Ahrens developed AR 404 twin-turboprop 30 passenger or cargo transport, intended to be simple to maintain and having a constant square-section fuselage to provide maximum volume.
Designed by Peter Ahrens in Cali¬fornia for production in Puerto Rico
The prototype N404AR first flew on 1 December 1976, piloted by Herman “Fish” Salmon, followed by the first production-standard aircraft built in Puerto Rico in October 1979, but program halted through lack of funding.
The Ahrens 404 is designed for simple manufacture, harsh conditions, easy repair, the four turboprop utiliplane featured an aft loading ramp.
One other was built, N1028G.
AH 404 Engines: 4 x 420hp GMC-Allison 250-B17B Wingspan: 65’0″ Length: 48’4″ Useful load: 9400 lb Max speed: 210 mph Cruise: 160 mph Range: 1380 mi Seats: 31
The AR 124 single-seater 13m (42ft 7.25in) span sailplane was designed and built by Ahrens Aircraft Corporation of Oxnard, California (the parent company of Ahrens Aircraft Inc), the main production and assembly plant, which was located at the former Ramey Air Force Base, Aguadilla, Puerto Rico.
The AR 124 is a cantilever mid-wing monoplane with a T-tail, an unusual feature being the all-aluminium construction with a flush-riveted skin employed both for the constant-chord wings and the fuselage, the latter being an elliptical-section flushriveted monocoque; the wings have upper surface spoilers as well as ailerons but no tabs or flaps. A constant-chord nonswept tailplane and one-piece elevator are mounted on the swept-back fin and rudder; constant-chord wings and tailplanes for ease of production are also a feature of the AR 404 utility transport. The AR 124 has a fixed and unsprung Gerdes monowheel with a hydraulic disc drake, and a tailwheel. Seating is for one pilot under a molded one-piece canopy.
Design of this single-seat sailplane began in 1974, and the first flight of the prototype was that same year. Three prototypes of the AR 124 were built, the third, or AR 124V3, making its first flight in August 1975, and this was representative of the intended production version.
Flight testing and certification trials have been proceeding to meet a target of first customer deliveries beginning late in 1979, although this has been affected by progress with the firm’s other major project, the four turboprop AR 404 30-passenger utility transport, and the AR 124 programme is currently dormant to give priority to the AR 404.
AR 124 Span: 42ft 7.75 in Length: 20ft 0in Height: 5ft 2in Wing area: 135.0sqft Aspect ratio: 13.5 Empty weight: 350lb Max weight: 640lb Max speed: 180mph (in smooth air) Max aero-tow speed: 103mph Best glide ratio: 26:1 at 69mph
The Agusta P.111 designed by Ing. Ermenegildo Preti was built in 1951 by by Construzioni Aeronautiche Giovanni Agusta, was derived from the CVV P.110 and intended as a three-seat basic trainer and communications monoplane.
Differing from the P.110 primarily in having a fixed, tailwheel undercarriage, and a 185 hp Lycoming O-435-1 engine, the P.111 did not receive production orders, and only a sole prototype flew.
Engine: 185 hp Lycoming O-435-1 Wingspan: 34 ft 9 in Length: 24 ft 3.25 in Height: 9 ft Loaded weight: 2425 lb Max speed: 136 mph Cruise: 118 mph Range: 404 mi
Filippo Zappata’s Agusta A.101D project was introduced at the Milan Trade Fair in April 1958, in the form of a model. The prototype was first flown on 19 October 1964 by test pilot Ottorino Lancia. The single prototype underwent visible external modifications during development under the direction of engineers Bellavita and Lovera and was fitted with a twin nose wheel assembly and longer fairings on each side of the fuselage, which was also extended by grafting in a new section. The helicopter performed service trials involving rapid embarkation and disembarkation through the two lateral sliding doors and tail ramp. It could carry two pilots and 35 equipped troops, or a 5000kg load. The development period involved over 400 flying hours in addition to those on the rotor test rig. The first prototype was fitted with three Rolls-Royce Bristol-Gnome H.1200 turbine engines of 1250shp, and later Gnome H-1400s of 1400shp. The airframe, with a gross weight of 12800kg and a length of sixty-six feet, had a rear ramp and twin sliding troop doors. The A.101 was examined by interested foreign parties visiting Cascina Costa and was displayed at the Turin Air Show in June 1966.
By autumn 1966 the A.101 was ready for large-scale production, but no decision was made by the authorities. In 1968 the helicopter appeared at the Turin Air Show in camouflage finish and was tested at an all-up weight of 13500kg. At the end of autumn 1968 the A.101G was transferred to Praticadi Mare military airport outside Rome for a series of trials which were completed in summer 1971. The aircraft made a few more flights, but was considered out-of-date. The A.101G was originally designated AZ.101G, the second initial denoting the responsibility of Ing. Filippo Zappata. Agusta had reworked the A.101H by redesigning the fuselage and some basic dynamic components. The fuselage was extended by 3 metre and more powerful General Electric T58 turbine engines were installed. This programme was cancelled in 1971 in favour of production under license of foreign aircraft such as Sikorsky and Boeing-Vertol helicopters.
AZ-101G Engine: 3 x Bristol-Siddley “Gnome H. 1400” turboshaft, 1030kW Main rotor diameter: 19.8m Length: 20.2m Height: 6.6m Take-off weight: 11500kg Empty weight: 6400kg Max speed: 225km/h Cruising speed: 203km/h Rate of climb: 12.3m/s Service ceiling: 3950m Range max fuel: 383km Crew: 3 Passengers: 35
AZ.101G Engines: 3 x Bristol-Siddeley Gnome, 1250 shp Main rotors: 5 blades Tail rotor: 6 blades Max gross weight: 24,900 lb Empty weight: 12,566 lb Top speed: 160 mph Cruise speed: 140 mph Range: 1270 mi
The A.115 was a developed version of the Bell 47J-3. Featuring an open rear fuselage structure and powered by a 480shp Turbomeca Astazou II turboshaft, one prototype, I-AGUC, was built.
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.
A.109 II ZK-HXI
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
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
Flown in prototype form early in November 1965, the Agusta A.106 is a small lightweight armed helicopter designed initially in an antisubmarine role. The single-seater had a Turbomeca-Agusta TAA-230 turbine behind the cockpit, and the 2-blade main rotor, and the tail section including the 2-blade tail rotor, can be folded for stowage on board ship. With a standard skid landing gear, an auxiliary fuel tank may be carried externally. Systems included an autostabilizing device, an acoustic submarine detector and armament of two Mk.44 torpedoes. The Ferranti company developed an electronic three-axis stability augmentation system for the A 106, providing a stable firing platform and damping out external disturbances. The Italian Navy ordered two prototypes and five production aircraft, but construction of the production aircraft was suspended in 1973.
The A.105 small helicopter was designed from the start to simplify the manufacturing process and was powered by a Turbomeca-Agusta TA-230 turbine engine developing 350shp. The design also incorporated an Agusta-designed transmission.
First flown in April 1964 the A.105 was built in two models – the A.105 two-seater and the A.105B four-seat variant. Cruising speed was around 210kph with a range of 320km. The four-seat variant, the A.105B, was displayed at the 1965 Paris Air Show. It had the same mechanical and structural parts as the two-seater, but a bigger cabin. Both helicopters never progressed beyond the prototype stage.
The all-metal two-seat A.104 developed from the A.103 was produced by the Cascina Costa works. With a single stabilised rotor, skid udercarriage and powered by one 140hp Agusta MV-A120 piston engine, the first of two prototype, I-AGUM, first flew in December 1960. One A.104BT was built; an A.104 with a 270shp Agusta A.270 turboshaft engine.
The single-seat A.103 and two-seat A.104 were produced by the Cascina Costa works with a 120hp Agusta 1MV-GA70 piston powerplant. A light single-seat single rotor ‘pod & boom’ helicopter, one prototype first flew in October 1959.
