News: Airbus H225 Safety Update
In pursuit of its total commitment to safety, Airbus Helicopters is making the most of all learnings from the investigation into last year’s H225 accident in Norway to raise the bar in safety for the helicopter industry.
These include some case by case improvement measures such as revised packaging for selected parts during transportation, shock monitoring implementation during transit; reduction of the maintenance task burden through a new particles detection equipment; limitation of the human factor risk by simplified MGB maintenance tasks and improved reliability.
Two EASB were released last Friday on the reduction of the maintenance task burden (improving the HF safety case) and improvement of MGB reliability.
1. EASB 05A049 (EC225) Rev. 5:
In March 2017 the Rev. 4 of this EASB had called for a periodic oil cooler and filter check with different periodicities depending on the flight hours logged on the second stage planet gears. By the time we had announced that this measure will be temporary until the future introduction of an “ODM type” device. This device is called FFMP Full flow magnetic plug and has just been certified by EASA.
The Rev. 5 of the EASB requires the mandatory installation of the FFMP (shown hereafter) which will collect particles before reaching the oil cooler. The installation of the FFMP will cancel the periodic oil cooler and filter checks and thus represent a significant reduction of the maintenance burden. The FFMP is not part of the MGB and can be installed by the customer through SB released with the EASB.
The Rev. 5 is currently only available for the H225 . A very similar definition is under development for the AS332 MK2.
2. EASB EC225 63A030 Rev2
As a reminder, this EASB Rev. 0 and 1 had called for
• the replacement of 07 type 2nd stage planet gears by 06 type (D-level retrofit)
• closer MGB particle monitoring and
• a reduction of the TBO of the epicyclic module and reduction of the SLL of the 2nd stage planet gears as follows:
The new Rev. 2 introduces the following modifications (similar logic for AS332 Mk2):
1. increase of the TBO of the epicyclic module back to the usual timeline (2000 fh for H225/H225M )
2. return to AH (or approved repair center) at mid TBO of the epicyclic module for a progressive “reconditioning” and SLL on the second stage planet of 1100 fh to match the mid TBO
3. suppression of the modularity of the MGB in order to limit FOD ingestion and perform the reconditioning on the whole MGB.
The objective of this measure is to gradually realign the timelines of the different modules thus simplifying the maintenance forecast. During the mid TBO return AH will progressively take the opportunity to bring a certain number of improvements to the MGB and upgrade it with latest standard modifications. This “reconditioning” will reduce the probability of unscheduled removals before the TBO is reached, thus improving aircraft availability and avoiding operation disruptions