212 - well lets hope your man does a good report then. Did he also do the G-BLUN report (which IMHO missed a number of key factors and whose recommendations would do nothing much to prevent a recurrence but contained some red herrings)?
Having the 225 as a variant was a great help to us introducing the type since it cut down on the beurocratic side, but in terms of flying training and operating we have considered the 225 to be a different type (well "significanly different variant" anyway). So if the 225 L2 and L were made different types, it would not affect how we operate, what it would do is to make the beurocratic burden much higher. eg you carry out a type rating on an L pilot to EC225 (same hours etc as our current differences and operator conversion training) but instead of the TRE being able to sign your licence and start line training the next day, you can now wait 3 weeks without being able to work whilst PLD processes the paperwork, or else you can fly 500 miles to Gatwick, stay over night, wait in a long queue, then if you are lucky fly back on the 2nd day with your type rating.
Regarding the EGPWS filter for high descent rates, its the same as the AVAD in v26 - 5000'/min. That's 55mph straight down and I think if they had hit the water at that speed, it would have been a completely different outcome.
The myth that the EGPWS will give "Terrain" "Pull Up" or "Caution/Warning Terrain" to stop you falling into the sea is a bit like the myth that the S92 had 30 mins dry running time - a myth which was nevertheless believed by some pilots, possibly to their detriment and as such a dangerous myth.
I know we have been here before but there are clearly still some disbelievers so I will run through it again!
GPWS modes - Mode 1 (not active on 212's aircraft but active on the EC225) you need at least 950'/min approaching the surface to activate it.
Mode 2 - not active if the "E" part (ie the terrain database and gps position) is working
Mode 3 - takeoff phase only
Mode 4 - with gear down, only activates if IAS above about 80kts at the surface, rising to 120kts at 100'
Mode 5 - relevant to ILS only
Mode 6 - the general callouts including the "check height" and the "100". Both should have activated but I believe the suspend button was used prior to the "check height" and the "100" never sounded due to a technical fault. These are the only 2 that might have helped had they not been suspended /worked correctly.
Regarding the "E" part, ie the terrain database and gps position, as you go slower you get less look-ahead prediction until its zero below 70kts IAS, so for a profile that doesn't look too unlike a deliberate landing you don't get any warnings at all. This is why you don't get a "Caution/Warning Terrain" when you land normally, even if you land off airport ie in the jungles of Borneo!
But in this case its suspected that there were no warnings because the EGPWS box had failed.
HC