So, bearing in mind your PPrune handle, I presume you are complaining that when you introduced the B212 into service, there was insufficient string pulleys and clockwork to make a suitable simulator?





Yes, I know...




People think that I think the sun shines out of EC's whatsits but I am the first to berate any manufacturer who brings out a new complex type without provision of a simulator at or before the first sale.

This was one of the reasons Brunei Shell cancelled the initial order for AB139s. At the time the manufacturer was saying they didn't think there was enough demand for a simulator :ugh:

Use. of Go Around after engine failure on take off
 

There was a Lettre Service somewhere in the year 2008 that says the use of The Go Around upper mode which is described in the un approved section of the flight manual that states " in the case of engine failure and engagement of the Go-Around mode, the flight path, speeds and compliance with the limitations must be carefully monitored. If necessary, in order to use the available power in the best way possible, the flight crew must recover manual control in accordance with the flight manual procedure. "

Five years have gone by and I cannot find any documentation to say that this is no longer valid. I wonder if Fadec V 12 has solved this and if so where can I find the documentations.

gnow, not really the FADEC software, but the APM software that goes with it, has the fix for this problem. So I your aircraft has the latest APM software then the GA mode should quickly take into account, and handle correctly, an engine failure either during or before engagement of GA.

Not sure about the documentation but I think it is in the SB that went with the release of the APM software (sorry, you will have to look!). IIRC the change was made in vS9-51 which was when v12 first came out. Of course the current version is the next one, vS9-61 with the TCAS II functionality.

Thanks HC... maybe I will seach through TIPI again or drop them a line. Our machines have Fadec V 12 and VMS software 2-4-7 so the problem should have been fixed

I found it - SB 22-003. However, it is cryptic - all it says that is relevant in the list of benefits is:

" - improve the strength of integration of the VMS information in case of engine failure (P/N LS 1903-71-08),"

Thank you so much again HC. As usual another crate of cyber beer from me again. A lot of people were not aware about the poor go around OEI performace because it behaved normally in training mode . I had been the bad boy most of the time reminding my friends ( which makes me a bit of a pain in the butt! ) . The last couple of days Eurocopter issued another " Optimum use of AFCS" and there had been a good write up on the Go Around function but I did not re call literature to cancel the letter on the misbehaviour of the Go Around after engine failure. Thanks alot again.

Out of interest, gnow, but are your EC225s still currently flying?

No..the clients are still waiting for the big brothers in the North Sea to start operating before they go ahead. Meanwhile I am at Helisim flying the sim:)

Weststar Aviation orders 2 EC225s
 

It seems like Westar has just ordered 2 EC225s for offshore in Malaysia.
This thread has picked up some serious dust since late November 2012.

Deux hélicoptères lourds d'Eurocopter en Malaisie | La Provence

Here's the english version on HeliHub:

Weststar Aviation Services order two Eurocopter EC225s | Helihub - the Helicopter Industry Data Source

Probably because they can't get S92s for love nor money

I believe we will hear some good news announced by Eurocopter mid week in regards to the shaft.

Fingers crossed then.

Si

New shaft probably coming in 2014. Band aid until then, 225 back in the air by June or July 2013.

Seems like good news might be on the horizon!

Heard the cold temps might have had something to do with the cracking.......

Vertical Article

Eurocopter is closer to finalizing the probable cause of a bevel shaft crack that led to the ditchings of two EC225 LP helicopters in the North Sea in 2012, the company told its customers this week.

In a statement, Eurocopter said it has made “significant progress” regarding the crack initiation root cause during its third campaign of testing, although its conclusions still need to be shared and discussed with the investigation authorities and Georgia Technology Research Institute.

Eurocopter said it has been able to replicate both crack initiation scenarios on test benches, and that the crack propagation model has been verified in bench tests as well. The company’s investigations have led it to the conclusion that no abnormal dynamic overload is present. Instead, Eurocopter’s perspective is that a combination of factors can lead to a weakened fatigue strength of the EC225’s vertical shaft.

A flight test to demonstrate the scenario up to full rupture is currently in progress.

Eurocopter said it will keep working with helicopter operators, oil and gas companies, unions and other key stakeholders to ensure full validation of the results and the recommended solutions. In the meantime, the company said, on-going safe flight operations continue.

This should be exciting!

A flight test to demonstrate the scenario up to full rupture is currently in progress.:eek::eek::eek::eek::eek::eek::eek: