EC225 crash near Bergen, Norway April 2016
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Last edited by cyclic; 3rd May 2016 at 19:48.
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MGB fittings
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So Airbus decides to not ground EC225LPs, Shell Norway decides to stop all CHC Norway flights (with S92) indefinately, and now EASA sends out directive saying among other things to check suspension bar for "correct installation".
Starting to sound like maintenance error perhaps. Although this is only speculation at this point.
Starting to sound like maintenance error perhaps. Although this is only speculation at this point.
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Tks cyclic, my TIPI currently dont incl 225 but got it!
Maybe this is not the only cause but the scary thing to all off us should be that all French helicopters fly using the stays and between 120, 130, 350, 365, 330, 332 and 225 how many hours were accumulated before now? Yes theres differences between pins vs bolts and nuts vs some split pin other baby pins etc but in principle they all the same for all these hours and years? Not a critisism or finger pointing, just a very sobering thought and reminder to stick to basics.
Very sad for the lives lost, 225 lost and for the engineers involved as I do not know how they are coping and hope they have support threw this regardless off the outcome!
Maybe this is not the only cause but the scary thing to all off us should be that all French helicopters fly using the stays and between 120, 130, 350, 365, 330, 332 and 225 how many hours were accumulated before now? Yes theres differences between pins vs bolts and nuts vs some split pin other baby pins etc but in principle they all the same for all these hours and years? Not a critisism or finger pointing, just a very sobering thought and reminder to stick to basics.
Very sad for the lives lost, 225 lost and for the engineers involved as I do not know how they are coping and hope they have support threw this regardless off the outcome!
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My thoughts as well Mitchaa! The following statement was from sbs.com
"We are as certain as we can be that a technical error caused the accident. We don't think it was due to human misinterpretations," the director of the board's aviation department, Kaare Halvorsen, told reporters on Tuesday.
Thank Kaare, that really clears things up .... throw a smoke bomb out there for now.
"We are as certain as we can be that a technical error caused the accident. We don't think it was due to human misinterpretations," the director of the board's aviation department, Kaare Halvorsen, told reporters on Tuesday.
Thank Kaare, that really clears things up .... throw a smoke bomb out there for now.
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When you encounter a HUMS alert on certain MGB condition indicators, with for example a rising trend, the workcard will often tell you to check the chip detectors and the Oil filter.
If they believed the failure was to do with the suspension rods then why the need to check MGB chip detectors, filter and HUMS data?
Looking for and being aware that strange or unusual things can happen is what helps to keep you alive in this business.
As Orville said to Wilbur
"Assumption is the "Mother of all F*****ps"
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Apologies for my previous misidentification of the suspension bar in the first photographs as being the LH bar.
Identification was based on the EC225LP IPC which I now see is wrong.
Based on the Aircraft Maintenance Manual and the EASB it is in fact the RH suspension bar.
Just goes to show even the manufacturer has problems getting it right.
Identification was based on the EC225LP IPC which I now see is wrong.
Based on the Aircraft Maintenance Manual and the EASB it is in fact the RH suspension bar.
Just goes to show even the manufacturer has problems getting it right.
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The EC225 and AS332L2 MGBs share a lot of commonality. The major difference is the flared housing on the 225 MGB vs the conical housing on the 332. The main module is very similar, and the epicyclic is effectivley the same on both types. Given the commonalities AS332 MGB/epicyclic failures shouldn't be discounted.
Ahem Satcomm, I am one of those "advisors" and let me assure you that in our company, we advisors present unbiased recommendations to management regardless of the current economic situation in the resource sector. In this particular case, our recommendation is NOT to fly this POS until cause is determined and rectified.