Journal articles on the topic 'Helicopters'
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1
Trethewey, Diane. "Development of an index for quick comparison of helicopter costs and benefits." International Journal of Wildland Fire 16, no. 4 (2007): 444. http://dx.doi.org/10.1071/wf06108.
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A helicopter comparison index was developed to incorporate cost and benefit information for individual helicopters for large wildland fire suppression operations. The costs and benefits for individual helicopters are unique. Costs consist of daily availability and hourly flight rates. Benefits depend on the payload, which depends on the altitude and temperature of operation, weight of the helicopter, equipment on board, crew, and fuel. Because of the complexity of calculating payload, previous methods for deploying helicopters classified helicopters into three types according to their typical payload. The least expensive helicopter of the desired type was deployed. Because this classification system produces a broad range of benefits within each helicopter type, this method may not deploy the most efficient helicopter. The helicopter comparison index can be calculated at representative altitudes and temperatures before it is needed. As the work is done beforehand, the helicopters can be compared quickly when they are needed. The helicopter comparison index allows helicopters to be compared based on the efficiency of the individual helicopters rather than just their cost of operation. Evaluation of Type I helicopters shows that using the helicopter comparison index instead cost of operation has savings potential of 20 to 45 percent.
2
Frey, Felix, Jakob Thiemeier, Constantin Öhrle, Manuel Keßler, and Ewald Krämer. "Aerodynamic Interactions on Airbus Helicopters' Compound Helicopter RACER in Cruise Flight." Journal of the American Helicopter Society 65, no. 4 (October 1, 2020): 1–14. http://dx.doi.org/10.4050/jahs.65.042001.
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With the pursuit of extending the flight envelopes of helicopters toward higher cruise speed, helicopter manufacturers increasingly have come up with nonconventional configurations in recent years. Among these, Airbus Helicopters' RACER (Rapid And Cost-Efficient Rotorcraft) is a compound helicopter equipped with a boxwing and lateral pusher rotors. In combination with the main rotor, these additional components determine the aerodynamic characteristics of the helicopter. Thereby, depending on the flight conditions, their individual performance is influenced by a variety of interactions. As the understanding of these interactions is vital for the evaluation of the overall system, the respective mutual influence of main rotor, wings, and lateral rotors is analyzed in this paper for cruise flight. For this reason, high-fidelity coupled aerodynamic simulations are conducted not only for the full RACER configuration but also for reduced setups omitting individual components to isolate the effect of these components on the helicopter's aerodynamic performance.
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Szilvássy, László. "Why Does the Attack Helicopter Have More Survival Ability than the Armed Utility Helicopter?" Repüléstudományi Közlemények 34, no. 3 (2022): 167–80. http://dx.doi.org/10.32560/rk.2022.3.11.
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The author highlights the difference between attack and armed utility helicopters and supports this with professional arguments. He also presents the most common weapon systems of combat helicopters. Points out that an armed transport helicopter or multipurpose helicopter cannot substitute attack helicopters at all.
4
Krivolutsky, Yu V. "Optimization of types and quantity of the national helicopter park as a factor of customer’s cost reduction." Entrepreneur’s Guide 15, no. 1 (March 4, 2022): 80–83. http://dx.doi.org/10.24182/2073-9885-2022-15-1-80-83.
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The article shows that the main cause, which restrains wide implementation of helicopters, is the incongruity of the current park of helicopters to the character and the high cost of the performing tasks. The solvation of the problem would be a saturation of the helicopter park by the new types of helicopters. The method of calculation of the possible reduction of exploitation expenses under optimization of helicopter types in accordance with market demand is offered. The optimization of types and quantity of helicopters park enables the customers to reduce their costs and widen the possibilities of helicopters exploitation in national economy.
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Televnyi, I. "CREATION OF MATHEMATICAL MODELS FOR PARAMETRIC IDENTIFICATION DURING TESTS TO DETERMINE THE FUEL CONSUMPTION OF THE HELICOPTER WITH EXHAUST- HEAT SHIELDS." Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, no. 8 (June 29, 2021): 134–39. http://dx.doi.org/10.37701/dndivsovt.8.2021.14.
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With the increasing effectiveness of guided missile weapons, the problem of protecting helicopters from these means of destruction is becoming increasingly important. To date, the issue of assessing the protection of helicopters in tests of helicopter equipment are insufficiently developed and require more careful consideration. Therefore, the research of the protection of helicopters equipped with an integrated protection system against guided missiles with infra-red target seeker devices and the impact of exhaust-heat shields on the values of flight characteristics of the helicopter is quite relevant.
The article researches the influence of exhaust-heat shields on the flight technical characteristics of helicopters, their change during the installation of exhaust-heat shields. The estimation of the change in geometric, mass and center characteristics of helicopters by the calculation method is given and the method determining the characteristics of fuel consumption by the calculation and experimental method is given. The methodology and results of experimental researches of flight technical characteristics of the helicopter with the established exhaust-heat shield are described.
The basic result of the research is the study of existing methods for determining the impact of exhaust-heat shields on the flight characteristics of helicopters. Methods of parametric identification for determination of fuel consumption are worked out and the analysis of flight technical characteristics of the helicopter is developed. The fuel consumption of the helicopter with exhaust-heat shield is defined. Integrated assessment of the effectiveness of protection of helicopters from guided missiles with infra-red targeting device can be directly used in practice in test systems for the protection of upgraded and the latest models of helicopters. According to the results of research, mathematical models for determining the fuel consumption of a helicopter with exhaust-heat shields have been developed.
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Češkovič, Marek, Martin Schrötter, Róbert Huňady, Pavol Kurdel, and Natália Gecejová. "Unwanted Supplementary Vibrations of Helicopter Radio Communication Systems." Aerospace 10, no. 7 (July 13, 2023): 632. http://dx.doi.org/10.3390/aerospace10070632.
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A helicopter in flight can be considered an unstable dynamic system with many unwanted vibrations originating from multiple sources, such as the operation of the engines and individual components. These vibrations cause the degradation of the structural and functional components of a helicopter, thereby generally reducing the utility and technical efficiency of the aircraft. During the analysis of frequently recurring errors of medium-heavy helicopters, partial damage to antenna elements with vertical polarisation was detected. These damages provided the basis for the presented research, based on which supplementary vibrations caused by unwanted electromagnetic oscillations were revealed. These oscillations were detected in the process of communication between the helicopter crew and the ground ATC (air traffic control) station. This phenomenon’s existence and negative influence were confirmed via measurements and modal analysis, based on which an exact synergy between harmonic frequencies of the helicopter’s normal vibrations was discovered. The obtained results serve as a theoretical and practical basis for the future monitoring of this phenomenon, especially in the process of determining the “health status” of medium-heavy helicopters.
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Нерубасский, Вадим Владимирович. "РЫНОК И ПЕРСПЕКТИВЫ ЛЕГКИХ ВЕРТОЛЕТОВ С ГАЗОТУРБИННЫМИ ДВИГАТЕЛЯМИ." Aerospace technic and technology, no. 5 (August 29, 2020): 5–12. http://dx.doi.org/10.32620/aktt.2020.5.01.
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In the introductory part of the article, it is provided brief information about the main activity of JSC “Element”- developer and manufacturer of electronic control systems for aircraft engines, in particular unit RDTs-450M for AI-450M helicopter turboshaft gas turbine engines, created by SE “Ivchenko-Progress”. JSC ”Element”, together with its partners - SE “Ivchenko-Progress” and JSC “Motor-Sich” – for more than 10 years involved in the modernization of Mi-2 light helicopter.In the next section is gave the classification of helicopters, as well as a segment of light helicopters with turbine engines. It is outlined the scope of light helicopters. It is noted that the segment of light helicopters with turbine engines – the most popular in the world market of civil helicopters and provides a forecast of the supply of these helicopters for the next 10 years.Lists the world's major developers and manufacturers of light helicopters, and the technical characteristics of 12 models of light helicopters with turbine engines are depicted. It is noted that most helicopter models are not entirely new developments and have been modernized over many years. The characteristic design features of light helicopters with turbine engines, especially the layout of plant and equipment are depicted. There is a trend of using one model of helicopter multiple engine types.Lists the world's major developers and manufacturers of engines for light helicopters, as well as the technical characteristics of the six models of gas turbine engines are depicted. The main structural and compositional features of gas-turbine engines of different manufacturers and types of a helicopter on which they installed are described. Separately, brief information about the Ukrainian gas-turbine engines: AI-450M and MS-500V. It is noted that all, without exception, mentioned in the article, engines are equipped with a digital single or dual-channel FADEC type control system with hydro-mechanical redundancy.Brief information about individual conceptual samples of rotary-wing technology introduced in recent years is given. The main directions of work in the field of helicopter engines are described.In conclusion, the Ukrainian helicopter and Aero-engine industry are in a difficult economic situation, but remain competitive and require assistance and the expansion of the market.
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Bisták, Andrej, and Zdenka Hulínová. "Construction of ropeways in Slovakia in terms of pre-construction design using helicopters (case study)." MATEC Web of Conferences 263 (2019): 01002. http://dx.doi.org/10.1051/matecconf/201926301002.
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Ropeways usually provide access to locations inaccessible to other means of transport. Due to this fact, the construction of ropeways is extraordinarily taxing in terms of both, technology and logistics. The site location is often in terrain difficult to access, which often precludes deployment of common construction mechanisms in ropeway construction. In such case, it is advisable to deploy a transport mechanism independent of the terrain – a helicopter. Functioning as “flying cranes“, the helicopters have been used in construction industry in Slovakia for six decades now. Having amassed positive experience, even the “conventional“ construction industry of the time, especially its ropeway transport segment, started to use the benefits of helicopters, with helicopter deployment subsequently gaining ground and becoming the mainstream technological procedure. Ropeway construction can hardly be feasible without them even nowadays. Throughout the history of helicopter deployment in construction industry, a constant search of improving the efficiency of their work has been under way, necessitated by the helicopter’s sensitivitiy to weather conditions and work procedures alike. The paper presents an analysis of the factors affecting helicopter operation together with a proposed methodology of modeling their work in simulation models and the benefits of such approach.
9
Yin, Ze Yong, Bi Bo Fu, Tong Bo Xue, Yong Hong Wang, and Jie Gao. "Development of Helicopter Power Transmission System Technology." Applied Mechanics and Materials 86 (August 2011): 1–17. http://dx.doi.org/10.4028/www.scientific.net/amm.86.1.
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The helicopter power transmission system technology is the key technical area for improving the helicopter performance, reducing the noise/vibration level of helicopters and decreasing the cost of life cycle of helicopters. In this paper, the technical characteristics of the helicopter power transmission system are introduced first. Then, the development history and trend of the transmission configuration, the component and the design and analysis technique of the transmission system are described. The advanced material and process technology applied in the helicopter power transmission system are also described. Finally, the power transmission system technology used in the high speed helicopters is briefly presented.
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Huliak, O., L. Kinderknekht, V. Minasov, M. Smolyanyi, and V. Klimenko. "ACTIONS OF THE ARMY AVIATION DURING THE RAID BY THE AIR ASSAULT FORCES’ UNITS." Collection of scientific works of Odesa Military Academy 2, no. 14 (January 25, 2021): 209–13. http://dx.doi.org/10.37129/2313-7509.2020.14.2.209-213.
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The article analyzes the foreign and domestic experience of combat use of Army Aviation Helicopters (AA) in modern wars and local conflicts when conducting raid operations by the units of Air Assault (Airmobile) forces, as well as the experience of transfer of the Air Assault Forces by helicopters in time of action. During a raid, air assault battalion can use combat helicopters. In this case, helicopter ambushes are most expedient to use in the ways of raising the nearest enemy reserves and in case of the enemy's mobile objects to strike suddenly, using various tactical techniques. The use of ambushes will be most effective in the area, which provides the secretive action of helicopters and the selection of enough quantity of fields. The use of Army aviation allows the airborne assault units to be transferred during a raid. Helicopters must fly at extremely low altitudes using terrain masking, individual and group means of EW. Exit of helicopters at the landing field of the air assault force is carried out suddenly and accurately in relation to place and time. AA units are widely used to evacuate units. Transport and combat helicopters provide for the admission on board and transportation of personnel, weapons, documents; conducting intelligence. At the same time combat helicopters perform the task of destroying air defense on the flight route; concealment of AA combat order from possible attacks by enemy helicopters in the air; landing and take-off of transport and combat helicopter. Commanders of air assault units must be aware of the tactics of combat, transport-combat and transport helicopters and their tactical characteristics, which will significantly improve the effectiveness of the raid and be able to apply it during the raid. Keywords: Army aviation helicopters, combat control group, advanced aircraft commander, Air Assault Forces, helicopter units.
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Konieczka, Robert. "Mi-2 Helicopters Used Within the Structures of the Aviation Detachment of the Ministry of Interior." Transactions on Aerospace Research 2018, no. 2 (June 1, 2018): 34–50. http://dx.doi.org/10.2478/tar-2018-0014.
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Abstract In the article, the author presents the wide-scale use of Mi-2 helicopters in the different entities subordinated to the Minister of Interior - from the introduction of the design, until the present. Insights are presented pertaining to the early stages of the helicopter’s service life within the structures of the 103rd NJW MSW Aviation Regiment in the 1960s. The article describes selected aspects related to the introduction of the design, training, operational use and problems encountered. The service life of Mi-2 helicopters operating within the structures of the Ministry of Interior ended upon liquidation of the Ministry’s Aviation Detachment. That is when another chapter in the history of the helicopters was started, this time operated within the structures of the Police and Border Guard forces, where their service life has not been fully used up until this day. The paper describes the reality of every-day use to perform specific tasks, presents the location of aerodromes, touches upon a shift in the philosophy behind the use of the helicopters, and describes their strong and weak points. The PZL-Kania helicopter has been also presented, being a modernized version of the Mi-2, and still used in Poland within the aviation forces of the Ministry of Interior and Administration.
12
Bernard, M., K. Kondak, and G. Hommel. "Load transportation system based on autonomous small size helicopters." Aeronautical Journal 114, no. 1153 (March 2010): 191–98. http://dx.doi.org/10.1017/s0001924000003638.
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Abstract This paper is devoted to modelling and control algorithms for a slung load transportation system composed of one or multiple helicopters, where the load is coupled by the means of flexible ropes (see Fig. 1). The coupled helicopter system overcomes the payload limitation of a single small size helicopter, while keeping most of its advantages: small costs of operation, low maintenance costs and increased safeness. Therefore, the system can be utilised whenever the use of full size helicopters is impossible, too expensive or prohibited by law. We focus on the deployment and repairing of distributed sensor networks, using a transportation system based on multiple small size helicopters. A possible real world application is the deployment of fire fighting equipment, where space limitation of the fire trucks prohibits the application of bigger UAVs and using full size helicopters is too dangerous. The problem of load transportation using one or two full size helicopters (twin lift helicopter system), connected to the load by means of flexible ropes, has been discussed in the aerospace research community at least since 1960. We have shown in our previous work that there is a fundamental difference in the mathematical description between small and full size helicopters. Therefore, also the control design for the case of small size helicopters needs to be different. To our knowledge, the control of a slung load transportation system composed of multiple small size helicopters has not been studied until now. In this paper, the complete mechanical setup of the slung load transportation system based on one or more small size helicopters is presented. This includes a short description of the used UAVs, the additionally required sensors, and how the load is mounted. A model of one/multiple helicopters transporting a load is introduced. This model is used in a simplified form for the controller design and in full form for simulation. The controller for one and two helicopters, which is based on a state feedback controller, as well as the controller for three and more helicopters, which is based on a non linear controller, are explained in detail. Both controllers utilise an underlying non-linear orientation controller. We propose a feedback loop, based on forces measured in the ropes, to compensate for the influence of the rope. The controllers were tested in simulation and in real flight experiments. The world wide first flight experiment with three coupled helicopters was successfully conducted at the end of 2007.
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Krivolutsky, Yu V. "Analysis of segments of helicopters’ works market as an element of strategic planning of helicopter construction company." Entrepreneur’s Guide 14, no. 4 (December 6, 2021): 142–46. http://dx.doi.org/10.24182/2073-9885-2021-14-4-136-142-146.
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Current studies, connected to research of state and condition of use of helicopters, do not give a clear picture of market demand for types and modification of helicopters. Hence, there is no strait answer how the helicopters construction company should react to the market demand uncertainty. The need for deeper research in the shown direction grows constantly. The marketing results will enable helicopter construction company to segment the works of the helicopters and based on that to define its development strategic goals.
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Sal, Firat. "Variance constrained trajectory tracking for tandem-rotor helicopters." Aircraft Engineering and Aerospace Technology 92, no. 3 (January 20, 2020): 398–403. http://dx.doi.org/10.1108/aeat-10-2019-0205.
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Purpose This paper aims to present novel results for trajectory tracking of tandem-rotor helicopters via variance-constrained controllers. Design/methodology/approach Regarding these purposes, linearized tandem-rotor helicopter models are benefitted. Findings Variance-constrained controllers are very beneficial for trajectory tracking of tandem-rotor helicopters while there exists variance bounds on outputs of interest. Practical implications Variance-constrained controllers can be used for cheaper tandem-rotor helicopter operations with high trajectory tracking quality. Originality/value Applying variance-constrained control strategy for tandem-rotor helicopters during trajectory tracking. This also causes less fuel consumption and green environment, and good trajectory tracking quality.
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Ajeng Niken Ivana Putri. "Strategi Pemasaran Dalam Upaya Meningkatkan Penjualan Jasa dan Brand Awareness Pada Perusahaan Jasa Pelaksana PT. National Utility Helicopters." Jurnal Multidisiplin Madani 2, no. 5 (May 29, 2022): 2445–60. http://dx.doi.org/10.55927/mudima.v2i5.398.
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PT. National Utility Helicopters is a company engaged in the aviation industry with a focus on helicopter rental units. The purpose of this research is to find out the marketing mix strategy used by PT. National Utility Helicopters as well as knowing the Strengths, Weaknesses, Opportunities and Threats contained in the Company. PT. National Utility Helicopters. This study uses a qualitative type of research. Based on the results of research that has been obtained by marketing strategies carried out by PT. National Utility Helicopters is good enough. The results of the SWOT analysis obtained from this study found 4 strengths and 4 Weaknesses owned by PT. National Utility Helicopters and 3 Opportunities and 2 Threats owned by PT. National Utility Helicopters.
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Minasov, V., L. Kinderknekht, and M. Smolyanyi. "ACTIONS OF THE ARMY AVIATION DURING THE RAIDBY THE AIR ASSAULT FORCES’ UNITS." Collection of scientific works of Odesa Military Academy 2, no. 12 (December 27, 2019): 66–72. http://dx.doi.org/10.37129/2313-7509.2019.12.2.66-72.
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The article analyzes the foreign and domestic experience of combat use of Army Aviation Helicopters (AA) in modern wars and local conflicts when conducting raid operations by the units of Air Assault (Airmobile) forces, as well as the experience of transfer of the Air Assault Forces by helicopters in time of action. During a raid, air assault battalion can use combat helicopters. In this case, helicopter ambushes are most expedient to use in the ways of raising the nearest enemy reserves and in case of the enemy's mobile objects to strike suddenly, using various tactical techniques. The use of ambushes will be most effective in the area, which provides the secretive action of helicopters and the selection of enough quantity of fields. The use of Army aviation allows the airborne assault units to be transferred during a raid. Helicopters must fly at extremely low altitudes using terrain masking, individual and group means of EW. Exit of helicopters at the landing field of the air assault force is carried out suddenly and accurately in relation to place and time. AA units are widely used to evacuate units. Transport and combat helicopters provide for the admission on board and transportation of personnel, weapons, documents; conducting intelligence. At the same time combat helicopters perform the task of destroying air defense on the flight route; concealment of AA combat order from possible attacks by enemy helicopters in the air; landing and take-off of transport and combat helicopter. Commanders of air assault units must be aware of the tactics of combat, transport-combat and transport helicopters and their tactical characteristics, which will significantly improve the effectiveness of the raid and be able to apply it during the raid.
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Nerubaskyi, Vadym. "Ринок та перспективи газотурбінних двигунів для важких транспортних гелікоптерів." Aerospace Technic and Technology, no. 4sup1 (August 24, 2023): 5–11. http://dx.doi.org/10.32620/aktt.2023.4sup1.01.
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The subject of this study is the current state of the market and prospects for the development of heavy transport helicopters and their power plants. This article provides a classification of helicopters and a segment of medium-heavy and heavy helicopters with gas turbine engines. The field of application of such helicopters is briefly described. The purpose of this article is to evaluate the activities of Element JSC in the field of developing electronic control systems for gas turbine engines for heavy class helicopters. Such systems for Element JSC, in particular, are RDTs-2500 and RDTs-450M-117B units for TV3-117VMA-SBM-1B series turboshaft engines, created by Motor Sich JSC. Objective: To provide information on the main types of heavy helicopters manufactured and operated today, as well as a description of the gas turbine engines installed on these helicopters. The field of application of such helicopters is briefly described. The segment of heavy helicopters with gas turbine engines is the largest in terms of money on the world market of civil helicopters, and the forecast of deliveries of such helicopters for the next 5-7 years is given. Most helicopter models are not completely new developments, but have been improved over many years. Characteristic design features of heavy helicopters with gas turbine engines, features of the arrangement of units and equipment are given. The main structural and structural features of gas turbine engines of various manufacturers and the types of helicopters on which they are installed are given. Brief information on Russian and Ukrainian gas turbine engines - VK-2500 and TV3-117VMA-SBM-1B is provided separately. The results. Despite the active development of eVTOL technologies in the sector of small rotorcrafts, the development and improvement of gas turbine engines continues. Heavy helicopters of both traditional and non-traditional designs are being developed. Conclusions. Modernization of the design and "remotorization" of the Mi-8 helicopter is a good opportunity for "Motor-Sich Helicopters", but it needs its own developments. Many promising Ukrainian developments were canceled due to the war. Analysis of the technical characteristics of TVaD for heavy helicopters shows that domestic engines are almost in no way inferior to their European and American competitors. Promising TVaD of SE "Ivchenko-Progress" AI-130 with a capacity of 3,000 hp. can become an even more attractive proposition.
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Iswariya, S., and J. Valarmathi. "Micro-Doppler Signature Based Helicopter Identification and Classification Through Machine Learning." International Journal of Computers 15 (March 22, 2021): 23–29. http://dx.doi.org/10.46300/9108.2021.15.4.
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This paper focuses on identification of helicopter by exploiting the concept of micro-Doppler effect which is prominent in targets containing rotating, oscillating or vibrating parts in it. Radar received signal is analyzed by Short Time Fourier Transform (STFT) to extract the micro Doppler (mD) signature. From the mD signature, the helicopter parameters are estimated. In a multiple helicopters scenario, estimated parameters will be a mixure, pertaining to the multiple helicopters. These parameters are classified further using a machine learning algorithm, namely k-means clustering to classify the helicopters. Simulated results for the synthesized received signal shows the betted estimates of the helicopter parameter through mD signature. Dataset containing basic parameters like number of blades, blade length and rotational rates of the UN-1N helicopter (rotor with 2 blades), the SH-3H helicopter (rotor with 5 blades) and the CH-54B helicopter (rotor with 6 blades) are considered for the classification. Results show a good classification. When analysed with different SNR level in dataset, at lower SNR, observed some ovelapping in the classification.
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Wilson, Steven F., and John F. Wilmshurst. "Behavioural responses of southern mountain caribou to helicopter and skiing activities." Rangifer 39, no. 1 (September 24, 2019): 27–42. http://dx.doi.org/10.7557/2.39.1.4586.
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Helicopter- and snowcat-supported backcountry skiing is a unique industry that is widespread throughout southern mountain caribou habitat in British Columbia. We analyzed standardized caribou encounter data collected by operators under an agreement between the BC government and Helicat Canada. Average reported encounter rates were low for helicopters (0.6%) and skiing groups (0.1%); however, encounters were likely underreported due to factors that affect caribou sightability. Although helicopters encountered caribou more frequently than skiing groups, caribou were detected from helicopters at greater distances than by skiers. We used Bayesian network models to assess the independent contribution of different factors to the behavioural response of caribou to encounters. Encounter distance was the most important factor in both helicopter and skiing models. Larger groups of caribou responded strongly to skiers but not to helicopters, although the independent effect of this factor was small in both models. Larger helicopters elicited stronger reactions from caribou than smaller machines and was responsible for 25% of the modelled variation in caribou response. Encounters with helicopters at distances of 100–500m had a 78% probability of eliciting a concerned-to-very-alarmedresponse from caribou, while skiers at a similar distance had a 60% probability of eliciting the same response. The probability of concerned-to-very-alarmed responses dropped to <20% at encounter distances of >1000 m. These results indicate that initial encounter distance is the key variable to manage risk to caribou of helicopter and skiing encounters. Ongoing feedback on the effectiveness of management practices is critical to ensure the continued viability of industries operating in caribou habitat.
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Kybalnyy, Mykhaylo, Oleksii Prytula, Kateryna Izviekova, Sergii Degtiarenko, and Andriy Dyomin. "Numerical study of aerodynamic drag of modern attack helicopters." InterConf, no. 40(183) (December 20, 2023): 355–75. http://dx.doi.org/10.51582/interconf.19-20.12.2023.035.
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This paper is devoted to the study of the aerodynamic drag of modern attack helicopters using numerical methods. The parasitic drag of the fuselages of modern attack helicopters was calculated and analyzed. The contribution of the main fuselage components to the total aerodynamic drag of the helicopter was analyzed.
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Chuntul, Alexandr. "Ergonomic support for the development of modern and advanced systems “crew-helicopter-environment”." Ergodesign 2019, no. 4 (December 15, 2019): 147–55. http://dx.doi.org/10.30987/2619-1512-2019-2019-4-147-155.
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The problems of modern and perspective ergonomic helicopters’ design providing system’s "crew-helicopter-environment” reliable functioning are considered. It is shown that the practice’s requirements require increasing helicopters’ capacity and expanding the boundaries of their operation. The new developments’ forecast in the copyright patents’ implementation using ergonomic technologies are effected.
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Smedley, W. Andrew, K. Lorraine Stone, John Killian, Allison Brown, Paige Farley, Russell L. Griffin, Daniel B. Cox, Jeffrey D. Kerby, and Jan O. Jansen. "Population Coverage of Trauma Systems: What Do Helicopters Add?" American Surgeon 85, no. 9 (September 2019): 1073–78. http://dx.doi.org/10.1177/000313481908500956.
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Trauma is a time-critical condition. Helicopters are thought to enhance the accessibility to trauma centers, but this benefit is poorly quantified. The aim of this study was to conduct a geographical analysis of the added benefit provided by helicopters, over ground transport. This study uses geospatial analysis. Helicopter bases and Level I and II designated trauma centers were geocoded. 60-minute drive-time and elliptical flight-time isochrones were mapped with ArcGIS™ (Esri, Redlands, CA). Calculations included allowance for mission ground time (MGT). We compared the proportion of the population that could be taken to Level I and II trauma centers, within 60 minutes, by road and by air. Using a 30-minute MGT model, helicopters permit 279,317 additional residents (5.8%) access to a Level I trauma center within 60 minutes. Using the 20-minute MGT model, 1,089,177 more residents (22.8%) would have access to Level I trauma center care. The benefits were marginally greater for access to Level I and II trauma center care. Helicopters enhance access to specialist trauma center care, but the benefit is small and dependent on MGT. Consideration should be given to the siting of helicopters, particularly in relation to trauma patients, MGT, and the timely response of EMS when determining the triage for helicopter transport.
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MISCHIE, Ioan. "HELICOPTERS IN COMBAT: METHODS FOR HELICOPTER USE IN SPECIAL OPERATIONS." Review of the Air Force Academy 16, no. 1 (August 1, 2018): 5–10. http://dx.doi.org/10.19062/1842-9238.2018.16.1.1.
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Dergachev, A. N., and M. V. Klychnikova. "Geometric constraints system formation for helicopter construction." E3S Web of Conferences 458 (2023): 03028. http://dx.doi.org/10.1051/e3sconf/202345803028.
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The paper presents a methodology of forming a system of geometric constraints in helicopter design. The methodology is based on the synthesis of the requirements in terms of ensuring operation on marine vessels, transportability, and capacity of the cargo (transport) cabin of the helicopter. The universality of this approach allows to adapt the formed system of geometrical constraints to helicopters of different purposes, both to newly developed and modernised helicopters. This methodology allows to define general geometrical characteristics of the helicopter, nomenclature of units requiring simplification of mounting and dismounting procedure of separate units and reduction of their inspection and maintenance periodicity, as well as configuration of helicopter ground and deck service facilities and recommended places of their installation.
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Thomson, D. G., and R. Bradley. "The use of inverse simulation for preliminary assessment of helicopter handling qualities." Aeronautical Journal 101, no. 1007 (September 1997): 287–94. http://dx.doi.org/10.1017/s0001924000066148.
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AbstractThis paper describes a method for using inverse simulation to obtain a preliminary assessment of helicopter handling qualities. Formal descriptions of standard manoeuvres, defined to establish the handling qualities of military helicopters, are used to drive an inverse simulation of a subject helicopter. The simulation generates the controls and states of the helicopter as it executes the manoeuvre and the results may be used to calculate values of quickness, a parameter defined to measure responsiveness. Initial results reveal that in the context of inverse simulation quickness is independent of vehicle configuration when, as specified in the requirements, the quickness is based on the helicopter's kinematic states. An alternative quickness parameter, associated with the control displacements required to fly the manoeuvre is shown to be capable of discriminating between the pilot workload involved in flying two different configurations through the same manoeuvre.
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Orhan, Ilkay. "Estimation of helicopter emission and greenest helicopters for London." Aircraft Engineering and Aerospace Technology 93, no. 8 (July 26, 2021): 1333–45. http://dx.doi.org/10.1108/aeat-03-2021-0082.
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Purpose This study aims to estimate the greenest helicopters and the emission amount based on the helicopter movement within the London Heathrow and London city control zone. Design/methodology/approach The helicopter flight data recorded by the UK’s specialist aviation regulator Civil Aviation Authority and the helicopter type with engine emission data from the Federal Office of Civil Aviation (FOCA) were used for calculation. Based on the approach adopted, the greenest and the most environmentally friendly helicopters were identified for a light-duty helicopter with single-engine, a light-duty helicopter with twin-engine and a heavy-duty helicopter with twin-engine. Findings Comparing a flight consisting of landing and take-off cycle, and 1-h phase based on helicopters emissions in the FOCA database, B06 with DDA250-C20R single-engine in the light utility, A109 with PT6B-37 twin-engine in the light utility, and the A139 helicopter with the PT6C-67C twin-engine in the high utility has been identified as the most environmentally friendly helicopter. Practical implications This study provides the opportunity to compare between the best and the worst helicopter with engine type according to the emission values released to the environment. Originality/value This study raises awareness of the emission levels caused by helicopter in urban air transport in developed countries in terms of environmental and human health. It also provides justification for the authorities to encourage the development and use of green engines and technologies.
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Sulaiman, Nor Ibrahim. "HELICOPTERS AS AN INSTRUMENT OF WAR DURING THE MALAYAN EMERGENCY 1948-1960." Journal of Nusantara Studies (JONUS) 2, no. 2 (December 31, 2017): 188. http://dx.doi.org/10.24200/jonus.vol2iss2pp188-197.
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Helicopter as an instrument of war in counter insurgency warfare in Malaysia had its origin during the Malayan emergency 1948-1960. Three helicopters, the Dragonfly, made an entry into Malaya in March 1950 at the request of the Commander-in-Chiefs Committee of the Far East Land Forces on 8 March 1949. The primary role of these helicopters then was for casualty evacuation of wounded troops sustained during operations against the communist terrorists (CTs). Their ability to operate from unprepared areas expanded their roles as an ideal platform for air mobility of troops, supplies, and search and rescue. The flexibility of transporting the troops made the CTs no longer invincible in their own safe havens. More importantly, the morale of the troops was kept high knowing that they would be evacuated fast for medical treatment in the event they were wounded. This article discusses the roles of helicopter during the Malayan emergency. Most of the references are records from the Royal Air Force (RAF), books, and online information. This paper highlights the contributions of helicopters towards the successful ending of the emergency. Keywords: Counter insurgency, Commander-in-Chief of Far East Land Forces, communist terrorists, Malayan emergency, Royal Air Force helicopter squadronsCite as: Sulaiman, N.I. (2017). Helicopters as an instrument of war during the Malayan emergency 1948-1960. Journal of Nusantara Studies, 2(2), 188-197.
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AKAY, Abdullah Emin, and Ebru BİLİCİ. "EVALUATING THE LOCATIONS OF THE FIRE HELICOPTER PLATFORMS IN THE REGION OF BURSA." ArtGRID - Journal of Architecture Engineering and Fine Arts 4, no. 2 (December 31, 2022): 254–63. http://dx.doi.org/10.57165/artgrid.1201452.
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In Turkey, the General Directorate of Forestry (GDF) utilizes helicopters in various forestry activities such as firefighting, forest protection, wildlife management, shipping, and other activities. In firefighting activities, mostly Russian-designed “Mil Mi-8MTV-1” series helicopters are rented by the GDF during the fire season. These fire helicopters are designed to carry up to 20 people and 2.5 tons of water with a special bucket attached underneath. In this study, it was aimed to evaluate the location of the fire helicopter platforms in the border of Bursa Forestry Regional Directorate (FRD). In the solution process, the areas reached by the fire helicopters in the critical response time was determined using proximity analysis in ArcGIS. Accessible areas were also found for productive forest and degraded forest separately. The results indicated that 85.97 % of the total area of FRD was reached by the fire helicopter within the critical response time while it was 84.06 % for the forested areas. In terms of fire sensitivity degrees, 79.18 % of the first degree sensitive forests were accessed within the critical response time, while all of the second and third degree sensitive forests were reached on time. On the other hand, the accessible forest areas were 85.61 % and 81.21 % for productive forest and degraded forest. These results suggested that location of the fire helicopter platforms should be re-evaluate and possible new platforms should be located in Bursa FRD in order to improve the efficiency of the helicopter fleet and access the forest area in the critical response time. In this process, GIS techniques should be employed by the fire managers to evaluate the optimum locations for the fire helicopter platforms.
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Oktay, Tugrul, Harun Celik, and Ilke Turkmen. "Constrained control of helicopter vibration to reduce motion blur." Aircraft Engineering and Aerospace Technology 90, no. 9 (November 14, 2018): 1326–36. http://dx.doi.org/10.1108/aeat-02-2017-0068.
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Purpose The purpose of this paper is to examine the success of constrained control on reducing motion blur which occurs as a result of helicopter vibration. Design/methodology/approach Constrained controllers are designed to reduce the motion blur on images taken by helicopter. Helicopter vibrations under tight and soft constrained controllers are modeled and added to images to show the performance of controllers on reducing blur. Findings The blur caused by vibration can be reduced via constrained control of helicopter. Research limitations/implications The motion of camera is modeled and assumed same as the motion of helicopter. In model of exposing image, image noise is neglected, and blur is considered as the only distorting effect on image. Practical implications Tighter constrained controllers can be implemented to take higher quality images by helicopters. Social implications Recently, aerial vehicles are widely used for aerial photography. Images taken by helicopters mostly suffer from motion blur. Reducing motion blur can provide users to take higher quality images by helicopters. Originality/value Helicopter control is performed to reduce motion blur on image for the first time. A control-oriented and physic-based model of helicopter is benefited. Helicopter vibration which causes motion blur is modeled as blur kernel to see the effect of helicopter vibration on taken images. Tight and soft constrained controllers are designed and compared to denote their performance in reducing motion blur. It is proved that images taken by helicopter can be prevented from motion blur by controlling helicopter tightly.
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Bieliatynskyi, Andrii, Oleksandra Akmaldinova, and Victoria Akmaldinova. "Vertodrom covering calculation and designing technology." Theory and practice of design, no. 23 (December 17, 2021): 21–30. http://dx.doi.org/10.18372/2415-8151.23.16261.
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The article is devoted to the analysis of existing methods of calculation of rigid heliport coverings, both domestic and foreign. Considerable attention is paid to the geometric dimensions in the plan and layout; location and orientation of heliports. Types of helipads are considered; materials used in the construction of heliports; type of structures (panels), designed for the construction of helicopter pads at the surface level (on any dense surface or ordinary soil), that successfully replace concrete, as well as for the reconstruction of worn and damaged concrete helicopter pads on rooftops and other heliport modifications; possible locations of helicopter pads, which may be different in size and configuration: mobile, off-road, ground, on the roofs of buildings and structures, on pontoons, on sea or river vessels and yachts, on offshore drilling platforms, by individual projects. Approaches to the improvement of the existing method of calculation and design of rigid helipads are analyzed.A comparative analysis of ICAO, FAA, SNiP 2.05.08-85 regulatory documentation and recommendations, which do not provide a clear idea of the method of calculating the thickness of rigid heliports, do not separate the calculation of heliports from the calculation of aerodrome pavements, do not consider any critical cross sections in calculating the load from helicopters and the main differences in designing coverings for helicopters from those for aircraft maintenance, connected with the dynamics of the takeoff and landing operations.As the weight of modern helicopters varies widely, it has been established that different types of coverings must be used for different weight categories (from structures raised above the ground level for light and medium-weight helicopters to cement concrete coverings for heavy helicopters).
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Peng, Chen, Bo Zhu, and Keqi Wei. "Design and Experimental Verification of Robust Motion Synchronization Control with Integral Action." Mathematical Problems in Engineering 2016 (2016): 1–14. http://dx.doi.org/10.1155/2016/7324508.
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A robust attitude motion synchronization problem is investigated for multiple 3-degrees-of-freedom (3-DOF) helicopters with input disturbances. The communication topology among the helicopters is modeled by a directed graph, and each helicopter can only access the angular position measurements of itself and its neighbors. The desired trajectories are generated online and not accessible to all helicopters. The problem is solved by embedding in each helicopter some finite-time convergent (FTC) estimators and a distributed controller with integral action. The FTC estimators generate the estimates of desired angular acceleration and the derivative of the local neighborhood synchronization errors. The distributed controller stabilizes the tracking errors and attenuates the effects of input disturbances. The conditions under which the tracking error of each helicopter converges asymptotically to zero are identified, and, for the cases with nonzero tracking errors, some inequalities are derived to show the relationship between the ultimate bounds of tracking errors and the design parameters. Simulation and experimental results are presented to demonstrate the performance of the controllers.
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Paszko, Mateusz. "Infrared Signature Suppression Systems in Modern Military Helicopters." Transactions on Aerospace Research 2017, no. 3 (September 1, 2017): 63–83. http://dx.doi.org/10.2478/tar-2017-0022.
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Abstract Helicopters play an important role in air-to-ground fire covering and the short-distance air-to-air fights, as well as the anti-tank missions and battlefield force transferring. The detection and survivability of helicopters on a battlefield significantly depends on their infrared emissions level, as well as the methods, equipment and systems used by potential enemy. The automatic detection systems, recognition and identification of flying objects use among other the thermo-detection methods, which rely on detecting the infrared radiation emitted by the tracked object. Furthermore, due to low-altitude and relatively low flight speed, today’s combat assets like missile weapons equipped with infrared guidance systems are one of the most important threats to the helicopters performing combat missions. Especially meaningful in a helicopter aviation is infrared emission by exhaust gases, egressed to the surroundings. Due to high temperature, exhaust gases are a major factor in detectability of a helicopter performing air combat operations. In order to increase the combat effectiveness and survivability of military helicopters, several different types of the infrared suppressor (IRS) have been developed. This paper reviews contemporary developments in this discipline, with particular examples of the infrared signature suppression systems.
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Krivolutsky, Yu V., and E. Yu Krivolutsky. "The renewed helicopter fleet is the key factor in the social and economic development of the regions." Entrepreneur’s Guide 16, no. 1 (March 2, 2023): 24–28. http://dx.doi.org/10.24182/2073-9885-2023-16-1-24-28.
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Helicopters are the main transport in the North, Siberia, and Far East regions. The social and economic development of the regions is mostly defined by the condition and development of the helicopters’ fleet. Also, it is defined by the density and productiveness of the work of helicopter aviation companies with the customers. The ability of aviation companies to buy new types of helicopters on the one hand, and the ability of current and potential customers to order transportation services on the other hand, will define the scope and the speed of development of production and social domain of the regions.
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Гребеніков, О. Г., М. М. Орловський, and В. М. Костанді. "АНАЛІЗ КОНСТРУКТИВНО-ТЕХНОЛОГІЧНИХ ОСОБЛИВОСТЕЙ ХВОСТОВИХ БАЛОК ВЕРТОЛЬОТІВ ТРАНСПОРТНОЇ КАТЕГОРІЇ." Open Information and Computer Integrated Technologies, no. 99 (June 24, 2024): 4–21. http://dx.doi.org/10.32620/oikit.2023.99.01.
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An analysis of the structural and technological features of the design of the tail beam of transport category helicopters was carried out. The main zones of probable fatigue failure of the tail girders were determined. Based on the analysis of the structural and technological features of the design of tail beams of transport category helicopters, the tail beam design of the physical model was developed. In the practice of world helicopter industry, single-screw helicopters, which are characterized by relative simplicity of design, control system and relatively low cost, have become the most widespread. The tail beam is the most complex part in the production of a helicopter. For a single-screw helicopter, the tail beam is a very critical part of the structure, the failure of which, in most cases, leads to an aviation incident. Ensuring strength requirements is an extremely important task; therefore it is regulated by mandatory airworthiness standards for designers, which are an integral part of the Aviation Rules. In these standards, the initial requirements for the calculation and experimental works to ensure strength are set, load conditions are established, and instructions are given for determining the magnitude of the loads. In the practice of helicopter construction, the experience accumulated in aircraft construction is used in the formation of structural and power schemes of frame units. The tail beam of helicopters is made according to beam, truss or mixed schemes. Optimization methods of compressed and stretched panels of frame units have a common criterion for aviation - the minimum weight of the structure while meeting the requirements of strength, rigidity, survivability, resource, manufacturability, operational efficiency, etc. The task of selecting a rational structural and force scheme of the tail beam is solved by indirect methods involving weight statistical data, parametric dependencies and information about the force schemes of previous structures. In most cases, the type of tail beam design is selected based on the requirements for the helicopter, operating conditions and production capabilities. The task is to find the best option within a given structural type. The helicopter tail beam is part of the structure of the helicopter, has the shape of a truncated cone and consists of a set of frames, stringers and skin. For ease of manufacturing, the tail beam has a longitudinal technological connector, which allows separate assembly of each half of the tail beam. The tail beam is connected to the central part of the fuselage by bolts that fasten the end power frames with the help of fittings at the ends of the stringers. The end part of the tail beam is connected to the keel, similar to the connection of the tail beam to the central part of the fuselage. The following are installed on the tail beam: stabilizers, rudder control rods, rudder drive system, intermediate and tail gear, navigation lights, assemblies and components of hydraulics and tail shaft. Modern transport helicopters are designed and manufactured with a specified resource and service life in mind, which range from 15,000 to 30,000 hours with a service life of 25-30 years. Increasing the fatigue life of the zones of structural irregularities of the tail beams of transport category helicopters is an urgent task, which is of great practical importance for ensuring the safety of flights during the operation of helicopters during the established resource, which in turn is an important indicator of the competitiveness of helicopters.
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Pavol Petríček, Pavol Petríček, and Martin Kelemen Martin Kelemen. "MANAGEMENT OF PERMANENT LANDING AND TAKE-OFF AREAS NETWORK FOR HELICOPTER EMERGENCY MEDICAL SERVICES AND NATIONAL CRISIS MANAGEMENT." Socio World-Social Research & Behavioral Sciences 06, no. 04(02) (November 25, 2022): 05–12. http://dx.doi.org/10.36962/swd0604(02)2021-05.
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The aim of the article is to identify and describe the praxeological problem that for primary flights of Helicopter Emergency Medical Services and for fulfilling tasks within the national crisis management in emergency situations, we need to have a professionally managed and technologically secured network of permanent landing and take-off areas for helicopters, in the field and at the permanent centers of HEMS (or permanent airports). Technologies on these terrain landing areas are intended to improve the level of information security of helicopter flight crews, especially meteorological information for flights to "ad hoc" primary flight sites, or to use permanent terrain areas to bring a rescue team closer to the emergency operation site. The mentioned network is important for rescue helicopters, police, and air force helicopters for intervention in the field, in case of natural disasters, industrial accidents, or in solving the supervision of migratory waves, pandemic management in the region, etc. At the same time, these landing areas will guarantee the requirements for safe air traffic and the quality of the air services provided. The administration of the network of permanent landing areas for helicopters in the field can be co-financed in several sources, within the budget of the components of the integrated rescue system and crisis management of the state up to the share of funds from compulsory vehicle insurance in the relevant year, etc. Keywords: management, helicopters, medical services, crisis management.
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Luong, Quoc Viet, Dae-Sung Jang, and Jai-Hyuk Hwang. "Semi-Active Control for a Helicopter with Multiple Landing Gears Equipped with Magnetorheological Dampers." Applied Sciences 11, no. 8 (April 19, 2021): 3667. http://dx.doi.org/10.3390/app11083667.
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Due to their extensive use in various applications, helicopters need to be able to land in a variety of conditions. Typically, a helicopter landing gear system with skids or passive wheel-dampers is designed based on only one critical touchdown condition. Thus, this helicopter landing gear system may not perform well in different landing conditions. A landing gear system with magnetorheological (MR) dampers would be a promising candidate to solve this problem. However, a semi-active controller must be designed to determine the electrical current applied to the MR damper to directly manage the damping force. This paper presents a new skyhook controller, called the skyhook extended controller, for a helicopter with multiple landing gears equipped with MR dampers to reduce the helicopter’s acceleration at the center of gravity in off-normal landing attitude conditions. A 9-DOF simulation model of a helicopter with multiple MR landing gears was built using RECURDYN. To verify the effectiveness of the proposed controller, co-simulations were executed with RECURDYN and MATLAB in different initial pitch and roll angles at touchdown. The main simulation results show that the proposed controller can greatly decrease the peak and rms acceleration of the helicopter’s center of gravity compared to a traditional skyhook controller and passive damper.
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Bursala, A., O. Tcherednikov, V. Golub, and Y. Trygub. "ON DEVELOPMENT OF AVIATION EQUIPMENT’SRELIABILITY MODELS (ON THE EXAMPLE OF HELICOPTERS)." Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, no. 4 (August 19, 2020): 8–16. http://dx.doi.org/10.37701/dndivsovt.4.2020.02.
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On the example of helicopters, the topical issues of systematization and mathematical processing of statistical information taking from fault log sheetsto assess the level of reliability and flight safety of state aviation equipment are considered.
The reliability of all helicopter systems must meet the pressing needs of defense capabilities and support the capabilities of the state aviation of Ukraine to carry out combat missions at the current level. Improving preparedness for assigned tasks will facilitate participation in combined operations with peacekeeping and NATO forces. The considered model of the system of aviation equipment on the example of helicopters consists of interdependent, jointly functioning, united by a single purpose of five subsystems of the corresponding type of specialty: “helicopter and engine”, “aircraft armament”,“aircraftequipment”, “avionics equipment”,“navigation and target acquisition system”.
Realization and methodical approaches to the development of complex failuremodels of the elements of “helicopter and engine” system by types of helicopters are substantiated. The paper proposes to address on the example of helicopters the lines of approach the problem of assessing the real level of operational reliability and flight safety of aircraft to maintain their serviceable condition.
When putting military aviation assets into operation according to the technical condition, using statistical models of reliability and flight safety, the important task of increasing resource indicators is solved, which requires improving the system of collecting, processing and analyzing information from fault log sheets.
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Hu, Hanjie, Yu Wu, Jinfa Xu, and Qingyun Sun. "Path Planning for Autonomous Landing of Helicopter on the Aircraft Carrier." Mathematics 6, no. 10 (September 27, 2018): 178. http://dx.doi.org/10.3390/math6100178.
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Helicopters are introduced on the aircraft carrier to perform the tasks which are beyond the capability of fixed-wing aircraft. Unlike fixed-wing aircraft, the landing path of helicopters is not regulated and can be determined autonomously, and the path planning problem for autonomous landing of helicopters on the carrier is studied in this paper. To solve the problem, the returning flight is divided into two phases, that is, approaching the carrier and landing on the flight deck. The feature of each phase is depicted, and the conceptual model is built on this basis to provide a general frame and idea of solving the problem. In the established mathematical model, the path planning problem is formulated into an optimization problem, and the constraints are classified by the characteristics of the helicopter and the task requirements. The goal is to reduce the terminal position error and the impact between the helicopter and the flight deck. To obtain a reasonable landing path, a multiphase path planning algorithm with the pigeon inspired optimization (MPPIO) algorithm is proposed to adapt to the changing environment. Three experiments under different situations, that is, static carrier, only horizontal motion of carrier considered, and 3D motion of carrier considered, are conducted. The results demonstrate that the helicopters can all reach the ideal landing point with the reasonable path in different situations. The small terminal error and relatively vertical motion between the helicopter and the carrier ensure a precise and safe landing.
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Köhler, A. F., and P. Dürner. "Operations of Rescue Helicopters and Ambulance Aircrafts at Aircraft and Airport Disasters." Journal of the World Association for Emergency and Disaster Medicine 1, no. 2 (1985): 123–24. http://dx.doi.org/10.1017/s1049023x00065201.
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In aircraft and airport disasters help must reach the site of the accident in a very short time. In addition to the ground rescue service, rescue helicopters can also offer help. The rescue helicopter as a mobile intensive care unit contains a medical crew with a flying physician and a paramedic. The following are required basic equipment for rescue helicopters: resuscitation apparatus with and without oxygen; endotracheal intubation set; suction unit; apparatus for measuring blood pressure; infusion sets and solutions with intravenous cannulas; syringes and needles; bandages; special burn dressings; fixation and splinting material; vacuum mattress; surgical pocket kit; stomach tube; ECG monitor; defibrillator with pacemaker; drugs; and otoscope. This medical equipment has to be portable so that it can be used outside the rescue helicopter.The medical crew must be trained in emergency medical treatment and in aeromedical problems. Patients who are fit to fly can be transported by rescue helicopters after triage and support of their vital functions. This method is of most value if rapid transport to a distant specialized medical department, for example, to a burn or neurosurgery center, is required.The German Air Rescue operates seven rescue helicopters at five rescue helicopter centers for primary rescue with the helicopter types BO 105 CBS, BO 105, Bell 206 Long Ranger and 3et Ranger. Another important function of the service are long distance flights with patients to medical centers after aircraft and airport disasters. Specially equipped ambulance aircraft are used in these cases.
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Markova, E. V., A. M. Al-Darabseh, I. E. Daba’bneh, A. R. Ahmed, and B. T. Arazveliev. "DEVELOP AN INTEGRATED TECHNICAL SITUATION CONTROL SYSTEM TO CONTROL HIGH QUALITY HELICOPTERS BASED ON FIBER OPTIC TECHNOLOGY." Izvestiya of Samara Scientific Center of the Russian Academy of Sciences 23, no. 1 (2021): 21–27. http://dx.doi.org/10.37313/1990-5378-2021-23-1-21-27.
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This article draws attention to the difficulties in developing an integrated approach, especially the evaluation and evaluation of the main helicopter technology. Fiber optic technology is a technology that allows you to create a unified system. This allows the measurement of various physical parameters such as vibration, distortion, temperature, volume and other parameters, given the magnitude of optical fiber science. RMB can be integrated into production, which is an important factor in the amount of RMB related to the design and manufacture of helicopters. The test results, the test bench, and the rotor of the helicopter and light using optical fiber transmission in the Prague fiber optic filter emphasize the importance of developing technology to track the helicopter's use of optical fiber. Other embodiments of the use of optical transmission systems that use fiber-optic technology, such as cable warning of explosives and helicopter damage as well as system weight and transitions. The conduction system monitors air technology.
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Matsumoto, Hisashi, Tomokazu Motomura, Yoshiaki Hara, Yukiko Masuda, Kunihiro Mashiko, Hiroyuki Yokota, and Yuichi Koido. "Lessons Learned from the Aeromedical Disaster Relief Activities Following the Great East Japan Earthquake." Prehospital and Disaster Medicine 28, no. 2 (January 22, 2013): 166–69. http://dx.doi.org/10.1017/s1049023x12001835.
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AbstractIntroductionSince 2001, a Japanese national project has developed a helicopter emergency medical service (HEMS) system (“doctor-helicopter”) and a central Disaster Medical Assistance Team (DMAT) composed of mobile and trained medical teams for rapid deployment during the response phase of a disaster.ProblemIn Japan, the DMAT Research Group has focused on command and control of doctor-helicopters in future disasters. The objective of this study was to investigate the effectiveness of such planning, as well as the problems encountered in deploying the doctor-helicopter fleet with DMAT members following the March 11, 2011 Great East Japan Earthquake.MethodsThis study was undertaken to examine the effectiveness of aeromedical disaster relief activities following the Great East Japan Earthquake and to evaluate the assembly and operations of 15 doctor-helicopter teams dispatched for patient evacuation with medical support.ResultsFifteen DMATs from across Japan were deployed from March 11th through March 13th to work out of two doctor-helicopter base hospitals. The dispatch center at each base hospital directed its own doctor-helicopter fleet under the command of DMAT headquarters to transport seriously injured or ill patients out of hospitals located in the disaster area. Disaster Medical Assistance Teams transported 149 patients using the doctor-helicopters during the first five days after the earthquake. The experiences and problems encountered point to the need for DMATs to maintain direct control over 1) communication between DMAT headquarters and dispatch centers; 2) information management concerning patient transportation; and 3) operation of the doctor-helicopter fleet during relief activities. As there is no rule of prioritization for doctor-helicopters to refuel ahead of other rotorcraft, many doctor-helicopters had to wait in line to refuel.ConclusionThe “doctor-helicopter fleet” concept was vital to Japan's disaster medical assistance and rescue activities. The smooth and immediate dispatch of the doctor-helicopter fleet must occur under the direct control of the DMAT, independent from local government authority. Such a command and control system for dispatching the doctor-helicopter fleet is strongly recommended, and collaboration with local government authorities concerning refueling priority should be addressed.MatsumotoH,MotomuraT,HaraY,MasudaY,MashikoK,YokotaH,KoidoY.Lessons learned from the aeromedical disaster relief activities during the Great East Japan Earthquake.Prehosp Disaster Med.2013;28(2):1-4.
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Onuchukwu, Okechukwu Chukwuebuka, Arinze Odira Onyiliofor, and Akaninyene Edet Ekong. "Enhancing Aviation Safety through Helideck Surface Friction Management and Maintenance for Safe Helicopter Operations." Asian Journal of Advanced Research and Reports 18, no. 7 (June 26, 2024): 239–45. http://dx.doi.org/10.9734/ajarr/2024/v18i7698.
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In the Aviation industry, helicopters provide an important medium of transportation of passengers, cargo, and provision of specialized services especially to the oil and gas sector of the economy. Various operators exist within Nigeria, some of these key operators include Bristow helicopters, Caverton group, OAS helicopters, Nestav, Eastwind Aviation and a few other operators. These companies operate a variety of helicopter types like the SK 76, AW139, AW189, SK 92 etc. These aircrafts typically take off from Airports or client onshore bases to various locations including the offshore sites such as oil rigs, oil tankers, jack ups, semi submersibles, floating production and storage offloading (FPSO) vessels, seismic vessels etc. Many of the offshore sites have helicopter landing platforms-Helidecks, capable of serving different helicopter types based on their design and the dimensions of the aircraft. These helidecks play a critical role in offshore operations, serving as landing and take-offs structures on platforms for helicopters. Hence, the Surface friction, management, and maintenance are critical considerations in ensuring the safety and efficiency of personnel and aircraft. This paper presents an exploration of the challenges associated with helideck surfaces, the importance of friction management, strategies for effective maintenance, and a brief discussion of the benefits of graphene in significantly improving the characteristics of helideck surfaces, ensuring compliance to the provisions of the UK CAA Standards for offshore helicopter landing areas CAP 437 Edition 9. The paper will explore the importance of helideck surface friction, how friction values are determined, and the need for stakeholders to act on helideck surface degradation to mitigate risks, enhance safety, and optimize operational performance.
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Givens, Adam. "“The Enthusiasm Expressed by Our Industry Friends”." Vulcan 8, no. 1 (December 18, 2020): 100–124. http://dx.doi.org/10.1163/22134603-08010005.
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Abstract This article analyzes the groundbreaking 1952 plan by US Army leadership to develop a sizeable cargo helicopter program in the face of interservice opposition. It examines the influence that decision had in the next decade on the Army, the helicopter industry, and vtol technology. The Army’s procurement of large helicopters that could transport soldiers and materiel was neither a fait accompli nor based on short-term needs. Rather, archival records reveal that the decision was based on long-range concerns about the postwar health of the helicopter industry, developing the state of the art, and fostering new doctrinal concepts. The procurement had long-term consequences. Helicopters became central to Army war planning, and the ground service’s needs dictated the next generation of helicopter designs. That technology made possible the revolutionary airmobility concept that the Army took into Vietnam and also led to a flourishing commercial helicopter field.
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Nakanishi, Hiroaki, Sayaka Kanata, and Tetsuo Sawaragi. "Improved Stability Using Environmental Adaptive Yaw Control for Autonomous Unmanned Helicopter and Bifurcation of Maneuvering in Turning." Journal of Robotics and Mechatronics 23, no. 6 (December 20, 2011): 1091–99. http://dx.doi.org/10.20965/jrm.2011.p1091.
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Adaptation to environmental changes, such as wind, plays a very important role in improving the reliability of autonomous unmanned helicopters. Adaptive yaw (heading) control for an autonomous helicopter is discussed in this paper. The control structure is based on a hierarchal scheme that utilizes an inner yaw feedback control loop plus an outer feedback loop. The outer loop estimates the direction of the airspeed using roll angle and roll angular rate. Stable coupling in yaw and roll motion is induced by the proposed controller to improve the stability of the helicopter’s flight. Turning utilizing the proposed adaptive control system is discussed in particular. Results of flight experiments show that bifurcation of the helicopter’smaneuvering in turning occurs depending on airspeed. The results indicate that the autonomous unmanned helicopter can select a turning maneuver that is suitable for the environmental conditions, thus stabilizing its flight.
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Majumdar, A., K. Mak, C. Lettington, and P. Nalder. "A causal factors analysis of helicopter accidents in New Zealand 1996-2005 and the United Kingdom 1986-2005." Aeronautical Journal 113, no. 1148 (October 2009): 647–60. http://dx.doi.org/10.1017/s0001924000003316.
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Abstract Helicopter accidents cause many fatalities, and their avoidance is a major area of work for Civil Aviation safety authorities around the World. This paper uses helicopter accident data from the United Kingdom between 1986 and 2005 for 566 accidents and from New Zealand between 1996 and 2006 for 230 accidents to analyse helicopter accidents according to five categories of causes: airworthiness failure (engine); airworthiness failure (non-engine), operational failure, maintenance failure and mixed failure (i.e. operational and airworthiness combined). Factors associated with accidents, e.g. the engine types and weights of the helicopters involved; the nature of the operations and the phase of flight of the helicopter are also analysed. Operational failures were further analysed by Human Factors Analysis and Classification Scheme (HFACS) and airworthiness failures by a logical scheme of helicopter components. The results indicate that operational failures, especially due to unsafe acts, are the major cause of accidents in both countries followed by airworthiness causes. Light single piston helicopters are by far the major group associated with accidents in both countries, with few accidents for twin turbine helicopters. The majority of accidents were in non-public operations with few in public operations and in both countries, the cruise/flight/circuit phase has the largest number of accidents. Further analyses indicated statistically significant associations: type of helicopter and the cause of accidents; type of helicopter and the phase of flight; cause of accidents and nature of flights; cause of accidents and phase of flights; training flights and inadequate supervision; landing and procedural error and cruise and attention failure.
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Shapkin, Yu G., and P. A. Seliverstov. "Advantages and disadvantages of using helicopters for air medical evacuation of victims with traumas (literature review)." Medicо-Biological and Socio-Psychological Problems of Safety in Emergency Situations, no. 2 (June 2, 2021): 70–79. http://dx.doi.org/10.25016/2541-7487-2021-0-2-70-79.
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Relevance. To date, there are no clear criteria and optimal logistic conditions for the use of helicopters for the air medical evacuation of injured victims from the scene and from the emergency zone.Intention. To consider modern scientific views on the problem of using helicopters for air medical evacuation of victims from the place of injury.Methodology. PubMed database and eLIBRARY.ru platform were searched for publications from 2015 to 2020.Results and Discussion. The advantages of air ambulance evacuation by helicopters include shorter prehospital time, delivering victims from hard-to-reach areas directly to high-level trauma centers, and provision of extended prehospital care by highly qualified air medical teams. The use of helicopters is associated with risks to the life of the crew, requires significant financial costs and special equipment, and is limited by the lack of landing sites, weather conditions and at night. The effectiveness of the use of air ambulance helicopters depends on geographic and demographic factors, the level of injuries, the state of the road network in the region, the remoteness of ambulance stations, helicopter bases and trauma centers, the degree of interaction between rescue services and hospital specialists.Conclusion. The evacuation of casualties from the scene of the accident by helicopters of medical aviation can significantly reduce mortality in case of severe injuries.
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Przysowa, Radosław, Bartosz Gawron, Artur Kułaszka, and Karol Placha-Hetman. "Polish experience from the operation of helicopters under harsh conditions." Journal of KONBiN 48, no. 1 (December 1, 2018): 263–99. http://dx.doi.org/10.2478/jok-2018-0056.
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Abstract The result of operating the military helicopters in a dusty environment is a loss of performance and premature failures of gas paths of the engines. The efficient protection of the power plant against dust ingestion is tough, especially in the desert. The article summarises the experience accumulated while operating the military helicopters under harsh conditions in Poland and during foreign missions. There were characterised the types of conducted missions, operated helicopters, protection methods of engines and common failures. It was stated that the performance of TV3-117 engines and their particle separation systems was insufficient in the mountains and on the desert (Iraq and Afghanistan). The deterioration of gas paths resulted in the loss of helicopters’ performance and substantially contributed to the few aircraft incidents. The experience gained during foreign missions is used in training the crews and ground personnel and in the programmes of modernisation and renewal of the helicopter fleet.
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Bujak, Krystian, Norbert Grzesik, and Konrad Kuźma. "The Use of a Fuzzy Logic to Eliminate an Error in Measuring the Flight Altitude of the W-3 „Sokół” Helicopter." Journal of KONBiN 45, no. 1 (March 1, 2018): 125–41. http://dx.doi.org/10.2478/jok-2018-0007.
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Abstract Along with the growing technology, helicopters are equipped with increasingly complex avionics and operational control systems. Such devices use a variety of input signals in order to enhance their performance. Owing to the use of electronic control systems, modern helicopters have a wide range of possibilities, both in terms of manoeuvrability and combat. The article presents a case study of designing equipment control systems on the example of a radio altimeter, which is mounted onboard the W-3 “Sokół” helicopter. The primary assumption was to design a fuzzy controller using FuzzyLogic Toolbox in the Matlab software package that will facilitate similar results, and, above all, will eliminate the altitude measurement error resulting from the bank of a helicopter.
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Qi, Keke, Zhengzhi Luo, Hui Zhao, and Yuqiang Guo. "Linking Model-Based Systems Engineering (MBSE) and Multidisciplinary Analysis and Optimization (MDAO) for Early Design of Helicopter Primary Parameters." Journal of Physics: Conference Series 2755, no. 1 (May 1, 2024): 012003. http://dx.doi.org/10.1088/1742-6596/2755/1/012003.
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Abstract The design of a helicopter involves multiple disciplines and a large number of technical parameters with conflicting objectives, leading to the challenges of multidisciplinary coupling in design and optimization. In the context of the application of Model-Based Systems Engineering (MBSE) in complex product design, how to bridge the gap between MBSE and Multidisciplinary Design Analysis and Optimization (MDAO) to accelerate the early design process of helicopters remains an urgent problem to be addressed. The paper proposed an optimization framework that links MBSE and MDAO models for the design optimization problem of helicopters. On the MBSE side, the design optimization problem of helicopters was defined through the descriptive SysML model. On the MDAO side, the specific domain analysis model and optimization analysis workflow were established. The integration of design data was achieved through stereotype plugins and design components, bridging the gap between MBSE and MDAO, and providing accurate engineering data for system design verification. The paper provided an optimization case of a helicopter, with the optimal mission performance of the helicopter as the objective function. Through MDAO analysis, the design optimization of fuel consumption, take-off weight, and rotor dynamics parameters was completed, achieving an integrated process of system design and optimization.
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de Voogt, Alex, and Keyashia Nero. "Technical Failures in Helicopters: Non-Powerplant-Related Accidents." Safety 9, no. 1 (February 22, 2023): 10. http://dx.doi.org/10.3390/safety9010010.
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Technical failures in helicopters are a main concern for helicopter safety. The prominence of mechanical failures differs for specific helicopter operations. This analysis used 151 General Aviation accident reports from the National Transportation Safety Board online database from an 11-year time period. The information in each report was collated, including the list of findings for each accident. Possible relations between causes and specific flight operations were analyzed by looking at significant differences between expected and actual values within the dataset of categorical data. It is found that the proportion of fatal accidents in this category of accidents is low (16.6%) compared with the percentage of fatal helicopter accidents in general, as well as those of specific helicopter operations. Instructional flights appear significantly more likely to be associated with maintenance-related causes. Causes related to fatigue of aircraft parts are more often associated with ferry and positional flights, as well as helicopters with turbo-shaft engines. Future research is recommended for these specific associations to further mitigate the number of accidents with non-powerplant failures.