EC 225 latest ......so quiet
The worrying part for industry is that HUMS did not detect damage and deterioration in the epicyclic such that it resulted in a catastrophic failure
In the second failure....was there metal made to be detected?
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There was a document at some point, in which Airbus removed from service any gearbox that had suffered an unusual event, this included impact damage, but also lightning strike, which the gearbox fitted to DL had previously suffered while fitted to another red aircraft.
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Noiseboy-
That point about lightning strike damage to a main rotor gearbox is interesting. There are a couple way lightning strikes can damage main or tail rotor gearboxes.
Rotor blade lightning strike damage can produce sufficient dynamic imbalance force to damage mast bearings or even load bearing housing structures. I believe this occurred with an AS332 TR gearbox a few years back.
If the electrical bonding devices of a helicopter rotor system are poorly maintained and not performing properly, the next best electrically conductive path between the rotor and airframe are often the contacts between the rollers and races of the gearbox bearings. This can produce arcing at the very small roller/race contact areas, and pitting of the race surfaces.
Lightning strikes to turbine engine compressor blades occasionally cause damage to the shaft bearings. Here is an interesting report of one such incident.
That point about lightning strike damage to a main rotor gearbox is interesting. There are a couple way lightning strikes can damage main or tail rotor gearboxes.
Rotor blade lightning strike damage can produce sufficient dynamic imbalance force to damage mast bearings or even load bearing housing structures. I believe this occurred with an AS332 TR gearbox a few years back.
If the electrical bonding devices of a helicopter rotor system are poorly maintained and not performing properly, the next best electrically conductive path between the rotor and airframe are often the contacts between the rollers and races of the gearbox bearings. This can produce arcing at the very small roller/race contact areas, and pitting of the race surfaces.
Lightning strikes to turbine engine compressor blades occasionally cause damage to the shaft bearings. Here is an interesting report of one such incident.
A lot of Airbus Helicopter's future is tied up with the 225 program. They will find a cure for the gearbox problem and they will continue with strong military sales.
In a few years, especially if the the oil picks up and distant oilfields become viable, then a long range transport system will become necessary. Those that work in this environment will step into the back of a 225 with no qualms whatsoever.
In a few years, especially if the the oil picks up and distant oilfields become viable, then a long range transport system will become necessary. Those that work in this environment will step into the back of a 225 with no qualms whatsoever.
I would be interested to see the opinions of the rig workers on that prediction
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Even in the UK the workers opinions will have an effect. It will not be visible in suited up passengers refusing to board the aircraft when it turns up outside the departure lounge (although personally I have been very close to that scenario, ironically with a Chinook at Sola in the 1980’s). They will usually have made their decision long before that, having considered work prospects, income, family,and many other personal considerations.
The oil company may fill the seats on the aircraft but the sum total of experience on the rig or platform will decline. That erodes confidence in safety levels offshore that leads others to then leave too. Experienced workers may already be disillusioned at having to work longer rotas, often for the same pay or less. Reactively, oil companies may then improve pay and conditions to try to arrest the decline (we have seen this before) and will wind up spending more (closing the stable door too late) just to keep one type of helicopter flying than they would have paid for an alternative type with slightly reduced but often adequate load/range.
In a few years, especially if the the oil picks up and distant oilfields become viable, then a long range transport system will become necessary.
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A lot of Airbus Helicopter's future is tied up with the 225 program. They will find a cure for the gearbox problem and they will continue with strong military sales.
In a few years, especially if the the oil picks up and distant oilfields become viable, then a long range transport system will become necessary. Those that work in this environment will step into the back of a 225 with no qualms whatsoever.
In a few years, especially if the the oil picks up and distant oilfields become viable, then a long range transport system will become necessary. Those that work in this environment will step into the back of a 225 with no qualms whatsoever.
Your comments on the military sales are spot on. The military have not moved on and there is time to restore confidence. In oil and gas, long short and medium range it's dead Jim. They have moved on and aren't coming back - no need to take my word for it ask the pax and the customers. Operators don't really come into it I'm afraid as however willing they may to resume operations be it is the client who ultimately decides.
South Korea is making AH pay for deficiencies in the 225 derived Surion, notably replacing the gear boxes:
https://www.flightglobal.com/news/ar...box-gr-429923/
Not good for Airbus but I imagine that is just a matter of taking a nationalist position to get a AW149 order for Świdnik rather than part of the 225 story that we know so well?
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