Pumas flying with only one engine fitted?
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Surely no more than sound judgement is the arbiter here? If a single engined engine ferry can be carried out safely why not? As to carrying out an operational task in a one-donk twin then I'd want to know if a war was on before I thought seriously about it...
I had a starter quill failure in an As355 once, fortunately on a site on cliffs that subsequently, and very publically, fell into the N Sea. Leaving pax behind it was possible to hover taxi on one donk over the cliff and attain translational lift, flying away to refuel rotors running en route to base. Took a bit of cushion creep, but organised in advance, so what? Just had to realign my head to regard the twin as a single - so?
I had a starter quill failure in an As355 once, fortunately on a site on cliffs that subsequently, and very publically, fell into the N Sea. Leaving pax behind it was possible to hover taxi on one donk over the cliff and attain translational lift, flying away to refuel rotors running en route to base. Took a bit of cushion creep, but organised in advance, so what? Just had to realign my head to regard the twin as a single - so?
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76A shutdown on off shore platform with an engine problem. Later flown home on its remaining "good" engine. NL told in a post some time ago of Sikorsky giving their OK to operators, probably on a one off approval basis.
I know that a BHL Super Puma on UN contract in Liberia had problems starting once shutdown away in theathre. The choice was fly back on one engine, or become machette practice. I think the single engine option came out tops!!!
Under EASA, such operations can only be conducted on a 'Permit to Fly' basis (issued from Cologne). Logical really as any operation that takes the helicopter below its certification basis (or outside the MEL/MMEL) has associated - and somewhat unknown - risks.
Jim
Jim
Under EASA, such operations can only be conducted on a 'Permit to Fly' basis (issued from Cologne). Logical really as any operation that takes the helicopter below its certification basis (or outside the MEL/MMEL) has associated - and somewhat unknown - risks.
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I remember someone doing a single engine transit from one of the FOBs, Christmas/New year in NI long ago or is my memory definitely shot?
Last edited by Flag Track; 24th Jun 2008 at 15:20. Reason: not reading own post before sending!
Flag Track, your memory is fine. Given the territory, the need to get the cab to the replacement engine, rather than the other way round, it's hardly surprising. As in 212man's example, not all of the natives are friendly, and the 'players' rather enjoyed crowing about downed airframes.
Avoid imitations
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Under EASA, such operations can only be conducted on a 'Permit to Fly' basis (issued from Cologne). Logical really as any operation that takes the helicopter below its certification basis (or outside the MEL/MMEL) has associated - and somewhat unknown - risks.
In the RAF, the limited power takeoff technique was routinely practiced, for this very eventuality.
"NL told in a post some time ago of Sikorsky giving their OK to operators, probably on a one off approval basis."
Is this a joke?
Is this a joke?
Single engine recoveries I have known of or have done are the Belvedere, Wessex, Puma and Super Puma. At 30© zero wind the 332L1 can HOGE OEI with 2,000lbs fuel so there is no drama.
I know of one BHL 332 that had to shut down one engine to get to Bergen. Shutting down one or more engines for range was common on the Meteor, (one out of two), Nimrod, (two out of four) and B36, (six out of ten).
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Is this a joke?
A 76A has enough trouble landing on one engine let alone taking off
Avoid imitations
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Having flown the S-76A+ for a few hours, I would say it has a performance to match many other single engined aircraft.
Provided it still has both engines running.....
Provided it still has both engines running.....
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Can remember struggling to get off the deck in a C with the OAT up heavens know where and thinking a 206 could do better. Still, an A seemed to be able to tote more payload than our C's when the OAT was up, and you could couple the A up with only one helipilot working, which was a bonus on a long day - unlike the C.
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212 Single Engine
I have had two occasions where I have had to ferry a 212 on single engine, both at +40C ...... Both from offshore platforms, once with a governor problem (fixed platform) at 65NM and once with a starter problem (Jack up) at 25NM.
The first one was an issue because I had to get a once off ferry permit from my then company GM who was convinced that I had done something
and the second was a drilling issue because I was running with one engine on the helideck and blocking it!!!! Needless to say the operator wanted me gone ASAP 
I was lucky with No.1 as there was a hell of a breeze blowing, i had around 80 feet to drop down and managed to get the thing airborne, minus my co-pilot
just within the greens and flew back to a gentle run to the pad on with no issues. No.2 was a case of burning off the fuel to as little as possible, I think around 600 lbs and seeing what I could pull. There wasn't much wind but I managed not to hit the water and get back to land. The next problem was that there was no engineering back up so I ended up ferrying it back to the mainland early the next morning on 1 with a rather interesting cussion creep departure
As has been previously mentioned, if you are used to single engine ops then getting your head around single engine ferrying is not so bad.
Of course when your co-pilot decides to catch the next flight it does makes you wonder
I do love Bell! Big chunky blades, lots of lift
