Sikorsky S-92: From Design to Operations
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Super Puma ditched with tail rotor problem but not pitch change link bearing?
I hear that CHC's new 92 at Aberdeen is spending most of its time in the hangar? Not sure if it is due to unreliability or CHC not holding spares on site and having to rely on AOG deliveries. Any local bods got more info?
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I think the problem in Aberdeen is more of a spares issue than unreliability, takes days for anything to arrive ! with the Puma not a pitch link bearing, the actual pitch change mechanismbearing at the end of the shaft, I think the shimming of the end cap (which is critical) was incorrect.
sox6
You have obviously never bought a new large helicopter from any of the manufacturers. You most certainly do need lots of spares from day 1. If they were cars, we would send them all back under the lemon law but for some reason we seem to put up with it - perhaps because the alternative is swimming to the rigs!
HC
You have obviously never bought a new large helicopter from any of the manufacturers. You most certainly do need lots of spares from day 1. If they were cars, we would send them all back under the lemon law but for some reason we seem to put up with it - perhaps because the alternative is swimming to the rigs!
HC
sox6, guess you are a disgruntled ex-Schreiner? To be fair in the EC vs SK, BHL versus CHC wars there is not much to choose between them as far as new aircraft reliability and maintenance standards go.
HC
HC
Last edited by HeliComparator; 29th Sep 2006 at 08:06.
Engine "failure"??
Further to the Miri engine incident, my understanding is that the engine was not shut down. The crew noticed a torque split and high T4.5, the drills were followed and the engine pulled back to idle. It remained in the idle gate until after landing back at Miri.
Kinda makes the journo's description look a little bit suspect
Engine inspection showed a lot of damage to the compressors caused by a rivet. It's obviously a pretty robust piece of kit
Kinda makes the journo's description look a little bit suspect
Engine inspection showed a lot of damage to the compressors caused by a rivet. It's obviously a pretty robust piece of kit
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I hear that CHC's new 92 at Aberdeen is spending most of its time in the hangar? Not sure if it is due to unreliability or CHC not holding spares on site and having to rely on AOG deliveries.
I think the problem in Aberdeen is more of a spares issue than unreliability, takes days for anything to arrive !
Not only that but the CHC/RAF approved plan of only 8 weeks SAR training on the new type (max of 50 hours per pilot) and the totally contridictory information from the CHC managers has caused many CG pilots to look elsewhere for employment. At least they can, for the aircrewmen it's put up and shut up.
Latest rumour is that the CHC transition team will be joining the SAR units at the end of the transition to make each unit overstaffed. I wonder how long before redunancies occur. I can't imagine any company living with 4 extra staff on each unit.
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Oh Yes, The Old Rivet's in the Engine!
A Long Time Ago,
Bristow Texas 1979 ish 
, We had a maint crew from UK do some work on our Helicopters, seems they did a required sheet metal repair that usually takes 4 to 5 days, these chaps did it over night
. Walla. I being the lucky Aviator, got to run the first AC out of the hangar. Lets see 12%, light off, then Engine Explodes
. Oops............... Wonder where all those rivets went after drilling them out.... Gee MM says remove the engine, then do the repair, guess they missed the first step, and saved all that time.
Bristow Texas 1979 ish , We had a maint crew from UK do some work on our Helicopters, seems they did a required sheet metal repair that usually takes 4 to 5 days, these chaps did it over night. Walla. I being the lucky Aviator, got to run the first AC out of the hangar. Lets see 12%, light off, then Engine Explodes. Oops............... Wonder where all those rivets went after drilling them out.... Gee MM says remove the engine, then do the repair, guess they missed the first step, and saved all that time.
S92 Engine malfunction/failure in the North Sea
It is reported that one of Norsk Helikopter's S92s landed safely on one engine at Sola/Stavanger, Norway this afternoon. There are few details available yet, but some reports indicate that the engine had to be shut down in cruise due to loss of (engine?) oil pressure.
The flight was supposedly from the Valhall/Ekofisk area and the OEI part of the flight lasted less than an hour.
The flight was supposedly from the Valhall/Ekofisk area and the OEI part of the flight lasted less than an hour.
Last edited by GenuineHoverBug; 16th Oct 2006 at 16:51. Reason: Picture added
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If this is a literal translation, no wonder the Nowegians are so strange - their language doesn't make a lot of sense! 
Nødlandet along with én motor at The sun ad Lost motorkraften in én motor at autobahn at Nordsjøen at Stavanger.
AT JON R. HAMMERFJELD , FIREPLACE THORESEN JAN THORESEN AND HARALD KLUNGTVEIT Monday
16.10.2006, 1448: up-to-date 1602: (Dagbladet.no):
A whirlybird at Norwegian Whirlybird getting difficulties at autobahn along with 15 passengers about board in afternoon.
The whirlybird at breed Sikorsky stayed at bringing up for Conoco Phillips in Nordsjøen as they reported at about that they had lost motorkraften in it ene at dates back to engine.
They bring down at The sun about a few minutes , said vakthavende redningsleder against hovedredningssentralen at The sun Nils Ole Sound , at Dagbladet.no just before bell 14.55 today. Just before bell 15 stayed dramatikken above. The aeroplane has exactly carry out a normal nødlanding. We have following they common procedures. Passengers make the a debriefing at mannaskapet afterwards.
It was 15 passengers and dates back to besetningsmedlemmer aboard , say markedsdirektør Geir Band in Norwegian Whirlybird at Dagbladet.no. The sun Heliport , as am a bit at Stavanger airport was briefing full of kriseberedskap as they getting information about difficulties.
It is the full of utrykning at both our own brannmannskaper , ambulances at Stavanger and region brannvesen , said lufthavnshef Leif Anchor Lorentzen against The sun at Dagbladet.no.
It is the fifteen passengers aboard at Conoco Phillips in Nordsjøen , said controller for Norwegian whirlybird Ivar Eia at Dagbladet.no. A Sea King redningshelikopter stayed also at the blade to be able aid the whirlybird as flew at én motor.
Nødlandet along with én motor at The sun ad Lost motorkraften in én motor at autobahn at Nordsjøen at Stavanger.
AT JON R. HAMMERFJELD , FIREPLACE THORESEN JAN THORESEN AND HARALD KLUNGTVEIT Monday
16.10.2006, 1448: up-to-date 1602: (Dagbladet.no):
A whirlybird at Norwegian Whirlybird getting difficulties at autobahn along with 15 passengers about board in afternoon.
The whirlybird at breed Sikorsky stayed at bringing up for Conoco Phillips in Nordsjøen as they reported at about that they had lost motorkraften in it ene at dates back to engine.
They bring down at The sun about a few minutes , said vakthavende redningsleder against hovedredningssentralen at The sun Nils Ole Sound , at Dagbladet.no just before bell 14.55 today. Just before bell 15 stayed dramatikken above. The aeroplane has exactly carry out a normal nødlanding. We have following they common procedures. Passengers make the a debriefing at mannaskapet afterwards.
It was 15 passengers and dates back to besetningsmedlemmer aboard , say markedsdirektør Geir Band in Norwegian Whirlybird at Dagbladet.no. The sun Heliport , as am a bit at Stavanger airport was briefing full of kriseberedskap as they getting information about difficulties.
It is the full of utrykning at both our own brannmannskaper , ambulances at Stavanger and region brannvesen , said lufthavnshef Leif Anchor Lorentzen against The sun at Dagbladet.no.
It is the fifteen passengers aboard at Conoco Phillips in Nordsjøen , said controller for Norwegian whirlybird Ivar Eia at Dagbladet.no. A Sea King redningshelikopter stayed also at the blade to be able aid the whirlybird as flew at én motor.
My short version is:
Mostly irrelevant newspaper reporting; airport emergency services ready, Sea King in the air etc.
A few of the more relevant rumours availble under the the "Sikorsky S-92: From Design to Operations" thread.
Mostly irrelevant newspaper reporting; airport emergency services ready, Sea King in the air etc.
A few of the more relevant rumours availble under the the "Sikorsky S-92: From Design to Operations" thread.
Last edited by GenuineHoverBug; 16th Oct 2006 at 17:28.
So how many in-flight engine failures is this since introduction? I can think of 3 but maybe I've missed a few.. It would be interesting to compare the failure rate with other types in operation on the N Sea, though I think I know what the outcome would be. Surely it's qualification to operate PC2 over hostile terrain is in question?
HC
HC
HC, I think it's one failure (fuel line detached) two IFSDs and one with the engine retarded to idle.
Not sure why there would be a need to show compliance with the PC2 exposure requirements, as it can comply with PC2e by using the RFM 'helideck procedures without exposure'.
Notwithstanding that, are you sure that the exposure calculations are based on anything other than engine 'core' failures? I know the operators are supposed to supply the manufacturers with all details of IFSDs, but I think it's the pure 'engine failure' case that is used for the calculations. Perhaps JL can enlighten us?
Not sure why there would be a need to show compliance with the PC2 exposure requirements, as it can comply with PC2e by using the RFM 'helideck procedures without exposure'.
Notwithstanding that, are you sure that the exposure calculations are based on anything other than engine 'core' failures? I know the operators are supposed to supply the manufacturers with all details of IFSDs, but I think it's the pure 'engine failure' case that is used for the calculations. Perhaps JL can enlighten us?