If you bear in mind that the design of shaft has run for millions of flight hours in the 332L, L2 and 225 without problem (up until last year), then the concept must be OK. Some detail changed in the manufacturing process recently (different surface treatments etc) and that precipitated the problem for the Bond ditching. (Whether or not for this one, we don't yet know.). So I would say that since a small detail change caused the problem - albeit a pretty catastrophic problem - it is a small detail change to fix it.

HC, I totally agree, let's hope that they DID fix it. Let's also hope that they properly test any other new systems or detail changes as I never wanted to be a test pilot. If this was a fixed wing from one of the major manufacturers then I think it would be making a bit more impact. These aircraft aren't exactly cheap!

Nice pics shetlander. Are you promoting it as a floating resort location?



Where do we go now?
- Super Puma gearbox: black mark
- S-92 gearbox: black mark


Anyone for S-61T?

Cyclic - given you fly them surely the process of finding out what went wrong is a little more structured than "hoping" they fixed the problem??

Not the epitome of program perfection either. Four years after the program was first announced we're still waiting for the first Triton to be delivered; the 15 or so shipped to date have all been refurb'd analog S-61Ns.

Shetlander: Well done in getting these photos to the thread, much appreciated! :ok:

Playing around with Shetlander's 2nd photograph in Photoshop uncovers a rather large soot / oil mark extending from the left hand engine to the tail rotor.

When I read S5/2012 the other day I was quite surprised to read that.

One would expect there to be validation and review stages in the design control system that would have led them down a different path.

@Moodyman:
As is quite normal for these machines, especially 225s after a day's flying. Very smoky.

On its way to Peterhead on board a supply ship.

The engines do burn a lot of oil normally- the air oil separator is not very efficient so oil mist tends to find its way into the exhaust area, where it is cooked sufficiently to make it a black mess - but not sufficiently to burn it off.

The latest engine mod state has an improved separator and so a cleaner exhaust, but this is by no means implemented in the whole N Sea fleet.

Olympics zeus
 

Olympic Shipping*

Due in Peterhead at 03.30

Wonder how much it cost to spot charter that vessel - or can they claim salvage rights (or ransom) on the helicopter ? :)

Great end result of course but Just wondered why lossie SAR and a bond jigsaw attended,where was Shetland coastguard?? Surely they were closer

Normally Puma`s migrate to Dutch beaches this time of year, give or take a month..............

Bond 2 are practically next door to the Sumburgh Coastguard, so no distance advantage there and they were on a tasking at the time.

Offshorebear :

£65k a day for the vessel according to Westshore Shipbrokers AS - A leading Offshore Shipbroker in Norway. | Home

"Shetland Coastguard’s own search and rescue 102 was on a medevac to Aberdeen Royal Infirmary when the call came in."

See data from AIS shown in my post on page 2.

HC, what a shame you have become a Rotorhead's character that is pilloried in public like Shell Management.
Perhaps it is even sadder that you don't realise it is happening. Your response was so very predicable, despite your undoubted ability to provide a more reasoned and balanced one.
The EC225 is just a machine - with flaws and weaknesses like any other machine. A small cabin, a totally inadequate luggage bay, an in service reliability rate that is embarrassing, and a DOC that is not competitive. Oh - it also has seems to have an affinity to lying on it's side as well as to water.
However it is a good machine from the pilot's perspective - shame the customers get such a poor product!
A "Super Puma" that has genuinely reached the end of it's useful life and perhaps isn't so "Super" any more?