SARH to go
Joined: Nov 2003
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From: Abu Dhabi
Waiting the AW139 report...
Regards
Aser
Search and Rescue S-92 Helicopter Marks Anniversary of Introduction to U.K. SAR Market
Monday, December 01, 2008 / Sikorsky
In its first year of use by the United Kingdom Maritime and Coastguard Agency and under the operation of CHC Helicopter Corp., Sikorsky Aircraft's Search-and-Rescue (SAR)-configured S-92(R) helicopter logged 279 rescues and is operating at availability levels of more than 98 percent. Sikorsky is a subsidiary of United Technologies Corp. (NYSE: UTX).
CHC operates the SAR S-92 helicopters from two bases covering territory in the North Atlantic and the North Sea. In Stornoway, Western Isles, Scotland, the fleet has conducted 174 rescue missions, while missions flown out of Sumburgh, Shetland Isles, Scotland, have totaled 102 to date. Aircraft technical availability at Stornoway has been 98.35 percent; availability at Sumburgh, 100 percent, said Ian McLuskie, UK SAR Business Unit Leader, CHC Search and Rescue.
"The Maritime and Coastguard Agency has seen a 20 percent increase in rescue missions at its bases, which is attributed to the increase in speed and capability that the S-92 helicopter offers," said McLuskie. "The aircraft's fully coupled automatic flight control system has been invaluable, and the large cabin and tail ramp also have been of great benefit, particularly when airlifting rescue teams."
Sikorsky initially developed the S-92 helicopter for over-water search and rescue in demanding and challenging environments such as the North Sea and North Atlantic, where the MCA is in service.
"Sikorsky has a successful history of search and rescue. The CHC-operated MCA missions are adding to that legacy," said Marc Poland, Sikorsky Vice President, Commercial Programs. "The S-92 helicopter fleet today has logged more than 120,000 flight hours and in doing so, has shown itself to be a safe, extremely reliable and cost-efficient platform."
The SAR aircraft have conducted rescues from mountains, cliffs, and vessels, rescued divers in difficulty, and extracted complete crews from stricken vessels. One such incident in February this year led to the rescue of 14 fishermen from the vessel Spinningdale, which had run aground at St. Kilda. That rescue, conducted amid gusting 70-knot winds as the vessel sat stranded on rocky, cliff-facing terrain, brought the crew recognition for its bravery and professionalism as it was awarded the Great Scot of the Year Award.
The S-92 is the first helicopter in the world certified to the latest U.S. Federal Aviation Administration and European airworthiness safety standards. The S-92 features a Rotor Ice Protection System (RIPS), which allows the aircraft to operate in known icing conditions. RIPS has been certified by both North American and European aviation authorities and is available on S-92 military variants as well as commercial aircraft. EASA certification was issued in April for an IAFS equipped aircraft, which is currently in commercial operation.
Sikorsky Aircraft Corp., based in Stratford, Conn., USA, is a world leader in helicopter design, manufacture and service. The company's mission statement reflects its long commitment to safety and innovation: "We pioneer flight solutions that bring people home everywhere ... every time(TM)." United Technologies Corp., based in Hartford, Conn., USA, provides a broad range of high technology products and support services to the aerospace and building systems industries.
Monday, December 01, 2008 / Sikorsky
In its first year of use by the United Kingdom Maritime and Coastguard Agency and under the operation of CHC Helicopter Corp., Sikorsky Aircraft's Search-and-Rescue (SAR)-configured S-92(R) helicopter logged 279 rescues and is operating at availability levels of more than 98 percent. Sikorsky is a subsidiary of United Technologies Corp. (NYSE: UTX).
CHC operates the SAR S-92 helicopters from two bases covering territory in the North Atlantic and the North Sea. In Stornoway, Western Isles, Scotland, the fleet has conducted 174 rescue missions, while missions flown out of Sumburgh, Shetland Isles, Scotland, have totaled 102 to date. Aircraft technical availability at Stornoway has been 98.35 percent; availability at Sumburgh, 100 percent, said Ian McLuskie, UK SAR Business Unit Leader, CHC Search and Rescue.
"The Maritime and Coastguard Agency has seen a 20 percent increase in rescue missions at its bases, which is attributed to the increase in speed and capability that the S-92 helicopter offers," said McLuskie. "The aircraft's fully coupled automatic flight control system has been invaluable, and the large cabin and tail ramp also have been of great benefit, particularly when airlifting rescue teams."
Sikorsky initially developed the S-92 helicopter for over-water search and rescue in demanding and challenging environments such as the North Sea and North Atlantic, where the MCA is in service.
"Sikorsky has a successful history of search and rescue. The CHC-operated MCA missions are adding to that legacy," said Marc Poland, Sikorsky Vice President, Commercial Programs. "The S-92 helicopter fleet today has logged more than 120,000 flight hours and in doing so, has shown itself to be a safe, extremely reliable and cost-efficient platform."
The SAR aircraft have conducted rescues from mountains, cliffs, and vessels, rescued divers in difficulty, and extracted complete crews from stricken vessels. One such incident in February this year led to the rescue of 14 fishermen from the vessel Spinningdale, which had run aground at St. Kilda. That rescue, conducted amid gusting 70-knot winds as the vessel sat stranded on rocky, cliff-facing terrain, brought the crew recognition for its bravery and professionalism as it was awarded the Great Scot of the Year Award.
The S-92 is the first helicopter in the world certified to the latest U.S. Federal Aviation Administration and European airworthiness safety standards. The S-92 features a Rotor Ice Protection System (RIPS), which allows the aircraft to operate in known icing conditions. RIPS has been certified by both North American and European aviation authorities and is available on S-92 military variants as well as commercial aircraft. EASA certification was issued in April for an IAFS equipped aircraft, which is currently in commercial operation.
Sikorsky Aircraft Corp., based in Stratford, Conn., USA, is a world leader in helicopter design, manufacture and service. The company's mission statement reflects its long commitment to safety and innovation: "We pioneer flight solutions that bring people home everywhere ... every time(TM)." United Technologies Corp., based in Hartford, Conn., USA, provides a broad range of high technology products and support services to the aerospace and building systems industries.
Aser
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
Posts: 10,959
Likes: 1,814
From: EGDC
Sikorsky have made a big deal about RIPS but when the S-92 icing clearance was last covered on this thread there was a limit regarding 'no flight in large supercooled droplets' that was mentioned but never clarified.
Now I believe that large supercooled droplets are what you find in fairly warm icing cloud, not just CBs, so it doesn't sound like much of an icing clearance above and beyond any other helicopter, especially since there doesn't seem to be a device for measuring the actual size of the supercooled droplets in flight (apart from possibly an ice accretion meter a la Sea King or Lynx where you can at least see whether it is rime or clear ice by the texture and opacity).
Would any S92 operator care to comment or elaborate on the actual S92 clearance as opposed to the 'press release' clearance (a bit like the range issue possibly)?
Now I believe that large supercooled droplets are what you find in fairly warm icing cloud, not just CBs, so it doesn't sound like much of an icing clearance above and beyond any other helicopter, especially since there doesn't seem to be a device for measuring the actual size of the supercooled droplets in flight (apart from possibly an ice accretion meter a la Sea King or Lynx where you can at least see whether it is rime or clear ice by the texture and opacity).
Would any S92 operator care to comment or elaborate on the actual S92 clearance as opposed to the 'press release' clearance (a bit like the range issue possibly)?
Joined: Oct 2008
Posts: 25
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From: In the cold & wet
Crab,
Interesting reply, but utter rubbish. The RIPS is a excellent system and 99% of the time gives us a all weather capability.
If you actually flew a modern aircraft like the S92 then you would actually know its capabilities.
And having flown the Lynx the S92 is in a different class............
Interesting reply, but utter rubbish. The RIPS is a excellent system and 99% of the time gives us a all weather capability.
If you actually flew a modern aircraft like the S92 then you would actually know its capabilities.
And having flown the Lynx the S92 is in a different class............
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
Posts: 10,959
Likes: 1,814
From: EGDC
S92 fella - an interesting reply that doesn't answer the question in any way, shape or form - who is therefore posting utter rubbish?
What is your beef - that I am talking rubbish about icing and supercooled droplets or that I dare to question claims that have as yet not been substantiated. Just saying it is a good system that gives you 99% all weather capability is an utterly meaningless statement.
If you want to shut me up then post some detail.
What is your beef - that I am talking rubbish about icing and supercooled droplets or that I dare to question claims that have as yet not been substantiated. Just saying it is a good system that gives you 99% all weather capability is an utterly meaningless statement.
If you want to shut me up then post some detail.
Actually i can't be a*****. It will not change your point of view anyway hearing the facts.
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
Posts: 10,959
Likes: 1,814
From: EGDC
S92fella - then I interpret your 'can't be ars*d' to mean you either don't know or that the S92 icing clearance is a thin veneer buffed to a shine with rhetoric and bluster.
I do respect the facts but not when they are presented like that Sikorsky press release or the MCA's announcements about S92 range and AW 139 night capability.
I do respect the facts but not when they are presented like that Sikorsky press release or the MCA's announcements about S92 range and AW 139 night capability.
Joined: Feb 2006
Posts: 75
Likes: 0
From: london
Same old story
A perfectly reasonable question, yet again, from Crab that draws an unwarranted personal attack whilst not addressing the original issue.
s92 fella, regardless of what you think about Crab, please post the details of the S92's icing clearance so that the wider audience can make their own assessment.
Regards,
HAL
s92 fella, regardless of what you think about Crab, please post the details of the S92's icing clearance so that the wider audience can make their own assessment.
Regards,
HAL
Joined: Nov 2008
Posts: 40
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From: England
OEM to back Carson Design
Hilife wrote:
Is the backing of Sikorsky good enough for you as an OEM?
NHH
but I suspect that many military and civil customers alike would feel a whole lot better about installing a blade that had the backing and support of the platform OEM.
NHH
Joined: Nov 2007
Posts: 36
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From: South Coast
Delighted to inform all that of Sunday 7th Dec the Portland AW139 will be back to normal SAR operations, operating from 0900-2100........hip hip.
Please don't ask what the fix consisted of, you need to ask the techies for that.
Please don't ask what the fix consisted of, you need to ask the techies for that.
Joined: Oct 2003
Posts: 510
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From: UK
Crab,
Seeing that S92fella won't answer your question, I will.
The S92 is cleared in icing upto 10,000' and down to -40deg C assuming of course that RIPS is on. Flight is prohibited in freezing rain, freezing drizzle and supercoolded large droplets (SLDs). Of course as with all types the amount of airframe icing would be limited by the standard transmission limits.
I think all of us, regardless of type would avoid SLDs if possible and would attempt to exit such an area ASAP. I would imagine that SLDs will paint really well on the weather radar so can be easily avoided by not flying through the red bits.
Editted to add....
I suppose that other types are not prohibted from flight in SLDs because the concept of SLDs is younger than most of the aircraft fleet.
Seeing that S92fella won't answer your question, I will.
The S92 is cleared in icing upto 10,000' and down to -40deg C assuming of course that RIPS is on. Flight is prohibited in freezing rain, freezing drizzle and supercoolded large droplets (SLDs). Of course as with all types the amount of airframe icing would be limited by the standard transmission limits.
I think all of us, regardless of type would avoid SLDs if possible and would attempt to exit such an area ASAP. I would imagine that SLDs will paint really well on the weather radar so can be easily avoided by not flying through the red bits.
Editted to add....
I suppose that other types are not prohibted from flight in SLDs because the concept of SLDs is younger than most of the aircraft fleet.
Last edited by Droopystop; 7th December 2008 at 18:04.
Joined: Mar 2004
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From: U.K.
ok......I'll bite on the TLA..............SLD?????? 
Always meant serious learning difficulty when I was at school...and yes they're best avoided too!
Thanks Droopy - I suppose I could have guessed - just not heard them abbreviated like that before. Regards, SW
Always meant serious learning difficulty when I was at school...and yes they're best avoided too!
Thanks Droopy - I suppose I could have guessed - just not heard them abbreviated like that before. Regards, SW
Last edited by Spanish Waltzer; 7th December 2008 at 19:25. Reason: TLA now explained!
Joined: Oct 2000
Posts: 470
Likes: 6
From: Retired to Bisley from the small African nation
Icing limits
Droopystop
Many thanks for that.
Are there any other restrictions? eg max tq rise associated with increase in AUM as ice builds on everywhere except the rotors?
A RIPS will keep you in control (unlike one or two documented cases of Sea Kings of various Mks flying into icing at FL60 or thereabouts), but it does nothing to prevent your AUM going through the roof as ice accumulates on the fuselage, which in the nastier corners of the 10000' / -40 clearance is a virtual certainty. The Sea King clearance, limited as it is, recognises this and imposes limits to give crews a basis for saying no. Is there anything in the S92 clearance that considers the effects of icing other than control / lift loss?
Sven
Many thanks for that.
Are there any other restrictions? eg max tq rise associated with increase in AUM as ice builds on everywhere except the rotors?
A RIPS will keep you in control (unlike one or two documented cases of Sea Kings of various Mks flying into icing at FL60 or thereabouts), but it does nothing to prevent your AUM going through the roof as ice accumulates on the fuselage, which in the nastier corners of the 10000' / -40 clearance is a virtual certainty. The Sea King clearance, limited as it is, recognises this and imposes limits to give crews a basis for saying no. Is there anything in the S92 clearance that considers the effects of icing other than control / lift loss?
Sven
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
Posts: 10,959
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From: EGDC
Droopystop - thanks for that - I wasn't ignoring your post, I just didn't see it as it coincided with my return from the Falklands and I wasn't ppruning.
It is still interesting that they have chosen to specify SLDs in addition to freezing rain as it is not something that would be included on a met forecast and impossible to measure from the cockpit. Therefore it becomes completely subjective and almost meaningless. If however, they mean you should vacate icing conditions when you have clear ice accreting, why don't they just say that and, as Sven suggests, put a limit on Tq/vibration.
As I understand it, RIPS is protection purely for the rotors (implied in its name I guess
) and does not provide any additional anti-icing for the rest of the airframe. Since most of the horror stories I have heard regarding ice accretion have been related to the accumulation of ice on the airframe rather than problems with assymmetric shedding from the rotor, it still doesn't seem that RIPS is such a big step forward in capability.
Yes the icing flight envelope is much better than the Sea King but a. It should be as a 21st century helicopter and b. There was never a requirement to test the SK beyond its current limit since the RN didn't need/want it (same as the 30 deg AoB limit).
It is still interesting that they have chosen to specify SLDs in addition to freezing rain as it is not something that would be included on a met forecast and impossible to measure from the cockpit. Therefore it becomes completely subjective and almost meaningless. If however, they mean you should vacate icing conditions when you have clear ice accreting, why don't they just say that and, as Sven suggests, put a limit on Tq/vibration.
As I understand it, RIPS is protection purely for the rotors (implied in its name I guess
) and does not provide any additional anti-icing for the rest of the airframe. Since most of the horror stories I have heard regarding ice accretion have been related to the accumulation of ice on the airframe rather than problems with assymmetric shedding from the rotor, it still doesn't seem that RIPS is such a big step forward in capability. Yes the icing flight envelope is much better than the Sea King but a. It should be as a 21st century helicopter and b. There was never a requirement to test the SK beyond its current limit since the RN didn't need/want it (same as the 30 deg AoB limit).
Joined: Jan 2006
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From: shetland
ice protection
In the days of the venerable S61N, to preheat the main transmission before rotor start,the heater was turned up to full ,interior trim lowered and the gearbox plug pulled.
On the S92 we also have a powerful heater,by lowering the trim the heat could go onto the aircraft skin to decrease the build up of clear ice.
Super Heated Interior Trim,or S**T for short,hows that for innovation crab?
On the S92 we also have a powerful heater,by lowering the trim the heat could go onto the aircraft skin to decrease the build up of clear ice.
Super Heated Interior Trim,or S**T for short,hows that for innovation crab?
