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Contents
Definitions vi
Management summary vii
1.0 INTRODUCTION
1 1.1
Background 1
1.2 Aims and Objectives
2 2.0
METHODS 5
2.1 Review of helicopter escape simulators
5 2.2
Review of emergency exits in real helicopters 5
2.3 Escape procedures and training
5 2.4
Development of a design specification for exits 5
3.0 REVIEW OF HELICOPTOR ESCAPE SIMULATORS
7 3.1
Results of helicopter simulator survey 7
4.0 REVIEW OF EMERGENCY EXITS IN REAL HELICOPTERS
10 4.1
Aviation legislation relating to evacuation and escape 11
4.2 Emergency exit requirements
11 4.3
Guidance on Escape windows 12
4.4 Exit mechanisms and design
13 4.5
Use of exits in water impact accidents 16
4.6 Conclusions
18 5.0
TRAINING PROCEDURES 19
5.1 HUET research
19 5.2
Survey of HUET training with exits 20
5.3 Training good practice
21 5.4
Conclusions and recommendations for training with exits 22
6.0 DEVELOPMENT OF A DESIGN SPECIFICATION FOR EXITS
25 6.1
General 25
6.2 Escape window for underwater escape
25 6.3
Emergency exit for dry and surface evacuation 26
7.0 CONCLUSIONS
27 8.0
REFERENCES 29
Appendix 1 HUET Survey Appendix 2 HUET simulators and exits
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ACRONYMS BOSIET
Basic Offshore Safety Induction and Emergency Training CAA
Civil Aviation Authority EBS
Emergency breathing system EASA
European Aviation Safety Authority FOET
Further Offshore Emergency Training HUET
Helicopter Underwater Escape Training OPITO
Offshore Petroleum Industry Training Organisation OLF
Norwegian Oil Industry Association UKOOA
UK Offshore Operators Association
DEFINITIONS Ditching – An emergency landing on water, deliberately executed, with the intent of
abandoning the helicopter as soon as practical. Emergency exit – a movable door hatch window panel providing an unobstructed
opening, suitable for emergency evacuation of the helicopter. This opening should admit a 483 by 660 mm 19 by 26 ellipse. Means of opening should be simple and obvious
and must not require exceptional effort. Escape window – a window fitting a rectangular aperture with a minimum acceptable size
of 432 by 355 mm 17 by 14, suitable for underwater escape in the event of capsize or submersion of the helicopter. Means of opening should be rapid and obvious.
Crash landing – a landing involving high impact velocities and a significant or total loss of control.
Survivable accident – an accident where the impact acceleration forces were within the limits of human tolerance and where the structure surrounding the occupants remains
sufficiently intact to allow survival. The effects of fire or drowning are not considered within this definition.
Water impact – any impact with the water in which the pilot may have had varying degrees of control of the aircraft.
N.B. The generic terms exit and push-out window are used throughout the report to describe exits used in helicopter simulators. Emergency exit and escape window are
used in relation to exits in real helicopters, the former being defined by airworthiness regulations.
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MANAGEMENT SUMMARY This report, commissioned and funded by OPITO, aims to investigate helicopter
emergency exits and evaluate the possibility and means of providing a generic exit for helicopter underwater escape training simulators.
A survey of OPITO-approved training providers was conducted initially to determine the range of helicopter simulators currently in use, the type of training being carried out using
exits, and some basic information about the types and design of exit in use. Nine designs of helicopter simulator were reported, produced by seven different manufacturers. All of
the training providers who responded to the questionnaire were undertaking training with exits. The majority were using some type of push-out window, and most, but not all, used
an exit operated by some type of lever mechanism. A review of exits in real helicopters highlighted differences in the means of evacuation and
escape that would be used in a controlled ditching or in an underwater escape following submersion or capsize. Helicopters operating over water and certified for ditching are
required to have at least one emergency exit above the waterline in each side of the helicopter, meeting at least the dimensions of a Type IV exit if carrying 9 passengers or
less, or a Type III exit if carrying 10 passengers or more see Section 4. This Type III or IV emergency exit is likely to be the main access door. In a controlled ditching accident,
reports have shown that the door could be operated by a crew member or by one of the passengers. In the event of an accident involving capsize or submersion, evidence shows
that passengers are most likely to use a push-out window to escape. These escape windows, being smaller than a designated emergency exit, are not currently regulated,
although the UK Civil Aviation Authority provides guidance on recommended minimum dimensions. There is therefore a need to train passengers to operate both a generic Type
III or IV design of emergency exit during a dry or surface evacuation exercise, and to operate a push-out escape window during underwater escape exercises.
A survey of delegates undergoing training using exits showed that most considered that the operation of exits should be included in OPITO training exercises. Of those
interviewed, the majority found that the exits used were easy to operate and did not consider the operation of the exit mechanisms to be the most difficult aspect of
underwater escape. That said, care must be taken to ensure that training with exits does not increase the level of stress experienced by delegates. This could be achieved by
providing initial dry and wet training in the use of the exits before advancing to the helicopter underwater escape exercises.
A generic design specification has been defined for each exit type for use in helicopter simulators. Dimensions have been based on regulations and guidance, but also giving
consideration to the ease of escape for the majority of persons in the population see Section 6. Research has shown that close physical fidelity is not necessarily needed for
transfer of training Section 5. Operational realism, functional similarity and consideration of the tasks that must be performed during helicopter escape are more critical. Training
should therefore include actions such as the operation of levers, pulling tabs and pushing out the window, if training is to be realistic.
N.B. This report should be read in conjunction with the report on Stress levels associated with HUET and the implications of higher fidelity training using exits Coleshaw, 2006.
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1.0 INTRODUCTION
