then we also come back to that of interpreting the facts...
I still donīt agree to the fact that LN-OJF had "no" spalling Before the breakdown.
the pics shown are as well spalling evident and exactly in the same shape
and position related to the depth of the nitrated Surface as with the G-REDL.
what can be said is that it is claimed that no significant spalling had occured
during the time the box was installed in LN-OJF
moreover, we donīt know if there was spalling at an earlier stage of overhaul, since the MGB was inside the TBO of checking and replacing the gears.
moreover, I Think we should say, we don't know... but AH knows
what we also don't know is the reason that the two types of gears are produced.. we also don't know how many TBO each gear set have had, in total with the H225.
lets's get the facts straight Before we go into that discussion.
it might be that many many of the 225's that are not operated by British or Norwegian would not in the next year(s) be in the flight time of MGB TBO.
I would assume that AH knows this, and that is the reason EASA is allowing it to fly.. But of course, they would never say that in the ongoing
investigations, or to any customers that have bought this chip maker of a french disaster.
I would not be suprised if the old gear-sets have passed many more flight hours and TBO's than the other one..
It is still nonetheless disrespectfull to the victims and their families to
still play with Dirty hands and not telling the truth