Oleary,
If the Co-Pilot saw a torque split....why does the NTSB Report state both engines were functioning normally and bases that statement upon the CVR data and the engine examination after the crash and makes no mention of that statement by the Co-pilot?
Where are you getting your information about the improper overhaul at Columbia?
While you at CHC were flying that bird at "Topping" all those forty thousand hours....were you still using standard Sikorsky TBO data based upon their initial flight testing for certification or did CHC modify that data to reflect all those hi-power settings and cycles and wear and tear from unusual forces caused by Logging and Water hauling? The aircraft TBO's on drivetrain and dynamic fatigue loaded parts are impacted by the power vs time at power spectrum as I am sure you are aware.
Carson by the use of Plus Spec Power settings and higher weights and the use of 2.5 minute OEI power for takeoffs really loaded up the aircraft in that regard and some thought might be given to what effect that has on TBO's.
As you seem to say you at CHC operated the aircraft and had Topping issues....what techniques did you use to avoid "Topping Out"? Did you limit weights, abort takeoffs that caused you to go beyond the limits for Ng...or did you do as most Loggers do....carry all the weight you could even if it meant drooping some Nr so long as you could clear the barriers?
I posted the NTSB Report earlier if you want to review that and point out any errors you may think they made for us.
Last edited by SASless; 6th February 2013 at 05:11.