End of the 225?
Removed. Sorry if my last post came across differently than intended. Was really intended as light hearted joke but seems to have failed badly.
Apologies and really trying to get back on an amicable level.
Apologies and really trying to get back on an amicable level.
Last edited by henra; 28th Jun 2016 at 21:29.
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For smart-alecks going off topic:
Truth by replicating hearsay or rumors is none. And lobbyists and trolls fears the truth like hell. That’s the fine but relevant difference between professional arguments and spoofing.or trolling. And what I have done and still are doing, in which position, by which status, on whomoever paylist and for which companies in aviations, about this gyrus of trolls may dance like a sack of potatoes in the very wrong cellar. Meaning those spoofers are absolute out in their ’Lobbyist-Argumentation’ and therefore are totally off topic by their primitive nonsens in dealing with red herring.
The present thread has the wording ’End of H225’ and e.g. not ’Sympathy for or antipathies against ABH" or 'Prosperity of AW189’. I suppose some users obviously haven't the foggiest idea of military procurement and certification procedure in Germany.
Also AW189 is not an introduced Helicopter by German FMOD and within the life cycle of NH90 won’t become one. Then - in 25 to 30 years - AW189 is technologically as ancient as NH90 and H225 are already in present days.
Three AS532U2 are introduced by German FMOD for Governmental VIP Services and are currently grounded by the Commander of the German Air Force Lieutenant General Karl Müllner. To declare again readiness of those helicopters is now a technical question and will be directly dependant to the further investigations of AIBN and to the future decisions of EASA and won't be standing any longer under any influence of any lobbyist in FMoD or by the 'porveyor to H.M'.
Those lobbyists already have failed in the lead-up of grounding of AS532U2 COUGAR (military version of AS332L2) because of their cluelessness in certification procedure. This is the reason why General Müllner - also as a responsible-minded and experienced pilot - pulled the rip cord before FMOD created a third or even more stupid statement and/or press release(s), to put the kibosh on a grounding by German Military Aviation Authority (GMAA = Luftfahrtamt Bundeswehr) and/or by Director of Aviation Safety of Bundeswehr (GenFluSi), as evident by an official Document of German FMOD to Dr. Tobias Lindner, Member of German Parliament / Deutscher Bundestag [germ. MdB], member of Defence Committee and member of Budget Committee (compare http://www.tobias-lindner.de/fileadm...UMA_COUGAR.pdf) and as evident by the military TCDS of COUGAR basing on EASA TCDS of AS332L2. All those evidence are non-classified and public.
----------------------------------
N.B.: I'm writting here in PPRuNe as a pilot, technican, former officer and as an empowered citizen with the constitutional right of free expression to the respective topics and therefore I don't care a pap for it, if this would be to the liking of s.b. or not..
The present thread has the wording ’End of H225’ and e.g. not ’Sympathy for or antipathies against ABH" or 'Prosperity of AW189’. I suppose some users obviously haven't the foggiest idea of military procurement and certification procedure in Germany.
Also AW189 is not an introduced Helicopter by German FMOD and within the life cycle of NH90 won’t become one. Then - in 25 to 30 years - AW189 is technologically as ancient as NH90 and H225 are already in present days.
Three AS532U2 are introduced by German FMOD for Governmental VIP Services and are currently grounded by the Commander of the German Air Force Lieutenant General Karl Müllner. To declare again readiness of those helicopters is now a technical question and will be directly dependant to the further investigations of AIBN and to the future decisions of EASA and won't be standing any longer under any influence of any lobbyist in FMoD or by the 'porveyor to H.M'.
Those lobbyists already have failed in the lead-up of grounding of AS532U2 COUGAR (military version of AS332L2) because of their cluelessness in certification procedure. This is the reason why General Müllner - also as a responsible-minded and experienced pilot - pulled the rip cord before FMOD created a third or even more stupid statement and/or press release(s), to put the kibosh on a grounding by German Military Aviation Authority (GMAA = Luftfahrtamt Bundeswehr) and/or by Director of Aviation Safety of Bundeswehr (GenFluSi), as evident by an official Document of German FMOD to Dr. Tobias Lindner, Member of German Parliament / Deutscher Bundestag [germ. MdB], member of Defence Committee and member of Budget Committee (compare http://www.tobias-lindner.de/fileadm...UMA_COUGAR.pdf) and as evident by the military TCDS of COUGAR basing on EASA TCDS of AS332L2. All those evidence are non-classified and public.
----------------------------------
N.B.: I'm writting here in PPRuNe as a pilot, technican, former officer and as an empowered citizen with the constitutional right of free expression to the respective topics and therefore I don't care a pap for it, if this would be to the liking of s.b. or not..
Last edited by AW009; 27th Jun 2016 at 21:59. Reason: #185
Deleted.
Don't want a fight. Seriously. Was trying to move it on a more light hearted basis. Obviously failed with that.
Apologies for that.
Now finally Outta here.
Don't want a fight. Seriously. Was trying to move it on a more light hearted basis. Obviously failed with that.
Apologies for that.
Now finally Outta here.
Last edited by henra; 28th Jun 2016 at 21:10. Reason: Don'tt want to fight. Seriously
Three AS532U2 are introduced by German FMOD for Governmental VIP Services and are currently grounded by the Commander of the German Air Force Lieutenant General Karl Müllner. To declare again readiness of those helicopters is now a technical question and will be directly dependant to the further investigations of AIBN and to the future decisions of EASA and won't be standing any longer under any influence of any lobbyist in FMoD or by the 'porveyor to H.M'.
or
are the configurations different enough to make such a decision by one MoD of little influence on another MoD's airworthiness decision?
N.B.: I'm writting here in PPRuNe as a pilot, technican, former officer and as an empowered citizen with the constitutional right of free expression to the respective topics
For the record:
1. Not bluster. Statement of fact (current employment).
2. "I have no dog in that fight" is an idiomatic expression in English meaning that I am not emotionally invested one way or another in an issue. (For example, I am neither pro nor anti Airbus; I am neither pro nor anti Bell; I am neither pro nor anti Boeing; etcetera). It's meaning is not as you implied, that someone is referring to another in a discussion as a dog. (The allusion is to dog fighting where two people might be wagering on a battle in the ring, and someone can be a spectator but not "have a dog in that fight" i.e. he's not bet on either dog in that particular match).
Let's try to stay on topic. I certainly shall do my part.
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Facts: "Where is written what" said the General?!
@Lonewolf_50: Absolute ‘d'accord' with your post.
Thank you for your clarification to "dogs", I've learned more about some English Idioms.
To your topic question:
Yes and No; It is absolutely dependent on the exact type of SUPER PUMA the respective military are operating.
In miltitary Type Certification Data Sheet (TCDS) of the German COUGAR is written:
Such a simplified and supplementary military type certification corresponds strictly to the National, EMAR, MAWA, STANAG and other NATO Standards. Hence the case was crystal clear up from the start resp. since the Crash at Bergen!
As the spokesman for the German Air Force and the German FMOD have very poore professionally experience in aviations, mostly absolute no ideas about what they are speaking and furthermore are obliged by FMOD to 'rose-tinted glasses', they made a call to the AH-Lobbyists and afterwards the spokesmen have told stupid stories and were writing completely nonsense to Parliament and in Media .
Ltn General Muellner has once again enforced the simple principle "where is written what" and thus “Basta”!
AS 532U2 COUGAR only come back into the air when the EASA cancels the grounding of H 225 / AS 332L2; thus again “Basta”!
May be, Gen Müllner became by his tough decision and order the ’best friend’ of Merkel, von der Leyen & Co, but for a knick-knackery Gen Müllner is already to old and he also must worry little by little about lucrative ’hobbies’ to buff up his 'barely state pension' after retirement.
The whole story seems to be no more as one of many typical FMoD Comedies, but the present might become a long time one.
Dear Ladies Angela and Ursula don't worry, Governmental VIP in Germany still can be flown by Federal Police (’De Maizièré Airlines’) in AS 332L1 (but lamentably without armchairs, carpet, galley and toilette).
Thank you for your clarification to "dogs", I've learned more about some English Idioms.
To your topic question:
Do you think the German MoD decision willhave to influence on other nations who have mil versions in their fleet (For example Brazil?)
or
are the configurations different enough to make a decision examined by one of MoD little influence on another MoD's airworthiness decision?
or
are the configurations different enough to make a decision examined by one of MoD little influence on another MoD's airworthiness decision?
In miltitary Type Certification Data Sheet (TCDS) of the German COUGAR is written:
2.3 Type Certification (due to simplified Type Qualification Test)
The Cougar AS 532 U2 type is a military version of the French civil certified type Super Puma AS 332 L2. There still exists an EASA certification (EASA R.002, Issue 02 of 21 April 2006) for the type AS 332 L2 which is based on the French authorization DGAC-Fn from 09 September 1994th ; based on the French homologation 532 U2 as a simplified type test was performed for the type Cougar AS.
[…]
3. Technical features, limitations and requirements
3.1 documents to define the Structural and Technical Conditions of Type
- A list of construction documents the manufacturer Eurocopter France
- Type Specification 532 U2 15.FLU.O4 A from August 1995
- EUKUUOPTER 332 P04 3521 Ed E of 19.06.1997 (Technical de fi nition of the 532nd
U2 VIP Aircraft)
- EUROCOPTER 332 P04 4522 Ed F from 18.02.1997 (List of Equipment).
- EUROCOPTER 532A.00.1000 U2 (AS 532 U2 Master Drawing)
- EUROCOPTER 332 P001205.00 (AS 532 U2 Top Drawing for the German version)
- Engineering Order EOM 0000-27260 (Product Change IFR upgrade)
[…]
5. Rules for Use maintenance, repair an overhaul
It is valid the latest approved by the Director of Airworthiness edition.
5.1 Aircraft: 'Cougar AS 532 U2 Flight Manual
- Cougar AS 532 U2 Maintenance Program
- Cougar AS 532 U2 Airworthiness Limitations
- Cougar AS 532 U2 Maintenance Manual
- Cougar AS 532 U2 Structural Repair Manual
- Cougar AS 532 U2 Overhaul Manual
- Cougar AS 532 U2 Service Bulletins
- Cougar AS 532 U2 Mandatory Service Bulletin
5.2 engine:
DGAC Data Sheet N° M10 12 issue; March 1994 for aircraft type: Cougar AS 532 U2
5.3 IFR upgrade:
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS 065.CMA 9000 multi-sensor navigation system
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS-066, ARTEX C406N HM Emergency Locator Transmitter
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS-067, VH F-4000E VH F-Radio
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS-068, APX-119 IFF / Mode S transponder
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS 069th TALON VIUHF Transceiver
- Heli-One (Norway) AS MEL Supplement No. AHS O40A
The Cougar AS 532 U2 type is a military version of the French civil certified type Super Puma AS 332 L2. There still exists an EASA certification (EASA R.002, Issue 02 of 21 April 2006) for the type AS 332 L2 which is based on the French authorization DGAC-Fn from 09 September 1994th ; based on the French homologation 532 U2 as a simplified type test was performed for the type Cougar AS.
[…]
3. Technical features, limitations and requirements
3.1 documents to define the Structural and Technical Conditions of Type
- A list of construction documents the manufacturer Eurocopter France
- Type Specification 532 U2 15.FLU.O4 A from August 1995
- EUKUUOPTER 332 P04 3521 Ed E of 19.06.1997 (Technical de fi nition of the 532nd
U2 VIP Aircraft)
- EUROCOPTER 332 P04 4522 Ed F from 18.02.1997 (List of Equipment).
- EUROCOPTER 532A.00.1000 U2 (AS 532 U2 Master Drawing)
- EUROCOPTER 332 P001205.00 (AS 532 U2 Top Drawing for the German version)
- Engineering Order EOM 0000-27260 (Product Change IFR upgrade)
[…]
5. Rules for Use maintenance, repair an overhaul
It is valid the latest approved by the Director of Airworthiness edition.
5.1 Aircraft: 'Cougar AS 532 U2 Flight Manual
- Cougar AS 532 U2 Maintenance Program
- Cougar AS 532 U2 Airworthiness Limitations
- Cougar AS 532 U2 Maintenance Manual
- Cougar AS 532 U2 Structural Repair Manual
- Cougar AS 532 U2 Overhaul Manual
- Cougar AS 532 U2 Service Bulletins
- Cougar AS 532 U2 Mandatory Service Bulletin
5.2 engine:
DGAC Data Sheet N° M10 12 issue; March 1994 for aircraft type: Cougar AS 532 U2
5.3 IFR upgrade:
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS 065.CMA 9000 multi-sensor navigation system
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS-066, ARTEX C406N HM Emergency Locator Transmitter
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS-067, VH F-4000E VH F-Radio
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS-068, APX-119 IFF / Mode S transponder
- Heli-One (Norway) AS Aircraft Flight Manual Supplement No. AHS 069th TALON VIUHF Transceiver
- Heli-One (Norway) AS MEL Supplement No. AHS O40A
As the spokesman for the German Air Force and the German FMOD have very poore professionally experience in aviations, mostly absolute no ideas about what they are speaking and furthermore are obliged by FMOD to 'rose-tinted glasses', they made a call to the AH-Lobbyists and afterwards the spokesmen have told stupid stories and were writing completely nonsense to Parliament and in Media .
Ltn General Muellner has once again enforced the simple principle "where is written what" and thus “Basta”!
AS 532U2 COUGAR only come back into the air when the EASA cancels the grounding of H 225 / AS 332L2; thus again “Basta”!
May be, Gen Müllner became by his tough decision and order the ’best friend’ of Merkel, von der Leyen & Co, but for a knick-knackery Gen Müllner is already to old and he also must worry little by little about lucrative ’hobbies’ to buff up his 'barely state pension' after retirement.
The whole story seems to be no more as one of many typical FMoD Comedies, but the present might become a long time one.
Dear Ladies Angela and Ursula don't worry, Governmental VIP in Germany still can be flown by Federal Police (’De Maizièré Airlines’) in AS 332L1 (but lamentably without armchairs, carpet, galley and toilette).
Last edited by AW009; 28th Jun 2016 at 14:57. Reason: wording
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@henra: We had an agreement of an amicable and mutual settlement of dispute. I've followed the rules; you did not by your silly comment #187.
Of course the inevitable reaction won’t appear in PPruNe.
Of course the inevitable reaction won’t appear in PPruNe.
Last edited by AW009; 28th Jun 2016 at 16:32.
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Semi off topic, but can be als a part of end of H 225
@all: By time and leisure I will support an interesting thread about Polish Aviation Valley (https://www.youtube.com/watch?v=YxZNtjkPpSE) and about PZL (Państwowe Zakłady Lotnicze (= [former] State owned Aviation Works (Plural; meaning a convolute of >20 works)). Then – perhaps as side effect – s.b. will catch which nerve he hit with his most stupid comments "former AW PZL Lobbyist", no “longer in industry” and by further defamations.
To give you a first glance of this new thread:
Already my nick "AW009" obviously missed the aha-experience of s.b., that there are a lot of evolutions and upgrades compared to "PZL SW-4 Puszczyk", which I know since August of 2004 very well due to an intensive cooperation and a lot of suggestions for improvement (approx. 80% are realized in AW009) by the German Group (AOC, CAMO, ATO) I’m working for.
Furthermore we presented to German Bundeswehr / FMOD Delegation (10 people) already in 2004 at Swidnik the 2nd prototype and presented in 2005 the first civil serial HC in Rhineland-Palatinate to ’hand selected’ civil & military operators (task forces; no administrative bodies of FMOD) and each pilot (approx. 18 + 2 'girls' (ATPL) of 34 guest) got 15 Minute flight time on PZL SW-4 under dual controls.
After some problems between the earphones of Polish Testflight Pilots and Engineers with ‘hot autorotation’ (whe have solved end of 2004 as shown in 14 Video Clips (by https://www.youtube.com/playlist?lis...FGg9d8nzhdnetg as one of our contributions to a still at present given cooperation),
SW-4 Puszczyk is successfully operated at Polish Air Force Academy at Deblin and its outpost at Bydgoszcz by 24 Training HC since mid 2005 (compare “Polish Trainer AW-PZL SW-4 Puszczyk „Waldkauz“, der Polnische „BSHS“ [B SHS = Basic Training Helicopter]: https://www.yumpu.com/en/document/vi...polnische-bshs).
Again, for a very good HC as AW009 - now with optional RR C30 engine + FADEC + HUMS + FDRC + VRC + EFIS - you must not fear the H120 or the brand-new JetRanger 505x and you do not need lobbyist. You also must not worry about demand of commercial helicopter market. The very same effect is given to nearly the complete AW-Series, because AW developments are traditionally very near to customer demands. The same is done by Sikorsky and MD Helicopters (but by the latter still have problems in after sales services)
Of course military business is always welcome, also to LEONARDO, to its companies, sales & service organizations and business partners. Being in a market position to become more and more independent of a 50% / 50% mil/civil market diversification doesn’t mean market leadership, but is economically very comfortable, is an adequate position in negations with customers and is saving much expences for lobbyist.
There are cooperating a lot of experts and consultants with Polish Aviation Industry but most of them had never seen any money from Poland. Why? The answer is very easy; they work for the cooperation partners, the primary customers. So s.b. with worm's-eye view and primitively but very dangerous bashing against “AW-PZL Lobbyist” are totally off the matt, don’t catch it and don’t keep their wicked tongue under control.
In military HC-markets PZL Mielec and her subcontractors of Aviation Valley together with AERO Vodochody AEROSPACE a.s. (Czechja; AERO Vodochody AEROSPACE a.s.) and her subcontractors in the metropole region of Prague) and PZL Swidnik – also in Aviation Valley of Poland - have already some surprise in their shelves (UH-60M BLACK HAWK, S70i BLACK HAWK, S-76D, Bell AH-1Z, Bell UH-1Y, Apache AH Mk.1, T129 and SW-4 ‘Solo’ (RUAV/OPH a Polish – British – Italian R&D Project completed within 2 ½ years!).
Might be I’m not only in cooperation with PZL X, but also with PZL Y and PZL Z and can report some more insider know-how out of Polish HC and also AC scenario.
To give a first assessment of present situation:
Poland and all EU and/or NATO Members in Eastern Hemisphere are on the best way to become a nightmare for H225M, Tiger and all M-series of AH. Although there is an urgent need to replace up to 400 HC of the Warsaw Pact Era in total. Only Romania and Bulgaria are traditional Aerospatiale-EC-AB countries.
Of course the Offshore Market is an other severe problem, but in the scenario as said before not so relevant as e.g. in North Sea or in Overseas
By this, let’s finish with those OT to present H225-Thread and back to the topics of H 225.
Thanks you for Interest.
To give you a first glance of this new thread:
Already my nick "AW009" obviously missed the aha-experience of s.b., that there are a lot of evolutions and upgrades compared to "PZL SW-4 Puszczyk", which I know since August of 2004 very well due to an intensive cooperation and a lot of suggestions for improvement (approx. 80% are realized in AW009) by the German Group (AOC, CAMO, ATO) I’m working for.
Furthermore we presented to German Bundeswehr / FMOD Delegation (10 people) already in 2004 at Swidnik the 2nd prototype and presented in 2005 the first civil serial HC in Rhineland-Palatinate to ’hand selected’ civil & military operators (task forces; no administrative bodies of FMOD) and each pilot (approx. 18 + 2 'girls' (ATPL) of 34 guest) got 15 Minute flight time on PZL SW-4 under dual controls.
After some problems between the earphones of Polish Testflight Pilots and Engineers with ‘hot autorotation’ (whe have solved end of 2004 as shown in 14 Video Clips (by https://www.youtube.com/playlist?lis...FGg9d8nzhdnetg as one of our contributions to a still at present given cooperation),
SW-4 Puszczyk is successfully operated at Polish Air Force Academy at Deblin and its outpost at Bydgoszcz by 24 Training HC since mid 2005 (compare “Polish Trainer AW-PZL SW-4 Puszczyk „Waldkauz“, der Polnische „BSHS“ [B SHS = Basic Training Helicopter]: https://www.yumpu.com/en/document/vi...polnische-bshs).
Again, for a very good HC as AW009 - now with optional RR C30 engine + FADEC + HUMS + FDRC + VRC + EFIS - you must not fear the H120 or the brand-new JetRanger 505x and you do not need lobbyist. You also must not worry about demand of commercial helicopter market. The very same effect is given to nearly the complete AW-Series, because AW developments are traditionally very near to customer demands. The same is done by Sikorsky and MD Helicopters (but by the latter still have problems in after sales services)
Of course military business is always welcome, also to LEONARDO, to its companies, sales & service organizations and business partners. Being in a market position to become more and more independent of a 50% / 50% mil/civil market diversification doesn’t mean market leadership, but is economically very comfortable, is an adequate position in negations with customers and is saving much expences for lobbyist.
There are cooperating a lot of experts and consultants with Polish Aviation Industry but most of them had never seen any money from Poland. Why? The answer is very easy; they work for the cooperation partners, the primary customers. So s.b. with worm's-eye view and primitively but very dangerous bashing against “AW-PZL Lobbyist” are totally off the matt, don’t catch it and don’t keep their wicked tongue under control.
In military HC-markets PZL Mielec and her subcontractors of Aviation Valley together with AERO Vodochody AEROSPACE a.s. (Czechja; AERO Vodochody AEROSPACE a.s.) and her subcontractors in the metropole region of Prague) and PZL Swidnik – also in Aviation Valley of Poland - have already some surprise in their shelves (UH-60M BLACK HAWK, S70i BLACK HAWK, S-76D, Bell AH-1Z, Bell UH-1Y, Apache AH Mk.1, T129 and SW-4 ‘Solo’ (RUAV/OPH a Polish – British – Italian R&D Project completed within 2 ½ years!).
Might be I’m not only in cooperation with PZL X, but also with PZL Y and PZL Z and can report some more insider know-how out of Polish HC and also AC scenario.
To give a first assessment of present situation:
Poland and all EU and/or NATO Members in Eastern Hemisphere are on the best way to become a nightmare for H225M, Tiger and all M-series of AH. Although there is an urgent need to replace up to 400 HC of the Warsaw Pact Era in total. Only Romania and Bulgaria are traditional Aerospatiale-EC-AB countries.
Of course the Offshore Market is an other severe problem, but in the scenario as said before not so relevant as e.g. in North Sea or in Overseas
By this, let’s finish with those OT to present H225-Thread and back to the topics of H 225.
Thanks you for Interest.
Last edited by AW009; 28th Jun 2016 at 19:39.
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@whoknows idont & @Apate: Suggestion; set the new thread Aviation Valley - PZL and me on your ignore list, but don't troll. Poland and I can live without you!
Your posts could probably be quite interesting if they were posted in the adequate threads at the right place and if they were a lot less diffuse.
Making this about Poland? Again you couldn't possibly be more disconnected from the actual discussion.
See my edited post. Was really meant as a lighthearted way of getting back to an amicable communication. Didin't work obviously. Apologies.
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@henra: Let's forget it, after your 2nd PM. But please never again comments to my business activities ......
Last edited by AW009; 28th Jun 2016 at 23:27.
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"Growth of a fatigue crack requires repeated load cycles, for example through rotation of a gear or a
main rotor start/stop cycle. More work is required both to understand the propagation rate and the
origin of the observed fatigue cracks, but at present, the AIBN finds it most likely that the fatigue
fracture of this planet gear subsequently resulted in loss of the main rotor. It is considered unlikely
that this fatigue crack propagated as a consequence of a structural break-up of another component."
.... Looks like they are getting to the bottom of this and it does not look good. AH must regret the initial suspension strut statement.
main rotor start/stop cycle. More work is required both to understand the propagation rate and the
origin of the observed fatigue cracks, but at present, the AIBN finds it most likely that the fatigue
fracture of this planet gear subsequently resulted in loss of the main rotor. It is considered unlikely
that this fatigue crack propagated as a consequence of a structural break-up of another component."
.... Looks like they are getting to the bottom of this and it does not look good. AH must regret the initial suspension strut statement.
All this being said....why this particular MGB at this time?
Also....is this failure comparable to the previous Crash involving the loss of the Rotorhead thus showing there is more to the problem than imagined?
What are the odds of chasing down the exact set of circumstances that would cause the two MGB's to fail....and more importantly....not be detected/prevented by existing protocols in Design, Manufacture, Over Haul, and Operation?
http://www.verticalmag.com/news/arti...way-H225-crash
Also....is this failure comparable to the previous Crash involving the loss of the Rotorhead thus showing there is more to the problem than imagined?
What are the odds of chasing down the exact set of circumstances that would cause the two MGB's to fail....and more importantly....not be detected/prevented by existing protocols in Design, Manufacture, Over Haul, and Operation?
http://www.verticalmag.com/news/arti...way-H225-crash
Last edited by SASless; 29th Jun 2016 at 14:18.
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Think this thread should be punted ... It has seriously just turned into a babbling rodeo of off topic conversation. Sorry if that offends anyone but the thread is long dead. The page long posts by some individuals are getting old .... Is anyone even reading past the first line? I personally just skip them posts and move onto the normal people (ie, lone wolf, SASless, Henry, Whoknows). These guys seem to be in touch with earth!
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Originally Posted by Satcomm
Think this thread should be punted ... It has seriously just turned into a babbling rodeo of off topic conversation. Sorry if that offends anyone but the thread is long dead. The page long posts by some individuals are getting old .... Is anyone even reading past the first line? I personally just skip them posts and move onto the normal people (ie, lone wolf, SASless, Henry, Whoknows). These guys seem to be in touch with earth!
Si