Having survived an engine failure in a Blackhawk flying at night and after investigating a number of accidents in Army helicopters as flight surgeon, I can assure you that forced landings in helicopters are indeed survivable. Most of my pilots that were Viet Nam vets had several unplanned emergency landings to their credit. <br><br>Auto-rotations are indeed survivable but are only possible in the presence of an intact rotor blade and control hub, transmission, and controls. There is no option to jump out of a disabled helicopter and take your chances with the ground. Helicopter crews ( in no military branch) do not wear parachutes, nor do crews of transport aircraft in the Air Force.<br><br>Jeffery S. Anderson, M.D.<br><br>

Beachdoc, did you get injured in your engine failure accident? Were there any deceleration injuries, great vessel injuries, tears noted to any of the survivers you treated? Are you saying a parachute would be of no use in a helicopter? As I posted before we have a lot of chopper action during this time of year and I have seen some close calls in the past. Does trees and landscape have much to do with a successful auto-rotation?<br><br> Thanks to everyone for the input, Rick<br><br>

Having a parachute, IMO, is probably over-rated. I think in most situations where a parachute would be of any use, you'd be safer riding it out inside the aircraft. (I've read of a couple of crashes involving skydivers where none of the skydivers inside the aircraft managed to make it out.)<br><br>It's likely different in combat aircraft, since there's a real possibility that the aircraft may simply not be flyable. In a non-combat situation, that's only likely to happen in the event of a mid-air collision or impact with the ground/water/vegetation; in the latter case, you have neither altitude nor time to bail out. In the former case, it's questionable whether you'd have time to clamber out of the aircraft wearing a bulky parachute as it spins madly toward the earth. (A surprising number of mid-air collisions don't result in fatalities, btw.) I also suspect most mid-airs happen at low altitude, near airports, since that's where the highest concentrations of aircraft are likely to be found.<br><br>I think helicopters would be less likely to be involved in mid-air collisions, as well. If the helicopter is high enough for you to bail out, it's probably high enough to autorotate.<br><br>Disclaimer: I'm not a helicopter pilot, I'm a private pilot with approx. 200 hours total flight time. Anyone with actual facts is welcome to correct me. :-)<br><br>

The Chief in my story did not utilise a chute. As Beachdoc pointed out, they are not carried. The helicopter was flying low and slow when the catastrophic rotor failure occured. As it was, in spite of making a correct 'abandon ship' plunge he did sustain injury. My single drop was from a mere 30' timing the swell. Sea conditions were to rough for an amphibious landing and the victim semi conscious. As it was, I had a few rasberries from the plunge. the skydiver casualties were from overloaded aircraft in two incidents. What isn't properly addressed on the ground ( maintainance , weather reports, crew fatique, pushing the performance level of ship and crew) become addressed in the air and on the sea.<br><br>

No one was injured in "my" accident. We were in a UH-60 on a night vision training mission out of Ft Rucker. The failed engine compressor disintigrated and showered the other engine with shrapnel and we landed as a precaution.<br><br>Army airborne folks jump from helicopters routinely (or did) but the aircraft is in level flight. An unpowered helicopter drops like a greased rock, trading altitude for rotor speed. As the aircraft is about to hit the ground, the pilot increases collective (rotor pitch) to flare the aircraft (slow it for landing). Anytime that you land off of a level field it is not a happy day.<br><br><br>Jeffery S. Anderson, M.D.<br><br>