H175 taken ashore by ship.
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H175 taken ashore by ship.
Gearbox problems again.
Source: energyvoice.com:
A stricken Airbus H175 helicopter had to be taken ashore aboard a ship after a cockpit warning light appeared while the aircraft was on an oil rig.
Only a small number of H175s are in service in the UK North Sea. NHV has three at its base in Aberdeen, while CHC Helicopter took delivery of its first H175 for use in offshore oil operations in August.
A spokesman for Belgian operator NHV said the warning light incident took place last week.
He said the light came on when the aircraft was on a rig in Danish waters, and not during flight.
A ship was used after it became clear that the H175 could not safely fly all the way back to its base.
The aircraft did manage to fly the short distance between the rig and the ship, before being transported back to the Danish coast.
Once near the shore, it made a short flight to Esbjerg airport, where it is undergoing scheduled maintenance.
An industry source based in Denmark told Energy Voice that the aircraft had suffered gearbox problems.
NHV and Airbus said a root cause had yet to be found.
A spokesman for Airbus said the aircraft would not return to action without undergoing a full set of checks.
He said: “An NHV H175 experienced a cockpit warning on the deck of an offshore rig in the North Sea.
“With full support from Airbus Helicopters the aircraft was cleared for two short ferry flights, from the rig to a transport ship and, on the ship’s arrival at the coast, a short flight on to land.
“The flights, which totalled less than 10 minutes, remained at all times within the safe flight period following one of these alerts.
“The aircraft will undergo a full technical inspection ahead of any return to flight.”
Source: energyvoice.com:
A stricken Airbus H175 helicopter had to be taken ashore aboard a ship after a cockpit warning light appeared while the aircraft was on an oil rig.
Only a small number of H175s are in service in the UK North Sea. NHV has three at its base in Aberdeen, while CHC Helicopter took delivery of its first H175 for use in offshore oil operations in August.
A spokesman for Belgian operator NHV said the warning light incident took place last week.
He said the light came on when the aircraft was on a rig in Danish waters, and not during flight.
A ship was used after it became clear that the H175 could not safely fly all the way back to its base.
The aircraft did manage to fly the short distance between the rig and the ship, before being transported back to the Danish coast.
Once near the shore, it made a short flight to Esbjerg airport, where it is undergoing scheduled maintenance.
An industry source based in Denmark told Energy Voice that the aircraft had suffered gearbox problems.
NHV and Airbus said a root cause had yet to be found.
A spokesman for Airbus said the aircraft would not return to action without undergoing a full set of checks.
He said: “An NHV H175 experienced a cockpit warning on the deck of an offshore rig in the North Sea.
“With full support from Airbus Helicopters the aircraft was cleared for two short ferry flights, from the rig to a transport ship and, on the ship’s arrival at the coast, a short flight on to land.
“The flights, which totalled less than 10 minutes, remained at all times within the safe flight period following one of these alerts.
“The aircraft will undergo a full technical inspection ahead of any return to flight.”
Airbus is to MRGBs as Serial Killers are to Prostitutes. 
The Rumour is: H175 MRGBs are being replaced at 400hrs, and operators are required to sign non disclosure agreements about serviceability.
Repeat “Rumour”.
If this is true, it would reinforce a lot of opinions about this company.
The Rumour is: H175 MRGBs are being replaced at 400hrs, and operators are required to sign non disclosure agreements about serviceability.
Repeat “Rumour”.
If this is true, it would reinforce a lot of opinions about this company.
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Emergency Airworthiness Directive AD No.: 2017-0194-E Issued: 29 September 2017
ATA 55 – Stabilizers – Horizontal Stabilizer Attachment Bolts – Inspection / Modification / Clearance Check
ATA Rotorcraft Flight Manual – Amendment
....Placard installation:
(6) Before next flight after the effective date of this AD, fabricate and install, in clear view of the pilots, a placard reducing the ‘never-exceed speed’ (Vne) Power-On to 145 Knots indicated airspeed (IAS) in accordance with the instructions of Figure 8 of the ASB.
ATA Rotorcraft Flight Manual – Amendment
....Placard installation:
(6) Before next flight after the effective date of this AD, fabricate and install, in clear view of the pilots, a placard reducing the ‘never-exceed speed’ (Vne) Power-On to 145 Knots indicated airspeed (IAS) in accordance with the instructions of Figure 8 of the ASB.
A VNe now of 145 Knots !! Most operators will use VNe -10knots to give a VNo of 135 knots, that's going to hurt !!!!!!!! and with non discourse agreements plus 400 hour gearbox changes, things are adding up in the AH camp.
Greeny9
Got caught out on some airframes where the seriel number of the stab couldnt be visually verified so restriction could not be lifted - even though, as you mentioned, it was primarily an ec155 or later 365 issue but older models retained the restriction for quite a time - v frustrating
Got caught out on some airframes where the seriel number of the stab couldnt be visually verified so restriction could not be lifted - even though, as you mentioned, it was primarily an ec155 or later 365 issue but older models retained the restriction for quite a time - v frustrating
As long as only pride gets hurt it's just fine.
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The main gearbox on the H175 is a different animal to either type used on the H225. The H175 MGB has two accessory gearboxes, de-clutch capability and 30 mins run dry certification. I don't know if any significant component designs are shared between the two types (anyone?)
Despite this, AH/operators will be very cautious of unexpected chip debris. We don't know for certain there has been any, of course, and the salient information isn't in the public domain.
I assume that if the incident is serious enough to use a vessel to help it home it will need to be reported.
Despite this, AH/operators will be very cautious of unexpected chip debris. We don't know for certain there has been any, of course, and the salient information isn't in the public domain.
I assume that if the incident is serious enough to use a vessel to help it home it will need to be reported.
Last edited by birmingham; 17th Apr 2018 at 13:35.
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Dry run
The main gearbox on the H175 is a different animal to either type used on the H225. The H175 MGB has two accessory gearboxes, de-clutch capability and 30 mins run dry certification. I don't know if any significant component designs are shared between the two types (anyone?)
Despite this, AH/operators will be very cautious of unexpected chip debris. We don't know for certain there has been any, of course, and the salient information isn't in the public domain.
I assume that if the incident is serious enough to use a vessel to help it home it will need to be reported.
Despite this, AH/operators will be very cautious of unexpected chip debris. We don't know for certain there has been any, of course, and the salient information isn't in the public domain.
I assume that if the incident is serious enough to use a vessel to help it home it will need to be reported.
If there was enough concern to use the slow boat solution I am somewhat surprised to read that authority was given to start the machine on another 2 occasions with this fault.
It’s one thing keeping the mrgb idle then a short ferry flight is it not a completely different scenario to shutdown and start-up on the rig then to shutdown and start-up again on the vessel ?
Gutsy call by AH/NHV engineers in current climate.
It’s one thing keeping the mrgb idle then a short ferry flight is it not a completely different scenario to shutdown and start-up on the rig then to shutdown and start-up again on the vessel ?
Gutsy call by AH/NHV engineers in current climate.
Normally with blades dismounted.
I have seen it done long time ago for a S76 from the Noble Kolskaya
Cheers SLB
You might have thought so but....
SLB - have you read the article?
It says aircraft was flown to the ship and to the shore........
We both know how it is usually done
It says aircraft was flown to the ship and to the shore........
We both know how it is usually done
SLB
My apologies - iPad playing tricks on me and scrolling back to last year ‘s Incident. It gave me the impression that it had happened more recently!
Please disregard anything I have said on this matter - I’ll shall blame the heatwave and delete my post to avoid any further confusion!!
My apologies - iPad playing tricks on me and scrolling back to last year ‘s Incident. It gave me the impression that it had happened more recently!
Please disregard anything I have said on this matter - I’ll shall blame the heatwave and delete my post to avoid any further confusion!!
EESDL,
No problem, I found the link and although being the MGB problem from last year your comment is still relevant.
I suggest we both stay out of the sun with a cold beer and wait until more enlightened people care to tell what is really going on.
Cheers SLB
No problem, I found the link and although being the MGB problem from last year your comment is still relevant.
I suggest we both stay out of the sun with a cold beer and wait until more enlightened people care to tell what is really going on.
Cheers SLB