Offshoreigor,

Everything has been done except the ICP check. I guess the 1S1 is fitted on the S76 A + or A ++ - I have not flown the beast for ages. From the previous posts I understand that for some types the RFM provides a procedure where the MAUM can be reduced to make up for engine below specs. This may be the case for these S76 versions but not for the 365N, so the power check may be a go no go figure.

Cheers

ATN

Does anyone know if this reduction in MAUW procedure for marginal engines apply to Bell 212/412? (PT6-3 and 3B).

1S1 Below Spec
 

OffShoreIgor-

Which Sikorsky model(s) allows continued flight after failing power assurance? I know the CAA cert'ed Allison powered 76 does, but am not aware of any turbomeca powered 76's.

Please help me understand this !!!

Which model(A+,C,??) and who's approved the RFM (jaa, caa, faa???)


HOSS 1

HOSS 1

The daily power assurance on the S76 is not a go no go, period. That applies to all models, whether it be A, A+ or A++. The ICP is the go no go and on the A++, the 2 1/2 min power check and the total performance check.

This makes sense as the 2 1/2 min check tells you the engine will fly you away if you meet the OEI SSE speed and the TPC tells you that you will continue to fly, OEI at Max Continuous OEI at VBroc.

Hope that answers your question.

Cheers :eek: OffshoreIgor :eek:

It's my understanding that on the C+, failing a single point power assurance (which must be done once per 20hrs) IS a no-go. As stated in the RFM. Maintenance must be performed.


Thanks for your replies.



Thanks !!!!

HOSS 1

[edited to remove my obvious confusion. Questions already answered]

daily check and ICP check
 

Hoss 1,

The 76's daily power check Offshoreigor is referring to is just a trending check. It must be coupled with a 50hr ICP which is the actual go/ no go check.

If that helps!!!

D.K

MMmmm very interesting but back to the original question ....

"why did the Tech Mngr refuse maintenance action"? and give NO REASON!

If the failure to reach minimum power specification was written up in the A/C tech log or maintenance release THEN it effectively grounds the aircraft untill it is cleared by a suitably licenced engineer/mechanic. In clearing the defect he will have to justify in what way that defect is allowable IAW the responsible Regulatory Authority, or the Approved Aircraft Maintenance documentation or procedures.

If as a pilot you are not happy with that then do not accept the A/C and involve your Chief Pilot.

BUT DO CYA (Cover Your Arse) if it turns to !!!! the paper trail will hopefully absolve you and allow your kin to sue the Tech Manager and the Company that resolved to perhaps direct (force?) you to fly an A/C of questionable serviceability.

Spinwing,

I am off - I left the day the check was performed, so I do not know the Tech Mgr arguments - but sure must have some.

Offshoreigor,

We do a daily trend check, we were talking about power assurance check and THAT is a go no go.

Cheers

ATN

ATN,

Which Power assurance check do you do? We also do a daily Power Assurance "Trend Check" at 96% N1 @ 2000' PA. But the real go no go is the 50 hr ICP.

Cheers, :eek: OffshoreIgor :eek: