So now that these aircraft are back to flying, what is the fix for the planet gears coming apart? Was it just taking the gears out of service? Was there a totally new transmission system fitted? What makes these aircraft now able to continue on without worry of the same scenario of the rotor heads popping off?

especially now that there are many doing repeatative lifts such as in logging or in fire job. 

anyone have insight to this?

lowered TBO I believe

The ones that failed only have 1600 hrs on them?

They are not "Made in China" anymore. A UK supplier was caught a few days ago supplying conterfiet parts for the CFM engines used by a lot of airliners. 

An actual  thread about helicopters with no Union, HAA or "Dude, I will drink to that ".  There is a GOD ! 

And with no replies which shows everyone on this forum is an EMS troll because no one flies the big machines doing real work.

somebody answered the question you dumb dork

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 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.

AS332 MK2

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.

For a real answer.

So there wasn't a chip light for the component?

Tree Fiddy!!!!!!!!!

I'll drink to that! 

There were 2 vendors supplying planetary gears...one was bad so they aren't used any more.  

The transmission that failed had been dropped a few feet.  That caused stress risers in some of the planetary gears which failed.  Transmissions are now shipped in special containers with g meters on the outside & inside.  If they are tripped, the transmission is returned for inspection.

There is a cycle penalty for external loads depending on which hook is installed.

I believe all this only applies to 225's and not 332's.

yes it had been dropped