As I recall, most of the S-92 MGB housing foot cracking (severing & radial) occurrences some six or seven years back, were happening in the North Sea sector and when the OEM dug a little deeper to understand why this was, it was noted that crews were routinely pulling more Tq than in the GoM or Far East.

If my memory serves me well, in addition to Phase II/III housing replacements, the OEM also sent out AS/Tq recommendations to the operators.

More Tq = more fatigue/stress.

I suspect so too! With REDL the type was cleared for flight well ahead of the final report though

North Sea ops are in a 'hostile environment' (regulators' definition, not mine) and is in an area where the level of existing aviation infrastructure is very high, there is a large pool of aircrew, and highly developed industrial and transport infrastructure.

Does this mean that there is a mix of challenging conditions and competition that does not occur anywhere else?

I suppose flying off Newfoundland has similar conditions if you think about it.

Remember back when the Helicopter Services S-61's had their Blade Spindle problems and Bristow did not and it was found there was a difference in the way the two Company's Procedures differed that played a role in those losses?

Newfoundland certainly joins Scotland and three or four other places as having the greatest wind and waves 'resources' in the world. In terms of population and major human infrastructure, maybe a bit like a bigger version of the NW Highlands and a bit more out there than the North Sea. I wonder whether the North Sea's proximity to major highly developed human infrastructure allows a pace of operation that has some effect on the aircraft that we haven't yet seen measured.

Would Global companies not have noticed the disparity in total annual hours per airframe throughout their regions if the pace of ops was so different?

Insider - after the first rotorhead departed, Eurocopter made quite a deliberate point that it was only in NS that MC Tq/power was used for such extended periods of time - I appreciate it should not matter how long the 'period' under MC was in usual certification processes - but history now seems to indicate that MC might not mean MC when it comes to an overstretched MRGB design??
The 'slick' presentations had a summary of user hours/SOP power settings mapped out for all to see (I suggest to show potential buyers that the risk was restricted to NS practice of using the aircraft limits).

Good Morning Dear Friends,

Greetings from Brazil! Following since the very beggining the 225 Crash case, few days ago I was asked about how many companies/countries are, currently, using 225 in civilian/off shore services. Then, I am seeking for answers. Would you mind to inform me? (off course, I already did a search in Google, etc. and did not find anything regarding that.)
Thank you in advance for your attention.

Best regards,

The only operator that I know still using the L2 and Ec225 is in Vietnam Helicopters operating off from Vung Tau. In Malaysia our clients are still not using the machine.

Thnk u!!!!

This obviously can’t be true as my local AH representative assures me the only people not flying are UK and Norway, is this not the case?

No, has he heard of Malaysia and Australia?

And Africa !

NEO

How many hours did the two gearboxes have that failed?

How much of a margin would be appropriate to guarantee safety?

I'm assuming that as per AH/European/US conditions they will only be using the type of epicyclic that hasn't resulted in catastrophic failures. If so it will be interesting to see if any decision to allow a return is based on a better understanding of the bearing failure on the crash aircraft than was previously reported. Realistically not a lot will change anytime soon as few UK aircraft are likely to return to service in the short term.

G-REDL's MGB had accumulated 4467 hrs since new and the planet gears had accumulated 3623 hrs since new. Together they had accumulated 2354 hrs since last overhaul.

LN-OJF's MGB had accumulated 1080 hrs before it was installed in that aircraft and 1340 hrs total since new at the time of the accident.

Setting a safety margin based on such a small sample of data and considering differences in maximum loading between L2 and H225 variants would be extremely difficult, in my opinion, not to mention differences in flight profiles. Maybe HUMS data could give a little insight into the latter variations.

OJF's xmsn reportedly had been dropped which invalidates total time as useful measure.

Further gearbox check ordered by EASA
 

According to the BBC Scotland News website today, the European Aviation Safety Authority (Easa) has asked operators of EC225 and L2 aircraft to carry out one-off inspections of the gearbox.

Further helicopter checks ordered after Norway crash - BBC News

One-time inspection and flush of the oil cooler for MGBs with more than 300 hours.

any ideas what they are trying to establish? I would think there are very few if any still operating in Europe