PILOT SAFETY IN MILITARY HELICOPTER

[Vincent S.Ryab]

Safety is the number one priority of the manufacture to design and develop all kind of flying vehicles. But in safety, we are facing the problem of new safety technology to ensure the passengers, pilots and astronauts safety. The ejection seat and the crew escape module is the only technology available for the safety. Today modern fighter jet aircrafts are having the ejection seat and the crew escape module to save the pilots from any kind of problem. It is possible in fighter aircraft because the ejection is possible in any direction compare to the flight and the stable wing type of airframe structure. The modern fighter Helicopters have unique problems of escape. The technology was not possible in the helicopter because of the rotary wing type of airframe structure.

Martin-Baker had developed a practical helicopter crew ejection seats escape system over 25 years ago and delivered two such systems for NASA research helicopter. These helicopters have operational ejection seat s. The rotor blades are fastened to the hub by means of explosive bolts. Prior to ejection , the blades are jettisoned. The pilot is extracted from the helicopter by means of a solid-propellant rocket motor attached to a strong, but light, cable, once the rotor blades have been jettisoned to facilitate unhindered egress. The seat is more of a tractor rocket system than a full ejection seat, but it does provide for escape from the helicopter. The system first fires explosive bolts to jettison the rotor blades then jettisons the canopies and finally tractors the crewmen out. Their parachutes automatically deploy seconds later The jettisoned blades pose serious threat to nearby objects, and therefore a certain amount of separation is required while flying in formation . This innovation did not find widespread of acceptance.

 

The modern helicopter structures are designed to absorb some impact forces and prevent collapse of the cabin. Statistics show that the vast majority of accidents the helicopter impacts but with high a vertical descent rate. Today, there are two kinds of safety techniques available for the pilot and the passenger safety, which is;

 

 

 

Crashworthy seat and Crashworthy airframe

Autorotation

 

 

The above technology and systems have certain limitation to save the pilots and the passengers. In general, should engine failure occur above a minimum altitude (usually around 400 feet), there is less danger because the pilot can usually initiate autorotation and make a safe descent. If, on the other hand, engine failure occurs below a maximum altitude (usually 30-40 feet), the helicopter may be able to absorb the crash energy through the structure of the aircraft. The primary threat in this case is fire upon impact. For helicopters that lose power, the most dangerous altitude therefore, is roughly below 400 feet and above 40 feet. Within this altitude zone, engine failure can result in severe impact injury or death to the occupants.

 

Parachutes which can be worn or carried aboard helicopters have not proven to be practical and their use has been minimal due to the low altitude at which escape situations usually occur (below minimum parachute recovery altitude), and the danger of impacting main rotor blades after egress. There have been a number of successful bailouts from helicopters.

 

Today there are different kind of committee studies all aspects of rotorcraft, pilot safety in the military helicopter and passengers in the civil helicopter. That includes the crashworthiness technology including human tolerance to crash impacts, in-flight obstacle strike, cockpit delethalization, crashworthy fuel systems, ditching and post-impact flotation, energy absorbing components such as landing gears, subfloor structure, seats and restraint systems with associated design criteria formulation, analytical model development, testing, and system integration into a crashworthy rotorcraft design.

 

The above information indicates that the important and requirements of the new pilot safety technology in the military helicopter. And it indicates that the new safety technology should be work in all condition, which are not fulfilled by the present technology. And it should ensure the safety in all condition.

 

what will be the future safety technology? is there any technology is availbale?

[klmmarine]

"Todays technology on helicopter safety is able to save the pilots and passengers from the civil and military helicopter crash?"

 

 

Most pilots and passengers survive helicopter accidents. Many helicopter accidents are unreported because of the helicopter's ability to autorotate. (No Blood No Foul) If the aircraft isn't damaged and their are no injuries, there isn't any reason to report the landing as an accident. It is mearly a forced landing. Airplanes tend to attract more attention when they land on streets, parking lots, building roofs, because they have to land above stall speed, which adds to the hazard to aircraft occupants, and bystanders by increasing the amount of time from touchdown to full stop.

 

Are you asking a question here for input or are you trying to publish an article?

[Vincent S.Ryab]

"Many helicopter accidents are unreported because of the helicopter's ability to autorotate"

In case we are using autorotation, we are having the follwoing disadvantage

In general, should engine failure occur above a minimum altitude (usually around 400 feet), there is less danger because the pilot can usually initiate autorotation and make a safe descent. If, on the other hand, engine failure occurs below a maximum altitude (usually 30-40 feet), the helicopter may be able to absorb the crash energy through the structure of the aircraft. The primary threat in this case is fire upon impact. For helicopters that lose power, the most dangerous altitude therefore, is roughly below 400 feet and above 40 feet. Within this altitude zone, engine failure can result in severe impact injury or death to the occupants.

Here i am asking question for input and try to publish article in future helicopter safety technology.

 

Nothing in the world is difficult for one who set his mind on it

[klmmarine]

"what will be the future safety technology? is there any technology is availbale?"

 

 

Let me look into my crystal ball. No really what exactly are you trying to ask here? These are the only two question marks in your post, so perhaps what you are trying to ask is getting lost in translation.

 

If you are trying to ask whether helicopters are safe...? If properly maintained and flown yes they are safe. Can we ever eliminate fatal crashes completely, probably not. There will always be an inherent risk associated with flight, (hell even birds fly into windows and in front of cars every once in a while) but by taking reasonable precautions the risk can be minimized.

[apiaguy]

If that was an article for publishing you need a new publicist.. that thing sucks.

 

There is NO way to prevent all accidents and/or eliminate the possibility of injury/death..... they can only potentially be reduced by increased safety measures.

That said... manufacturers are not primarily focused on safety...... that is NOT their number one priority. If it was, they wouldn't be making helicopters... They are primarily focused on making money. They want to do that at a minimal expense and designers can't make a helicopter safe enough and still fly. Take Robinson for example.... their design is not a "safety conscience" design. Yes, they are very proactive in teaching people the best way to avoid accidents but only so much goes into the design as "safety".

This is hilarious. A safe helicopter... ha ha.

[gator274]

Certain military birds are safer than others because of the environment they operate in. Look at the AH-64 with the titanium bathtub, armor, impact absorbing seats and frame.

 

In the military safety comes second to accomplishing the mission. Don't get me wrong, military aviators aren't a bunch of cowboys but the mission always come first.