, Elbit moving map display, single-pilot IFR instrumentation; NVG compatible. Equipped with Sextant Avionique AFDS 95-1 AFCS from 1996.

A 109K2 Law Enforcement: Dedicated police version; optional equipment includes 907kg cargo hook, 204kg capacity variable speed rescue hoist with 50m of cable, rappelling kit, wire-strike protection, SX-16 searchlight, MA3 retractable light, external loudspeakers, emergency floats, GPS, FM tactical communications, weather radar, LLTV and FLIR.

A 109 LUH: Light utility version for the South African Air Force (SAAF) with Turbomeca Arrius 2K2 engines; production and final assembly by Denel. Orders placed for 30 aircraft, plus 10 options.

A 109MAX: Medevac configuration certificated in USA by Agusta Aerospace Corporation early 1989 and now installed there; large upward-opening bulged doors and fairings give 3.96m3 cabin volume and allow for two stretchers across main cabin and three sitting attendants/patients.

A 109 Power: New version based on A 109K2 airframe.

CUSTOMERS: Total of all versions delivered by 1 January 1999 was 621, of which 513 civil and 108 military.

DESIGN FEATURES: Fully articulated four-blade metal main rotor hub with tension/torsion blade attachment and elastomeric drag dampers; delta-hinged two-blade stainless steel tail rotor; manual blade folding and rotor brake optional. Tail rotor with Wortmann aerofoil and stainless steel skins; optional rotor brake on A 109K. Compared with earlier models, A 109K has lengthened cabin to hold two stretchers fore-and-aft; modified fuel system; and smaller instrument panel.

FLYING CONTROLS: Fully powered hydraulic; IFR system with autopilot available. The 109KM has three-axis stability augmentation/attitude hold system; dual redundant IFR system and four-axis AFCS with flight path computer optional.

STRUCTURE: Before introduction of composites, main and tail rotor blades were bonded aluminium alloy with Nomex core; airframe conventional all-metal; Mk II introduced self-damping engine mounts, redesigned tailboom, removable floor in baggage compartment and systems improvements.

LANDING GEAR: Retractable tricycle type, with oleo-pneumatic shock-absorber in each unit. Single mainwheels and self-centring nosewheel castoring 45. Hydraulic retraction, nosewheel forward, mainwheels upward into fuselage. Hydraulic emergency extension and locking. Magnaghi disc brakes on mainwheels. Non-retractable tricycle type on A 109K, giving increased clearance between fuselage and ground. All tyres are tubeless of same size (650 x 6) and pressure (5.9 bars). Tailskid under ventral fin. Emergency pop-out flotation gear and fixed snow skis optional.

POWER PLANT: Two Allison 250-C20R/1 turboshafts, each rated at 335kW for 5 minutes for T-O and 283kW maximum continuous; flat rated at 258kW for twin- engine operation; engines mounted side by side in upper rear fuselage and separated from passenger cabin and from each other by firewalls.
     Transmission ratings 589kW for take-off and 567kW for maximum continuous twin-engined operation, with maximum contingency rating of 607kW for 6 seconds. Rating for single-engined operation is 336kW for take-off (5 minutes limit).
     Two bladder fuel tanks in lower rear fuselage, combined capacity 560 litres, of which 550 litres are usable. Refuelling point in each side of fuselage, near top of each tank. Oil capacity 7.7 litres for each engine and 12 litres for transmission. Provision for internal auxiliary tank containing up to 150 litres of fuel.
     A 109K: Two Turbomeca Arriel 1K1 turboshafts, each rated at 575kW for 2.5 minutes, 550kW for take-off (30 minutes) and 471kW maximum continuous power. Engine particle separator optional. Main transmission uprated to 671kW for take-off and maximum continuous twin-engined operation; single-engine rating is 477kW for 2.5 minutes and 418kW maximum continuous. Main rotor rpm 384, tail rotor 2,085. Standard usable fuel capacity 750 litres, with optional 150 litre auxiliary tank for EMS operations, or 200 litre auxiliary tank in the A 109KM. Self-sealing fuel tanks optional. Independent fuel and oil system for each engine.

ACCOMMODATION: Crew of one or two on flight deck, with pilot seated on right. Dual controls optional. Main cabin seats up to six passengers on three forward- or rearward-facing seats in centre, plus three forward-facing seats at rear. Four/five-seat VIP layout available. Forward-opening crew door and passenger door on each side. Large space at rear of cabin for up to 150kg of baggage, with access via forward-opening door on port side. Centre row of seats removable to permit use as freight transport. Ambulance version can accommodate two stretchers, one above the other, and two medical attendants, in addition to the pilot. External freight can be transported on a centre of gravity hook. Sliding doors can be installed for rescue missions.

SYSTEMS: Two identical independent Magnaghi hydraulic systems supply dual flight servo-controls and provide emergency power in the event of engine failure. Magnaghi utility hydraulic system for activation of landing gear, wheel and rotor braking, nosewheel locking and emergency back-up. 28V DC electrical system, using two 30V 150A engine-driven starter/generators, and one 24V 13Ah Ni/Cd battery (22Ah heavy-duty battery on IFR version). Single-phase AC power at 400Hz supplied by two 115/26V 250VA solid-state static inverters; third inverter as emergency back-up on IFR version. Engine anti-icing system, using engine bleed air.
A 109KM: Electrical system supplied by two 160A 28V DC self-cooled starter/generators and 27Ah 28V Ni/Cd battery. Optional AC electrical system comprises two 250VA or two high-load 600VA 115/26V AC 400Hz static inverters. Optional high-load AC system comprises one 6 kVA alternator and one standby 250 VA solid-state inverter. Dual independent hydraulic systems for flight controls, each capable of operating main actuators in the event of failure of the other system; utility hydraulic system with normal and emergency accumulators for operation of rotor brake, wheel brakes and nosewheel centring.

AVIONICS: Standard instrumentation, plus Collins avionics for VFR or IFR operation, to customers' requirements.
A 109KM: Ergonomic, NVG-compatible flight deck with provision for IFR instrumentation and role/mission dedicated displays.
Comms: VHF/AM, VHF/FM, UHF, HF, three-station intercom, IFF and ELT.
Flight: ADF, VOR/GS/ILS, DME, GPS and VLF-Omega. Optional Collins CMS80 cockpit management system with one or more centrally mounted CDUs and automatic target handoff system compatibility.
Mission: FLIR.
Self-defence: Radar/laser warning receivers and chaff/flare/smoke dispensers.

EQUIPMENT: Depending upon mission, may include internal cargo platform, external cargo sling, externally mounted rescue hoist, first aid kit, stretchers, container for up to 980 litres of fire retardant; Spectrolab SX-16 searchlight.
A 109KM: Optional equipment includes windscreen wipers, rear view mirror, bleed air heater, particle separator, engine fire extinguisher, oxygen system, environmental control unit, one- or two-stretcher installation, air ambulance kit, external loudspeaker system, high-intensity searchlight, cargo platform, external cargo hook with maximum capacity 408kg, rescue hoist maximum capacity 91kg, snow skis and emergency floats.

ARMAMENT: A 109KM: Internal armament comprises pintle-mounted 7.62mm machine gun and 12.7mm machine gun in doorway. Provision for carriage of four or eight TOW, TOW 1, TOW 2 or TOW 2A missiles on external lateral pylons, each of 300kg maximum capacity, with roof-mounted HeliTOW sight or APX M 334 or Helios gyrostabilised sights. Alternatively pylons can accommodate 7- or 12-tube pods for 70mm or 81mm rockets; rocket/machine gun (RPM) pods each with three 70mm rockets and a 12.7mm machine gun with 200 rounds; or Machine Gun (MG) pods with 12.7mm gun (and 250 rounds) or 7.62mm gun.

Jane's Helicopter Markets and Systems

Technical data for Agusta A-109

Engine: 2 x Allison 250-C20B turboshaft, rated at 313kW, main rotor diameter: 11.00m, fuselage length: 10.71m, height: 3.30m, take-off weight: 2450kg, empty weight: 1415kg, max speed: 311km/h, cruising speed: 266km/h, service ceiling: 4968m, hovering ceiling: 2987m, range: 565km

Comments 
Farid Hossain, e-mail, 03.04.2017

Dear Sir,
Wish you very nice day. We are leading trading house in Dhaka, Bangladesh. Bangladesh Navy like to purchase Submarine Hydro-Pneumatic Fender (SHF) as per attached specification.

Please send me price for the same including Air freight up to Dhaka, Bangladesh with catalog/brochure of the product.

Thanking you and look forward to your cooperation.

With Best regards.

Farid Hossain
Trade Point
Suite # 4, 2nd Floor
BAFWWA Complex-2
Dhaka Cantonment
Dhaka-1206
Bangladesh

Mobile;880-1780018449

John, e-mail, 30.03.2014

Wind limitations for starting and stopping the rotor system.

Nieza Ahmad, e-mail, 21.07.2013

Hi, I'm looking for Agusta A109 LOH rescue stretcher and Underslung parts.The P/No for the stretcher is 109-0326-69-109 but I don't have P/No. for the underslung.
Where can i find those item?
Thanks

jerry poitevin, e-mail, 28.03.2013

I need to replace the two engine oil radiators ( coolers)for my 109c where to buy them?

maiyaki, e-mail, 11.02.2013

I am urgently looking for Agusta 109 LUH Spares companies, than can be contacted to quote for supply of parts.

Abdur ROuf, e-mail, 12.08.2012

PROFORMA INVOICE IN LETTER HEAD PAD
LIST OF SPARE PARTS
Name of Equipment: Agusta Westland AW 109 Power Ship- Borne Helicopter
Brand: Agusta


Sl.No Part NO Description of the Items Deno Reqd. Qty Country of Origin/Mfg Name. To be mentioned
01 M83248/1-234 O Ring No
02 01-0270910-00 Lead Assay No 02
03 01-0770905-01 Anti collision light assay No 02
04 109-0110-73-113 Rod End Assay No 01
05 109-0111-07-113 Damper Bracket No 01
06 109-0111-30-101 Pin, locking damper No 04
07 109-0111-50-101 Grounding jumper No 02
08 109-0130-05-117 T/r pitch link No 04
09 109-0130-28-103 Bumper No 02
10 109-0130-43-115 Lever assay No 02
11 109-0130-49-1 Washer, spring tension No 02
12 109-0130-60-109 Link, assay No 03
13 109-0130-82-1 Washer, flat No 02
14 109-0130-82-3 Boot Dust No 01
15 109-0130-90-121 Sleeve assay No 01
16 109-0130-91-117 Pitch change slider assay No 01
17 109-0130-92-105 Link assay No 01
18 109-0130-93-105 Scissor , half No 01
19 109-0130-94-109 Sleeve assay No 01
20 109-0133-04-109 Connecting ring, Rigid No 02
21 109-0133-05-101 Bearing duplex No 02
22 109-0133-07-101 Bushing sleeve No 02
23 109-0133-09-101 Washer, flat No 03
24 109-0133-10-101 Bushing No 02
25 109-0133-16-101 Spacer No 02
26 109-0133-17-101 Locking washer No 16
27 109-0133-18-101 Special plug No 01
28 109-0134-04-101 Washer lock No 01
29 109-0134-05-111 Pitch link m/r No 02
30 109-0134-06-113 Rod end assay No 02
31 109-0134-10-101 Half scissor assay, rotating No 02
32 109-0134-10-105 Half scissor assay, rotating No 01
33 109-0325-78-101 Nut No 02
34 109-0329-43-109 Wire rope No 04
35 109-0360-32-105 Sliding assay lh No 02
36 109-0360-32-106 Sliding assay r/h No 02
37 109-0401-19-107 Filter element No 01
38 109-0424-01-103 Bearing ball No 03
39 109-0425-08-1 Collar, Rubber No 03
40 109-0445-15-103 Seal No 02
41 109-0611-10-1 Valve check No 01
42 109-0612-98-101 Gasket No 01
43 109-0700-36-1 Motor l/h No 01
44 109-0700-36-2 Motor r/h No 01
45 109-0700-36-5 Blade wipe No 01
46 109-0763-56-103 Valve assay No 01
47 109-0851-70-5 Turn Buckle No 02
48 109-0881-47-107 Turn buckle No 02
49 109-0900-19-101 Bat disch. Det No 01
50 109-0900-39-107 Mig Actuator No 01
51 109-8101-66-1 Washer, nut No 02
52 109-8101-66-103 Washer No 02
53 109-8110-16-1 Half scissor assay, Rotting No 01
54 109-8131-09-1 Bolt No 10
55 1206P68-1 Pressure switch No 01
56 1206P68-3 Pressure switch No 01
57 129-016132-111 Packing, retainer No 16
58 129-0405-32-129 Ring nut No 01
59 129-0405-32-147 Ring nut No 01
60 1423-100 Switch low pressure No 01
61 160SG1061 Terminal block, Axial No 01
62 18602-1 Indicator disch No 02
63 19-170050-009 Retainer No 02
64 21-16122 Filter Fluid Pressure No 12
65 23041-12 Washer, non metallic No 15
66 23041-7 Bolt No 02
67 23042-3 Boot wheel No 04
68 23043-4 Bolt No 04
69 23044-3 Bolt, shoulder No 10
70 24043GR80 Lining assay, rotor block No 02
71 25073REV.A Valve drain No 02
72 25ET24S Gen bus toggle switch No 02
73 2600-4W Fastener, turn No 02
74 2600SW Washer split No 20
75 302/28J2 Bearing No 20
76 3052A00 Pressure switch No 08
77 32837-001 Cell Assay ( Marathon Battery) No 01
78 34-0050655-00 Lamp No 05
79 34-0050656-01 Lamp No 04
80 34-0428020-65 Lamp No 04
81 34-0428080-64 Lamp No 03
82 34-0428080-65 Lamp No 15
83 4173B000-002 Valve No 16
84 4S9-2 Washer No 01
85 68-4230020-40 Lens. Green No 07
86 68-4230020-50 Lens Red No 04
87 68-4250066-30 Lens Tail No 04
88 709-0160-47-101 Bolt, Special No 02
89 80S01-1-1AA Stud, Fastener No 03
90 8PH135M Nut No 08
91 999-0066-29-65 Spacer No 03
92 A106A14MA Nut No 08
93 AN123027 Gasket No 07
94 AN174-11 Bolt No 20
95 AN174-13 Bolt No 03
96 AN174-14 Bolt No 03
97 AN-174-17 Bolt No 03
98 AN174-4 Bolt No 08
99 AN960C616 Washer No 08
100 AN960C816 Washer No 16
101 AN960KD416 Washer No 24
102 AN960PD716 Washer No 32
103 AS3209-011 Packing performed No 08
104 AS3209-113 Packing performed No 15
105 BT6-2 O Ring No 10
106 D104A066 Connector No 11
107 EF309-12C
108 KD651510 Element filter kit No 02
109 LN9025-1220L Washer No 16
110 LN94-20125 Pin cotter No 50
111 M220E4N003 Relay K5123 No 02
112 M230E4N003 Relay No 02
113 M27426-3162B Ring, Retaining No 02
114 M6363/9-2 Lamp No 02
115 M83248/1-123 O Ring No 0220
116 M83461/1-012 O Ring No 25
117 M83461/1-123 O Ring No 25
118 M83461/1-142 O Ring No 05
119 MS14144L4 Nut No 07
120 MS14144L8 Nut No 02
121 MS17825-6 Nut No 08
122 MS17825-8 Nut No 03
123 MS17826-6 Nut No 08
124 MS17826-7 Nut No 08
125 MS17826-9 Nut No 16
126 MS2000206 Washer No 10
127 MS20364-1032C Nut, Terminal block No 10
128 MS20364B-624C Nut Terminal Block No 10
129 MS21042L4 Nut , self locking, hexagon No 45
130 MS24665-136 Cotter Pin No 95
131 MS24665-155 Cotter Pin No 295
132 MS24665-285 Cotter Pin No 95
...

Peter, e-mail, 07.12.2011

New batch of 4 x A109CM BA for sale - very mint condition
feel free for info
devosmaes ad yahoo.com

polo, e-mail, 16.06.2011

i am researching A109. I am looking for information on total number built, especially A109C, to date.

KOSTAS, e-mail, 13.09.2010

I need info for the 8 Agusta A109 CM
rade=thgmbh.com,

khaled, e-mail, 28.08.2010

Hi
Am looking for the differance between AGUSTA 109A grand ,power,elite .Kindly if any one can help

Rade, e-mail, 10.07.2010

8 Agusta 109 CM BA, military with 250-C20R (civil) engines for sale. Helicopters with 1200-1800 TT only, very good condition.

john, e-mail, 28.03.2010

How many of latest version have been sold and to whom?

MJB, e-mail, 05.12.2009

Im interested in any 109s on the west coast that can accept a 14 inch gimbal for a particular film job, We need 150 knots.

APHENGINES, e-mail, 02.09.2009

FOR SALE:
RR ALL 250C20 ENGINE
RR ALL 250C20B ENGINE
RR ALL 250C30P ENGINE

PLS CONTACT US FOR MORE DETAILS

YOSI, e-mail, 23.08.2009

Dear A/C / Helicopter Operator,

My name is Yosi and I am a retired Air Force officer specialized in aircrafts engines and logistics.

In a period of economic crisis as the world faces now, it seems to be reasonable that companies are looking for alternatives in order to reduce their expenditures; therefore, I would like to offer you my assistance as follows:
*Finding overhauls and repair facilities for your turbo shaft / turbo prop engines & modules.
*Finding engines and modules for rent or exchange.
*Finding major engine spare parts in N/F, O/H or A/R condition.
I don't charge commission from A/C owners and operators.
Please don't hesitate to contact me.

Sakis, e-mail, 17.07.2009

Hi

i am researching A109. I am looking for information on total number built, especially A109C, to date.
can anybody help?

shydee, e-mail, 28.01.2009

I am planning to equip our few Agusta A109 LUH with a suitable emergency floatation system. Would you kindly advice and provide me the technical data of the system which suits our helicopters.
Thankyou.

Juan M Duarte, e-mail, 21.01.2008

Hello,I am working on a model of the A-109MKIIplus with the landing gear that retracts up an in to the body of the helicopter do you by chance know how I can find information on this system I know how it works but I need some pics to make one is there any books about landing gears for helicopters?

"SUNRISE", e-mail, 25.07.2007

THER IS ANOTHER A-109 EXPERAMENTAL THAT FEATURES A TANDEM COCKPIT AND SMALL STUB ARMAMENTAL WINGS. THIS EXPERIMENTAL IS SAID TO ALSO BE AN A-129 PROTOTYPE. INTERESTING!

Do you have any comments concerning this aircraft ?

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FACTS AND FIGURES

The first of three civil A 109 prototypes made its initial flight on 4 August 1971.

Deliveries of the first production A 109A began in 1975.

Two of Argentina's four A 109As were captured during the 1982 Falklands War and were used by the British.

In 1981 the civil model was redesignated A 109A Mk II, reflecting changes in transmission and other features.

The A 109C is a 'wide-body' version with more room and increased power.

The Belgian army uses A 109s for scouting and anti-armour duties.


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