I bet the draft report would be very interesting to read (the one before all the snake oil sales man had they're influence ).
Los of all oil out of a gear box is a very isolated occurrence, after fixing the oil filter housing installation the Sk 92 has as much chance of losing all its transmission oil as any other helicopter model some would have a lot more chances of losing they're transmission oil due to the many and/or longer external oil lines.
Blaming the pilot for not understanding the aircraft's MGB pressure system is a disservice to the industry, maybe the presentation on the MFD is the problem .
Make the transmission oil pressure Caution and Warning display the source like X for transducer and S for switch and leave them both displayed when the pressure drops below they're set level.
It appears that Cougar spent lots of money on training they're crews so why did the crew lack understanding? Should the SK provide manuals be reviewed.
You Just do not land a Helicopter in the Atlantic with out a clear indication.
The emphases in the report is on survival after a successfully landing on the Atlantic Ocean not on avoiding it.
Comment in a leading Canadian helicopter magazine by some one claiming he flew 80 different type of helicopter are very disappointing. One can not be "flying" a helicopter by just studying a check list (such a pilot is called a passenger).
Can some one help me out here concerning page 130 , 2.7.94
"with out an ELT signal not being received ....SAR sources not being launched in a timely manner"
Was it not that SAR was very quickly launched be cause of Superior satellite position reporting system employed by Cougar helicopters.
Is it not that the Crash has been caused by design engineering practice of saving weight at the wrong place ( a few grams), than after the design we load the aircraft up with safety equipment (300.000 gram +) that has not been needed for 30 + years and at the end only saved one person. All other offshore crashes on the east coast did not needed any of the safety equipment other than the raft.
Howe much super cold oil do we need to inject in to the XMSN to keep flying until the helicopter can be landed at a better place than the Atlantic Ocean.
Does any one knows how many successful landing have been made at gusting wind to 35 Knots waves at 2.5 meters on the Atlantic Ocean?
Is a twin rotor helicopter a inherently safer design, no tail rotor 25 % of power not wasted, power shared by two transmissions , does it have a less critical CG?
Last but not least check out the net concerning "Proven designs" suggested as better alternatives to the SK 92. ( Eurocopter AS 332 notable accidents and incidents)
