When the vertical shaft starts to crack, the MOD45 pickup will detect it after a defined length of propagation. Reducing the detection threshold to indicate earlier in the propagation a is reasonable. Once the threshold is reached there could be an indication in the cockpit.
At this stage everything is working inside the gearbox normally.
It makes sense to now reduce power, which EC have data to indicate, dramatically slows the propagation, and LAND AS SOON AS POSSIBLE. Which means land at the nearest suitable site, rig, platform or airport etc.
If the shaft fails (Are you listening SAS), the crew immediatley get 4 independent indications of total MGB oil px failure.
As an interim solution I would work this all day long.
PITTS - ditching a helicopter successfully requires optimum performance of a minimum number of safety systems.
helicopters carry a myriad of systems to ensure the minimum number provide an optimum result. For EG the CPI has 5 backups in one form or another.
In both recent cases the outcome was optimum but not just because of EC225 provision, but decades of careful analysis following many ditchings worldwide. We seem to learn something from every single one. Especially how all the gear, crew, pax and the environment interact on each other. We are lucky in EASA land that our Authorities make sure that manufacturers and operators continue to apply what we learn.
It is for these reasons that reading your drivel on this post and others, childishly trashing many countless professionals in EC, the Operators and the Authorities literally boils my piss!!
DB