Hi Geoffers,
I did read your post. I am also aware of the regulation and it's implementation date. My "exposure"
to PC2e goes back quite a way as Jim can testify.
I am now lucky enough to be flying in a non-hostile environment according to the regulation, however my customer takes a different view and classifies all offshore work as 'hostile. Hence we fly to PC2e, or should that be PC2 with no exposure?
I am surprised that PC2e still requires adequate engine reliability data though. The logic seems to be lacking. If I am flying a procedure that has "no OEI exposure", something akin to Class 1 operations, why am I worried about engine reliability when it comes to PC2e (other than the obvious i.e. engine failures are not a good thing!).
If the regulators think this logic is sound, should the same principal not apply to Class 1 operations for all aircraft? Maybe it does already?
Back to my question about what happens if "Machine X" does not have adequate engine reliability. It now looks like it cannot do any offshore duties in a hostile environment post 2010. That's interesting
