Sikorsky S-76: Ask Nick Lappos
Join Date: Jun 2002
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Who's operating the S76 ?
Where are all the S76s around the world. OK, so we know about most of the offshore stuff and the RAAF but where else do they get used? Has anybody got any interesting war stories or exotic locations to do with the type?
Join Date: Jul 2003
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As straitman implies, not sure where you are going with this!!!
You are doing a really good job of getting everyone here offside. 
What I was getting at was exactly what I said. At the time I was not sure where Peter was going with the thread.
Peter - - to answer your question
Straitman.... You are right. They are lit up like Xmas trees. This is a bit difficult to put diplomatically...but are you an offshore ifr pilot ? Can I try and explain it this way. Night Rig approaches , particularly in the S76 are , or can be VERY uncomfortable.
Assuming a pad height of 100ft the following works well. 2nm (GPS) 60kts / 500 ft radalt, 1nm 30kts / 300 ft radalt etc.
Re the radalt setting - - 100 ft minimum or possibly higher is necessary. If you are going in a downward direction 50 ft gives you no reaction time for recovery. I know of several occasions where 100 ft worked and 50 ft would have been just swimming.
This is a bit difficult to put diplomatically...but are you an offshore ifr pilot ?
Straightman,
the figures you quote approximate to a 2 degree approach angle; is this REALLY what you want? Sounds awfully like 'dragging it in slow and shallow'. If you keep the speed up you get a quick stop at the end, which is a bad thing, or (as you imply) you slow down early, you end up hover taxying at the end, which is a bad thing.
Surely, the idea is to establish a stable approach ,from a defined gate, which will resemble as closely as possible the day time approach angle. The same go-round/reach the deck considerations apply.
I think 30 kts at 1 nm is recipe for losing the airspeed and will make maintaining it accurately a difficult task. A continuous deceleration from a sensible speed must be a better option.
As I said earlier, I agree the 76 is not the easiest a/c at night offshore, especially with lack of practice, But being slow, low and distant will not help things.
Another CFIT to add to the earlier list would be the 1987 BIH Fulmar (N. Sea) accident during a night shuttle (never really resolved but possible incapacitation. Interesting CRM points too: two captains plus no two crew SOPs established by company). PNF pulled the aircarft out of the water, reaching 78% Nr in the process!
the figures you quote approximate to a 2 degree approach angle; is this REALLY what you want? Sounds awfully like 'dragging it in slow and shallow'. If you keep the speed up you get a quick stop at the end, which is a bad thing, or (as you imply) you slow down early, you end up hover taxying at the end, which is a bad thing.
Surely, the idea is to establish a stable approach ,from a defined gate, which will resemble as closely as possible the day time approach angle. The same go-round/reach the deck considerations apply.
I think 30 kts at 1 nm is recipe for losing the airspeed and will make maintaining it accurately a difficult task. A continuous deceleration from a sensible speed must be a better option.
As I said earlier, I agree the 76 is not the easiest a/c at night offshore, especially with lack of practice, But being slow, low and distant will not help things.
Another CFIT to add to the earlier list would be the 1987 BIH Fulmar (N. Sea) accident during a night shuttle (never really resolved but possible incapacitation. Interesting CRM points too: two captains plus no two crew SOPs established by company). PNF pulled the aircarft out of the water, reaching 78% Nr in the process!
Around where I am now, I can tell some S76s are beeing operated by various companies in Nigeria ( I believe B, and probably C+ models) , Gabon (A++ models) Angola (A++ and C+)....they are appreciated for their good payloads/ operating range ratio and cruising speed.
Maintenance is another story !
Maintenance is another story !
Join Date: Sep 2002
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Who's operating 76s
Here is a quick run-down, how many, where:
Sikorsky has delivered over 530 to date, about 550 by year’s end. 76’s are operated all over the world; offshore oil service you mention has about 150 aircraft. Corporate and VIP transport service in the US and UK is pretty big market segment. Airline service is big too; Finland, Hong Kong-Macao, and British Columbia are the biggest. There are SAR aircraft in Japan, some see service in Antarctica, Australia, New Zealand and China, all told about 100 76s in the Pacific Rim. EMS service is somewhere north of 50 76’s, mostly in the US, Norway/Sweden have a few. I believe last count was 47 countries, every continent and over 3 million flight hours, in fact one 76 just went over 25k hours.
Dave Stepanek
Sikorsky has delivered over 530 to date, about 550 by year’s end. 76’s are operated all over the world; offshore oil service you mention has about 150 aircraft. Corporate and VIP transport service in the US and UK is pretty big market segment. Airline service is big too; Finland, Hong Kong-Macao, and British Columbia are the biggest. There are SAR aircraft in Japan, some see service in Antarctica, Australia, New Zealand and China, all told about 100 76s in the Pacific Rim. EMS service is somewhere north of 50 76’s, mostly in the US, Norway/Sweden have a few. I believe last count was 47 countries, every continent and over 3 million flight hours, in fact one 76 just went over 25k hours.
Dave Stepanek
HeliFirst
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I too can recall having 'problems' with night deck landing with the S76!! But only on One night on One New Platform
It was in my very early days North Sea rostered with a very experience Traing Captain. On the approach to my landing (at a point he could not see the rig) he called 'high rate of descent'.
Upset I did not impress him but I told myself I was there to learn.
A couple of hours later on the approach to his landing I too called 'high rate of descent' exactly when I lost the rig visually too.
On debrief we agreed 1.really black night 2.no horizon 3. high deck4.deck lights were the only approach reference 5. Rig not light up at all!!
I went on to many decks over the years with the 332L and 365 but never had any night approaches that appeared so uncomfortable as that night with the S76.
It was in my very early days North Sea rostered with a very experience Traing Captain. On the approach to my landing (at a point he could not see the rig) he called 'high rate of descent'.
Upset I did not impress him but I told myself I was there to learn.
A couple of hours later on the approach to his landing I too called 'high rate of descent' exactly when I lost the rig visually too.
On debrief we agreed 1.really black night 2.no horizon 3. high deck4.deck lights were the only approach reference 5. Rig not light up at all!!
I went on to many decks over the years with the 332L and 365 but never had any night approaches that appeared so uncomfortable as that night with the S76.
stretchers in S76
Hello 76 s people
Can somebody tell me what is the best way to fit a stretcher in a S 76 configured for 12 passengers ? ( what are the best seats to remove, how to properly and legally secure the stretcher....)
Is the solution of folding the back of the seats ,lay the stretcher on them and secure it with safety belts is considered as normal ?
Is there something like an approved stretcher kit without beeing the full EMS version ?
Many questions I would like to have answers...
Thanks !
Can somebody tell me what is the best way to fit a stretcher in a S 76 configured for 12 passengers ? ( what are the best seats to remove, how to properly and legally secure the stretcher....)
Is the solution of folding the back of the seats ,lay the stretcher on them and secure it with safety belts is considered as normal ?
Is there something like an approved stretcher kit without beeing the full EMS version ?
Many questions I would like to have answers...
Thanks !
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We just fold the seats down & put the stretcher on the backs. I haven't found a better way. Putting the stretcher on the floor makes it awkward for the medics to attend the patient. What is needed is a standard set of seats for the center row which allows the backs to fold without using wrenches. Putting a stretcher containing a big patient inside, with the patient fore-and-aft on one side, is awkward at best, & can be very painful for the patient, as I've seen more than once. A Bell 412 makes this much easier, since all the seat backs fold down easily. The S76, with the center two seats bolted in place, makes it much more difficult. I've never understood why they do that, & removing bolts and nuts makes things really dicey when it comes to legalities. About half my flights are medevacs, & we really do need a better way. I won't hold my breath waiting on help from Sikorsky, though.
Hi Nick,
Sorry Nick, a stupid robot is trying to explain I have no access to private messages on pprune!!!
cannot email something...
Maybe should I improve my spelling(or rather my skills in internet surfing!) ...a bit frustrating anyway.
I am lucky helicopters are much simpler than PC !
Sorry Nick, a stupid robot is trying to explain I have no access to private messages on pprune!!!
cannot email something...Maybe should I improve my spelling(or rather my skills in internet surfing!) ...a bit frustrating anyway.
I am lucky helicopters are much simpler than PC !
Join Date: Jul 2002
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Nick, I hope I emailed you, but the forum kicked me to a page to retrieve lost password when I clicked the send button.
I hope the lawyers don't prevent solving the problem, but it does seem they run the world these days, with the liability worries.
Thanks for your interest, anyway. 
The broken roughnecks will certainly thank you.
I hope the lawyers don't prevent solving the problem, but it does seem they run the world these days, with the liability worries.
Thanks for your interest, anyway. The broken roughnecks will certainly thank you.
Join Date: Sep 2001
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S76 Fuel Bladders
Is anyone out there running S76's that have either the Non-self sealing or Self Sealing fuel bladders installed in the fuel cells. My company currently has 4 A/C with leaking (within limits) fuel cells and we have learned that there is a bladder solution available. Any info re these bladders would be greatly appreciated.
Thanks
Thanks
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Thanks Nick. I have a Sikorsky contact already who has been in touch with our DOM regarding the leaky fuel cells. He told us that he did not know of any commercial operators who were using them..they reduce the fuel load from 281 US Gal to either 250 or 255 US Gal. We haven't decided yet on a course of action so I wanted to see what the worldwide S76 community had to say on the matter.
Thanks for the quick PM.
Cheers...Walter
Thanks for the quick PM.
Cheers...Walter
Join Date: Jun 2002
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S-76 Performance
Does anyone have performance figures for an S-76A model, I am interested in service ceiling, range, endurance, HOGE, HIGE numbers. Also, info on later models would be welcome.
Are S-76's being used in hoist operations? Would you know the hoist manufacturer?
Are S-76's being used in hoist operations? Would you know the hoist manufacturer?
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S-76 tail rotor
For Nick Lappos,
1. Why was the S-70 aft quadrant not used on the S-76. This would of allowed full control with a single tail rotor cable failure?
2. Also how did the test run go for the S-76 landing sequence with a double tail rotor servo actuator pressure failure. Is it similar to the S-70?
Thank you
Snoop
1. Why was the S-70 aft quadrant not used on the S-76. This would of allowed full control with a single tail rotor cable failure?
2. Also how did the test run go for the S-76 landing sequence with a double tail rotor servo actuator pressure failure. Is it similar to the S-70?
Thank you
Snoop
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S76 optimum Nr speed
Hey Nick,
Just back from another stint at FSI. Topic of discussion during one of the sim sessions was Nr speed for best performance.
As we were told at FSI, the S76A was having problems with Cat A certification when the Nr was maintained at 100%. It is said that to meet the required climb figures the Nr was reduced to 99%, 98%, 97% and finally to 96% at which RPM the aircraft met the requirements.
No furthur testing was required or done.
During my S76 carreer 96% Nr was sold as the most efficient Nr speed for climbout in an OEI situation up to BROC. If you were at 94% for instance you were not flying the aircraft in its optimum configuration with regards to Nr speed.
Is this a fact. Did you ever experiment with lower Nr speeds to try and gain rates of climb or to lower rates of decent?
Cheers
Just back from another stint at FSI. Topic of discussion during one of the sim sessions was Nr speed for best performance.
As we were told at FSI, the S76A was having problems with Cat A certification when the Nr was maintained at 100%. It is said that to meet the required climb figures the Nr was reduced to 99%, 98%, 97% and finally to 96% at which RPM the aircraft met the requirements.
No furthur testing was required or done.
During my S76 carreer 96% Nr was sold as the most efficient Nr speed for climbout in an OEI situation up to BROC. If you were at 94% for instance you were not flying the aircraft in its optimum configuration with regards to Nr speed.
Is this a fact. Did you ever experiment with lower Nr speeds to try and gain rates of climb or to lower rates of decent?
Cheers