CRASH LANDINGS OF HELICOPTER

SHANNON S RYAN

VINCENT S RYAN

Crash landings of helicopters Classified into three categories

A first category is an uncontrolled crash wherein the helicopter impacts the ground at a
high velocity. Helicopter pilots and passengers are not expected to survive such a crash.
For this category, the altitude range between ≥ 40 ft and ≤ 400 feet and there is no
technology available in this altitude range for the pilots and passenger safety

A second category is a "hard landing" wherein the pilot is in virtually complete control
of the helicopter and wherein there is little or no physical damage to the helicopter upon
impact with the ground. Pilots and passengers can be expected to survive a hard landing
without injury. For this category, the altitude is > 400 feet and the available technology is
Autorotation for the pilots and passenger safety.

A third category of crash landing, a "survivable crash," has an impact, which is not as
severe as an uncontrolled crash, but is more severe than a hard landing. A survivable
crash results in physical damage to the helicopter and may result in injury to the
helicopter pilot or passengers. Survivable crashes can be defined as crashes wherein the
helicopter impacts the ground with sufficient velocity to cause physical damage to the
helicopter, and wherein the helicopter impacts the ground with a vertical velocity less
than or equal to 41 feet per second. Often, although the helicopter pilot and passengers
can be expected to survive such an impact, they are likely to sustain injuries, such as
spinal injuries, due to forces transferred to their buttocks through the helicopter fuselage
and helicopter seats upon impact of the helicopter with the ground. For this category, the
altitude is ≤ 40 feet and the available technology is crashworthy seat, airframe, landing
gear for the pilots and passenger safety
Initial accident investigations show that in spite of using restraints, fatal or severe injuries
caused by preventable head strikes and associated neck injuries mean that existing safety
equipment in helicopters is not sufficient for occupant protection during a crash. It is
expected that helicopter-related crash fatalities could be reduced by 30 to 50% if effective
protective devices for occupants could be installed in helicopters.

Previous Work

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. Russian
designers also had developed a rocket/parachute enforced escape system for combat
helicopters.

I. Operational ejection seat

The rotor blades are fastened to the hub by means of explosive bolts. Prior to ejection ,
the blades are jettisoned. The jettisoned blades pose serious threat to nearby objects, and
therefore a certain amount of separation is required while flying in formation.

II. Rocket/parachute enforced escape system

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 pilot is also able to
bail out of the helicopter manually.

The system first fires explosive bolts to jettison the rotor blades then jettisons the
canopies and finally tractors the crewmembers out. Their parachutes automatically deploy
seconds later. In both case 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.

Present Work

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 techniques
available to protect the pilot and the passenger in the modern helicopter, which is;

1.Crashworthy seat and Crashworthy airframe

 2.Autorotation

I. Crashworthy

The crashworthy technical discipline known as crash dynamics focuses on technologies

to improve the structural crashworthiness of helicopter and the potential survivability of
occupants. The scope of interests includes the measurement and understanding of
structural and passenger loads experienced during crashes, studies of the energy-
absorbing characteristics of new helicopter materials and assembled components such as
sub-floors and seats, the development and validation of analytical design methods, and
the impact of crashes on special aircraft equipment such as emergency locator
transmitters. A key goal in this area of research is to provide enhanced survivability with
little or no increase in aircraft weight or cost.

II. Crashworthy Seat

Modern helicopters with robust structures designed to survive the crash. However, the
human body cannot tolerate the crash force and acceleration. The back and neck are
particularly vulnerable to major and other fatal injuries. The crashworthy seat
technologies offer reliable and proven solution to this problem by attenuating crash
energy so that force and accelerations imposed on the seat occupant are below injury
thresholds. In this process of attenuating energy, the seat stokes (moves downward) in a
controlled fashion. The energy is attenuated by the seat structure over a longer time
period and keeps it well below injury thresholds.

III. Autorotation

During helicopter-powered flight, the rotor drag is overcome with engine power. When
the engine fails, or is deliberately disengaged from the rotor system, some other force
must be used to sustain rotor RPM so controlled flight can be continued to the ground.
This force is generated by adjusting the collective pitch to allow a controlled descent.
Airflow during helicopter descent provides the energy to overcome blade drag and turn
the rotor. When the helicopter is descending in this manner, it is said to be in a state of
autorotation. In effect, the pilot gives up altitude at a controlled rate in return for energy
to turn the rotor at an RPM which provides aircraft control. Stated another way, the
helicopter has potential energy by virtue of its altitude. As altitude decreases, potential
energy is converted to kinetic energy and stored in the turning rotor. The pilot uses this
kinetic energy to cushion the touchdown when near the ground.

Most autorotations are performed with forward airspeed. For simplicity, the following
aerodynamic explanation is based on a vertical autorotative descent (no forward airspeed)
in still air. Under these conditions, the forces that cause the blades to turn are similar for
all blades regardless of their position in the plane of rotation. Dissymmetry of lift
resulting from helicopter airspeed is therefore not a factor.

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.

To maintain a protective, crashworthy shell around crew and passenger compartments,

airframe components such as engines and transmissions must be anchored to be able to
withstand high G loads under the stress of crash impact. Unrestrained, massive
components become crushing projectiles under the force of impact with the ground.
Crash attenuating seats that "stroke" or compress during impact, limit G loads on
helicopter occupants. Containment of fuel is the only practical method of preventing
post-crash, helicopter fires. Impacts resistant fuel tanks that are positioned away from
ignition sources and penetrating objects are basic considerations.

Many helicopters today are built with self-sealing fuel tanks and breakaway fuel line
connection valves. Fuel is contained upon crash impact, reducing the possibility of fire,
which gives the passengers and crew a chance to successfully egress the aircraft. Inertial
reel, five-point safety belts with a single-point release mechanism, allow for rapid
helicopter egress. Doors and windows that jettison further enhance egress requirements.
Emergency breathing devices provide oxygen in the event of forced water landing that
submerges the crew. Ejection seats are feasible, but the problem of interfacing seat
ejection with main rotor clearance requirements has proven to be too complicated and
cumbersome to incorporate into system design.