Alternate static source
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Alternate static source
I'm new to Sikorsky S-76D and wondering why alternate air source is not equipped with S76D?
As far as I know the regulations in FAA is as below
AC 29 APPENDIX B. AIRWORTHINESS GUIDANCE FOR ROTORCRAFT INSTRUMENT FLIGHT
(9)IMC Evaluation.
(B) An alternate static source with a means of selecting this source must be provided for single pilot configurations.
As far as I know the regulations in FAA is as below
AC 29 APPENDIX B. AIRWORTHINESS GUIDANCE FOR ROTORCRAFT INSTRUMENT FLIGHT
(9)IMC Evaluation.
(B) An alternate static source with a means of selecting this source must be provided for single pilot configurations.
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The 76B was SPIFR but I don't recall seeing an alternate switch. Mind you, there were 645 separate switches, knobs, dials, circuit breakers and other things to twiddle, so perhaps I missed it when I counted those things one idle morning.
And assuming all S76D have a dual pilot instrumentation fit out, the co-pilot side which relies on a different static source to the pilot side becomes your alternate instruments. As if your aircraft was single pilot IFR, not fitted for dual pilot operation, and the primary pilot side instruments had an alternate static source switch.
And assuming all S76D have a dual pilot instrumentation fit out, the co-pilot side which relies on a different static source to the pilot side becomes your alternate instruments. As if your aircraft was single pilot IFR, not fitted for dual pilot operation, and the primary pilot side instruments had an alternate static source switch.
Except as provided in paragraph (h) of this section, if the static pressure system incorporates both a primary and an alternate static pressure source, the means for selecting one or the other source must be designed so that -
(1) When either source is selected, the other is blocked off; and
(2) Both sources cannot be blocked off simultaneously.
(1) When either source is selected, the other is blocked off; and
(2) Both sources cannot be blocked off simultaneously.
Hi there,
with glas cockpit watch out for the new way of selecting alternate static source.
I´m not flying the S76 - but a modern helicopter from another manufacturer - and by now its no longer just switching a guarded switch...
You need to tell the computers that you are doing it in correct order of steps - or you f... up ;-)
Static is then taken from inside the cabin.
with glas cockpit watch out for the new way of selecting alternate static source.
I´m not flying the S76 - but a modern helicopter from another manufacturer - and by now its no longer just switching a guarded switch...
You need to tell the computers that you are doing it in correct order of steps - or you f... up ;-)
Static is then taken from inside the cabin.
Hmmmm. So when IMC how do you "know" when your static source is "blocked"?
Asking for a friend.
Asking for a friend.
Discrepancy in altitude or rate of climb indication between co-pilot side and pilot side instruments. ASI also uses static pressure so there will be a discrepancy there as well.
Discrepancy in altitude or rate of climb indication between co-pilot side and pilot side instruments. ASI also uses static pressure so there will be a discrepancy there as well.
Masking tape on the static ports would be revealed during the takeoff process, I would have thought. Certainly your VSI would not be showing a climb, you should catch that very early on.
MTech,
My memory agrees with you....it was the VSI that wanted breaking.
My memory agrees with you....it was the VSI that wanted breaking.
SODPUD RVDT - ASI errors = Static blocked, ASI overread in a descent - Pitot Blocked, ASI underread in a descent
Originally Posted by [email protected]
SODPUD RVDT - ASI errors = Static blocked, ASI overread in a descent - Pitot Blocked, ASI underread in a descent