Sikorsky S-92: From Design to Operations
If a single MGB pump fails, the pressure will drop to 5 psi and the temperature will rise.
If the oil is being dumped overboard as seems to be the case in the Cougar crash the pressure will presumably fall and the temperature will rise.
As we now know, one event is not too bad for your health but the other can realy make your eyes water
Assuming you can't see the oil p-----g out, How can you tell the difference from cockpit indications?
P3
If the oil is being dumped overboard as seems to be the case in the Cougar crash the pressure will presumably fall and the temperature will rise.
As we now know, one event is not too bad for your health but the other can realy make your eyes water
Assuming you can't see the oil p-----g out, How can you tell the difference from cockpit indications?
P3
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So an ASB that states the aircraft cannot fly until it has been complied with does not mean the a/c is grounded ? Really. Perhaps the FAA have not said "all S92's are grounded" but the fact the ASB says change compliance from 1 year/1250 hrs to before next flight means every S92 worldwide is grounded until the mod is carried out, granted there could be aircraft flying in the next couple of days dependant on spares and there could be others sat on the deck for weeks, but until the studs are changed the a/c will go no where.
NST
NST
NST, I suggest you go and speak to your QA/engineering management about the difference between an SB/ASB and an Airworthiness Directive. You might learn something interesting 
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Does anyone know what where the OEM RFM recommendations introduced by the saftey notice which where not sanctioned by the FAA? I'm sorry if this has allready been mentioned in the thread.
I know full well the difference thanks , so this ASB is not mandatory then ?
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Well AirLog grounded their S92s pending the change out of the oil filters bowl's studs. Two of them are completed at this time. I hope this will correct this problem. I feel better about flying this aircraft now. We are flying two hundred mile legs, with no platforms to land on, until getting to the drilling rig.
Does anyone know what where the OEM RFM recommendations introduced by the saftey notice which where not sanctioned by the FAA?
The anticipated changes were simplifying the current RFM advice, as well as removing the "secondary indication" of smoke as a requirement for Land Immediately".
IMHO it would have had no effect with the unfortunate event off Newfoundland.
IFHP - it is a statement of fact and certainly not a dig at the crews. The 139s were brought into service without the correct equipment or certification a year ago - despite many promises, the SAR crews are still waiting to be given the right tools for the job.
Even though the S92 grounding isn't CHC's or MCA's fault the UK SAR cover looks pretty sh*tty when you combine it with our manpower shortages
Even though the S92 grounding isn't CHC's or MCA's fault the UK SAR cover looks pretty sh*tty when you combine it with our manpower shortages
The drill for an indicated MGB oil px of below 5 psi would still have been LAND IMMEDIATELY
300 feet or 9000 feet....if you have a cast iron failure....you have pretty well had the schnitzel!
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300 feet or 9000 feet....if you have a cast iron failure....you have pretty well had the schnitzel!
I think not. This accident has just proved that once oil pressure is lost the gearbox will not stay together long enough to descend from 9000. Altitude is money in the bank unless you have problems with the big fan or its associated gear box/attachment. Judging by the pics of the wreckage the blades where not turning very fast at impact.
I think not. This accident has just proved that once oil pressure is lost the gearbox will not stay together long enough to descend from 9000. Altitude is money in the bank unless you have problems with the big fan or its associated gear box/attachment. Judging by the pics of the wreckage the blades where not turning very fast at impact.
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Good point. Are there any other indications of a vespel spline failure other than the pressure drop? That would provide a least some reassurrance that a pressure drop would be likely to stabalised at 5psi which apparently IS sufficient for continued flight.
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Originally Posted by wiggins61
This accident has just proved that once oil pressure is lost the gearbox will not stay together long enough to descend from 9000.
FlightAware > Live Flight Tracker > Track Log > CHI91 > 12-Mar-2009 > CYYT-CHIB
They had time to get down to the deck but if you look at the 3 minutes between 8:21 and 8:24 they must have hoped they were out of the woods (800 feet and speed back up to 133 Knots), which makes the last minute particularly sad reading. 10 minutes from incident occuring to being in the drink is particularly worrying.