Rotary Wing Aircraft Research Articles

Evaluation of Muscular Forces That Can be Applied to Flight Controls

Excessive pilot flight-control forces have been identified as a causal factor in aircraft accidents, incidents, and anomalous events. However, the regulatory design requirements for fixed-wing and rotary-wing air-craft that are contained in the Code of Federal Regulations (CFR) have not been validated or updated in decades, and data for some specific situations were never included in the specifications. Results are presented for a recent study of over 300 participants categorized by gender, pilot/nonpilot status, and age group (10-year brackets from 18 through 69). Controls examined included sticks (left, center, right), yoke, rudder pedals (left, right), and helicopter collective. Results indicated that, on average, more than half of the sample could not achieve the short-term tabled forces used as reference points. However, more than half (60 to 87%) were able to sustain the prescribed long-term forces for 4 minutes or more in some control axes. It is recommended that reference tables both internal to the CFR and referenced by the CFR be modified to accommodate a larger percentage of the current user population.

Effect of Suction Assisted Laryngoscopy Airway Decontamination (SALAD) Training on Intubation Quality Metrics

VCU Health Critical Care Transport Network paramedics and nurses staff three rotary-wing aircraft and one ground ambulance that provide scene response and interfacility transports throughout Virginia. Prehospital rapid sequence induction and intubation are among the highest risk procedures employed by these providers, particularly when the airway is massively contaminated with blood or vomit. A quality assurance review of attempted prehospital intubations determined issues with suction to be a key factor in those requiring more than one attempt. A targeted training session introducing Suction Assisted Laryngoscopy and Airway Decontamination (SALAD) was implemented and quality improvement data collected. SALAD was introduced during scheduled quarterly training. In attendance were 15 nurses and 10 paramedics for a total of 25 participants. With no prior notice, training or cognitive priming each participant attempted intubation using videolaryngoscopy on a custom high fidelity training mannequin designed to emit 650 ml per minute of simulated vomit into the airway. Following their first attempt, participants were instructed on SALAD technique by an EMS-fellowship trained emergency physician. Participants then had another opportunity to intubate the mannequin using SALAD technique. Data was collected on number of attempts and time to successful intubation before and after training. Mean time to successful intubation improved from 68.28 seconds to 49.76 seconds (95% confidence interval [CI], -34.976 to -2.064; P = 0.0282). There was a trend toward improvement in mean number of intubation attempts overall from 1.12 per participant to 1.0 (CI, -0.0135 to 0.2535; P = <0.0001). Subgroup analysis, however, found there to be significant improvement for participants whose first attempt time was greater than 91 seconds, from a mean of 127.40 seconds to 53.80 seconds (CI, -116.674 to -30.526; P = 0.043) and 1.6 attempts per participant to 1.0 (CI, -1.165 to -0.0349; P = 0.0400) post intervention. In a controlled environment, SALAD training improves both first pass success and total time to successful intubation. The greatest improvement was observed in the group with the most difficulty and longest time to intubation prior to the targeted educational intervention. This indicates that the introduction of an effective, standardized suction technique for massively contaminated airways can significantly improve quality metrics for intubation by prehospital providers. Further research is needed to determine skill retention and generalizability to an uncontrolled environment.

Özgün Trikopterin Özellikleri ve Diğer İnsansız Hava Araçları ile Karşılaştırılması

With the development of technology, the usage rates of unmanned aerial vehicles have increased. Although unmanned aerial vehicles were first used as counter-attack in army, they were also used for surveillance, reconnaissance, mapping and defence. In addition to this, have begun to be used for various purposes such as taking images from the air in the film industry, carrying cargo, traffic control, natural disaster search and rescue, fire warning and extinguishing, illegal building control. While the advantages of fixed wing unmanned aerial vehicles are that they can move quickly, the disadvantages is that long runways for take-off and landing. Rotary wing unmanned aerial vehicles have the advantage that they do not need runways because they can take off and landing in the same place, but they are disadvantageous because of their low flight time. The general name of the rotating wing unmanned aerial vehicle is drone. 4 propelled quadcopter and other multi-propelled multicopters are inefficient in energy management, 2 propelled bicopters are less manoeuvrable, tricopter is more advantageous than others. The tricopters have better maneuverability than other rotary wing aircraft thanks to the servo mechanism used in the tail motor. Tricopter’s fixed body (moment arm of the rotor) which are endurance, ease of control, ease of to-downstream keeps constant the air vibrations and like many features stable flight. By using innovative tricopter aerodynamic mechanism, the torque arm of the rotors is provided with variability and performance/stability parameters are planned to be stabilized and kept in the air for a long time.

Seeing through the mist: an evaluation of an iteratively designed head-up display, using a simulated degraded visual environment, to facilitate rotary-wing pilot situation awareness and workload

Degraded visual conditions present a great challenge to rotary-wing aircraft. These conditions can obscure cues used to interpret speed, location and approach. With such cues obscured, pilots must rely on in-cockpit instrumentation, increasing workload, whilst reducing situation awareness. When operating within degraded visual conditions, pilots require easy access to flight critical information, presented in a way that minimises additional workload and maximises situation awareness. One technology that can be beneficial within such conditions is a head-up display (HUD). This study explores the impact of an iteratively designed HUD on pilots’ workload and situation awareness during the safety-critical descent and landing flight phases, during both clear and degraded visual conditions across a series of simulated trials. Results suggest that access to the HUD facilitated pilot awareness, whilst maintaining workload in all conditions. Results support the view that HUDS are beneficial to rotary-wing pilots, particularly in degraded visual environments.

Using Epidemiology, Pediatric Medical Director and Peer Review to Inform Quality Improvement and Education in a Regional Adult and Pediatric Trauma Based Flight Program

Background/Aim: Pediatric patients account for only 7 % of ground EMS transports and aeromedical transports are rare with limited research and data. When helicopter transport occurs it is commonly provided by neonatal-pediatric teams focusing on interfaciltiy transports and limited scene flights. Project target population includes transports of children 0-≤ 18 years from a critical care air transport service of three rotor wing aircraft bases including scene, interfaciltiy, trauma and medical. Each base has a primary service area within overlapping 150 nautical-mile radius covering 15,000 square-miles …

Finite Element Analysis and Experimental Verification of Flight Data Recorder Design for Rotary Wing Aircraft

Bu çalışmada, helikopterlerde kullanılmak üzere Uçuş Verileri Kayıt Cihazının hafıza modülünün tasarımı ve üretimi gerçekleştirilmiş, uluslararası havacılık standartlarına uyum göstermesi için gerekli testlere tabi tutulmuştur. Tasarım çalışmalarında ANSYS R.16.2 Sonlu Eleman Programı yardımıyla hafıza modülünün dinamik serbest düşme, statik basma ve ısıl geçirgenlik analizleri sayısal olarak yapılmıştır. Deneysel çalışmalarda ise sayısal olarak bilgisayar ortamında yapılan analizlerin laboratuvar koşullarında testleri gerçekleştirilmiştir. Dinamik serbest düşme testinde alt kısmında çelik bir pim bulunan, 227 kg ağırlığındaki bir aparat 3 m yükseklikten hafıza modülünün üzerine serbest düşürülmüştür. Parça üzerindeki kalıcı şekil değişimi deneysel çalışmada 2.12 mm ölçülmüş, aynı değer sayısal analizde 1.99 mm olarak hesaplanmıştır. Statik basma testinde hafıza modülü hidrolik bir pres yardımıyla 4500 kg lık bir basma kuvvetine maruz bırakılarak sıkıştırılmaya çalışılmıştır. Basma testi için yapılan hem sayısal analiz hem de deneysel çalışmalar sonucunda hafıza modülünde belirgin bir deformasyonun olmadığı, şekil değişiminin elastik bölgede kaldığı görülmüştür. Isıl geçirgenlik testinde, hafıza modülünün üst cidarına 1100 0 C sıcaklık 1800 s süresince uygulanmış ve model içerisindeki sıcaklık dağılımı incelenmiştir. Sayısal çözüm ve deneysel çalışmalar sonucu; hafıza modülü içerisindeki 150 0 C dereceye dayanıklı kartın 90 0 C sıcaklığa maruz kaldığı görülmüştür. Yapılan çalışmalar sonucunda, tasarımı ve üretimi gerçekleştirilen Uçuş Verileri Kayıt Cihazına ait hafıza modülünün mekanik ve ısıl analiz sonuçlarının uluslararası havacılık standartları ile uyumlu olduğu sonucuna varılmıştır.

Correction: Lee, T. R., et al. On the Use of Rotary-Wing Aircraft to Sample Near-Surface Thermodynamic Fields: Results from Recent Field Campaigns. Sensors 2019, 19(1), 10.

The authors wish to make the following correction to this paper [...].

Panta Rhei

In this paper we present a reconstruction of the kinematics of the Tschadinhorn rock glacier using multi-temporal conventional (metric) aerial photographs (1954–2015) and additional non-metric aerial photographs (2016, 2017) taken with in-house unmanned aerial vehicles (UAVs). A rotary-wing aircraft (hexacopter twinHEX v.3.0) was used in 2016 and a fixed-wing aircraft (QuestUAV) in 2017. The historical image data was acquired from the Austrian Federal Office of Metrology and Surveying (BEV). Both a digital orthophoto (DOP) and a digital terrain model (DTM) were computed for each given epoch. Precise georeferencing of the image data was carried out in the Austrian Gauss-Krüger M31 coordinate system using available aerotriangulations (ATs) of BEV and additional ground control points (GCPs) measured geodetically during both UAV campaigns. Change detection analysis provided multi-temporal 2D flow velocity fields. Subsequently, these data were collated to produce a simpler velocity graph showing clearly the temporal evolution of the flow velocity of Tschadinhorn rock glacier: A maximum mean annual flow velocity of 3.28 m/year was obtained for 2014–2015, while the lowest annual flow velocity of 0.16 m/year was observed for 1969–1974. The velocity graph also revealed that 1954–2009 was characterized by generally moderate activity (0.16 – 0.79 m/year) and that much higher flow velocities have prevailed since 2009. The present value for 2016–2017 is 1.92 m/year.

Optimizing access and configuration of trauma centre care in New South Wales

IntroductionGetting the right patient, to the right place, at the right time is dependent on a multitude of modifiable and non-modifiable factors. One potentially modifiable factor is the number and location of trauma centres (TC). Overabundance of TC dilutes volumes and could be associated with worse outcomes. We describe a methodology that evaluates trauma system reconfiguration without reductions in potential access to care. We used the mature trauma system of New South Wales (NSW) as a model given the perceived overabundance of urban major trauma centres (MTC). MethodsWe first evaluated potential access to TC care via ground and air transport through the use of geographic information systems (GIS) network analysis. Potential access was defined as the proportion of the population living within 60-min transport time from a potential scene of injury to a TC by ground or rotary-wing aircraft. Sensitivity analyses were carried out in order to account for potential pre-hospital interventions and/or transport delays; travel times of 15-, 30-, 45-, 60-, and 90-min were also analyzed. We then evaluated if the current configuration of the system (number of urban MTS in the Sydney basin) could be optimized without reductions in potential access to care using two GIS methodologies: location-allocation and individual removal of MTC. Results86% of the NSW population has potential access to a TC within 60 min ground travel time; potential access improves to 99% with rotary-wing transport. The 1% of the population without potential TC access lives in 48% of the land area (>384,000km2). Utilizing two different methodologies we identified that there was no change in potential access by ground transport after removing 1 or 2 MTC in the Sydney basin at the 30-, 45-, and 60-min transport times. However, 0.02% and 0.5% of the population would not have potential access to MTC care at 15 min after removing one and two MTC respectively. DiscussionRedistribution of the number of MTC in the Sydney basin could be achieved without a significant impact on potential access to care. Our approach can be utilized as an initial tool to evaluate a trauma system where overabundance of coverage is present.

Numerical simulations of gas-particle flow behavior created by low-level rotary-winged aircraft flight over particle bed

The aerodynamics of gas-particle suspensions is simulated as an Euler-Euler two-fluid model in a revolving rotor over a particle bed. The interactions of collisions between the blade and particles and particle-particle interactions are modeled using the kinetic theory of granular flow (KTGF). The gas turbulence induced by the rotation of the rotor is modeled using the kg-eg model. The flow field of a revolving rotor is simulated using the multiple reference frame (MRF) method. The distributions of velocities, volume fractions, and gas pressure are predicted while the aircraft hovers at different altitudes. The gas pressure decreases from the hub to the tip of the blade, and it is higher at the pressure side than that at the suction side of the rotor. The turbulent kinetic energy of the gas increases toward the blade tip. The volume fraction of particles decreases as the hovering altitude increases. The simulated pressure coefficient is compared with that in experimental measurements.

On the Use of Rotary-Wing Aircraft to Sample Near-Surface Thermodynamic Fields: Results from Recent Field Campaigns.

Rotary-wing small unmanned aircraft systems (sUAS) are increasingly being used for sampling thermodynamic and chemical properties of the Earth’s atmospheric boundary layer (ABL) because of their ability to measure at high spatial and temporal resolutions. Therefore, they have the potential to be used for long-term quasi-continuous monitoring of the ABL, which is critical for improving ABL parameterizations and improving numerical weather prediction (NWP) models through data assimilation. Before rotary-wing aircraft can be used for these purposes, however, their performance and the sensors used therein must be adequately characterized. In the present study, we describe recent calibration and validation procedures for thermodynamic sensors used on two rotary-wing aircraft: A DJI S-1000 and MD4-1000. These evaluations indicated a high level of confidence in the on-board measurements. We then used these measurements to characterize the spatiotemporal variability of near-surface (up to 300-m AGL) temperature and moisture fields as a component of two recent field campaigns: The Verification of the Origins of Rotation in Tornadoes Experiment in the Southeast U.S. (VORTEX-SE) in Alabama, and the Land Atmosphere Feedback Experiment (LAFE) in northern Oklahoma.

Spectrum allocations: The aeronautical telemetry story in the USA

Aeronautical telemetry encompasses all the technologies necessary to successfully monitor airborne test articles, such as fixed and rotary wing aircraft, missiles, and drones. Aeronautical telemetry is primarily focused the final stages of development when the test article performs the maneuvers required to operate its deployed environment. Necessarily, the test article is in the air while the flight test engineers who monitor its performance are on the ground. The key enabling resource for aeronautical telemetry is spectrum: bandwidth is needed to transmit the measurements from the test article to the ground so flight test engineers can monitor the test, the safety of which is paramount.

The Development of an Ordinary Least Squares Parametric Model to Estimate the Cost Per Flying Hour of ‘Unknown’ Aircraft Types and a Comparative Application †

The development of a parametric model for the variable portion of the Cost Per Flying Hour (CPFH) of an ‘unknown’ aircraft platform and its application to diverse types of fixed and rotary wing aircraft development programs (F-35A, Su-57, Dassault Rafale, T-X candidates, AW189, Airbus RACER among others) is presented. The novelty of this paper lies in the utilization of a diverse sample of aircraft types, aiming to obtain a ‘universal’ Cost Estimating Relationship (CER) applicable to a wide range of platforms. Moreover, the model does not produce absolute cost figures but rather analogy ratios versus the F-16’s CPFH, broadening the model’s applicability. The model will enable an analyst to carry out timely and reliable Operational and Support (O&amp;S) cost estimates for a wide range of ‘unknown’ aircraft platforms at their early stages of conceptual design, despite the lack of actual data from the utilization and support life cycle stages. The statistical analysis is based on Ordinary Least Squares (OLS) regression, conducted with R software (v5.3.1, released on 2 July 2018). The model’s output is validated against officially published CPFH data of several existing ‘mature’ aircraft platforms, including one of the most prolific fighter jet types all over the world, the F-16C/D, which is also used as a reference to compare CPFH estimates of various next generation aircraft platforms. Actual CPFH data of the Hellenic Air Force (HAF) have been used to develop the parametric model, the application of which is expected to significantly inform high level decision making regarding aircraft procurement, budgeting and future force structure planning, including decisions related to large scale aircraft modifications and upgrades.

회전익 항공기 다기능시현기의 이상시현을 방지하기 위한 DVI 케이블 개선

회전익 항공기 다기능시현기의 이상시현을 방지하기 위한 DVI 케이블 개선

Interfacility Transport of the Pregnant Patient: A 5-year Retrospective Review of a Single Critical Care Transport Program

Introduction: Interfacility transport of the pregnant patient poses a challenge for prehospital providers as it is an infrequent but potentially high acuity encounter. Knowledge of clinically significant events (CSEs) that occur during these transports is important both to optimize patient safety and also to help enhance crew training and preparedness. This study evaluated a critical care transport program’s 5-year longitudinal experience transporting pregnant patients by ground and air, and described CSEs that occurred during the out-of-hospital phase of care. Methods: This study was a retrospective review of pregnant patients transported by a single critical care transport system into and within a large academic healthcare system. Patients who were pregnant, and were transported from a referring facility to one of the 2 receiving centers within Johns Hopkins Health System between January 1, 2012 and December 31, 2016 were included in this study. The primary outcome of interest was the occurrence of a predefined clinically significant event (CSE) during transport, while a secondary outcome of interest was the indication for transfer. Results: During the study period 1,223 pregnant patients were transported by our critical care transport service. There were 1,101 patients who met inclusion criteria; 693 (62.9%) of whom were transported by ground and 408 (37.1%) who were transported by rotor wing aircraft. The top 3 indications for transfer comprised 71.4% of all patients and included; preterm labor, hypertensive disorder of pregnancy, and other maternal life threatening disorder. The most common events that occurred across all transports were: exacerbation of hypertensive disease requiring intervention (4.5%), hypotension (1.3%), and altered mental status (0.2%). Conclusions: Incidence of CSEs during the interfacility transport of pregnant patients within our critical care transport system is low (6.0%). Knowledge of the clinically significant events that occur during EMS transport is a vital component of ensuring system quality and optimizing patient safety. This data can be used to augment and focus provider education and training to mitigate and optimize response to future events.

Fault Tolerant Control for a Rotary Wing Aircraft

Fault Tolerant Control for a Rotary Wing Aircraft

How Air Ambulance Services Can Improve Care Delivered to Remote Indigenous Communities

Introduction Approximately fifty percent of Canada's Indigenous population resides in remote and rural communities, where life expectancy is five to seven years shorter than in the rest of Canada. Barriers to health care include, but are not limited to: low population density, long transportation and wait times, high rates of staff turnover, harsh weather climates, and inadequate human resources. Ornge is the air ambulance and critical care transport provider for the province of Ontario. Ontario is Canada's second largest province, with a landmass of more than 1 million km2, and a population of about 13 million people. Northern Ontario constitutes 87% of the land area of the province, but has less than 7% of the population. Ornge operates 12 bases across the province, and employs a fleet of 8 Pilatus PC-12 fixed wing aircraft and 11 AW 139 rotor wing aircraft to support the air ambulance transport needs of the province. As well, Ornge utilizes contract air carriers to provide transport for predominantly low acuity patients. We hypothesized that air ambulance services have the medical, logistical, educational, and technological and data capabilities to improve access to care for remote Indigenous communities. Increasing involvement of air ambulance services in delivering health care to remote Indigenous communities will improve patient outcomes and represent an opportunity for air ambulance services to expand their scope of work. Methods Ornge has developed a five-part strategy to help improve access to care for Indigenous communities. Results 1. Telemedicine: Over the past year, Ornge has conducted approximately 75 telemedicine consultations with the nurses servicing four remote indigenous communities. Survey data from the nurses has uniformly been extremely positive of the value of the telemedicine support. 2. Point of Care Lab Tests: Over the past six months, 58 patients within two communities have benefitted from point of care lab tests supplied by Ornge. Patient care has been improved dramatically and unnecessary transports have been prevented. 3. Education: Ornge has delivered educational sessions to nurses and doctors servicing these remote communities. This has improved the working relationships between all parties. As well, Ornge has helped develop a proposal to train indigenous members as first responders within seven remote communities. 4. Outreach: Ornge has delivered three sessions of first aid/cpr and "Stop the Bleed" training to Indigenous youth. As well, Ornge is now delivering Primary and Secondary Injury and Opioid prevention sessions to Indigenous Youth. 5. Data: Stakeholders are now using Ornge data to help identify strategies to improve access to care for Indigenous communities. Conclusion Air ambulance services have the expertise and capabilities to help improve access to care for remote Indigenous communities. This represents an area of potential opportunity for air ambulance services. Expanding the mandate of air ambulance services to improving access to care to these remote communities can help improve patient outcomes, allow for care closer to home, and allows for accurate triaging of air ambulance assets in a relative resource-poor environment.

Development and prospect of unmanned aerial vehicle technologies for agricultural production management

Unmanned aerial vehicles have been developed and applied to support agricultural production management. Compared with piloted aircraft, an Unmanned Aerial Vehicle (UAV) can focus on small crop fields at lower flight altitudes than regular aircraft to perform site-specific farm management with higher precision. They can also fill in the gap in locations where fixed winged or rotary winged aircraft are not readily available. In agriculture, UAVs have primarily been developed and used for remote sensing and application of crop production and protection materials. Application of fertilizers and chemicals is frequently needed at specific times and locations for site-specific management. Routine monitoring of crop plant health is often required at very high resolution for accurate site-specific management as well. This paper presents an overview of research involving the development of UAV technology for agricultural production management. Technologies, systems and methods are examined and studied. The limitations of current UAVs for agricultural production management are discussed, as well as future needs and suggestions for development and application of the UAV technologies in agricultural production management.

Aerodynamic response of micro rotary wings in wind perturbation

One high fidelity numerical method is extended to compute the unsteady aerodynamic loads when micro rotary wings suffer wind. The unsteady solutions are obtained by solving Navier-Stokes equations, where field velocity method is proposed to carry out the atmospheric perturbation. The convective terms are approximated by a high order WENO-Roe scheme, and time advance is performed by an implicit scheme of dual time stepping which can guarantee a degree of efficiency. Moving overset grids are used to facilitate the implement of rotational motion of rotary wings and relative movements between rotary wings, as well as the atmospheric perturbation. The results reveal that small atmospheric perturbation has an important impact on the flows of micro rotary wings under low Reynolds number. The response of thrust coefficient presents periodic fluctuation and its amplitude is proportional to that of wind disturbance, which provides the clue for active control research of rotary wing aircraft.

The Impact of Sensor Response and Airspeed on the Representation of the Convective Boundary Layer and Airmass Boundaries by Small Unmanned Aircraft Systems

AbstractThe objective of the research presented is to assess the impact of sensor response and aircraft airspeed on the accuracy of in situ observations collected by small unmanned aircraft systems profiling the convective boundary layer or transecting airmass boundaries. Estimates are made using simulated aircraft flown within large-eddy simulations. Both instantaneous errors (differences between observed temperature, which include the effects of sensor response and airspeed, and actual temperature) and errors in representation (differences between serial observations and representative snapshots of the atmospheric state) are considered. Synthetic data are retrieved assuming a well-aspirated first-order sensor mounted on rotary-wing aircraft operated as profilers in a simulated CBL and fixed-wing aircraft operated through transects across a simulated airmass boundary. Instantaneous errors are found to scale directly with sensor response time and airspeed for both CBL and airmass boundary experiments. Maximum errors tend to be larger for airmass boundary transects compared to the CBL profiles. Instantaneous errors for rotary-wing aircraft profiles in the CBL simulated for this work are attributable to the background lapse rate and not to turbulent temperature perturbations. For airmass boundary flights, representation accuracy is found to degrade with decreasing airspeed. This signal is most pronounced for flights that encounter the density current wake. When representation errors also include instantaneous errors resulting from sensor response, instantaneous errors are found to be dominant for flights that remain below the turbulent wake. However, for flights that encounter the wake, sensor response times generally need to exceed ~5 s before instantaneous errors become larger than errors in representation.