Monday, 30 December 2013

Canadair CL-600 Regional Jet CRJ-100 & 200 Regional Jet Airliner

Country of origin  



Two 56.4kN (12,670lb) or 61.3kN (13,790lb) with automatic power reserve General Electric CF-34-8C1 turbofans.

High speed cruise 860km/h (464kt), normal cruising speed 818km/h (442kt). Max certificated altitude 41,000ft. Range with 70 passengers and reserves 3152km (1702nm). 
ER variant range with 70 passengers and reserves 3763km (2032nm).

Operating empty 19,595kg (43,200lb), standard max takeoff 32,885kg (72,500lb), 
ER max takeoff 34,020kg (75,000lb).
Dimensions  .

Wing span 23.01m (75ft 6in), length 32.41m (106ft 4in), height 7.29m (23ft 11in).

Flightcrew of two. Typical main cabin seating for 70 passengers at 79cm (31in) pitch and four abreast. Optionally can seat 72 or 78 passengers.


By early 2011, total CRJ-700 deliveries stood at 310 with 11 on order.

70 seat regional jet airliner

Bombardier's 70 seat Canadair CRJ-700 is the first significant development of its fast selling 50 seat Canadair Regional Jet series.
Definition and development work on the Series 700 commenced in 1995 when Bombardier began consultation with a 15 member airline advisory panel on what the airlines wanted in a 70 seat class regional jet. Prior to its January 1997 formal launch the Series 700 was dubbed the CRJ-X.
Construction of the first prototype Series 700 began in late 1998 and first flight took place in May 1999. The CRJ-700 entered service in February 2001 with French airline Brit Air.
Compared with the 50 seat CRJ Series 100/200, the Series 700 is stretched by 4.72m (15ft 6in) with plugs forward and aft of the wing, while the cabin is 6.02m (19ft 9in) longer, aided by moving the rear pressure bulkhead 1.29m (4ft 3in) aft. The cabin windows are raised by 12cm (5in), the cabin floor is lowered slightly and the ceiling raised to provide 1.90m (6ft 3in) headroom, and an underfloor baggage compartment under the forward fuselage is added. Other changes include relocating the APU to the rear fuselage and redesigned overhead stowage bins.
The wing too comes in for attention, with span increased by a 1.83m (6ft 0in) wing root plug, while the leading edge is extended and high lift devices added. The main undercarriage units are lengthened and fitted with new wheels, tyres and brakes.
Power is from two FADEC equipped General Electric CF-34-8C1 turbofans (which were selected in February 1995), while the flightdeck is based on that in the earlier CRJs and features six CRT displays presenting information from the Collins Pro Line 4 EFIS avionics suite.
Like other Bombardier aircraft, the CRJ Series 700 is the product of a joint manufacturing effort. Canadair manufactures the wing and flightdeck and is responsible for final assembly, Mitsubishi builds the aft fuselage, Shorts is responsible for the fuselage and engine nacelles Avcorp the tail, and Westland the tailcone.


Surbhi Maheshwari [MBA Fin / Mktg ] 
Manager Finance
On Line Assistence :

Saturday, 28 December 2013

Arado W II

The Arado W 2 was a two-seat twin-engine seaplane trainer developed for the DVS in 

1928. It was a cantilever monoplane with a fabric-covered steel tube fuselage that 

accommodated the pilot and instructor in tandem open cockpits. The undercarriage 

consisted of two pontoons carried on steel struts.

Two seat floatplane trainer

2 Siemens Sh 12 driving a propeller Ø 2.4 m

Length 12.55 m, height 3.20  m, span 17.4 m, wingarea 53.76 m2

Empty 1680 kg, load 320 kg, fuel 160 kg, flying weight 2000 kg, wing loading 37.3 


Max. speed 145 km/h, service ceiling 2000 m, climb to 1000 m 16 min.

Built in 1927, used by the Deutsche Verkehrsfliegerschulen at List and Warnemünde. Crashed 1935.

Built in 1927, used by the Deutsche Verkehrsfliegerschulen at List and Warnemünde. Used until 1937.


Surbhi Maheshwari [MBA Fin / Mktg ] 
Manager Finance
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Wednesday, 18 December 2013

Cessna 175 Skylark Four Seat Light Aircraft :

Introduction :

The Cessna 175 Skylark is “a four-seat, single-engine, high-wing engine produced between 1958 and 1962.”* It was designed to fill the market 

between the lower-powered Cessna 172 Skyhawk, and the heavy duty Cessna 180.** The term Skylark was given to the deluxe version of the 

175. This included a package of optional equipment and a special paint scheme. The engine of the 175 was 30hp more than the engine of the 

172. A total of 2, 106 aircrafts were produced during its time. One of its main features as well is its tricycle-arranged landing gear. Although 

the same aircraft design was adopted in both planes, the 175 has a distinctive bulge in the cowling to accommodate the engine. Several variants were made from this line: the 175 Skylark, 175A, B, and C as well.

However, this aircraft had its unusual feature. Powered by the Continental GO-300 engine, the engine is not directly driven; it is run by a 

gearbox. Hence, the engine suffered a lot of reliability problems, which gave the model a bad reputation in the aviation world. This has 

changed, though, as many Skylarks now have been converted to direct-drive engines. Critics say, though, that this reputation was 

undeserved, since the engine failure could mostly be attributed to pilots who are unfamiliar with how the engine should be operated.

The Cessna 175 offers a comfortable riding experience for both the pilot and the passengers as well. Long journeys can be undertaken using 

this aircraft without the fear of aching, stiff limbs. The cabin is spacious, but it is said that the best feature of this aircraft is the uninterrupted views from all angles of the plane. 

Production history :

The 175 was designed to fill a niche between the Cessna 172 and the heavy-duty Cessna 180 . The engine of the 175 was rated at 175 hp (130 

kW), or 30 hp (22 kW) more than the engine of the 172. Between 1958 and 1962, a total of 2,106 were built. The basic airplane was marketed 

as the 175, and the plane with a package of optional equipment and a special paint scheme was marketed as the Skylark.

Design :

The airframe of the 175 is all metal, constructed of aluminum alloy. The fuselage is a semi-monocoque structure, with exterior skin sheets 

riveted to former s and longeron s. The strut-braced wings, likewise, are constructed of exterior skin sheets riveted to spars and ribs . The 

landing gear of the 175 is in a tricycle arrangement, with main gear legs made of spring steel, along with a steerable nosewheel connected 

through an oleo strut used for shock absorption.

While it incorporates airframe changes, the 175 is very similar in appearance to the 172 of the same vintage. The most noticeable difference is 

the distinctive bulge in the cowling to accommodate the gearbox of the engine.

The GO-300 engine :

An unusual feature of the 175 is the use of the geared Continental GO-300 engine. Whereas most single-engine airplanes use direct drive, this 

engine drives the propeller through a reducing gearbox , so the engine runs at 3200 rpm to turn the propeller at 2400 rpm. The GO-300 

engine suffered reliability problems and helped give the 175 a poor reputation. Many Skylarks flying today have been converted to larger-

displacement direct-drive engines.

The reputation of the GO-300 may not have been deserved, since the problems associated with it were the result of pilots who were familiar 

with direct-drive engines simply not operating the engine correctly. Pilots unfamiliar with the engine often operated the engine at low RPM 

settings (2300) appropriate to direct-drive engines, while the 175's Operating Handbook called for cruising at 2900 RPM. The low RPM 

prevented the engine's air-cooling system from operating effectively, caused harmonic vibration in the reduction gear between the quill shaft 

and crankshaft, and resulted in a lack of reliability.

Variants :

Many of the higher-powered versions of the 172 in fact belong to the 175 type design. Included in this group are the P172D Powermatic, most 

T-41 s (the -B, -C, and -D models), the R172J and R172K Hawk XP, and the retractable gear 172RG.

175 Skylark -

Powered by the Continental GO-300A or GO-300C engine, gross weight , first certified 14 January 1958.

175A Skylark -

Powered by the Continental GO-300C or GO-300D engine, landplane gross weight , seaplane gross weight , first certified 28 August 1959.

175B Skylark -

Powered by the Continental GO-300C or GO-300D engine, landplane gross weight , seaplane gross weight , first certified 14 June 1960.

175C Skylark -

Powered by the Continental GO-300E , gross weight , first certified 18 September 1961.

1959 Cessna 175 "Skylark" Specifications and Performance Data :

Background :

   - The Cessna Model 175 is similar in configuration to the Cessna Model 172.
   - It is powered by a 175-hp Continental GO-300-A engine, and has a number of design and equipment refinements, including a free-blown 

wind-shield, new panel design, inside fuel drain, electric fuel gauges, Fiberglas speed fairings, and new interior and exterior styling.
   - The aircraft is approved for the fitting of floats. 

Type :

   - Four-seat cabin monoplane. 

Wings :

   - High-wing braced monoplane.
   - NACA 2412 wing section.
   - Aspect ratio 7.46.
   - Dihedral 2° 8'.
   - All-metal single-spar structure with metal skin.
   - Single bracing strut on each side.
   - NACA slotted flaps inboard of ailerons.
   - Aileron area: (total) 18.3 ft2 (1.70 m2).
   - Total flap area: 21.23 ft2 (1.97 m2).
   - Gross wing area: 174 ft2 (16.2 m2) 

Fuselage :

   - All-metal monocoque. 

Tail Unit :

   - Cantilever monoplane type.
   - All-metal structure.
   - Horn-balanced rudder and elevators.
Areas :

    - Fin: 9.0 ft2 (0.84 m2)
    - Rudder: 9.42 ft2 (0.87 m2)
    - Elevators (total): 15.42 ft2 (1.43 m2)
    - Tailplane: 19.80 ft2 (1.84 m2) 

Landing Gear :

   - Cessna "Land-O-Matic" gear.
   - Hydraulic wheel brakes.
   - Nosewheel is steerable with rudder up to 10° and controllable up to 30° on either side. 

Power Plant :

   - One 175-hp Continental GO-300-A six-cylinder horizontally-opposed air-cooled engine.
   - McCauley two-blade metal airscrew.
   - Fuel tanks in wings with total capacity of 42 U.S. gallons (159 liters). 

Accommodation :

   - Cabin seats four in two pairs, front pair with dual controls.
   - Baggage space aft of rear seats.
   - 36-inch wide door on each side of cabin giving access to all seats and to simplify loading if rear seats removed and cabin used for freight.
   - Combined heating and ventilation system.
   - Fiberglas soundproofing. 

Dimensions :

   - Span: 36 ft (10.9 m)
   - Length: 25 ft (7.62 m)
   - Height: 9 ft 2 in (2.80 m) 

Weights and Loadings :

   - Weight empty: 1,312 lb (596 kg)
   - Weight loaded: 2,350 lb (1,067 kg)
   - Wing loading: 13.4 psf (65.39 kg/m2)
   - Power loading: 13.4 lb/hp (6.08 kg/hp) 

Performance :

   - Maximum speed: 147 mph (235 km/h)
   - Maximum recommended cruising speed: 139 mph (222 km/h)
   - Initial rate of climb: 850 fpm (259 mpm)
   - Service ceiling: 15,900 ft (4,850 m)
   - Range at 139 mph (222 km/h.): 595 miles (958 km)
   - Maximum range at 102 mph (163 km/h.): 720 miles (1,150 km)
   - Cruising endurance: 4.3 hours.

Cessna 175 Skylark Four Seat Light Aircraft.


Preeti Bagad [BE(CS)] 
SW Engineer Cum Blogger

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Monday, 16 December 2013

Armstrong Whitworth Argosy Four Engine Turboprop Cargo Aircraft :

Armstrong Whitworth Argosy Four Engine Turboprop Cargo Aircraft :

Introduction :

  -  Armstrong-Whitworth AW.650 Argosy
  -  Role: cargo
  -  Manufacturer: Armstrong Whitworth
  -  First flight: 8 January 1959
  -  Number built: 74

The Armstrong Whitworth Argosy was a British post-war military transport/cargo aircraft and was the last aircraft produced by Armstrong Whitworth Aircraft. Although given different type numbers, the AW.650 civil and AW.660 military models were both called Argosy and for practical purposes are basically the same design. The Argosy was used by the Royal Air Force for its capability to accommodate 69 troops, or 48 stretcher cases or 29,000 lb (13 tonnes) of freight. This meant it could carry military equipment such as the Saracen or Ferret armoured cars, or artillery such as the 105 mm howitzer or Wombat. 

Development :

The Argosy came from the Air Ministry “Operation Requirement 323” (OR323) which resulted in a specification issued in 1955 for a medium-range freight aircraft capable of lifting 25,000 lb (11,340 kg) and that had a range of 2,302 mi (3,705 km) with 10,000 lb (4,500 kg). This led AW to develop a twin-engine design for the military, the AW.660. The potential for civil sales led to a civil design AW.650. The 1957 Defense White Paper would show the lack of funding available for military work, but AW had revised the design for the civil market alone as a four-engine aircraft.

Operational History :

The Argosy was used by the Royal Air Force for its capability to accommodate 69 troops, 48 stretcher cases or 29,000 lb (13,000 kg) of freight. This meant it could carry military equipment such as the Saracen or Ferret armored cars, or artillery such as the 105 mm (4.13 in) howitzer or Wombat.

The earliest deployments were in 1962 to 105 Squadron in the Middle East and 114 and 267 Squadrons at RAF Benson. The following year, 215 Squadron received its Argosies when based at RAF Changi, Singapore. The squadron was disbanded on New Year's Eve 1967 and the aircraft went to 70 Squadron at RAF Akrotiri, Cyprus. This was the last squadron to operate the aircraft in the transport role when it disposed of them in February 1975 in favor of Lockheed C-130 Hercules. The E.1 version of the Argosy was with 115 Squadron from 1968 to 1978, most of the time based at RAF Cottesmore.

Variants :

Armstrong Whitworth AW 650 Argosy (1959) -

The Armstrong Whitworth “Argosy” was a high-wing four-engined general-purpose transport aircraft supplied to a number of civil operators. First flown on 8 January 1959, a total of 17 were built for civil operators Riddle Airlines (Series 101) and British European Airways (series 102 and 222). The Argosy was powered by four Rolls-Royce Dart 526 turboprop engines driving Rotol four-blade propellers. The tailplane was on twin booms from the inner engine nacelles leaving the cargo doors at the rear of the fuselage clear for straight-in loading. This unusual “pod and boom” structure would earn it the nickname “The Whistling Wheelbarrow”.

It had a maximum weight of 97,000 lb (44,000 kg) and a payload of 28,000 lb (12,700 kg). Cruising at 242 mph (390 km/h), it had a range of 3,450 mi (5,550 km) and could seat 65 passengers. Two aircraft operated later by SAFE Air in New Zealand as the main link between the Chatham Islands and the mainland, were fitted with a pressurized “passenger capsule”.

10 Series 101 and 102 aircraft were built. Eight Series 200 aircraft were built, the series 200 had a larger freight hold and enlarged front and rear doors to enable it to carry standard size cargo pallets. The series 200 also had a lighter redesigned wing increasing the maximum range and Rolls-Royce Dart 532/1 turboprops.

The last flight by a New Zealand Argosy was made by operator SAFE AIR in 1990, that aircraft now being preserved in Blenheim, New Zealand.

Armstrong Whitworth AW 660 Argosy C.Mk.1 -

The military Argosy C.1 was designed as a replacement for the Vickers Valetta as a medium-range transport, paratroop and supply aircraft. The 660 was based upon the AW.650 Argosy civil transport which had flown 27 months previously. The first production military Argosy first flew in March 1961. The military version had the nose door sealed to take a weather radar radome, the rear doors were changed to 'clam shell' style with an integral loading ramp, and two doors were fitted, one each on the starboard and port sides, to enable paratroopers to exit. The strong tricycle undercarriage of the original design allowed take-off and landing on rough or unprepared airstrips.

The military Argosy had four Rolls-Royce Dart 101 turboprops and had twice the range of the civil Series 100. Production of the Argosy for the RAF totalled 56 aircraft which served in six squadrons; three in the UK and one each in Aden, Cyprus, and the Far East. The Argosy was withdrawn from service in 1975 as an economic measure. Those aircraft not scrapped or retained were sold to commercial operators.

Hawker Siddeley Argosy E.Mk.1 -

In 1963, Hawker Siddeley Group dropped the names of its component companies, rebranding its products under the Hawker Siddeley banner. To meet a requirement for a RAF flight inspection aircraft, nine Argosy C.1s were modified in 1971 as the Argosy E1. These were a regular sight at British airfields operated by 115 Squadron until replaced by the Hawker Siddeley Andover in 1978.

Hawker Siddeley Argosy T.Mk.2 -

After the removal of the Argosy C.1 from the cargo/transport role, it was decided to modify several aircraft as Navigation Trainers for the RAF Training Command. Two aircraft were modified as the Argosy T2, but they were not successful and the program was abandoned due to defence cuts.

Operators :

> Military Operators :

   - United Kingdom: Royal Air Force

> Civil Operators :

   - Australia: IPEC Aviation
   - Canada: Transair-Midwest
   - Gabon: SOACO
   - Ireland: Aer Turas
   - Luxembourg: Nittler Air Transport
   - New Zealand: SAFE Air
   - Philippines: Philippine Airlines
   - United Kingdom: Air Bridge Carriers, British European Airways, Elan Parcel Service, Rolls-Royce, Sagittair
   - United States: Capitol Air, Duncan Aviation, Riddle Airlines, Universal Airlines, Zantop Air Transport
   - Zaire: Otrag Range Air Service

Survivors :

   - ZK-SAE, Merchant Enterprise - Woodbourne Blenheim, New Zealand.
   - G-APRL - Midland Air Museum, Coventry, England.
   - G-BEOZ - Aeropark, Nottingham East Midlands Airport, England.
   - XP447 - parked at General William J. Fox Airfield, Lancaster, California, USA.
   - XP411 - preserved at the Royal Air Force Museum, Cosford, England.
   - The cockpit of XN819 - Newark Air Museum, Newark, England.
   - N896U - on display at Yankee Air Museum, Ypsilanti, Michigan, USA.
   - Unknown registration - parked at Sioux Gateway/Colonel Bud Day Field, Sioux City, Iowa, USA.

Specifications (A.W.660 Argosy C.Mk.1) :

> General Characteristics :

      -  Crew: Four
      -  Capacity: up to 69 troops or 28,930 lb (13,150 kg) of cargo
      -  Length: 86 ft 9 in (26.44 m)
      -  Wingspan: 115 ft 0 in (35.05 m)
      -  Height: 27 ft 0 in (8.23 m)
      -  Wing area: 1,458 ft² (135.5 m²)
      -  Empty weight: 56,000 lb (25,400 kg)
      -  Useful load: 29,000 lb (13,150 kg)
      -  Max takeoff weight: 103,000 lb (46,700 kg)
      -  Powerplant: 4 × Rolls-Royce Dart RDa.8 Mk 101 turboprops, 2,440 hp (1,820 kW) each
      -  Propellers: 4 blade Rotol propeller, 1 per engine

> Performance :

      -  Maximum speed: 257 kn (296 mph, 476 km/h)
      -  Cruise speed: 234 kn (269 mph, 433 km/h)
      -  Range: 2824 nmi (3,250 mi, 5,230 km)
      -  Service ceiling: 18,000 ft (5,500 m)

Armstrong Whitworth Argosy Four Engine Turboprop Cargo Aircraft.


Preeti Bagad [BE(CS)] 
SW Engineer Cum Blogger

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Saturday, 14 December 2013

Beechcraft Model 76 Duchess Four Place Light Twin Aircraft

Beechcraft Model 76 Duchess Four Place Light Twin Aircraft

Introduction :

The Beechcraft Model 76 Duchess is an American twin-engined monoplane built by Beechcraft. The Duchess is a cantilever low-wing monoplane with an all metal structure, four seats, retractable tricycle undercarriage and a T-tail. It is powered by one 180hp (134kW) Lycoming O-360-A1G6D on the left wing and one LO-360-A1G6D on the right wing, which drive counter-rotating, constant-speed two-bladed propellers. Piper was producing the Seneca  and their brand new Seminole, Cessna had their very successful twin engine 310, Grumman American had a similar twin engine Cougar and Beech had their high end, high performance Baron. Admittedly not in the same league as the others. Beechcraft marketing department wanted a modestly priced light twin to compete in the same price category so the Beech Aero Centers could also offer twin engine ratings at competing prices. Beech engineers started with the basic Musketeer, added a T tail, twin Lycoming counter rotating 180 hp engines with constant speed props and kept the interior of the Musketeer with four seats unlike the six seats offered by the Seneca. 

Piper’s new T tail Seminole also had four seats, twin 180 hp Lycoming engines and was doing very well in  market place. Flight schools scooped up most of Piper’s production runs. The new Beech along with the Piper Seneca and Seminole light twins would meet head on in the market place. Eventually, the flight schools would purchase both, but the Piper Seminole which became the light twin trainer of choice. I am very familiar with this subject as we were operating four flight schools at this time and we used Piper Senecas, far from ideal due to empty seats we had to pay insurance on and the 200 and 210 hp engines installed on the Seneca models. The first Senecas with the 200 Lycoming non turbo engines was our trainer of choice, and the airplane was an excellent trainer due to its slightly poor single engine performance and very poor cross wind and engine out performance. Easy flying twins do not make a good trainer.

History :  

The Model 76 Duchess was one of a new class of light four place twins developed in the mid 1970s. The prototype of the Duchess, designated the PD-289, made its first flight in September 1974. However a further 30 months of development work passed before the first production Model 76 took to the air on May 24 1977. Certification was granted in early 1978, with first deliveries commencing in that May. The Duchess was positioned between the Bonanza and the Baron in the Beechcraft model range. Beech developed it for its Beech Aero Centers, and pitched it at the personal use light twin, light charter and multi engine training markets. Design aims included good low speed and single engine handling.

Aside from the prototype PD-289, no variations of the Duchess 76 were built before production ended in 1982. All Duchesses therefore feature two Lycoming O-360 engines (with counter rotating propellers), a T-tail (incorporated to reduce control forces and improve elevator response), entry doors on either side of the cabin and electric trim and flap controls (the prototype PD-289 featured manually operated flaps). The fuselage was based loosely on the single engine Sierra's, and like the Sierra and its Musketeer predecessors featured a bonded honeycomb construction wing. The Sierra and Duchess also share common structural components. Beech offered three factory option packages on the Duchess - the Weekender, Holiday and Professional - and 11 factory installed avionics packages.

Beech developed the Duchess for low cost, high volume production, but the falling popularity of light twins, an economic recession and crippling product liability laws in the USA all contributed to a relatively short production run which wound up in 1982. Sales had peaked in 1979 when 213 were built.

Like its contemporaries the Grumman/Gulfstream American Cougar and Piper Seminole, the Duchess' success was hampered through unfortunate timing. Ever increasing advances in engine efficiency, safety and reliability led to a rise in popularity for big high performance singles such as Beech's own Bonanza series, which lacked the maintenance overheads of two engines, but had comparable performance. However, to a greater extent than the Seminole and Cougar, the Duchess enjoyed some success as a twin engine pilot trainer, a role in which it is widely used for today. 

Specifications Beechcraft Duchess Model 76 :

  -  Capacity: Pilot and 3 passengers
  -  Length: 29ft 0½ in. (8.86 m)
  -  Wingspan: 38 ft 0 in (11.58 m)
  -  Height: 9 ft 6 in (2.89 m)
  -  Wing area: 181 sq ft (16.81 m2)
  -  Airfoil: Root NACA 63A413.2 Tip NACA 63A415[6]
  -  Aspect ratio: 7.973:1
  -  Empty weight: 2,460 lb (1,116 kg)
  -  Max. takeoff weight: 3,916 lb. (1,769 kg)
  -  Engines: Lycoming O-360-A1G6D air-cooled flat-four, 180 hp (134 kW) each

Performance :

  -  Never exceed speed: 171 knots (197 mph, 317 km/h)
  -  Cruise speed: 158 knots (182 mph, 293 km/h) at 10,000 ft (3,050 m)
  -  Stall speed: 60 knots (69 mph, 111 km/h) flaps down, (IAS
  -  Range: 780 nmi (898 mi, 1,445 km) at 12,000 ft (3,660 m) (econ cruise) – 151 knots
  -  Service ceiling: 19,650 ft (5,990 m)
  -  Rate of climb: 1,248 ft/min (6.3 m/s)

Beechcraft Model 76 Duchess Four Place Light Twin.


Preeti Bagad [BE(CS)] 
SW Engineer Cum Blogger

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Agusta A119 Koala Light Utility Helicopter

Country of origin  

Light utility helicopter


Agusta's newest helicopter, the widebody A-119 Koala is a relatively large single 

turbine powered helicopter designed for a range of utility transport missions 

where it makes economic sense to operate a single when the redundancy of a twin is 

not required.
Agusta began development work on the Koala in 1994, leading to the first 

prototype's maiden flight in early 1995. A second prototype flew later in that 

same year. Agusta originally aimed to gain certification for the A-119 in late 

1996 but this was delayed until late 1998. One cause for the delay has been strong 

sales demand for the A-109E Power, another to enhance the A-119's performance in 

response to customer feedback. Production deliveries are planned for 1999.

The Koala's big selling feature is its large 'widebody' fuselage. Agusta says the cabin is 30% larger than the cabins of any other current production single engine helicopter. A measure of the cabin size is that it can accommodate two stretcher patients in an EMS role, along with two medical attendants. Most other single engine helicopters typically are only equipped for a single stretcher because of a lack of space (Agusta sees medical retrieval operators as prime potential Koala customers).

Access to the main cabin is via two large sliding doors, one either side of the fuselage. A baggage compartment in the rear of the fuselage is also accessible in flight.

The first prototype Koala was powered by a Turboméca Arriel 1 turboshaft but it as subsequently reengined with a 747kW (1002shp) takeoff rated Pratt & Whitney Canada PT6B-37, which powered the second prototype and will feature in production aircraft. Another design feature is the Koala's composite four blade main rotor which features a titanium fully articulated maintenance free hub with elastomeric bearings and composite grips.


1st prototype - One 595kW (800shp) Turboméca Arriel 1 turboshaft driving a four 

blade main rotor and two blade tail rotor. 
Production aircraft - One 747kW (1002shp) takeoff rated Pratt & Whitney Canada 

PT6B-37 turboshaft.


Max cruising speed 260km/h (140kt). Service ceiling 17,915ft. Hovering ceiling in 

ground effect 10,890ft, out of ground effect 8040ft. Max range 653km (352nm). 

Endurance 3hr 45min.


Max takeoff with an internal load 2600kg (5732lb), max takeoff with a sling load 

2850kg (6283lb).


Main rotor diameter 11.00m (36ft 1in), length overall rotors turning 13.10m (43ft 

0in), fuselage length 11.07m (36ft 4in). Main rotor disc area 95.0m2 (1022.9sq 



One pilot and passenger on flightdeck. Main cabin seats six in standard 

configuration. In an EMS configuration can accommodate two stretcher patients.


Entered production in 1999. Planned annual production rate of 20 to 25 aircraft 

per year. 60 sold at time of writing. Basic aircraft unit cost approx $US1.7m. 

Second assemly line to be established at Denel in South Africa.


Surbhi Maheshwari [MBA Fin / Mktg ] 
Manager Finance
On Line Assistence :