Vyrnwy-Jones P
Aviat Space Environ Med. 1985 May;56(5):403-9.
A comprehensive review of helicopter accident data from ACC sources is presented for the period 1971-1982. Accident and fatality rates have declined from the high values quoted in earlier studies in the 1960's and are now similar to those of fixed wing aircraft equipped with ejection seats. This improvement is related to the replacement of older reciprocating engined helicopters by turbine powered units and parallel progress in helicopter design, aircraft servicing, and pilot training. AAC accident rates now compare extremely favourably with information from civilian sources, though fatality rates are similar. Pilot error remains the main cause of accidents (75%). Particular attention is paid to subsidiary aetiologies such as tail rotor strikes, disorientation, and ground accidents. Helicopter accidents involving fatalities on Operation Corporate are mentioned briefly. Methods whereby occupant protection and aircraft crashworthiness can be improved are covered and it is concluded that assisted escape, although an ideal solution, is by no means an urgent requirement for helicopters, in view of the dramatic reduction in accident and fatality rates.
本文对1971年至1982年期间澳大利亚民用航空安全局（ACC）来源的直升机事故数据进行了全面回顾。事故率和死亡率已从20世纪60年代早期研究中引用的高值下降，现在与配备弹射座椅的固定翼飞机相似。这种改善与涡轮动力装置取代老式往复式发动机直升机以及直升机设计、飞机维护和飞行员培训方面的同步进展有关。澳大利亚民用航空安全局的事故率现在与来自民用来源的信息相比非常有利，尽管死亡率相似。飞行员失误仍然是事故的主要原因（75%）。特别关注诸如尾桨撞击、迷失方向和地面事故等次要病因。简要提及了在“企业行动”中涉及死亡的直升机事故。涵盖了可以提高乘员保护和飞机抗坠毁性的方法，并得出结论，鉴于事故率和死亡率的大幅下降，辅助逃生虽然是一个理想的解决方案，但绝不是直升机的迫切需求。
