Ernst Strobl (responsible for paragliders design in Airea from 1996 until 2002)
1998: Flint Kaserne, D-83646 Bad Tolz, Germany
2000->
AgustaWestland Project Zero
The first eVTOL technology demonstrator was the Agusta Westland Project Zero hybrid tiltrotor/lift fan aircraft. It was developed to investigate the use of all electric propulsion and other advanced technologies in a vertical lift aircraft. Project Zero was approved in December 2010 and by June 2011, a full-scale demonstrator performed an initial tethered flight at Cascina Costa, Italy. The Project Zero demonstrator was not flown in forward flight.
AgustaWestland
Early 2001 Finnmeccana of Italy and GKN of the UK completed merging their Agusta and Westland helicpoter divisions as AgustaWestland.
Agusta AB.139
Bell and Agusta announced at Farnborough Air Show on 8 September 1998 that they had agreed to establish a joint venture to manage development of two new aircraft: the BA609 tiltrotor, previously a Bell and Boeing programme, and the AB139, a new helicopter announced on the same day. Following approval of both boards, a definitive agreement was signed on 6 November 1998. A full-scale mockup was unveiled at the Paris Air Show 12 June 1999.
Agusta is responsible for the AB139’s development and certification to JAR/FAR 29 and transition to production, with participation by Bell on a 75:25% work-share basis; final assembly by Agusta at Vergiate, and by Bell (possibly at Mirabel, Canada). A military version was revealed in July 2000, and flight testing of the AB139 began in February 2001.
Risk-sharing collaborators include GKN Westland (tail rotor drive train), Honeywell (avionics), Kawasaki (transmission input module), Liebherr Germany (landing gear and air conditioning system), Pratt & Whitney Canada (power plant) and PZL Swidnik (airframe components). PZL in Poland were making all the fuselages for the Agusta A109, AW119 and AW139, before shipping them to Brindisi, Italy, for customer fit-out. PZL also manufactured the A109 and A139 tail booms.
With no designated prototype, the first preproduction aircraft (01, later I-ACOI) first flew on 3 February 2001 followed by second aircraft (02, later I-ATWO) on 4 June 2001 and third (03, later I-EPIC) on 22 October 2001. The first preproduction aircraft crashed on 22 April 2002. Assembly of first production aircraft began in late November 2001 and this aircraft, I-ANEW, was demonstrated at Farnborough in July 2002.
Three preproduction aircraft and one tie-down helicopter (TDH) undertook the flight test programme and the AB139 achieved Italian IFR Type Certification on June 18, 2003 after 1,600hr of ground and flight testing. 750 hours was completed on the TDH.
Featuring a five-blade, fully articulated, ballistic tolerant main rotor and four-blade tail rotor, some of the transmission and rotor elements are based on Agusta A129 Mangusta.
The AB139 has four-axis, digital AFCS flight controls and heavy-duty, retractable tricycle landing gear with twin wheels on the nose unit and single wheels on the main units, which retract into side sponsons.
Powered by two Pratt & Whitney Canada PT6C-67C turboshafts, with FADEC, each rated is at 1,252kW for T-O and 1,142kW maximum continuous; OEI ratings 1,286kW for two minutes and 1,252kW maximum continuous. Fuel tanks are behind the main cabin. The main transmission can run for up to 30 minutes without oil.
Up to 15 passengers are accomodated on crashworthy seats in three rows of five, two forward facing, one rearward facing, in an unobstructed cabin with a flat floor and a flight-accessible baggage compartment at the rear of cabin, or alternatively, six stretchers and four attendants in medevac configuration. Plug-type sliding door are on each side of cabin, with separate crew doors.
The commercial version was priced at US$7 million in 2002. More than 80 had been ordered by 25 customers by June 2003. Launch customer Bristow Helicopters of UK announced order for two on 26 September 2000 for delivery in 2003.
The AB 139 is operated by the US Coast Guard for recovery and surveillance.
Engine: 2 x Pratt & Whitney Canada PT6C-67C turboshafts
Take-off power capacity: 1250kW
Max continous power capacity: 1140kW
Main rotor diameter: 13.80m
Length with rotors turning: 16.65m
Fuselage length: 13.53m
Width: 3.2m
Height: 4.95m
Max take-off weight: 6000kg
Internal payload: 2500kg
External payload: 2700kg
Max cruising speed: 290km/h
Economic cruising speed: 278km/h
Hovering ceiling, OGE: 3600m
Endurance: 3.9h
Agusta A.129 Mangusta / Turkish Aerospace Industries T129 ATAK
The A.129 Mangusta (Mongoose) is a day/ night military scout/antiarmour helicopter, which preliminary design began in 1978, and the first of four flying prototypes made its initial flight on 15 September 1983 powered by two 800 shp Avco Lycoming LTS101 850 turboshaft engines. The development programme was jointly funded by the Ital¬ian Army and Agusta.
The A.129 uses a fully-articulated fiberglass four-blade main rotor system with elastomeric bearings and low-noise profile tips. The transmission has a run-dry capability. A Harris digital integrated multiplex system controls communication, navigation, engine, armament, power distribution and utility systems. The avionics include active and passive self-protection systems, and the 70 percent composite-built airframe is designed to provide protection against 12.7mm rounds and partial protection against 23mm rounds and meets crashworthiness standards. The main and tail rotors are also designed for 12.7mm ballistic tolerance. The two crew are seated in a tandem cockpit, fitted with a low-glint canopy and with a small frontal area to minimize visual and radar detection. They both use helmet-mounted displays which present targeting information and the imagery from infra-red sensors for operations at night. They also have fly-by-wire controls and multi-function displays showing all flight data.
The powerplant is two Rolls-Royce Gem 2 turbines, license-built in Italy by Piaggio.
Offensive armament can be carried by the A.129 on four stub-wing attachment points, the inner pair being stressed for loads up to 300kg. All four pylons can be elevated 3° and depressed 12°. The standard Mangusta (Mongoose) is armed with eight TOW anti¬tank missiles, with Flir-augmented nose sight and pilot’s night vision sensor linked to helmet display sights. Other equipment includes passive and active infrared and electronic counter measures. Provision is made for the later installation of a mast mounted target acquisition system.
A total of 66 A.129s were ordered by the Italian Army by early 1984 and the first entered service in 1989. Offered to Australia, the cost was around $9 million per aircraft.
In August 1990 Agusta delivered the first production A 129 Mangusta anti-armour helicopter to the Aviazione Leggera de;’Esercito at Viterbo, where the initioan batch of 15 were to be based.
Agusta has test flown an improved development of its Mangusta attack helicopter (the A.129 International) which features a number of improvements to enhance performance and payload, and improved avionics capabilities. The major change is the substitution of the Rolls-Royce Gem 1004 turboshafts with more modern and more powerful LHTEC T800s. The T800s output 30 to 40% more power over the operational range of the engines compared with the Gems, while the transmission rating has been increased to 1795shp (1340kW). Further performance improvements are courtesy of a five bladed, instead of four, main rotor system. The A 129 International’s armament has also been expanded to include a three barrelled M-197 20mm cannon mounted in a nose mounted Martin Marietta/GIAT turret, plus TOW and Hellfire anti tank missile capability, Stinger air-to-air missiles and 70mm and 81mm rockets. Improvements to the avionics include FLIR and CCD television.
The Turkish Aerospace Industries T129 ATAK Helicopter program started in 2007 for development and production of 91 helicopters, as a Joint Collaboration of TAI and AgustaWestland also known as the “ATAK Team”. Within the scope of program, the first T129 ATAK Helicopter was delivered to the Turkish Armed Forces on 22nd of April 2014.
Agusta A-129 Mangusta
Engine: 2 x Rolls-Royce Gem 2 Mk. 1004D turboshaft, 750 shp / 615kW
Main rotor diameter: 39.042 ft / 11.9m
Wingspan: 3.20m
Length rotors turning: 14.29m
Fuselage length: 40.354 ft / 12.28m
Height: 3.35m
Weight empty: 5576.4 lb / 2529.0 kg
MTOW: 9040.5 lb / 4100kg
Loaded weight: 2529kg
Fuel capacity: 246 gal / 930 lt
Max speed: 140 kts / 259km/h
Cruising speed: 130 kts / 240 km/h
Rate of climb: 2145.67 ft/min / 10.9m/s
HOGE: 3105m
Service ceiling: 16076 ft / 4900 m
Range: 378 nm / 700 km
Endurance: 3hr
Crew: 2
Armament: 8 Tows or 6 Hellfires
A.129 Mangusta
Engine: 2 x R-R Gem 2 Mk 1004D turboshafts, 1,035 shp (772 kW)
Installed pwr: 1230 kW
Rotor dia: 11.9 m
Fuselage length: 12.3 m
No. Blades: 4
Empty wt: 2529 kg
MTOW: 4100 kg
Payload: 1750 kg
Max speed: 135 kt
ROC: 2000 fpm
HIGE: 3290 m
HOGE: 2390 m
Range: 3 hr
Crew: 2
A.129 International
Engine: 2 x LHTEC T800-800 Instant pwr: 1044 shp
Rotor dia: 11.9 m
MTOW: 4113 kg
Payload: 1200 kg
Max speed: 159 kt
Max cruise: 124 kt
Max range: 527 km
ROC: 2360 fpm
HIGE: 10,300 ft
HOGE: 6200 ft
Crew: 2.
Agusta A.109
The first mass-produced helicopter designed by Agusta, the A 109 Hirundo (Swallow), was originally intended to be powered by a single 740hp Turbomeca Astazou XII turboshaft but was redesigned in 1967 for two Allison 250-C14 engines.
Feasibility studies for a medium-capacity helicopter – the A.109 – began in 1969. 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 aircraft was assembled in spring 1971 and the prototype (NC7101) 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 has a four-blade articulated rotor, especially designed for fast flight. The rotor blades are honeycomb structure with a light alloy skin and extensive structural bonding. The fuselage is a metal honeycomb with light alloy panels. 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 fuel is distributed by electric pumps from two tanks with a total capacity of 550 litres. The two turbine engines are mounted side-by-side but are fully independent.
The five prototypes of the A.109 were certified on 30 May 1975. American approval followed two days later on 1 June. 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 the same time.
The first A 109 pre-production aircraft was not completed until April 1975. Delivery of production machines, designated A 109A, started in 1976. The Agusta 109A has been certi¬ficated for single pilot IFR; 20 January 1977 (Italy); 22 December 1977 (USA).
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 certificated in early 1989. The A.109C (civil) version had the same four-blade rotor but a completely new fuselage, with cleaner lines and a retractable undercarriage.
The hi-tech maritime A 109A ECM (electronic countermeasures) variant has a radar display, direction finder, electromagnetic emission analyser and jamming equipment.
Agusta introduced the general purpose Model A.109A Mk.II derivative, which has been modified to improve engine-out performance at high altitudes, and in hot climates. This features an uprated transmission, two 400 shp (276 kW) Allison 250-C20B turboshafts and seating for seven passengers. 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.
Belgium has ordered 46 Mk II-Plus versions for Army use. Several military versions of the A.109A Mk.II are offered for armed scout, light-attack, command and control, utility, ESM/ECM, and naval roles. The A.109 MAX is a wide-body medevac variant of the A109 Mk II. The naval variant may be configured for ASW/ASV with a long-range search radar, as well as for SAR, utility, and medevac. It may also be employed, with suitable systems installed, for over-the-horizon guidance of ship-launched Otomat missiles. The Mirach version of the A.109A carries two Mirach 100 battlefield surveillance RPVs, while other reconnaissance/surveillance models can carry Flir equipment.
Developed for multirole hot-and-high missions, particularly in the Middle East and Africa, the A.109K is powered by two 539kW Turbomeca Arriel 1K turboshafts each rated at 575kW for 2.5 minutes, 550kW for take-off (30 minutes) and 471kW maximum continuous power, has a length¬ened nose for additional avionics, and a taller fixed tricycle landing gear. A new composite main rotor hub is resistant to abrasion by sand and dust. The A.109K flew in April 1983, and is primarily intended for two-crew combat missions armed with TOW anti-tank missiles and gun pods. The first flight of the production representative second aircraft took place in March 1984. 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 A109KM. Self-sealing fuel tanks optional. Independent fuel and oil system for each engine.
The Italian Army’s advanced observation helicopter, the A.109EOA, is similar in configuration to the A.109K but is powered by twin uprated Allison 250-C20R engines giving better performance than the standard -C20Bs of the A.109A.
Both the A 109 EOA and A 109K feature fixed undercarriage and a lengthened nose.
PZL in Poland were making all the fuselages for the Agusta A109, AW119 and AW139, before shipping them to Brindisi, Italy, for customour fit-out. PZL also manufactured the A109 and A139 tail booms.
Total of all versions delivered by 1 January 1999 was 621, of which 513 civil and 108 military.
The Power has 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.
Two of Argentina’s four A 109As were captured during the 1982 Falklands War and were used by the British.
Variants:
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. 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
Single-pilot IFR certificated version of A.109A with two 450shp Allison 250 C20R/1 engines, 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.109A TOW
Military A.109A with externally mounted Hughes TOW missile tubes and nose-mounted ranging module.
A. 109BA
Anti-tank version for Belgian Army.
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. Military version A.109CM.
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.
A.109D
Experimental A.109K-2 with retractable u/c, new rotor head with titanium hub and Allison 250-C22 turboshaft.
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. 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.109E Power
A.109D with fixed u/c, wider cabin, redesigned instrument panel and controls, modified tailfin and two 732shp Pratt & Whitney PW206C turboshafts. Prototype registered I-EPWR.
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. 109K
Military version of A.109A with revised nose profile, redesigned engine compartment and uprated transmission, external stores hardpoints, optional fixed u/c, 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 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. Prototype registered HB-XWA.
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.109KM
Military version of A.109K2 with external braced hardpoints, fixed landing gear and 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 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.109 MAX
Medevac version certificated in USA by Agusta Aerospace Corporation early 1989 with large upward-opening bulged doors and fairings give 3.96cu.m cabin volume and allow for two stretchers across main cabin and three sitting attendants/patients
A 109 Power
Version based on A 109K2 airframe.
Specifications:
Agusta 109
Engines: 2 x Allison 250 C20B, 420 shp
TBO: 1,500 hrs
Main rotor dia: 36 ft. 1 in
Length: 36 ft. 7 in
Height: 9 ft. 6 in
Disc loading: 5.3 lb/sq.ft
Empty wt: 3,224 lb
Useful load: 2,176 lb
Payload with full fuel: 1,233 lb
Gross weight: 5,400 lb
Power loading: 6.4 lb/hp
Fuel cap: 146 USG/986 lb
Baggage capacity: 330 lb
Baggage area: 18.4 cu.ft
ROC: 1,620 fpm
SE ROC: 300fpm
Service ceiling: 15,000 ft
SE service ceiling: 2,625 ft
VNE: 167 kt
Max cruise: 150 kt
Economy cruise: 129 kt
Range @ max cruise (45 min res): 193 nm
Range @ economy cruise (45 min res): 238 nm
Duration @ max cruise (no res, std tanks): 2.2 hr
HIGE: 9,800 ft
HOGE: 6,700 ft
Seats: 8
A.109A
Engine: 2 x Allison 250-C14, 370shp
A.109B
Engine: 2 x Allison 250-C14, 370shp
A.109A Mk.II
Engine: 2 x Allison 250-C20B, 420 shp / 298kW
TBO: 3500 hr
Main rotor: 36.1 ft
No. Blades: 4
Fuselage length: 10.7 m
Crew: 2
Pax: 6
Seats: 8
Length: 45.2 ft
Height: 11 ft
Max ramp weight: 5730 lb
Max takeoff weight: 5730 lb
Standard empty weight: 3640 lb
Max useful load: 2090 lb
Max landing weight: 5730 lb
Max sling load: 2000 lb
Disc loading: 5.6 lb/sq.ft
Power loading: 6.8 lb/hp
Max usable fuel: 978 lb
Max rate of climb: 1620 fpm
Service ceiling: 15,000 ft
Hover in ground effect: 9800 ft
Hover out of ground effect: 6700 ft
Max speed: 147 kt
ROC: 515 m/min
Normal cruise @ 3000 ft: 142 kt
Fuel flow @ normal cruise: 355 pph
Endurance @ normal cruise: 2.6 hr
Fuel cap: 560 lt
A109-Mk.II Plus
Engines: 2 x Allison 250-C20B
Cruise: 150 kt
Fuel cap: 191 USG
Range incl res: 440 nm
Max endurance: 4:35 hr
Useful load 1 hr fuel: 1168 kg.
A.109C Hirondo
Engines 2 x Allison 250-C20R/1
Rotor dia. 11.0 m
Max T/O weight 2,720 kg
Max payload 907 kg
Max useful load 1,110 kg
Max cruise 150 kt
Max range 780 km
HIGE 11,398 ft
HOGE 8,000 ft
Service ceiling 15,000 ft
Seats: 8
A.109E Power
Engines: 2 x P&W PW-206C / Turbomeca Arrius 2K1, 631 shp
Weight empty: 1590 kg / 3,505 lb
Internal load: 2850 kg
External load: 3000 kg
Max take off weight: 6284.3 lb / 2850.0 kg
Rotor Diameter: 36.089 ft / 11 m
Length: 13.04 m
Height: 11.483 ft / 3.5 m
Maximum Rate of Climb: 9.8 m/s
Service ceiling: 13301 ft / 4054 m
Cruising altitude: 4987 ft / 1520 m
Max. speed: 168 kt / 311 km/h
Cruising speed: 162 kt / 300 km/h
Range: 948 km
Endurance: 4 h
A.109 EOA
Engine: 2 x Allison 250-C20R
A.109K/KM
Engine: 2 x Turbomeca Arriel 1K1, 722 shp (538 kW)
Rotor dia: 11.0 m
Max T/O weight: 2,850 kg
Max payload: 1,197 kg
Max speed: 142 kt
Max range: 580 km
HIGE: 18,600 ft
HOGE: 15,190 ft
Crew: 1
Passengers: 7
A.109K2
Engine: 2 x Turbomeca Arriel 1K1, 550 kW
Rotor dia: 11 m
MTOW: 2720 kg
Useful load: 1100 kg
Max speed: 152 kt
Max cruise: 145 k
Max range (max payload): 543 km
HIGE: 18,602 ft
HOGE: 15,190 ft
Service ceiling: 20,000 ft
Crew: 1
Pax: 7
A.109KN
Engine: 2 x Turbomeca Arriel 1K1, 575 kW
MTOW: 2850 kg
Max speed: 142 kt
Max range: 543 km
HIGE: 18,600 ft
HOGE: 15,1900 ft
Crew: 2
A.109LUH
Costruzioni Aeronautiche Giovanni Agusta SpA.
The company was founded by Count Giovanni Agusta in 1923, who flew his first airplane in 1907 and several more were built before the First World War. The firm was revived in 1923, specialising in light aircraft. The MV Agusta motorcycle manufacturer began as an offshoot of the Agusta aviation company at the end of the Second World War as a means to save the jobs of employees of the Agusta firm.
In 1952 Agusta was granted a license to build Bell Model 47 helicopters, the first Agusta-built example flying in May 1954, and over 1,200 were built before production ended in mid-1970s. The company also produced Bell Iroquois models as Agusta-Bell 204B and 205, 212 and 206 JetRanger helicopters. In 1967, under Sikorsky license, production of SH-3D helicopters began, and in 1974 production of HH-3F (S-61R); production of final HH-3F Combat SAR version lasted into mid-1990s. Together with Elicotteri Meridionali, SIAI-Marchetti, and other Italian companies, Agusta became involved in production of the Boeing Vertol CH-47C Chinook. Other license-built helicopters include AB-412EP/Griffon/Maritime Patrol versions of the Bell 412EP and Griffon, AMD-500E version of the McDonnell Douglas MD 500E, and Agusta-Boeing 520N NOTAR helicopter.
The company also had ambitions to design and build its own helicopters. The Agusta A.101 and the Agusta A.106 can be considered the best of its earlier attempts. Others included the AB.102, A.103, A.104, and A.115. Agusta-designed helicopters include the twin-turboshaft A109 civil/military multipurpose type (flown August 1971), A 119 Koala single-turboshaft wide-body helicopter (first flown February 1995), and A129 Mangusta tandem two-seat attack helicopter (first flown September 1983) and its more-powerful International variant with five-blade main rotor as standard (first flown January 1995).
It also produced a small line of aero engines such as the GA.70 and GA.140.
Developed in the 1970s, the Agusta A109 has undoubtedly been the company’s biggest success. The A109 is a commercial and military twin turbine helicopter, of which the latest variants are still in production, hundreds having already been sold.
Agusta acquired 30% of SIAI-Marchetti in 1970, increased its stake to about 60% by 1973 and reached complete ownership in 1983.
In 1983 the Agusta A129 Mangusta anti-tank helicopter partook in its first official flight engagement. It was the first attack helicopter to be designed and produced in Western Europe. However, this helicopter has been a limited commercial success so far, seeing service with the Italian Army, and only now has a modernized variant being developed for the Turkish Army.
The 1980s saw the start of several collaborative projects for Agusta. In 1981 Agusta and Westland of Britain started the EH101 medium-lift naval helicopter project in order to satisfy the requirements of the Royal Navy and the Italian Navy. In 1985 the company started a collaborative programme with the aeronautic industries of Eurocopter Deutschland; Eurocopter, and Fokker in order to develop and produce the NHI NH90, a 9-ton twin engine multi-role medium helicopter in order to satisfy the requirements of their respective countries’ armed forces.
1990s projects include the Agusta A109 Power, an improved version of the A109 (1994) and the Agusta A119 Koala (1997), a single-engine design based on the A109.
Agusta became involved in a notorious Belgian bribery scandal when it was revealed that the company had paid the two Belgian socialist parties who were then (1988/1989) in the government to assist the company in getting the contract for attack helicopters for the Belgian army.
1995: 520 Via Giovanni Agusta, Cascina Costa di Samarate, Varese I-21017, Italy.
In 1998 Agusta formed a joint venture with Bell Helicopter Textron called the Bell/Agusta Aerospace Company. Its aim was to develop the Bell/Agusta AB139 helicopter and the Bell/Agusta BA609 tiltrotor aircraft. Bell later withdrew from the AB139 project, which is now known as the AgustaWestland AW139.
In July 2000 Finmeccanica and GKN plc agreed to merge their respective helicopter subsidiaries (Agusta and GKN-Westland Helicopters), forming AgustaWestland.
Agrocopteros Ltda / Tecnologías Aeronauticas S.A. / Aeroandinas S.A.
In 1961 Máximo Tedesco founded the aircraft company AGROCOPTEROS LTDA. and began the design and production of autogyros for air spraying.
1997: Apartado Aeros 1789, Cali, Columbia.
A licenced distributor for a number of light fixed- and rotary-wing kit aircraft since the 1970s, Agrocopteros assembled and modified many for agricultural roles.
Tedesco developed ten aircraft: Autogiro, Scamp B development of the Aerosport Scamp Biplane, Canard Gold-wing, Zenith 4 seats, Zenith Aerobatic, MXP-740 Savannah version of the Zenair CH-701 and MXP-640 Amigo version of the Zenair CH-601 in assembled and kit forms, MXP-650 Amigo S, MXP-750 Air-spraying and MXP-100 Aventura.
In 1998 Agrocopetros Ltda was dissolved.
In 1998 Máximo Tedesco with his son Filippo, formed Tecnologías Aeronauticas S.A. were he acted as Technical Director and Chief of Projects.
In 2001 Máximo Tedesco began the MXP-800 FANTASY for the European market, an all metal two place high wing airplane that incorporates the technical characteristics of weight and performance contained in the new Common European Air Regulations for Light Aircraft.
The Aeroandinas S.A. company has retaken all of the strengths of the previous two companies. Here, Tedesco designed and developed the all new high performance airplane MXP-1000 TAYRONA, for the North American and European markets and complying with the new international LSA Rule.
Ag-Aviation Toy Cat
The circa 2003 Toy Cat is a highly modified Grumman Ag-Cat cropduster. Modifications include a one-piece canopy, tandem seating, cowl ring, spring-steel undercarriage with wheel pants and more.
Affordable Aircraft Affordaplane
The Affordaplane was introduced in 2001 as a simple to build, affordable ultralight. Featuring three axis control, full span ailerons, and classic lines, the Affordaplane can be built in 250 hours with no welding involved. 2009 price was US$3000. Designed by Dave Edwards this aircraft is for the first time builder and plans are available.
Length: 17’3”
Height 5’0”
Wingspan 27’6”
Wing Area 117 sq. ft
Empty Weight: 115 kg / 254 lbs
MTOW: 245 kg / 540 lbs
Stall: 23 kt / 27 mph / 43 kmh
Cruise: 56 kt / 65 mph / 105 kmh
VNE: 74 kt / 85 mph / 137 kmh
All Aero 