The recommendations in the report are translated as follows:-
"VIBRATION (Bodily)
Vibration levels are below the action value for the majority of military and civilian helicopters that are measured and summed up to a specified flight. For S-92, however, is the vibration level equal measures the value of an offshore account. This means that there should be measures to reduce the vibration level, or reduce the flying time to get a less than 0.5 m/s2 ila. an 8-hour workinconstantly making improvements on their helicopters, but has not necessarily a primary focus on reducing noise and vibration exposure in flying personnel. Much of this work is to reduce wear on moving parts and the hull. One would think that the recent helicopter vibration has less impact on the flying personnel than the old models, but this is not always the case and may reflect some of the problem as mentioned above. g day. Regulation on protection against mechanical vibrations are not yet approved by the MLS, but it is possible to prevent by the frontrunner. Helicopter manufacturers are constantly making improvements on their helicopters, but has not necessarily a primary focus on reducing noise and vibration exposure in flying personnel. Much of this work is to reduce wear on moving parts and the hull. One would think that the recent helicopter vibration has less impact on the flying personnel than the old models, but this is not always the case and may reflect some of the problem as mentioned above.
New S-92 in relation to the Super Puma L2 is a good example of a helicopter type where a helicopter of a newer generation vibrates more than the "old" helicopter. Our measurements show that the Super Puma has 42% lower vibration level below 1000 feet in cruise 145 knots than the S-92.
NOISE (Inside the headset)
In many contexts it is desirable to be on the safe side. Although pilots use ear protection and it is carried out a noise-reduction measures in the S-92 is the measurement results closely over the rafters and upper action value. One is not in any way on the safe side, given that 85 dBA is a limit in relation to risk of developing hearing damage. Regulations recommends a 10 dBA lower value relative to the lower action value, which gives 70 dBA within ear pads as an ideal noise level in a helicopter cockpit for a comfortable workplace. This is the level we are not in the near today. Due to that there have been too little on this issue, NOK is because it lacks certification requirements that deal with."
Now that is a literal translation of the summary... it could i am sure be put into "Better" English.
It is also interesting to read that the researchers state that there is no industry standard with regards to health and safety to the levels of acceptable noise in the cockpit of a helicopter, wether it be vibrasional noise on the body or noise that is heard through a headset.
But it is comforting to note that Sikorsky have made an effort to put a thicker pane of glass on the commanders side to reduce the effect of "noise" upon him/her. But the researcher also reassures us that he is in no doubt sure that there will be guidelines for manufacturors to restrict the amount of noise in the cockpit in the future.
MD
