Comments by newly checked S-92 Pilots
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Comments by newly checked S-92 Pilots
I had a very pleasant conversation with an old GOM pilot last night....who recently moved onto the S-92. When asked how he liked the 92 his response was telling.
"Gosh but I love the air conditioning!"
Forty years of trundling about the GOM at ambient temps and humidity must get old.
"Gosh but I love the air conditioning!"
Forty years of trundling about the GOM at ambient temps and humidity must get old.
Join Date: Sep 2002
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I thought i was in heaven in the C++, the aircon was ok but you were at the end of the pipe, and if everyone else opened the vents then the flow got very weak. But the 92 guys had it even better, in the height of summer the drivers had jackets on...
In the days before an aircon chariot i would just keep on climbing until i got to 21C
In the days before an aircon chariot i would just keep on climbing until i got to 21C
Yes, it is rather good! I recall telling former colleagues still in Nigeria, that I'd started work on the checklists, in advance of delivery. The prestart checklist was going to begin...
And, amongst the emergency checklist items, the immediate actions for 'AIRCON FAILURE' were 'Jumpers/Sweaters.........Remove!'
There are other good things about it too:
State of the art EFIS
Wonderful AFCS and Flight Director
Smooth, fast and quiet ride
Part 29 Amd 47 certification, with all the attendent redundency and failsafe critical components
The list goes on.......
- Battery ... .ON
- APU......... .ON
- Air Con......ON
- Close the Doors!
And, amongst the emergency checklist items, the immediate actions for 'AIRCON FAILURE' were 'Jumpers/Sweaters.........Remove!'
There are other good things about it too:
State of the art EFIS
Wonderful AFCS and Flight Director
Smooth, fast and quiet ride
Part 29 Amd 47 certification, with all the attendent redundency and failsafe critical components
The list goes on.......
212man,
You have surely missed the addition of a few hundred Smilies in your posting.
I thought you were telling the truth, well for a nanosecond
The aircon is good though
You have surely missed the addition of a few hundred Smilies in your posting.
I thought you were telling the truth, well for a nanosecond
The aircon is good though
Join Date: Mar 2004
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Great aircraft.
212man sez state of the art EFIS. What do others think of the PFD; does the use of traditional ASI, Altimeter and VSI work or should they have stayed with strips?
Any informed opinion anyone?
212man sez state of the art EFIS. What do others think of the PFD; does the use of traditional ASI, Altimeter and VSI work or should they have stayed with strips?
Any informed opinion anyone?
Mr Toad, sorry if my sarcasm was lost..
The answers to your question are No and Yes.
The answers to your question are No and Yes.
Join Date: Dec 2003
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On my wish list for better instruments, I wish you could call up nice, big, fat, torque - temp-Nr indicators on the inside screens. Just for takeoff, once in cruise, go back to the Nav page. Sure would make single engine stuff on takeoffs and landings easier.
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Wot no yes and no?
So who I wonder was responsible for this great leap backwards? There are vile rumours that it may have been a small group of pilots not familiar with modern cockpit theory and practice.
Hopefully a software revision could fix it.
So who I wonder was responsible for this great leap backwards? There are vile rumours that it may have been a small group of pilots not familiar with modern cockpit theory and practice.
Hopefully a software revision could fix it.
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On my wish list for better instruments, I wish you could call up nice, big, fat, torque - temp-Nr indicators on the inside screens. Just for takeoff, once in cruise, go back to the Nav page. Sure would make single engine stuff on takeoffs and landings easier.
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True - true. I like the Cat A radar altimeter display and feel the same set up for the other indicators on the Nav page would help. I would describe the current set up as "rather small" as opposed to "rather large."
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Horror Box I think you have a point - TMI too much info at a critical time.
All we need to know is the NR, the highest limiter and it's time. Am I right in thinking modern Eurocopters (225 etc) have another vertical tape alongside the airspeed tape which combines critical values? Don't know how it deals with NR though.
All we need to know is the NR, the highest limiter and it's time. Am I right in thinking modern Eurocopters (225 etc) have another vertical tape alongside the airspeed tape which combines critical values? Don't know how it deals with NR though.
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Yep - agree with the above, and again I think the 92 does ok here. Lose an engine, and the Nr TGT and Tq in front of you immediately go into 30 sec pwr limits, with the green arc extending, and a count down of how long you have left, then if you haven't done so already, after 30 secs the green arc moves into the two minute limits and then the max con. I dont think it could be much better as far as relevant info is concerned.
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What happens to the display if you keep the collective tucked up under yer armpit for several minutes for some reason?
Howcanwebeexpectedtoflylikeeagles
whensurroundedbyturkeys
What happens to the display if you keep the collective tucked up under yer armpit for several minutes for some reason?
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What happens to the display if you keep the collective tucked up under yer armpit for several minutes for some reason?
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Mr Toad is right. The 225 has a FLI First limit Indicator which tells you what the limiting parameter of N1, Tq or TOT is so you don't need to try interpreting 3 gauges simultaneously. In the cruise it will pull to Max Continuous Pitch for the first limit, and will (in temperate climates) cruise happily at 145kts TAS at 11000kg max all up weight at FL 100. If you have an engine failure just after take-off commital point off a deck, and press the go-around button, it will accelerate you to Vtoss, pulling you to OEI HI (30 Secs) power setting while reducing the Nr to 96%. Then you have to actually start flying it yourself up to 200 ft and then accelerate to Vy while reducing to OEI LO (2 mins) before climbing out to 500ft and reducing power to OEI continuous rating.
The AP is superb. Flies an ILS fully coupled 4-axis and can cope with a speed reduction from 160kts to 80 kts in about 15 seconds without the needles moving off the glideslope or localiser in a 30 kt crosswind. Autolevels at 80 ft above the runway and lets you reduce to 30kts IAS fully coupled. Carries 19 pax, 880 lbs of bags/freight and full fuel with payload to spare. The best helicopter I have ever flown in my 31 years experience on 7 types. Anyone for the North Sea? Bristow is recruiting right now.
The AP is superb. Flies an ILS fully coupled 4-axis and can cope with a speed reduction from 160kts to 80 kts in about 15 seconds without the needles moving off the glideslope or localiser in a 30 kt crosswind. Autolevels at 80 ft above the runway and lets you reduce to 30kts IAS fully coupled. Carries 19 pax, 880 lbs of bags/freight and full fuel with payload to spare. The best helicopter I have ever flown in my 31 years experience on 7 types. Anyone for the North Sea? Bristow is recruiting right now.
Last edited by WaveWarrior; 1st Sep 2008 at 22:53.
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Thanks for the info, WaveWarrior. Got a pic of the PFD showing the FLI? At what point do you transition from Go Around to the next phase after Obstacle Clearance is assured (presumably still an FD Coupled mode)?
Clearly we're discussing two very advanced aircraft; and so they should be considering the gestation times...
Clearly we're discussing two very advanced aircraft; and so they should be considering the gestation times...
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Mr Toad
SOP is, prior to departure, to preset IAS to VNE-10 and ALT acquire to 1000ft offshore or cleared cruising altitude onshore/outbound. Once the aircraft has reached 500ft agl/amsl and Vy, ALTA is selected which terminates GA mode and engages 1000 ft per min ROC and arms the selected altitude for subsequent capture. Heading is then normally slaved to the nav system to follow the planned FMS route to destination. Upper modes of the AP are therefore normally engaged from TDP till short finals/LDP at destination, and basic AP is in from just before first taxi till shutdown.
I flew a 747-400 Captain in the jumpseat recently and he confirmed that all procedures are identical to fixed wing SOPs. He was pretty gobsmacked by the whole trip, especially when ATC told us to slow down on the ILS because we were catching the 737 ahead and encroaching on the recommeded vortex wake spacing. (He had expressed surprise at the start of the day when he found out we could actually do an ILS). The only thing missing at the moment is TCAS 2 which will be getting fitted over the next year or so.
SOP is, prior to departure, to preset IAS to VNE-10 and ALT acquire to 1000ft offshore or cleared cruising altitude onshore/outbound. Once the aircraft has reached 500ft agl/amsl and Vy, ALTA is selected which terminates GA mode and engages 1000 ft per min ROC and arms the selected altitude for subsequent capture. Heading is then normally slaved to the nav system to follow the planned FMS route to destination. Upper modes of the AP are therefore normally engaged from TDP till short finals/LDP at destination, and basic AP is in from just before first taxi till shutdown.
I flew a 747-400 Captain in the jumpseat recently and he confirmed that all procedures are identical to fixed wing SOPs. He was pretty gobsmacked by the whole trip, especially when ATC told us to slow down on the ILS because we were catching the 737 ahead and encroaching on the recommeded vortex wake spacing. (He had expressed surprise at the start of the day when he found out we could actually do an ILS). The only thing missing at the moment is TCAS 2 which will be getting fitted over the next year or so.
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Wave warrior, what are the conditions like for the crew? The tiger seat was an improvement when it was introduced with basics such as armrests and extensions under the thigh (I seem to remember inflatable lumbar supports which never caught on, or worked), is this new beast better?