S-76D
Nice photos
...... pity about the parking though! If I got $5 for every photo I saw with a helicopter not in the correct position on a helideck, I'd have retired by now.......
...... pity about the parking though! If I got $5 for every photo I saw with a helicopter not in the correct position on a helideck, I'd have retired by now.......
so come on, I have to ask, what is the correct position on a helideck? So theres just one position and thats it? no taking into consideration the D value, wind position, boarding and alighting directions, position for refueling? The 76 is what? a 16D? that helideck is what? 21D?
and from that picture, it doesnt even look as though the aircraft has landed yet Maybe it was parked perfectly once they'd landed into wind?
and from that picture, it doesnt even look as though the aircraft has landed yet
Maybe it was parked perfectly once they'd landed into wind?
Helimut, I agree it isn't quite clear if they've landed or not - possibly not the more I look at it....
I also agree that there's not one 'single' correct position from a heading perspective (and in this case I would turn 30-40 degrees left to give a direct access to the stair well, but there is a general truth that the Touch Down/Position Marker should be used regardless of aircraft D value. A well known Pprune contributor produced this a few years ago:
http://www.helidecks.org/download%20...r%20V1%209.pdf
Sorry for thread drift (no pun intended)
I also agree that there's not one 'single' correct position from a heading perspective (and in this case I would turn 30-40 degrees left to give a direct access to the stair well, but there is a general truth that the Touch Down/Position Marker should be used regardless of aircraft D value. A well known Pprune contributor produced this a few years ago:
http://www.helidecks.org/download%20...r%20V1%209.pdf
Sorry for thread drift (no pun intended)
...a document since superseded by a more comprehensive treatment of the whole subject of heliport sizes, markings and surface loading for the ICAO Heliport Working Group.
back to the thread; I'm always impressed by Ned's photographs - these are probably the best offshore ones he has provided for some time.
Jim
back to the thread; I'm always impressed by Ned's photographs - these are probably the best offshore ones he has provided for some time.
Jim
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DLs and the aiming circle
IMHO - We don't need to be too 'dog-in'the-manger' about this lest we miss the most important aspect of the aiming circle and its correct usage.
It is true that when landing on a deck with the minimum 'D' size, when landing on an unfamiliar deck, when landing at night or when uncertain of the obstacle environment, that the correct technique is to place the pilot's bum over the aiming circle. This should ensure that all of the aircraft structure is inside the 'D'. Changing the aircraft heading will be fine as long as the pilots bum remains over the aiming circle and the aircraft centreline passes through the centre of the circle.
There are plenty of other situations when another technique is perfectly acceptable. For example when landing on a deck bigger than your own 'D' size there may be issues to do with the pathways used by passengers and the situation can often be optimised by landing in another location with exits and pathways then defaulting to the safest direction.
When you are based offshore and routinely visit a collection of decks 15 or 20 times a day it is natural for flight and deck crew to seek the safest and most expeditious methods during deck ops but beware complacency, document your protocols so they have SOP status and if in doubt revert to using the aiming circle as described above.
I have found during countless audits that the problems, when they arise, are because pilots have no idea how to make effective use of the deck markings. Non-ICAO markings are often encountered in some parts of the world in which case your FSO/CP/DO must document the correct procedures. Helicopters striking obstacles in the deck vicinity is one of the most common causes of accidents in the offshore world.
G.
It is true that when landing on a deck with the minimum 'D' size, when landing on an unfamiliar deck, when landing at night or when uncertain of the obstacle environment, that the correct technique is to place the pilot's bum over the aiming circle. This should ensure that all of the aircraft structure is inside the 'D'. Changing the aircraft heading will be fine as long as the pilots bum remains over the aiming circle and the aircraft centreline passes through the centre of the circle.
There are plenty of other situations when another technique is perfectly acceptable. For example when landing on a deck bigger than your own 'D' size there may be issues to do with the pathways used by passengers and the situation can often be optimised by landing in another location with exits and pathways then defaulting to the safest direction.
When you are based offshore and routinely visit a collection of decks 15 or 20 times a day it is natural for flight and deck crew to seek the safest and most expeditious methods during deck ops but beware complacency, document your protocols so they have SOP status and if in doubt revert to using the aiming circle as described above.
I have found during countless audits that the problems, when they arise, are because pilots have no idea how to make effective use of the deck markings. Non-ICAO markings are often encountered in some parts of the world in which case your FSO/CP/DO must document the correct procedures. Helicopters striking obstacles in the deck vicinity is one of the most common causes of accidents in the offshore world.
G.
FAA Certifies S-76D™ Helicopter V400 Software, Adding Capabilities and Reducing Pilot Workload
Sikorsky Aircraft Corp. announced today that the Federal Aviation Administration has certified the V400 avionics software for the S-76D™ helicopter, increasing the capabilities of the aircraft and allowing the aircraft to operate single pilot under Instrument Flight Rules. Sikorsky is a subsidiary of United Technologies Corp.
When installed by the operator, the V400 software will expand the avionics capabilities for functionalities such as single-pilot operation, weather overlays on a moving map display and other features that reduce pilot workload while enhancing the S-76D helicopter’s capabilities. V400 software provides an integrated cockpit solution to allow use of optional SiriusXM™ weather overlays on the moving map, Mode S Transponder transmission of Automatic Dependent Surveillance – Broadcast data, and Localizer Performance with Vertical Guidance, for both runway and heliports.
“This certification provides our customers with innovative software that will improve their in-flight experience,” said Leon Silva, director, S-76 Helicopter Programs. “This software will provide the operators with enhanced safety capabilities and an even more reliable aircraft.”
Sikorsky has delivered more than 800 S-76 helicopters to customers globally since 1979, contributing daily to a growing 6.5-million-plus fleet flight hours total.
The new generation S-76D helicopter, through its application of modern technologies, provides a substantial increase in performance, power and authority. The S-76D helicopter’s baseline equipment includes powerful and efficient Pratt & Whitney Canada PW210S engines; an advanced THALES TopDeck® integrated avionics system and four-axis autopilot; Health and Usage Monitoring System (HUMS) incorporated into fleet monitoring and analysis; active vibration control; and all-composite, flaw-tolerant main rotor blades.
When installed by the operator, the V400 software will expand the avionics capabilities for functionalities such as single-pilot operation, weather overlays on a moving map display and other features that reduce pilot workload while enhancing the S-76D helicopter’s capabilities. V400 software provides an integrated cockpit solution to allow use of optional SiriusXM™ weather overlays on the moving map, Mode S Transponder transmission of Automatic Dependent Surveillance – Broadcast data, and Localizer Performance with Vertical Guidance, for both runway and heliports.
“This certification provides our customers with innovative software that will improve their in-flight experience,” said Leon Silva, director, S-76 Helicopter Programs. “This software will provide the operators with enhanced safety capabilities and an even more reliable aircraft.”
Sikorsky has delivered more than 800 S-76 helicopters to customers globally since 1979, contributing daily to a growing 6.5-million-plus fleet flight hours total.
The new generation S-76D helicopter, through its application of modern technologies, provides a substantial increase in performance, power and authority. The S-76D helicopter’s baseline equipment includes powerful and efficient Pratt & Whitney Canada PW210S engines; an advanced THALES TopDeck® integrated avionics system and four-axis autopilot; Health and Usage Monitoring System (HUMS) incorporated into fleet monitoring and analysis; active vibration control; and all-composite, flaw-tolerant main rotor blades.
Wow!
"Sikorsky has delivered more than 800 S-76 helicopters to customers globally since 1979, contributing daily to a growing 6.5-million-plus fleet flight hours total".
The AW139 is just shy of that number but started delivering in 2005.
For the rest there's nothing new here, move on.
"Sikorsky has delivered more than 800 S-76 helicopters to customers globally since 1979, contributing daily to a growing 6.5-million-plus fleet flight hours total".
The AW139 is just shy of that number but started delivering in 2005.
For the rest there's nothing new here, move on.
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In terms of production ramp-up and market acceptance, the bigger concern is probably that the "more than 800" figure hasn't changed since March 2011. In reality, approx. 30 Ds have been delivered in that time; unfortunately for Stratford, so have ~325 AW139s.
I/C
I/C
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Yawn.....
Perhaps I'm just getting old and cranky, but after 21+ years of uninterrupted time spent flogging about in the 'ol 76 (A's to C++), it really is difficult to get anywhere near excited about the D. 
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I was told by friends still in Bristow that they were returned due to too little room in the back row. Something with the liferaft? And the fuel burn was greater than promised by Sikorsky. Hence the return.
Also talked to a few people here in NYC that fly or flew them, not one had anything good to say.
Also talked to a few people here in NYC that fly or flew them, not one had anything good to say.