EC 175
More than likely they are plugging the gap from the EC225s. NHV/Dancopter were flying 3 of those which has so far been replaced by two EC155s. On top of that Maersk has been using Bel Air AW189s and AW139s since April.
Looking at the schedule Dancopter is flying it looks like they only have on H175 at the moment. There where no helicopters offshore, the hangar was empty and OO-NSI had just landed at 17:15 today.
Public Service Progress
http://www.verticalmag.com/press-releases/airbus-helicopters-launches-flight-test-campaign-h175-public-services-configuration/?utm_source=vertical-daily-news&utm_medium=email&utm_campaign=vertical-daily-news-10-12-16
It has a clearance for flight in limited icing conditions. Such flight requires installation of the Winter Kit (some blanking over the intake grids, plus some adjustments to the engine internally), Windscreen Heater, Ice Detector, AC Alternator and the horizontal stabiliser protection plate.
If that's what you mean by LIPS, then yes, it's certified.
If that's what you mean by LIPS, then yes, it's certified.
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I wasn't aware it was already approved for flights in known Icing conditions. i only read in verticalmag.com That Airbus was hoping to get the approval in the end of 2016. But I haven’t seen any Easa document regarding approval for flight in limited icing conditions yet. Witch is why I asked ☺ PlasticCabDriver: would you know where I could find the EASA approval?
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If you look at the type certificate for the H175 issue 2.
It is not approved for flight in icing conditions.
https://www.easa.europa.eu/system/fi..._18Dec2015.pdf
quote.
11.
Operating Limitations VFR day and night
IFR
Non-icing conditions
So there must be a type certificate issue number 3 with limited flight in icing right ?
It is not approved for flight in icing conditions.
https://www.easa.europa.eu/system/fi..._18Dec2015.pdf
quote.
11.
Operating Limitations VFR day and night
IFR
Non-icing conditions
So there must be a type certificate issue number 3 with limited flight in icing right ?
The 189 type cert is recently at issue 7 and includes LIPS and FIPS details as well as various other special conditions and requirements. We might expect a similar approach with the 175. I expect there is a some interim paperwork that may not be available online.
Type certificate issue 3 now published on the EASA website
https://www.easa.europa.eu/document-...e-certificates
https://www.easa.europa.eu/document-...e-certificates
RFM Noise Levels
According to the FM, 175 noise levels have been determined under conditions prescribed in Chapter 8 and Appendix 4 of Annex 16 of ICAO, volume 1 etc etc
Understand using Chapter 8 methods but why Appendix 4?
Appendix 4 is for helicopters NOT EXCEEDING 3175 kg Max Certified TOW.
Or is it a case that they meant to refer to Appendix 2?
Understand using Chapter 8 methods but why Appendix 4?
Appendix 4 is for helicopters NOT EXCEEDING 3175 kg Max Certified TOW.
Or is it a case that they meant to refer to Appendix 2?
Last edited by EESDL; 7th Mar 2017 at 02:30.
According to the FM, 175 noise levels have been determined under conditions prescribed in Chapter 8 and Appendix 4 of Annex 16 of ICAO, volume 1 etc etc
Understand using Chapter 8 methods but why Appendix 4?
Appendix 4 is for helicopters NOT EXCEEDING 3175 kg Max Certified TOW.
Or is it a case that they meant to refer to Appendix 2?
Understand using Chapter 8 methods but why Appendix 4?
Appendix 4 is for helicopters NOT EXCEEDING 3175 kg Max Certified TOW.
Or is it a case that they meant to refer to Appendix 2?
The TCDS says:
ICAO Annex 16, Volume I, Part II, Amdt. 10, Chapter 8 (EASA CS-36, Amdt. 3)
ICAO Annex 16, Volume I 6 Edition / Amendment 10 Chapter 8 (8.A.2)
Where do you see that?
The TCDS says:
The Noise certificate (https://www.easa.europa.eu/system/fi...0%20Issue2.pdf) says:
So is clearly referring to Appendix 2.
The TCDS says:
The Noise certificate (https://www.easa.europa.eu/system/fi...0%20Issue2.pdf) says:
So is clearly referring to Appendix 2.
Page 39 of Section 5 in the RFM refers to "Appendix 4"....
page code 17-06
Latest RFM noise-related update TIPI lists is RN9_RCc dated 9/2/2017 - which updates EPNdb figures but not the header.
What does yours say?
Airbrush H yet to confirm.
Last edited by EESDL; 8th Mar 2017 at 03:06.
Does anyone have an explanation for the incorrect amount of grease being applied and causing a gearbox to make crunching noises? Sounds intriguing.
https://www.energyvoice.com/oilandga...arbox-failure/OIL & GAS / NORTH SEA
Investigators have raised safety concerns after discovery of a gearbox failure on a CHC helicopter in Aberdeen after a “crunching sound” was heard.By Allister Thomas
23/04/2021, 10:51 am
© Airbus
A CHC-operated H175 helicopter Investigators have raised safety concerns after discovery of a gearbox failure on a CHC helicopter in Aberdeen after a “crunching sound” was heard.
A report from the Air Accidents Investigation Branch (AAIB) said the problem, found last year on an accessory gearbox while the H175 helicopter was still on ground, would have constituted a “major” safety failing had it been during a flight.
Both CHC and AAIB underlined that the failure would not have led to a loss of control of the aircraft, but would have required pilots to land “as soon as possible”.
The AAIB said it would have led to a “significant erosion of safety margins” during a flight.
The failing, on an accessory gearbox in the helicopter, was found on September 23 in Aberdeen after a “crunching sound” could be heard coming from it, the report said.
It followed a scheduled replacement of the main gearbox, with the issue found during the first “ground run”, which always takes place before any aircraft is released for work.
Investigators said an excess amount of grease being applied led to the issue, despite this being the appropriate amount stipulated in the maintenance manual.
A method used by the maintenance team also played a role, AAIB said, who launched an investigation due to the risk of the component failure occurring during flight.
CHC said it welcomed the report, adding that it worked closely with the AAIB and manufacturer Airbus following the event.
It added that the “anomaly” had been rectified by Airbus and that CHC’s engineering team has “been fully briefed on the AAIB’s report findings to ensure the result of the actions taken are fully understood and followed”.
Airbus issued a safety notice following the incident and updated and clarified the maintenance procedure.
An Airbus spokesman said the AAIB “report is clear on the origin of this incident”, underlining that the incident took place during a ground run prior to the helicopter being released for service.
However, on March 9, the AAIB received a report of a second similar issue elsewhere, after the Airbus safety notice, and that operator has since said it would issue a reminder to its maintenance team.
Jake Molloy, regional organiser of the RMT union, said “it would have been a scary moment for the passengers”.
He added: “Gearboxes in helicopters will forever be the biggest single concern for anybody using helicopters.
“They are very, very complex technical pieces of kit and identifying system failures, such as the one the AAIB has reported on, continues to improve the performance of those gearboxes.
“This particular failure identified during maintenance, reading the report, wouldn’t have brought the aircraft down immediately. The crew would have had to land it somewhere as soon as practically possible.
“It continues to be one of the major concerns in terms of overall safety for offshore workers and, inevitably, will continue that way. It’s an inherent risk which cannot be avoided.”
https://www.energyvoice.com/oilandga...arbox-failure/OIL & GAS / NORTH SEA
‘Crunching sound’ on CHC helicopter in Aberdeen identified gearbox failure
Investigators have raised safety concerns after discovery of a gearbox failure on a CHC helicopter in Aberdeen after a “crunching sound” was heard.By Allister Thomas
23/04/2021, 10:51 am
© AirbusA CHC-operated H175 helicopter Investigators have raised safety concerns after discovery of a gearbox failure on a CHC helicopter in Aberdeen after a “crunching sound” was heard.
A report from the Air Accidents Investigation Branch (AAIB) said the problem, found last year on an accessory gearbox while the H175 helicopter was still on ground, would have constituted a “major” safety failing had it been during a flight.
Both CHC and AAIB underlined that the failure would not have led to a loss of control of the aircraft, but would have required pilots to land “as soon as possible”.
The AAIB said it would have led to a “significant erosion of safety margins” during a flight.
The failing, on an accessory gearbox in the helicopter, was found on September 23 in Aberdeen after a “crunching sound” could be heard coming from it, the report said.
It followed a scheduled replacement of the main gearbox, with the issue found during the first “ground run”, which always takes place before any aircraft is released for work.
Investigators said an excess amount of grease being applied led to the issue, despite this being the appropriate amount stipulated in the maintenance manual.
A method used by the maintenance team also played a role, AAIB said, who launched an investigation due to the risk of the component failure occurring during flight.
CHC said it welcomed the report, adding that it worked closely with the AAIB and manufacturer Airbus following the event.
It added that the “anomaly” had been rectified by Airbus and that CHC’s engineering team has “been fully briefed on the AAIB’s report findings to ensure the result of the actions taken are fully understood and followed”.
Airbus issued a safety notice following the incident and updated and clarified the maintenance procedure.
An Airbus spokesman said the AAIB “report is clear on the origin of this incident”, underlining that the incident took place during a ground run prior to the helicopter being released for service.
However, on March 9, the AAIB received a report of a second similar issue elsewhere, after the Airbus safety notice, and that operator has since said it would issue a reminder to its maintenance team.
Jake Molloy, regional organiser of the RMT union, said “it would have been a scary moment for the passengers”.
He added: “Gearboxes in helicopters will forever be the biggest single concern for anybody using helicopters.
“They are very, very complex technical pieces of kit and identifying system failures, such as the one the AAIB has reported on, continues to improve the performance of those gearboxes.
“This particular failure identified during maintenance, reading the report, wouldn’t have brought the aircraft down immediately. The crew would have had to land it somewhere as soon as practically possible.
“It continues to be one of the major concerns in terms of overall safety for offshore workers and, inevitably, will continue that way. It’s an inherent risk which cannot be avoided.”
Investigators said an excess amount of grease being applied led to the issue, despite this being the appropriate amount stipulated in the maintenance manual.
Seems a bit contradictory to me...