AGUSTA A-109A

El Agusta A109 básico resulta notable por ser el primer helicóptero diseñado por Agusta que fue fabricado en grandes series, y en el que se resume un análisis especial de mercado que había comenzado en 1965. Inicialmente previsto únicamente para uso comercial fue proyectado con un solo turboeje Turbomeca Astazau XII de 690 HP, pero, principalmente por consideraciones de seguridad adicional, fue rediseñado en 1967 para ser equipado con dos turbinas Allison 250C14 de 370 HP. El proyecto del modelo A109B para usos militares fue abandonado en 1969 al darse preferencia a la versión civil de ocho plazas A 109C (civil) Hirundo (Golondrina) el primero de cuyos tres prototipos voló el 4 de agosto de 1971. No obstante algunas demoras en las pruebas, alteraciones de menor cuantía y otros factores fueron la causa de retrasos imprevistos, por lo que el primer A109 de preserie no quedó terminado hasta abril de 1975. Las entregas de los aparatos de serie, llamados A109 A, no comenzaron hasta 1976.

Adicionalmente a la función para la que había sido diseñado como transporte ligero de pasajeros, el A109A podía ser adaptado para el transporte de carga, ambulancia o para misiones de búsqueda y rescate. Demostró ser un gran éxito comercial y a principios de 1978 el A109A contaba en firme con 250 pedidos.

Pronto se advirtieron las posibilidades militares del A109, y en 1979 Agusta firma un acuerdo con Hughes Aircraft, fabricante de misiles TOW. Las pruebas realizas por el Ejército Italiano con cinco helicópteros fueron muy buenas y dieron como resultado dos variantes militares, una antitanque y otra para operaciones navales. La primera se ofrece en varias versiones ,dos ametralladoras, misiles HOT ó TOW,etc, o como transporte militar.

La versión navalizada conserva la misma configuración pero con desarrollo especial para la lucha antisubmarina, antibuque, guardacostas, etc.

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.

Characteristics
Características

Information
Información

Characteristics
Características

Information
Información

  2 Allison
250C-20B

1 / 7

420 SHP each
400 Cont

3258 Lbs

4900 Ft

5730 Lbs

7900 Ft

142 Kts

 15000 Ft

160 Kts

296 NM