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Originally Posted by Variable Load
(Post 8614269)
The AH device is far better than Bristow due to superior visuals and having the latest aircraft software loaded. The Bristow device is sadly not being upgraded to keep it in line with the aircraft.
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HC, thank you for your response. I did not plan to make comment, it was just a question. I will however review my foolishness rating and I will come back to you with my assessment.
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Originally Posted by terminus mos
(Post 8614624)
HC, thank you for your response. I did not plan to make comment, it was just a question. I will however review my foolishness rating and I will come back to you with my assessment.
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I guess my comment was rather presumptuous. Sorry about that. Although having already apologised I expect you won't accept this one either. |
Originally Posted by terminus mos
(Post 8615187)
Not at all, I know you didn't mean any harm really, its just you!
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North Sea helicopter check ordered over door-jamming fears
Inspections have been ordered on two North Sea helicopter types after a door fault was discovered that could prevent the safe evacuation of passengers. The European Aviation Safety Agency (EASA) identified an issue onboard the Airbus AS 332 and EC 225 Super Pumas during a scheduled check. An emergency door mechanism failed and an investigation revealed corrosion damage caused by undrained water. The EASA Airworthiness Directive states: " This condition, if not detected and corrected, could lead to jamming of the door jettisoning mechanism, possibly preventing jettisoning of the affected door in an emergency situation and obstructing the safe evacuation of occupants." Inspections have been ordered within three months for older aircraft and 15 months for newer ones. The EC 225 was temporarily grounded after two ditchings off Aberdeen and Shetland in 2012. Sixteen people died in 2009 when the same model plunged into the sea off the Aberdeenshire coast while returning from a BP platform. A spokesman for the British Airline Pilots Association said: "The Airworthiness Directive has been issued as a result of an unusual failure of an aircraft to pass the jettison test and is intended to ensure that there is not a wider problem throughout the fleet by a special inspection of the jettison system. "The jettison test is carried out on a flying hour basis and most aircraft in regular use will have it done about twice a year. "The directive will ensure that any aircraft not in regular use is inspected within a reasonably short timescale of three months before any excessive corrosion can develop." |
Ironic, as normally ABH/EC products jettison their doors when you least want them to! :E
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The European Aviation Safety Agency (EASA) identified an issue onboard the Airbus AS 332 and EC 225 Super Pumas during a scheduled check. |
This old unrelated ASB has nothing to do with any ditchin in the North Sea! :*
As usual the Press has no clue about anything. :mad: |
But they have a point. 4 exit jettison handles were used for anual training and 3 failed - corrosion and complication of pulley system. Sliding is no option otherwise rear exits are blocked.
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Sliding is no option otherwise rear exits are blocked. |
voando But they have a point. 4 exit jettison handles were used for anual training and 3 failed - corrosion and complication of pulley system. Sliding is no option otherwise rear exits are blocked. Each door has 2 jettison handles one inside and one outside. Even in case that the plastic plunger is blocked/stuck by corroded hardware you can always push the door away/outboard by force and it will fall off the airframe. The jettison system is proven and works for over 30 years now and suddenly it becomes an issue? :rolleyes: And as 212man correctly pointed out, the plug doors slide forward. ;) |
Sorry, I was confusing. But still two occasions separate reported ... perhaps good to remind our maintenance guys, even if not yours ....
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Originally Posted by as365n4
Each door has 2 jettison handles one inside and one outside.
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Aren't the windows the primary emergency exits now?
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Originally Posted by terminus mos
Aren't the windows the primary emergency exits now?
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No need for all that survival/escape training and gucci kit and rebreathers then.:ok:
I think there may be hope for Digs to find himself a cushy job with one of the Major Oil Company Risk Management operations.;) |
diginagain Quote: Originally Posted by as365n4 Each door has 2 jettison handles one inside and one outside. Really? Where? I ask out of interest as although I spend my time inside worried about how to get outside it's always good to know these things. And on the AS332 it is just bellow the smaller cabin window on the forward section of the cabin. |
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Thank-you, both.
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Rotation Point for Helideck on PC2 DLE ops
I wonder if most operators use 15 ft as the rotation point for Helideck PC2 DLE ops offshore as per the Flight Manual. It looks like it is a bit too low that might result in tail strike in an OEI ops. My company Ops Manual uses 25 ft as the rotation point .
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It looks like it is a bit too low that might result in tail strike in an OEI ops |
To low, ie below 25' = tail strike in the event of OEI, too high, ie above 15' = risk of losing sight of the deck during a reject, especially at night, and arriving off the deck, colliding with the structure of falling off the side. Take your pick!
I would also ask you how you know when you are at 15' or 25'. Hard to judge visually especially at night. The EC225's radalt is not bad, but there is some lag (although AH denied it when I queried it!) so IMO when the radalt says 15' or 25', you are already well past it if you are flying the manoeuvre dynamically (as you should be). It seemed to me that an indicated height of 15' was not too bad, probably nearer 25' actual! |
A profile that guarantees exposure to a tail strike should not be called Class 2, as it will certainly result in a crash with fatalities.
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Originally Posted by Variable Load
(Post 8899416)
A profile that guarantees exposure to a tail strike should not be called Class 2, as it will certainly result in a crash with fatalities.
Anyway, how many crashes have resulted from engine failures at critical phases of takeoff or landing, vs all the other causes of accidents? Why do we spend so much time fretting about exposure? I just have this vision of groups of learned people sitting around tables endlessly poring over performance graphs and arguing the fine points, oblivious to helicopters outside spearing in from various causes with both engines happily running. We really do have a wrong sense of priority in this industry. |
To low, ie below 25' = tail strike in the event of OEI |
Originally Posted by Variable Load
(Post 8899599)
Simply using your words :) and common sense!
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I can think of 2 x S76 incidents straight off which happened very close or just at CDP. Critical phase of flight and engine failures. One on departure from a rig which resulted in a crash and subsequent loss of life. One from a landing approach which I feel had it been flown differently may not have resulted in a ditching. (just my opinion tho)
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...I feel had it been flown differently may not have resulted in a ditching (I assume you refer to the MHS event?) |
On the subject of rig take off again.. Today I experienced something not quite usual. Weight was about 9700 kg, OAT 30C with nil wind and nil flaring at the rig.The hover power at 3 to 4 ft low hover was 6.4 FLI, Nr 104. There should be ample power for the take off as I have about 3/4 FLI power margin. Using the take off profile for PC2 DLE when the aircraft was at 15 ft the ROC was only about 100 to 200 ft per min. I brought it down to a very low hover and applied take off power in about 1 sec (" more forceful" ) and I got about 300 to 400 ft ROC. Problem is after rotating there was hardly any ROC ( which is quite unusual) until after Vtoss. Not a very comfortable departure!
I did an EPC on the way back and found the specs to be fine. Anyone here has experienced such a situation before? |
Gnow can I ask by what method you applied power from the hover?
I may be able to help but need this information! |
From a low hover of 2 to 4 ft apply take off power ( to the short red line on the FLI) in less than 2 seconds. Basically the rate of power application is quite fast and natural to a trained collective left hand and followed by a slight trim of the collective to ensure Take off power is applied.
I suspect maybe the haze has deteriorated the engine performance but EPC was ok. Maybe the weight given by the rig is inaccurate ( most likely) . I should have asked for a reweight but for a late arrival I won't be too popular with the passengers! |
Gnow, I can see from your post that you appear aware that in the EC225, power is protected at the first applicable limit by the AFCS if you use the collective trim switch.
Therefore, the optimum procedure to obtain a robust ROC and ballooning effect off the helideck is; Establish IGE hover at approx 5 feet. Maintain solid visual references and whilst concentrating of the references press and hold the collective trim down in the aft position. Do not look inside at the FLI as there is no need. The AFCS will protect power at the MTOP. At TDP, (PM call) smoothly transition your references to the FND, 8 degrees nose down, trim release, deploy GA-GA for straight ahead departure. If operating DLE with an exposure time, at the RTOM, there is a risk of tail strike contact with the deck edge should you become OEI IMMEDIATLEY after TDP. This risk is only managed at the exposure time if the full ballooning effect is achieved. The DLE supplement states an ROC of 500 fpm as the target but do not get misled by the apparent and immediate reading of the IVSI during the initial climb. It responds too quickly to accelerometers before stabilising. IMHO operating to these offshore performance procedures should to be undertaken with full understanding of the original HAPS model concepts. Power application without exceedance for a high gross mass take off was always problematic. In the EC225/175/160 this problem has been solved bythe AFCS protecting at the first limit in the in coupled mode. Hope this helps and fly safe. |
Ah...something which we overlook. Using the collective beep trim! Thank you very much . I will do a few trials and send you a crate of cyber beer!
By the way, do most of your pilot use the cyclic n collective beep for the approach? I do and find it very useful. When do you take off the upper modes on the approach? |
GNOW. Have a look at the EC225 FCOM on the Keycopter website. It should give you the guidance you are looking for.
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ACEMB on System Status
Greetings, I am new on the 225 and it still has many secrets that I have to discover..
I recently was directed to the VMS Status page and it showed the following: "LRU FAILED: ACEMB 1 / ACEMB 2" Can anybody direct me to where I can find more information on this status message. Thanks! |
Originally Posted by aheoe26104
(Post 9192732)
Greetings, I am new on the 225 and it still has many secrets that I have to discover..
I recently was directed to the VMS Status page and it showed the following: "LRU FAILED: ACEMB 1 / ACEMB 2" Can anybody direct me to where I can find more information on this status message. Thanks! |
Which begs the question "why have the "see status page" message? A question that should be addressed to AH! |
FCOM
Hi has anyone noticed that the FCOM is not available in the Keycopter website? I managed to download a copy earlier on but I was trying very hard to get the copy again in keycopter. Airbus found some mistakes and needs amendments?
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RESETTING the TRU
In the event that one TRU light comes on the EOP calls for RESETTING the failed TRU once. Resetting to my understanding is selecting the TRU pushbutton OFF and then ON again after several seconds.
I had just been told by an electronics engineer that RESETTING the TRU needs to be done with the BUS TIE to OFF. I do not see this procedure anywhere in the manuals. Anyone here following the BUS TIE off technique? |
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