EC225
Great looking aircraft.
Had a fairly close look over it last week whilst down at Bristows being 'beasted' by their Training School in prep for IRT next week.
Impressive bit of mmf plugged in between the tail boom and cabin!
From what I can recall, no one seemed too fussed about the incident - taxiing sops might need to be amended.
V Impressive cockpit - a quantum improvement for the 'office'. No matter how hard I looked - could not find the pie heater though!
Thanks guys, see you Tuesday.
Had a fairly close look over it last week whilst down at Bristows being 'beasted' by their Training School in prep for IRT next week.
Impressive bit of mmf plugged in between the tail boom and cabin!
From what I can recall, no one seemed too fussed about the incident - taxiing sops might need to be amended.
V Impressive cockpit - a quantum improvement for the 'office'. No matter how hard I looked - could not find the pie heater though!
Thanks guys, see you Tuesday.
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Surely not ground resonance, possibly an autopilot mode that makes it shake on the ground (sensor issue? loose wire?)
Were it ground resonance, the cure takes much engineering time, were it a maintenance issue to the AP (cleanly stopped when the AP is turned off), the cure is sure and the aircraft moves on.
Rumors feed on the absence of facts, and assume the worst.
Were it ground resonance, the cure takes much engineering time, were it a maintenance issue to the AP (cleanly stopped when the AP is turned off), the cure is sure and the aircraft moves on.
Rumors feed on the absence of facts, and assume the worst.
Nick
Only the uninformed said that it may have been Ground Resonance........It is a rumour network!
The Bristow boys and girls contribute to this forum so I thought they would like the opportunity to quell this particular rumour.
The French Army have been using the aircraft without such a problem for quite a while now..............
Only the uninformed said that it may have been Ground Resonance........It is a rumour network!
The Bristow boys and girls contribute to this forum so I thought they would like the opportunity to quell this particular rumour.
The French Army have been using the aircraft without such a problem for quite a while now..............
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The problem is something to do with the collective trim when in/near the fully down position, I'm sure someone will be able to explain in more detail. A/C starts to basically bounce up and down, and obviously the first time it happened it caused a few hearts to beat a bit faster..... Saw pilots giving it a shot the other day and thought the thing was gonna hit it's tail off the ground! I'm told by one of the pilots that the situation can be avoided if known about, and Eurocopter are looking at a fix.
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Is there any truth about the crew recieving head injuries, whispers are that one recieved 12 stitches, if this is true it raises some very interesting safety issues, When you look around the cockpit of the Puma you suddenly realise what is supposed to protect you would most likely injure you.
Like others have said,I hope that this is fixable and I look forwards to flying it soon.
However if they have just adapted a military cocpit for civil ops with no thought for crew protection during turbulance, resonance,disturbance from controlled flight then sometime down the line someone's going to get hurt, and it might not just be the crew at the front!!!
Whilst wearing a helmet would be a simple fix for such cockpit de- lethalisation, I and many others would'nt relish the thought of wearing one for the amount of hours that we currently fly. There maybe some other answer that would afford the same protection.
ATB
MaxNg
Like others have said,I hope that this is fixable and I look forwards to flying it soon.
However if they have just adapted a military cocpit for civil ops with no thought for crew protection during turbulance, resonance,disturbance from controlled flight then sometime down the line someone's going to get hurt, and it might not just be the crew at the front!!!
Whilst wearing a helmet would be a simple fix for such cockpit de- lethalisation, I and many others would'nt relish the thought of wearing one for the amount of hours that we currently fly. There maybe some other answer that would afford the same protection.
ATB
MaxNg
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big enough
Had a fly of the 225 a couple of weeks back and at 6'4" I found no problems. Very impressive machine with lots of input from the pilot fraternity on layout and AP functionality just to get things right. Can't wait to find out how things work out in practice.
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Shaking all over
Had a similiar thing happen to me on the Lynx when it first appeared. Turned out to be a CAC problem. Scary the first time it happened everything was a complete blur.
Some twenty or so years ago we had a CH47 that used to buck like a bronco all over the sky when the AFCS was selected on. Names were pulled out of a hat – from the juniors that is – for flight test crews and the appropriate dress was faded jeans, a chequered shirt and a Stetson. Boy did she used to go for it; a man has to pay good money to get a ride like that these days.
There were only two natural reactions to this problem whilst on board for the first time, you either laughed in fear or you shat yourself - and I don't recall seeing anybody laughing.
It took a while to resolve, but it my memory serves me correctly it turned out to be a loose earth strap on the AFCS stowage rack.
There were only two natural reactions to this problem whilst on board for the first time, you either laughed in fear or you shat yourself - and I don't recall seeing anybody laughing.
It took a while to resolve, but it my memory serves me correctly it turned out to be a loose earth strap on the AFCS stowage rack.
Hilife....was that tail number 034 at Phu Loi?
She would jump slap off the ground and then imitate a bucking horse until you pulled it off the ground and turned the SAS off. Throwing the red cover down on the SAS switch was just like opening the gate at the Rodeo. If you engaged it at a hover....she just bumped a touch and settled right down.
Early Chinooks had a real nasty Thrust Lever Bounce (Collective Bounce).....that was caused by weak magnetic brakes. A properly placed knee against the lever cured it.
She would jump slap off the ground and then imitate a bucking horse until you pulled it off the ground and turned the SAS off. Throwing the red cover down on the SAS switch was just like opening the gate at the Rodeo. If you engaged it at a hover....she just bumped a touch and settled right down.
Early Chinooks had a real nasty Thrust Lever Bounce (Collective Bounce).....that was caused by weak magnetic brakes. A properly placed knee against the lever cured it.
I’m afraid not SASless, she was one of Her Majesty’s finest assigned to the 240th Vertical Pursuit Ship School at RAF Odiham in England.
I think I knew a Phu Loi once but I do not recall seeing 034 tattooed on her arse, but then again it was dark and very late.
I think I knew a Phu Loi once but I do not recall seeing 034 tattooed on her arse, but then again it was dark and very late.
Had a look at a 225 FLM today. Loved the after take off checks; very short, but not forgetting ' Pilot arm rests............As Required'
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Ned
The EC225 has the Makila 2A1 engine rather than the 1A2 of the L2. The 225 has FADEC with dual channel and as a backup it will mirror the good engine if both channels fail which of course will never happen according to EC.
The 225 has a 5 bladed main rotor for increased speed and reduced vibration...which is true, it is fast and smooth. The L2 only has 4 blades.
The EC has the Avionic Nouvelle cockpit while the L2 has a mix of glass flight instruments and analog engine instruments. The 225 cockpit is the best available in terms of integration and presentation. Its the best available on the market today, similar to the EC155 cockpit.
The airframe is the same as the L2 although I think the 225 has slightly more fuel capacity and sponson tanks as standard fit.
HH
The EC225 has the Makila 2A1 engine rather than the 1A2 of the L2. The 225 has FADEC with dual channel and as a backup it will mirror the good engine if both channels fail which of course will never happen according to EC.
The 225 has a 5 bladed main rotor for increased speed and reduced vibration...which is true, it is fast and smooth. The L2 only has 4 blades.
The EC has the Avionic Nouvelle cockpit while the L2 has a mix of glass flight instruments and analog engine instruments. The 225 cockpit is the best available in terms of integration and presentation. Its the best available on the market today, similar to the EC155 cockpit.
The airframe is the same as the L2 although I think the 225 has slightly more fuel capacity and sponson tanks as standard fit.
HH
"The L2 only has 4 blades"
Yeah, like it has for the last 14 years. But hey, what's a blade between friends?
Yeah, like it has for the last 14 years. But hey, what's a blade between friends?
Hippolite,
that wasn't a dig at you (in fact it wasn't a dig at all, it was simply an off the cuff response to wizzard's comment)
I agree about the cockpit, though a significant improvement on the 155.
that wasn't a dig at you (in fact it wasn't a dig at all, it was simply an off the cuff response to wizzard's comment)
I agree about the cockpit, though a significant improvement on the 155.