Sikorsky S-76: Ask Nick Lappos
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Or the gear retraction system may have malfunctioned, and you still need to fly. You can pin the gear down and fly with it extended, but you still want to get to your destination today.
Sorry bluey - I 'm not used to having financial constraints limit my flying - when the gear wears out on the Sea King, the Queen buys another retraction piston!
In bad vis conditions we sometimes pop the gear - allows the landing light to be seen, and with the extra drag, we can slow down faster if the situation requires it. (The trees grow into the clouds).
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While speaking to Nick Lappos at the weekend, he mentioned he wouldn't be at Farnborough this year because of other commitments - Nick's in charge of Sikorsky's bid to provide the Presidential helicopter.
I didn't actually ask, but assumed Sikorsky would be there. Disappointing if it's true.
I didn't actually ask, but assumed Sikorsky would be there. Disappointing if it's true.
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Maybe they will actually be there, I just thought it unusual that they were not listed amongst the exhibitors.
I notice the EH101 will be there.. albeit a static display
I notice the EH101 will be there.. albeit a static display
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Helicopter manufacturers have been shunning Farnborough for years now. Eurocopter made the decision not to go first, and Bell followed - both in favour of ILA Berlin as I recall, which happens in the same (even numbered) years as Farnborough.
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S76C - Power Assurance Check
The FAA flight manual allows for single point/rolling averages for the pwr assurance cx. Why is it when checking on the respective engine, lets say #1Eng, the # 1DC gene must be switch of. Logically speaking if the #1 Eng is the live engine when #2 engine is dead,isn't it that the #2 Dc gene will be off-line and not #1 DC gene.
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The generator requires some power from the engine to turn it, so turning it off lowers the temp a little, thus giving the engine a better chance to pass the check. The generator on the other engine is still operating and providing the necessary electrical power.
It's also to give you a standard for comparison - if you left the gen running, you might have a different electrical load day by day. Maybe the aircon is running, maybe the landing light is on, blah blah. Turn it off and it doesn't matter.
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This talk of power assurance and generators reminds me of an interesting Arriel trivial fact.
When you are against a N1 limiter, increasing the generator load will actually increase the engine power delivered to the transmission.
This is because the gene is driven by the N1 shaft. If you are on a N1 limit, then increase gene load, you'll very slightly drag down the n1 shaft. The DECU adds slightly more fuel to get the N1 back up to the limited speed. BUT, the added fuel flow also results in more energy delivered to the N2 turbine. More power. Yes, test data shows this to be true.
So, if you're on the 30sec limiter and are not quite going to clear that obstacle, DC POWER ON !!!
Of course, this doesn't hold true if you're on a torque limiter.
HOSS 1
When you are against a N1 limiter, increasing the generator load will actually increase the engine power delivered to the transmission.
This is because the gene is driven by the N1 shaft. If you are on a N1 limit, then increase gene load, you'll very slightly drag down the n1 shaft. The DECU adds slightly more fuel to get the N1 back up to the limited speed. BUT, the added fuel flow also results in more energy delivered to the N2 turbine. More power. Yes, test data shows this to be true.
So, if you're on the 30sec limiter and are not quite going to clear that obstacle, DC POWER ON !!!
Of course, this doesn't hold true if you're on a torque limiter.
HOSS 1
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S76 Rejected Take-Off Manoeuvre Practice
I received email notice today of a new UK FODCOM discussing this topic. I don't know the S76, but thought some of you might be interested. It follows up on an AAIB investigation. The FODCOM is here:
http://www.caa.co.uk/publications/pu...ls.asp?id=1424
http://www.caa.co.uk/publications/pu...ls.asp?id=1424
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Experiences VIP version S76?
Hi,
Recently I found myself flying for 2 hrs to the north, 1 stop and 2 hrs back again in the S76(B) in the offshore configuration. No shuttle in between so you start looking outside the window and .........
I was wondering: How smooth is the VIP version and whatabout the noiselevel in the cabin?
Our helos are quite noisy and they will always vibrate, but I guess it's in the nature of the "heavy duty environement" of Offshore flying (almost always at MTOW), etc.
any experiences?
DJG
Recently I found myself flying for 2 hrs to the north, 1 stop and 2 hrs back again in the S76(B) in the offshore configuration. No shuttle in between so you start looking outside the window and .........
I was wondering: How smooth is the VIP version and whatabout the noiselevel in the cabin?
Our helos are quite noisy and they will always vibrate, but I guess it's in the nature of the "heavy duty environement" of Offshore flying (almost always at MTOW), etc.
any experiences?
DJG
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I was lucky enough to fly in the Royal Transport Office S-76C+, lovely machine, as you would expect. Very smooth, bearing in mind the usual characteristics of the '76.
Top Machine.
Top Machine.
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Surging on RR250 C30 engine on S76A
Have any of you guys flying the S76A ever encountered compressor surge on the 250-C30 engine? We have been plagued with this problem over the last 18 months. We get it when we do the DCA check, up to now we have never experienced it during flight or in any other mode of operation. I would be interested in any comments.
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We've got a jetbox that does this on windup - at the moment we suspect the FCU as it's about the only bit that hasn't been changed yet!
Phil
Phil
