The issue of offshore performance was touched upon in the S92 design thread. As the topic was starting to drift to other ytpes I thought a new thread was in order?
JimL said:
PC2e will be required for operations offshore in a hostile environment from 2010. PC2 with exposure will be permitted after that in a non-hostile environment.
Profiles for PC2e are provided by Sikorsky S92 and S76C+ and C++; by Agusta for the AW139 (just about to hit the street); and by Bell for the B412EP. Any other manufacturer's helideck Cat A procedure could be used when the environment does not permit, or deck size is too small, for compliance.
Generally speaking, reliability is required to be established (in fact risk assessment) whenever exposure is to be approved (singles and multis; onshore and offshore). In fact VL you had it completely about face; Pure PC2 is the only one which does not require approval for exposure (it does require a profile which guarantees 'deck-edge clearance' but does not require drop down to be calculated). PC2 with exposure and PC2e both do (as does PC3 with exposure).
I say generally because it is not yet clear whether the reliability assessment (and UMS) will be required for HEMS operations in PC2 to the HEMS Operating Site; or for operations in PC3 over a hostile environment, post EASA.
Jim
Jim, my earlier use of the word "pure" was something of a mistake, I should have used that easy to say phrase "PC2 with exposure".
Back to my original point, I am surprised to hear that PC2e is dependent upon suitable engine reliability data being produced, but 'pure PC2' does not.
PC2 guarantees OEI deck edge miss, but accepts the possibility of the aircraft ditching before achieving Vtoss.
PC2e profiles and weights are predicated on OEI deck edge miss and fly away capability.
Take the scenario that a given aircraft type/engine combination is producing an inflight shutdown rate that does not meet the requirements. Are you saying that the regulators would stop an operator using PC2e and get them to increase operating weights by flying to PC2, a performance criteria that has more inherent risk?
I am aware of the helideck Cat A profiles for the S76C series. Have Sikorsky also produced some additional data regarding PC2e for the S76C?
Has there been any sign of movement from ECF with regard to PC2e and the looming deadline?