S76A++ end of the road????
Joined: Mar 2020
Posts: 17
Likes: 1
From: Guernsey
I believe she didn’t go to Bournemouth at all. Flew to near Yeovil. Buyer lives close. Flight Radar24 may have said otherwise but no, didn’t go to Bournemouth.
Joined: Jun 2016
Posts: 62
Likes: 1
From: Stagnation Point
Joined: Sep 2004
Posts: 642
Likes: 2
From: daworld
Not each, that is the total cost for all three machines. 500k each! For C++!!
Looks like he is keeping one for private and selling two.
Joined: May 2002
Posts: 2,697
Likes: 71
From: Wanaka, NZ
That sounds about right, $500K for a C++. If it were me I'd keep one C++ as my private weekend getaway ride and break the other two down for spares. I like the C++, if only they weren't so expense to run.
Joined: Sep 2005
Posts: 768
Likes: 45
From: Montreal
20 years ago we were costing the A++ at $1100/hr when bidding contracts, but they were the old phase 2 and didn't have the expensive bits of the C++ like DECU, EFIS, IIDS, FDC.
Helicopters seem to age out in some countries/markets and not in others. Lots of old 212's, 412's, 76's still working here, and yet the local "money-no-object" medvac charities that bought the latest and greatest fleet of AW139 have dumped them all now in favour of even newer EC145 (Noooby, any insights?). Hell, a couple days ago I overheard an old Bell 47 call sign that I had done training in 30 years ago that was still out there beating the sky for a living. Wondered how old it was and it turned out to be 68 (1952 manufacture). So that 76A++ in good nick still has a long run ahead of it.
Helicopters seem to age out in some countries/markets and not in others. Lots of old 212's, 412's, 76's still working here, and yet the local "money-no-object" medvac charities that bought the latest and greatest fleet of AW139 have dumped them all now in favour of even newer EC145 (Noooby, any insights?). Hell, a couple days ago I overheard an old Bell 47 call sign that I had done training in 30 years ago that was still out there beating the sky for a living. Wondered how old it was and it turned out to be 68 (1952 manufacture). So that 76A++ in good nick still has a long run ahead of it.
Last edited by malabo; 21st November 2020 at 16:35.
Thread Starter
Joined: Dec 2000
Posts: 1,669
Likes: 5
From: uk
2-BYDF burns around 600lbs of fuel per hour. Is one of the fastest S76’s I’ve ever flown and was super smooth. The monthly running costs were impressive due to the fact she is so reliable. In 6 years I only ever had one occasion where we couldn’t depart the island due to a mechanical issue, which I have to add was fully rectified by 10am the next day. Impressive when you think of the logistics involved.
I hope she goes on to provide many more years of service to the new owners if they can get the maintenance coverage they’ll need for it.
I hope she goes on to provide many more years of service to the new owners if they can get the maintenance coverage they’ll need for it.
Joined: Sep 2004
Posts: 642
Likes: 2
From: daworld
20 years ago we were costing the A++ at $1100/hr when bidding contracts, but they were the old phase 2 and didn't have the expensive bits of the C++ like DECU, EFIS, IIDS, FDC.
Helicopters seem to age out in some countries/markets and not in others. Lots of old 212's, 412's, 76's still working here, and yet the local "money-no-object" medvac charities that bought the latest and greatest fleet of AW139 have dumped them all now in favour of even newer EC145 (Noooby, any insights?). Hell, a couple days ago I overheard an old Bell 47 call sign that I had done training in 30 years ago that was still out there beating the sky for a living. Wondered how old it was and it turned out to be 68 (1952 manufacture). So that 76A++ in good nick still has a long run ahead of it.
Helicopters seem to age out in some countries/markets and not in others. Lots of old 212's, 412's, 76's still working here, and yet the local "money-no-object" medvac charities that bought the latest and greatest fleet of AW139 have dumped them all now in favour of even newer EC145 (Noooby, any insights?). Hell, a couple days ago I overheard an old Bell 47 call sign that I had done training in 30 years ago that was still out there beating the sky for a living. Wondered how old it was and it turned out to be 68 (1952 manufacture). So that 76A++ in good nick still has a long run ahead of it.
Joined: Jun 2008
Posts: 71
Likes: 1
From: Canada
Yes, we still operate the 139 and it will not change anytime soon after installing the huge Mod stretcher to please our medics....How can we go to a smaller machine now when this stretcher won' fit anywhere else ??
Cost is high, maintenance horrible with aircraft down for 2 months for heavy maintenance. An expensive tool....
Cost is high, maintenance horrible with aircraft down for 2 months for heavy maintenance. An expensive tool....
Joined: Nov 2010
Posts: 206
Likes: 91
From: Canada
Yes, we still operate the 139 and it will not change anytime soon after installing the huge Mod stretcher to please our medics....How can we go to a smaller machine now when this stretcher won' fit anywhere else ??
Cost is high, maintenance horrible with aircraft down for 2 months for heavy maintenance. An expensive tool....
Cost is high, maintenance horrible with aircraft down for 2 months for heavy maintenance. An expensive tool....
Joined: Sep 2004
Posts: 642
Likes: 2
From: daworld
76's were perfect for mechanics though. They're job security because something always breaks. All the mechanics said I'd be first out of a job because I only worked on the 139 and there wasn't much to do compared to the 76.
Joined: Mar 2011
Posts: 518
Likes: 50
From: London/Atlanta
That is a fine looking machine for the money, I appreciate running and maintenance costs but would a low hour using VIP be happier with this as opposed to say a newer 109..... I am a bit of a snob, so who would have the bragging rights on arrival at Ascot, Goodwood or Silverstone?
Joined: Apr 2007
Posts: 382
Likes: 15
From: Out there
Joined: Dec 2005
Posts: 1,581
Likes: 73
From: England
Don't blame the machine. Oil and Gas operators, who staff their bases properly, do get the inspections done quicker. We used to do the 300 hour in 3 days. A 4 year would be a couple weeks. As for "cost is high", a 139 is cheaper to purchase than a 76D and the DoC's are proven to be very close, if not better than a 76C++ (don't know DoC's for a 76D sorry). O&G operators proved that over and over again.
76's were perfect for mechanics though. They're job security because something always breaks. All the mechanics said I'd be first out of a job because I only worked on the 139 and there wasn't much to do compared to the 76.
76's were perfect for mechanics though. They're job security because something always breaks. All the mechanics said I'd be first out of a job because I only worked on the 139 and there wasn't much to do compared to the 76.
I remember a shift supervisor (A.S.) at Air Hanson who said
" I won't hear a bad word said about the S76, the overtime is paying my mortgage."!!!!
As for heavy maintenance it depends exactly what you are doing. A heavy check on a 139 is about 2 weeks.
We did a G check on a 365 in twelve weeks. That included a full bare metal respray and a complete gut of the aircraft down to the fuselage on jacks tailboom off, with just the looms and long hydraulic lines in situ. Canopy structure replaced as well.
The S76's didn't have a heavy check all work was carried out as a continuous process. Can't say I agreed with that but it worked.
Each operator does it's own thing.
Last edited by ericferret; 2nd December 2020 at 10:30.
