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Figure 11. Number of Rotorcraft Accidents/Incidents by Cause (N=616).

Miscellaneous H&L

Other Error 9% < Sling Line/Load
14%

2%
Multiple
Causes <1%
Pilot 4%
Weather 3% Insufficient
Clearance
12%

Loss of Control
7%

Mechanical Failure
25%

Power
15%

Figure 12. Categorization of Rotorcraft Accidents/Incidents by Cause (N=616).

12


Figure 8. Stretcher Rescue Net
(Billy Pugh Company).

andevacuation and difficult transportation needs. The
basket is a rigid structure made of aluminum grating
and measuring 4.5 ft. by 8.5 ft. The side rails are
approximated to be 3.5 ft. high. The sides of the
basket are designed to be unhinged and rotated out-
ward to facilitate loading. The basket is attached to
the tether line through an aluminum frame (approxi-
mately 8 ft. in height) with flexible movement at the
joints. The capacity of the heli-basket is 4500 Ib.
Figure 9 depicts a suspended Heli-Basket. This bas-
ket, and others of similar design, could serve long
duration HEL operations if it were modified to in-
clude a tether to secure the user.

Figure 10. SKED Stretcher (Skedco, Inc.).

Figure 9. Heli-Basket (Precision
Lift, Inc.).

One of the more common devices for short-haul
operations with passive users is the rescue litter. Res-
cue litters are available in a variety of styles, but all are
adaptations of rigid or semi-rigid stretchers. The
rescue litter has a variety of options, including shape,
size, material, rigidity, harness attachments, use of
litter shields, and the number and types of tie-down
straps. A semi-rigid rescue stretcher, made by Skedco,
Inc. (9), is shown in Figure 10. Again, rescue litters are
for passive users and are often accompanied by an
active user attached via a harness to both the helicop-
ter and the stretcher.

A summary of the various devices surveyed is pre-
sented in Table 1. This table is arranged according to
the application groupings. Devices suitable for each
application are listed accordingly.

4, FAA Regulations Covering Rotorcraft External
Load Operations

Federal Aviation Regulations applicable to rotor-
craft operations, particularly those referring to human
external loads, were identified. The FAA regulations
are located in Title 14 of the Code of Federal Regula-
tions (CFR) (10). The collection of FAA regulations
housed in 14 CFR is often referred to as Federal
Aviation Regulations (FARs) when discussed inde-
pendently from the CFR. Within 14 CER, several
parts specifically reference rotorcraft operations. Part
91 is titled General Operating and Flight Rules.
Within section 313 of Part 91 (11), restricted category


error was the cause of the third accident. In 1984, 2
ground attendants fell when the long line on which
they were riding was accidentally released. It was
stated in the record that the pilot was unaware of their
presence. Since it was impossible to determine if the
pilot or ground crew was negligent in their attention,
this accident was attributed to “other human error”.
Fortunately, no injuries or fatalities were suffered in
this accident.

Pilot error was the clear cause of the next 1984
HEL-related accident. During the retrieval of ground
crew from a stalled boat, a worker fell from the strut.
One person was killed and another injured, although
the specific individuals affected were not clarified in
the report. This accident was attributed to the pilot’s
misunderstanding of the instructions. In 1990, fuel
contamination contributed to a loss of engine power
during long line operations. Two passengers were
seated on the load of equipment and fell when the
rotorcraft lost power, although the report recorded 3
individuals as receiving injuries. Again, the HEL was
unauthorized. However, this accident was recorded as
fuel contamination. The last accident with indirect
HEL involvement occurred in 1992. During a proce-
dure to place marker balls on high tension wires, the
main rotor blade struck the wires and caused the
helicopter to crash, resulting in two fatalities. Insuffi-
cient clearance for the rotor blades was the primary
cause of this accident.

Three primary issues seem to appear in the HELaccident
data: malfunction, communication, and error. Although
not all HEL accidents were associated with one of these
causes, there were multiple instances of each association. In
3 accidents (1975, 1983, and 1990), various malfunctions
were the primary cause of theaccident. Two accidents (both
in 1984) can be related to problems with communication
between the pilot and the ground crew. Either accident
might have been avoided had there been better communi-
cation. Human error (of the crew and the pilot) was a
significant factor in 2 accidents (1990 and 1992). Addition-
ally, the 1990 accident could also be linked to poor commu-
nication in the form of training regarding the procedures
and directives for power line work. Seven of the 9 HEL-
related accidents can be attributed to 1 of these 3 causes. Of
the remaining 2 accidents, 1 involved a trapeze performer
engaged in an unauthorized activity, and is, therefore, nota
focus of this discussion. The last accident involving the
placement of marker buoys ona floating helicopter provides
perhaps the most insight into the critical issues associated
with HEL’s: the HEL sling harness. As a result of releasing

his grasp on the sling line, the worker fell. Although very
little evidence was found to suggest that a serious problem
exists with the device used for securing human external
loads, this final accident directs attention towards possible
needed improvements for the sling harness.

6. RECOMMENDATIONS FOR HEL
DEVICE SAFETY REGULATIONS

The overall objective of this report was to examine
HEL accidents/incidents and determine where there
may be a need for imposing new regulations. The review
of the data did not demonstrate that a serious safety issue
exists with HEL operations; across 24 years of data (1973
- 1996), only 9 accidents were documented involving
HELs. More significantly, only 2 of those 9 accidents
were directly caused by authorized HEL operations. In
relation to the overall frequency of rotorcraft accidents/
incidents, it is feltthat HEL operations area minor issue,
compared to mechanical and structural properties of
rotorcraft. However, there are still important issues that
can beaddressed to improve the safety and comfort of the
individual acting as the human external load.

A brief summary of the issues most relevant to HEL
operations is presented in Table 8. The table categorizes
HEL issues into safety, comfort, communication, and
regulations. These issues were identified from the data
analysis, as well as from input obtained from HEL
operators involved primarily in rescue operations.

The first category, safety, is critical in spite of the
minimal accident history. One of the first recommen-
dations to improve the safety of HEL operations is
that a passive HEL device be used. A passive device
retains the user without the user’s assistance. The need
for this recommendation is most clearly demonstrated
by the HEL accident where the worker fell after
releasing his hold of the retrieval strap. Had the device
been designed for passive user involvement (and been
properly donned), the release of the strap would have
been inconsequential. In addition, a passive device
allows the worker to have free use of the hands to
perform any necessary work tasks.

The next 2 recommendations relate to posture and
security. The HEL device must maintain the worker
in an upright posture. In addition, the device must
fully secure the individual. Although maintaining
upright posture may seem unnecessary, given a fully
secure device, the upright posture helps the worker
remain oriented with respect to the ground and allows
the work task to be more easily executed. Even if the


ACKNOWLEDGMENTS

The authors of this report give special acknowledgment to University of Oklahoma
Graduate Assistant Michael Rausch who worked patiently and tirelessly on this project.

iii


control, pilot incapacitation or error, weather condi-
tions, other human errors, HEL, and multiple/
sequential factors.

5.5.2 Summary of Accidents That Occurred
During EL Operation

Asimilar data presentation was made for accidents/
incidents that occurred during external load opera-
tions. In 49% of all recorded helicopter accidents/
incidents (301 out of 616), the helicopter was engaged
in external load operations at the time of the accident.
Unfortunately, it was often difficult to confirm which
events were associated with external loads. Some
accident descriptions indicated that the accident oc-
curred during external load operations. Others were
directly attributable to the external load, particularly
those involving difficulties with the sling line or sling
load. Additionally, the NTSB database included the
CFR regulation number under which the rotorcraft
activity was operating. However, it is felt that the
identified external load operations represent a conser-
vative estimate of the true proportion of external loads.

Figures 13 and 14 display the categorized data for the
number and frequency, respectively, of accidents/inci-
dents occurring during external load operations. The
charts show that the predominant cause of external load
accidents (85 accidents or 28%) was problems with the
sling line/load. Specifically, 28 accidents were attributed
to failure to maintain sufficient clearance for the sling
line or load. The typical scenario in these accidents was
that the load, cargo hook, or cargo basket was dragged
along the ground and became snagged on an environ-
mental obstruction. In most cases, these were initiating
events that led to the accident’s direct causes, including
the line rebounding into the rotor, the load falling and
hitting a member of the ground crew, failed load release,
or losing control of the helicopter. Twenty-four acci-
dents involved the sling line becoming tangled in the tail
or main rotor. Often, these accidents were due to turbu-
lent winds, shifting loads, unweighted lines, inappropri-
ate line tension, incorrect line length, failed emergency
release, or other inappropriate operations. These acci-
dents were the most critical, as evidenced by the highest
frequency and severity of injuries. In 16 events, the
weight of the load exceeded the maximum rated capacity
of the helicopter. The remaining 17 events involving
the sling line or load were distributed among excessive
load swing, broken sling line, and sling line caught on

the skid.

13

The second most common condition contributing
to accidents/incidents was mechanical failure. Sixty-
nine events (23%) were attributed to some form of
mechanical failure of the airframe, components, or
system, that occurred either during or immediately
after an external load operation. This number repre-
sents almost half (45%) of all mechanical rotorcraft
failures. It was anticipated that, although the external
load was not the direct cause of the accident, the
continual excess loading of the helicopter under exter-
nal load operations would be an important factor
leading to an increased occurrence of mechanical
failure. This was not realized in the data as the propor-
tion of mechanical failures during external load op-
erations (23%) was actually less than the overall rate
of mechanical failures (25%).

Loss of engine power was the third leading cause of
external load accidents/incidents at a rate of 48 or
16%. Primarily, the events attributed to loss of engine
power had undetermined causes, but in some in-
stances, the loss of engine power was attributed to
mechanical failures within the engine components or
fuel contamination. These accidents/incidents were
categorized accordingly.

Fuel exhaustion and contamination were collec-
tively involved in 26, or 9% of the external load
accidents. Eighteen events were fuel exhaustion re-
lated, and 8 were related to fuel contamination. There
were 2 predominant factors that appeared when re-
viewing the accident narratives. Either the fuel gauge
malfunctioned or the pilots tended to underestimate
the needed fuel quantity when working with external
loads. Insufficient clearance for the rotors or skids
resulted in a total of 18 events (6%), 17 insufficient
rotor clearance and 1 insufficient skid clearance. Six-
teen external load events were linked to loss of control
of the rotorcraft with contributing factors of weather
or inappropriate pilot response. There were 14 acci-
dents that did not qualify to be categorized under any
one of the groupings. These accidents were all grouped
together as miscellaneous events.

Each of the remaining categorizations included 3%
or fewer of the external load accidents/incidents. Pilot
error was a causal factor in 9 accidents, and pilot
incapacitation was a factor in one accident. Weather
played a significant role in 7 accidents. Six accidents
were attributed to errors committed by personnel
other than the pilot. An interaction of multiple causes
was identified as the primary factor in 1 accident.


APPENDIX A

Al


5.5.3 Summary of HEL Accidents

The use of human external loads was identified as
the most significant contributing factor in only 3
accidents, although 9 total events involved HEL op-
erations. A summary of these HEL accidents/inci-
dents is presented in Table 7. Of the 3 HEL-related
accidents, only 2 occurred during authorized work
assignments. Each of the 3 HEL-related accidents
resulted in the fatality of the user. The first of the
authorized operations involved a barehanded live-line
operation on an energized power line. As the line
worker was being lowered to the work area, he raised
his arm into the power line and was electrocuted. The
other accident involved the retrieval of a crewmember
from a ditched helicopter, floating in the ocean. The
worker had been attaching marker buoys to the downed
craft. As the crewmember was being raised from the
craft with a nylon strap attached to a seat belt anchor
point in the helicopter, he released hold of the strap
and fell into the water. The report stated that the

worker drowned, but the external load sling harness
was cited as being inadequate. The third HEL acci-
dent identified in the data involved an unauthorized,
non-work activity. An individual was performing tra-
peze stunts when he lost his grip on a rope sling
suspended from the helicopter and fell to the ground.

Although HEL operations were involved in 6 other
recorded events, they were not causal factors with
respect to the accident. Each accident/incident was
attributed to a non-HEL primary cause. In addition,
not all of the accidents described here resulted in
injuries or fatalities. The first identified accident
occurred in 1975. A worker was photographing the
hoisting operations when the cable separated; the
worker fell and was injured. The primary cause of this
accident was the broken cable. In a second accident,
occurring in 1983, the pilot lost control of the heli-
copter while transporting 2 persons on the sling line.
Both individuals were injured in the accident. Loss of
control was recorded as the primary cause. Human

Table 7. Summary of Accidents/Incidents Occurring During HEL Operations.

Date Source | Direct Cause Result Description

4/8/75 FAA Cable Broke Injury Photo of hoisting operation. Cable
separated. Photographer fell.

2/3/83 FAA Loss of Control | 2 Injuries | Lost control of helicopter while 2
crew on sling line/load.

1/12/84 | FAA HEL Fatality Trapeze performer lost grip on rope
sling and fell.

5/10/84 | FAA Other Human | None Two ground attendants fell when

Error long line was released. Pilot was
unaware of their presence.

11/28/84 | FAA Pilot Error Fatality & | Ground crew member fell from strut.

Injury Pilot misunderstood instructions.

5/23/90 | FAA Fuel 2 Injuries | Long line operations, load of

NTSB | Contamination equipment, passengers on load.
Loss of engine power due to fuel
contamination.

7/6/90 NTSB | HEL Fatality Barehanded live line operations.
Worker raised his arm,
compromised the air gap. Flashover
and electrocution.
Procedures/directives not followed.

3/7/91 FAA HEL Fatality Crew attaching marker buoys to

NTSB floating helicopter. As raised,
released hold of strap and fell.

12/2/92 | FAA Insufficient 2 Placing marker balls on high tension

NTSB | Clearance - Fatalities | wires. Main rotor struck upper guide
Rotor wire. Pilot misjudged the distance.

15


5.2 FAA AIDS (Rescue Operations)

Another database query obtained from an internet
search detailed non-injury accidents involving heli-
copters on search and rescue operations. All accidents
occurred between 1978 and 1991. The FAA AIDS
database was thought to be the source of information
provided in this report, since each event listed the
FAA Incident Form 8020-5 as its source. However,
only 1 of the events could be cross-referenced with the
more comprehensive FAA AIDS database search. None
of these accidents was referenced by the NTSB data-
base. This report provided information on 6 accidents
occurring prior to loading passenger(s). In half of the
events reported, the accident was caused by the heli-
copter rotors striking power lines/wires. The other
accidents were attributed to (1) the helicopter rotor
striking a hillside, (2) engine failure, and (3) striking
a road sign with the tail rotor during a road landing.
With the exception of the engine failure, all accidents
are related to operational errors involving a miscalcu-
lation of clearance. There were no incidents listed in
this report involving HEL.

The remaining 2 database sources comprise infor-
mation from a multitude of rotorcraft accidents. One
of the databases is maintained by the FAA and details
accidents for rotorcraft flying under the FAA’s juris-
diction. The second database is maintained by the
NTSB and focuses on “major” rotorcraft accidents.

5.3 FAA AIDS

One of the most extensive databases reviewed was
the FAAs Accident/Incident Data System. The FAA
AIDS report was generated using a general request for
all accidents/incidents involving helicopter aircraft.
The data provided by the FAA AIDS database in-
cluded several fields of information. Descriptive in-
formation was provided, including the date of the
event; the aircraft make, model, and type; the city,
state, and airport at which the event occurred; and the
operator’s name. Details specific to the accident were
also included, such as the purpose or nature of the
flight, phase of flight, accident/incident type, cause,
supporting and contributing factors, flying and light
conditions, extent of damage, and particular remarks
about the accident/incident. The database also gave a
count of fatalities and injuries that occurred asa result
of the accident.

The FAA AIDS database was queried for rotorcraft
accidents that occurred during the period from 1973
through 1995. There were 473 external load opera-
tions in which helicopters were involved in either an
accident or an incident. Each report was reviewed to
determine if external loads were the primary hazard in
the event, and particularly, if human external loads
were involved. Operations performed at the time of
the accident included logging; stringing rope, power
lines, and cable; other power line operations; and
aerial spraying. Of the total 473 accidents listed in
FAA AIDS, 282 (60%) occurred during an external
load operation, but only 86 (18%) of the accidents
were caused by complications with the external load.
Ninety-eight percent of the directly-related external
load accidents (84 out of 86 events) involved opera-
tions utilizing a sling line or sling load, while the
remaining 2% (2 out of 86) involved human external
loads, with HEL being the primary hazard.

5.4 NTSB

The National Transportation Safety Board (NTSB)
has the authority to investigate all major transporta-
tion accidents, including highway, marine, pipeline,
railroad, and aviation. The NTSB maintains a data-
base of all accidents investigated. This database de-
tails the accident date, location, aircraft type, operation
type, operator, number and severity of injuries, and
narrative of the accident. In addition, the database
includes a description of the sequence of events lead-
ing up to the accident.

The NTSB database was queried for accidents
involving rotorcraft aircraft occurring between 1988
and 1995.? The 244 identified accidents were all
categorized according to which CFR the aircraft was
operating under, either Part 91 (General Operating
and Flight Rules), Part 133 (Rotorcraft External-
Load Operations), Part 135 (Air Taxi Operators and
Commercial Operators), Part 137 (Agriculture Air-
craft Operations), or Public Use. Various occupa-
tional applications were noted, including logging,
power line operations, equipment transfer to and
from rooftops, pouring concrete/water from buckets,
off-shore transport of equipment and persons, and
aerial spraying. The accident narratives were reviewed
to determine which accidents were associated with exter-
nal loads in general, and human external loads in particu-

? Unlike the FAA AIDS database that starts in 1973 the NTSB database only dates back to 1988.


Short-term applications of HEL include rappelling,
short hauling, and rescue operations. Devices used in
such applications are directly attached to the user for
the duration of the activity, which usually involves
transporting the user to a near location. This category
can be further subdivided into active users and passive
users according to the level of involvement of the user
in the HEL operation. In the case of the active user,
the passenger must actively participate in the lifting
operation, such as maintaining a grasp on a center bar
or hoist rope for balance. These short-term, active-
user devices can be used if the user is capable of the
necessary performance. On the other hand, passive-
user devices are used in rescue operations to transport
injured or impaired personnel who are unable to assist
in their own rescue. Examples of such devices include
rescue baskets and stretchers. Typically, rescue person-
nel are required to assist passive users in order to position
the user in the HEL device. Figure 1 is a graphic
illustration of the HEL device categorization scheme.

3. DESCRIPTION OF HEL DEVICES

As previously mentioned, the survey of HEL de-
vices was derived from voluntarily provided manufac-
turer information. However, among the various
manufacturers, there are general categories of devices.
Each type of device is described generally, including
specific applications and manufacturers of the device.

3.1 Safety Harnesses

One of the more basic devices provided by HEL
manufacturers is variously known as a safety harness,
a rescue swimmer’s harness, or a chest harness. Typi-
cally, these harnesses consist of shoulder straps at-
tached to a waist or chest belt. The design of the straps
varies. Some harnesses incorporate suspender style
straps with the tether point-of-attachmentat a D-ring
on the front center of the chest/waist strap. Others
utilize a Y-shaped design (on the front or back) for the
harness, where the shoulder straps meet a strap ex-
tending vertically from the waist belt to form a three-
point intersection. This design is sometimes used at
the chest, at which point a D-ring is used for tether
attachment. The harnesses are either designed to be
fully adjustable to accommodate a variety of users or
are available sized for the individual user. The harness
is constructed of nylon webbing with at least a 2 in.
width. Custom padding is an optional feature offered
by some manufacturers. The harness is designed to
support the load (i.e., body weight) by the torso and
shoulders of the user. Figure 2 presents two versions of
safety harnesses manufactured by Mustang Survival
(1)’. These types of harnesses are utilized to transport
or suspend people from helicopters for short durations.

3.2 Sit Harnesses
Sit harnesses comprise another category of HEL de-
vices. Also known as pelvic harnesses, rescue harnesses,

Figure 1. Categorization of Human External Load Suspension Devices.

' Numbers in parentheses refer to catalogs and regulations listed in the references.


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8. Appendix

TABLE OF CONTENTS

Page
Introduction mal
Categorization of Human External Load (HEL) Devices ....sssssssssssessssssesessssesessssecsssnecssseecsssnneceeneestsnee 1
Description of HEL Devices.....ssssssssssssssssessssssesssssseesssssessssseeessssessssseeesssseeesssvecsssusecsssnseessuneessaneesesnseessanee 2
3.1 Safety Harnesses .....ccsssscssssssscssseecssssescssssecsesssecssssesssssesessssesensssessssssessssvsesssneessusrecsssesessnneesssaseesssaee 2

3.2 Sit Harnesses ....ccsssssscssesssesssssneesessesssssessseesesssesnecsecsuecsnssuessecsussssssusssessessecssesseesusssseneeseesesserseesssesvesss 2
3.3 Full Body Harnesses

3.4 Rescue Devices

. FAA Regulations Covering Rotorcraft External Load Operations

Rotorcraft Accident Data....ccsssssseessseerseesssessssessesssesssesssesssneessetts
5.1 NASA ASRS v..sssscsseesessnes
5.2 FAA AIDS (Rescue Operations) sesaeecaseesasesssecnsessseesneesnneeesees
5.3 FAA AIDS ...csseesesssesstesseessessssssessessecssecsscssessecsnesseesucasecsusasecsseseceasesecenessessessseesnssseesuasecsnesaneseaneesnegs 10
5.4 NTSB

5.5 Comprehensive Summary .

5.5.1 Summary of All EL Accidents Grouped by Cause
5.5.2 Summary of Accidents that Occurred During an EL Operatio
5.5.3 Summary of HEL Accidents .
Recommendations for HEL Device Safety Regulation:

References ...ssscssessssssssessseessesssseessssesssesssessesessesssneessneesneses





lar. Review of the accident narratives revealed 47%
(115 of 244) of the accidents occurred during external
load operations, while 9% (23 of 244) were a direct
result of external load operations. The use of a sling
line to transport the external load was determined to
be a significant factor in 18% (21 of 115) of the
external load accidents. Although 4 accidents in-
volved human external loads, only 2% (2 of 115) were
directly attributable to the HEL operation.

5.5 Comprehensive Summary

To produce a comprehensive analysis of all rotor-
craft accidents, the FAA AIDS and NTSB databases
were combined to provide 616 accident/incident de-
scriptions. The comprehensive database was devel-
oped, and all accidents were cross-referenced with the
other database. Several accidents were common to
both databases (101 of 616, or 16%). However, many
were recorded in only 1 of the 2 systems. Table 3
presents a brief summary of the number of accidents
found to be unique to each database and those that
were common to both. Each report was categorized
according to the specific events that caused or signifi-
cantly contributed to the accident/incident. The cat-
egorizations of accidents listed in both databases were
verified for consistency.

The comprehensive database contained 616 acci-
dents classified into 1 of 20 categories. Potential
categories were identified for each accident, based on
interpretation of the accident narrative. The author
identified a single causal factor that led to each acci-
dent and categorized it accordingly. The only excep-
tion to this rule was for accidents involving HEL. Any
accident that involved HEL was categorized as HEL.
However, if the cause of the accident was identified to
be a factor other than the HEL, the accident was also
listed in the other category. For example, a helicopter
pilot running external loads misjudged available fuel

Table 3. Summary of Accident Listings.

Number
Unique to FAA AIDS 372
Unique to NTSB 143
Common to both databases 101
Total accident/incident reports 616

1

quantity, resulting in the crash of the helicopter. This
accident was attributed to fuel exhaustion. If the
operation had involved human external loads, then
the accident would also have been listed under the
HEL category. Alternatively, if the resulting accident
was the fault of the user during HEL operations, the
operation was categorized only as HEL.

Accidents listed in both source databases were exam-
ined for consistency in their categorization. Frequently,
1 of the databases provided critical information about
the accident that was unavailable in the other database.
The most detailed narrative provided the basis for accident
categorization. Tables 4, 5, and 6 (see Appendix) sum-
marize the categorization of the databases (FAA AIDS,
NTSB, and comprehensive, respectively) by presenting
the dates of the accidents/incidents grouped under the
appropriate causal headings.

5.5.1 Summary of All External Load Accidents
Grouped by Cause

A histogram detailing the number of external load
rotorcraft accidents/incidents by cause is presented in
Figure 11. Figure 12 presents the categorization as a
percentage of total accidents/incidents. As shown in
both figures, mechanical failure was involved in the
largest number of accidents. One hundred fifty-four
(25%) helicopter accidents resulted from some form
of mechanical failure; mechanical failure implied fail-
ure of the airframe, a component, or system due to
material fatigue. Loss of engine power was the second
most common cause, contributing to 90 events, or
15% of all rotorcraft accidents. Engine power was lost
either totally or partially and was typically due to specific
mechanical failures and malfunctions of the engine.

A similar number of accidents was associated with
improper use of the sling line/load. Eighty-five acci-
dents (14%) occurred from tangled sling lines, insuf-
ficient load clearance, excessive load weight, etc.
Obviously, these accidents occurred during external
load operations. Seventy-four accidents (12%) re-
sulted from a lack of sufficient clearance for the rotors
or the skid. In these situations, it is felt that the pilot
may have been focusing on external factors (such as
external loads) and neglected to assure sufficient clear-
ance for the rotorcraft. The remaining 214 events
were distributed among 8 categories, including (in
descending order of frequency) fuel exhaustion or
contamination, miscellaneous factors (all accidents
that did not fall within the defined categories), loss of


A Human Factors PerspECcTIVE ON HUMAN EXTERNAL Loaps

1, INTRODUCTION

The Rotor Craft Standards Directorate responsible
for overseeing FAA Rotorcraft Operations requested
the Civil Aeromedical Institute to review all available
aviation accident databases to determine if human
external load (HEL) helicopter operations are unsafe
or sufficiently problematic to warrant revising the
Code of Federal Regulations 14 CFR 133. Human
external load operations involve the transportation of
a passenger suspended by a cable under the helicopter.
HEL operations are often found in the logging indus-
try to access remote work sites, for transport of shore
ship captains, to access electrical power lines in need
of maintenance or repair, and for emergency rescue
operations. The focus of this report is to investigate
HEL devices used in work (non-rescue) applications.
Specifically, this report describes various devices used
to secure human external loads, reviews current regu-
lations regarding HEL operations, researches the acci-
dent history associated with HEL operations, and
provides recommendations for human factors based
regulations concerning HEL devices.

Current regulations exist regarding the physical
and structural characteristics of external load (EL)
operations. However, no consideration has been given
to the issue of humans as external loads. Not only are
the physical characteristics of the load transport im-
portant, but the introduction of a human as a load
warrants the investigation of related safety and com-
fort issues. Although HEL operations have been in
existence for many years, no one has ever investigated
the safety issues of humans as external loads. Are HEL
operations problematic? Are workers frequently in-
jured or killed as a result of HEL operations? Are there
significant human factors issues associated with HEL
operations? This report investigates some of the ques-
tions surrounding HEL operations. Specifically, the
report: 1) classifies and describes currently available
devices for securing the HEL, 2) discusses current
regulations and accident trends in rotorcraft opera-
tions (particularly HEL operations) and 3) recom-
mends needed safety standards to be applied to human
external load devices.

The report begins with the categorization and de-
scription of HEL devices so the reader can better
understand the nature of the HEL task. A detailed
discussion of accident data follows, summarizing all
identified accidents between 1973 and 1996 accord-
ing to their cause. Finally, this report concludes with
a discussion of the authors’ suggestions for important
HEL safety regulations.

2. CATEGORIZATION OF HUMAN
EXTERNAL LOAD (HEL) DEVICES

One of the objectives of this report was to survey
devices currently used to secure Human External
Loads. To accomplish this objective, companies and
organizations involved in HEL operations were con-
tacted. The response from most end-users was less
than enthusiastic. Most end-users, particularly those
who have experienced accidents or incidents, were
very reluctant to discuss HEL issues with the FAA.
More success was achieved through contacts with the
manufacturers of HEL devices; nine such companies
supplied product catalogs and videos. It was primarily
from manufacturer literature and anecdotal informa-
tion obtained from HEL operators involved in rescue
operations that the following survey of HEL devices
was developed.

There are numerous devices used to secure HELs
for helicopter transport operations. Although there is
overlap in the functionality of the different devices,
they can be categorized according to their primary use
for either long-term applications or short-term appli-
cations. The points of differentiation between such
operations are the requirements of the task as well as
the duration of the operation. Long-term applications
include such activities as long distance transport and
working from a suspended platform or basket. The
important characteristic of long-term HEL devices is
that the user is minimally constrained by the HEL device
and is afforded some degree of mobility. It is crucial that
the HEL device not subject the worker to additional
strain on the body and that the device not restrict body
movements essential for performing the task.


Table 8. Considerations for FAR Modification.

Safet

Passive Device

Maintains Upright Posture

Individual Fully Secured

Locking, Easily Released Attachments to Tether

Safety Orange Vest

Warning/Instruction Labels on Equipment

Comfort

Ease of Donning

Ease of Walking

Minimize Localized Stress

Communication

“Spotter” to Visually Monitor HEL

Continual Training on Basic and Emergency Operations

Regulations

Add Information Relevant to HEL

Minimum Competency Standards for HEL Crew Members

Definition of FAA Approved Equipment

device adequately maintains the worker’s posture,
there are exceptional situations where the HEL is
subjected to excessive turbulence and may be tossed,
or even swung, around. In these instances, it is critical
that the device fully secure the individual, regardless
of body orientation.

The remaining recommendations are just as critical
to the safety of the HEL operation. All HEL devices
should have the ability to be quickly released from the
tether cable. Typically, the HEL device is attached to
the tether with a carabiner. Only locking carabiners
should be used, such that inadvertent release does not
occur during the HEL operation. However, the lock-
ing mechanism should be simple enough to allow for
fairly rapid release once the HEL operation is com-
plete. Another recommendation regards the visibility
of the HEL operator. All individuals working exter-
nally suspended should wear an orange safety vest. If
the HEL device is a chest or full-body harness, then
the vest should be incorporated into the harness. An
orange safety vest would greatly enhance the visibility
of the operator to anyone monitoring the operation.
The final safety recommendation is for the incorpora-
tion of warning and instruction labels on the HEL
device. Harnesses should have appropriately designed
labels to fit on the straps or vests, and baskets should
be labeled with warnings and instructions. Although
the use of warnings in no way ensures compliance,

they should be provided for users who are seeking
additional information about the device and to stimu-
late awareness of the hazardous nature of the operation.
Although worker safety is the primary concern
during HEL operations, worker comfort is an impor-
tant concern as well. Typically, if products are de-
signed to be comfortable and unobtrusive, users will
be more receptive to the correct and proper use of the
product. It is felt that this same phenomenon applies
to HEL devices. Comfort, ease of donning the device,
ease of walking, and minimization of local stresses on
the body are all important considerations. If the
device does not interfere with normal operation, then
the user is more likely to use the device correctly and
safely. For long-term applications (i.e., long-distance
transport or long-duration work), the minimization
of localized stresses is important. For example, in
harness design, there is wide variability among the
manufacturers in the webbing design. The better
designs utilize larger width webbing covered with
additional padding. Perhaps an even better design is
the harness that incorporates a cloth seat for body
support. Not only will the user be more receptive to
using the harness if it is comfortable, but the minimi-
zation of localized stresses on the body will reduce any
short-term (i.e., numbness, pain) or long-term (i.e.,
permanent loss of circulation) effects of use.


DOT/FAAIAM-98/13 A Human Factors
Office of Aviation Medicine

Washington, D.C. 20591 Perspective on Human
External Loads

Randa L. Shehab
Robert E. Schlegel

The University of Oklahoma
School of Industrial Engineering
Norman Oklahoma 73019-0631

David A. Palmerton

Civil Aeromedical Institute
Federal Aviation Administration

Oklahoma City, OK 73125

May 1998

Final Report

This document is available to the public
through the National Technical Information
Service, Springfield, Virginia 22161.

Q

U.S. Department
of Transportation

Federal Aviation
Administration


and attachable chest harnesses. All sit harnesses sup-
port the user’s weight at the lower back and upper
thighs. Sit harnesses provide work platforms for all
short-haul and longer-duration transport activities.

Full Body Harnesses

Full-body harnesses (FBHs) represent a combina-
tion of sit harnesses and chest harnesses. While there
are numerous variations of the basic design of the
harness, all full-body harnesses include leg loops,
shoulder straps, and either a waist belt, a chest belt, or
both. The design of the various components resembles
that described for the sit and chest harnesses. Figure 5
is an example of the CMC Rescue Equipment (2) full-
body harness. Most full-body harnesses are fully ad-
justable, although some are individually sized and are
available with quick-release buckles for fast, easy
donning. Again, some manufacturers utilize 2 in.
nylon webbing while others incorporate 3 in. webbing
with padding into the harness. One manufacturer,
Surety Manufacturing and Testing Ltd. (3), incorpo-
rates a redundant safety system into the harness by
including plastic components which ensure that the
hardware is properly positioned. The design of full-
body harnesses is such that it assists the user in
maintaining an upright, seated posture while sus-
pended from the helicopter.

Figure 5. Pro Series Full
Body Harness (CMC.
Rescue Equipment).

Other modifications to the basic design of the full-
body harness are worth mentioning. One modifica-
tion is the addition of a mesh vest to the shoulder
straps to provide additional comfort and visibility.
Another manufacturer, Lifesaving Systems Corpora-
tion (4), has developed a full-body hoisting harness
that is an entire torso suit. The webbing is attached to
anylon mesh suit that hasa large range of adjustability.
The suit helps to distribute the load across the entire
torso, minimizing localized pressure points. The suit
is also manufactured in orange, which dramatically
improves the conspicuity of the user. The last substan-
tial modification identified was the addition of shorts
to the full-body harness, called the full-body seat
harness. This fully-adjustable harness (Figure 6) com-
bines the features of a full-body harness with a seat
harness by incorporating a contoured seat in place of
the leg loops and waist belt. The seat is connected to
shoulder straps at the waist. The tether point-of-
attachment is at the top of an inverted “Y” that
connects to the seat at each hip and is connected to the
shoulder straps via an additional strap. This harness
provides a high degree of mobility and freedom of the
hands and is perhaps the most comfortable working
platform available in harnesses. The full-body seat
harness is applicable to extended duration operations.
A different version of this same device is the rescue

Figure 6. Full Body Seat Harness
(Lifesaving Systems Corporation).


Figure 2. Safety Harnesses (Mustang Survival).

Figure 3. Pelvic Rescue Harness (“
Design; Skedco, Inc.).

or rigger’s harnesses, these devices suspend the user in
a seated posture, with substantial hip flexion. The
basic design of the sit harness is a waist belt (at about
the level of the lumbar spine), which angles forward
towards the pelvic region. The waist belt is connected
to leg loops that are positioned around the top of the
thighs. One design for connecting the waist and leg
loops utilizes an “X” design, a crossover of the 2 loops,
across the hips (refer to Figure 3). The point of the
tether attachment extends about 4 in., directly in
front of the upper pelvic region.

A different design attaches the waist belt to the leg
loops with vertically oriented connector straps, one

Figure 4. Pro Series Rescue Harness
(CMC Rescue Equipment).

located in the front middle, and others located on the
sides or the back (see Figure 4). The point-of-attach-
mentis located at the intersection of the waist belt and
the front vertical strap. Various other modifications
exist to these basic designs. Most of these harnesses are
fully adjustable at the waist and legs, with the “verti-
cal” design allowing adjustable leg loop height. Addi-
tionally, quick and easy buckling mechanisms are
provided for fast donning of the harness. A minimum
of 2 in. webbing is used for the harness, although
larger widths and padding are available on some
models. Other variations to the sit harness include
alternate locations for the D-ring attachment points


Table 6. Categorization of Comprehensive Accident/Incident Database.

AG

Notes

1. Shaded calle are accidents which were croseseterenced.

xingeates EL.

‘They are indirect HEL and counted under he terete categorization,

‘7191 counted as HEL.



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BS.

Number of
Accidents/Incidents

ots B8B8ESBSSSSB

v= 5 oS to SS # vw & o oy
ao 9 os 2 Ff 0° o ° .
28 80,3 @ 6858 2 2 8 F HB BB
3 52 e2 228s @ * 3 4 3a
= 2 = 2 ra 3
SESS Boe Sg a0 & = 3 20
3 ao" cf 25 a =
£ 8
= > 8 fo}
uw =

Figure 13. Accidents/Incidents During External Load Operations by Cause (N = 301).

HEL
Other Error 2% 1% Multiple Causes
Weather 2% 0%
Pilot 3%,
Miscellaneous 5% Sling Line/Load
Loss of Control 28%
5%
Insufficient
Clearance
6%
Fuel ”
9%
Loss of Engine Mechanical Failure
Power 23%
16%

Figure 14. Categorization of Rotorcraft Accidents/Incidents During External
Load Operations by Cause (N=301).






Table 1. Categorization by Application of HEL Devices.

Short-Term, Active User

Manufacturer

Safety Harness

Mustang Survival

Rescue Swimmer’s Harness

Life Support International, Inc.
Lifesaving Systems Corp.

Chest Harness

CMC Rescue Equipment

Rescue Harness/Sit Harness

CMC Rescue Equipment
Lirakis Safety Harness, Inc.

Pelvic Rescue Harness

Skedco, Inc.

Rescue Seat

Lifesaving Systems Corp.

Forest Penetrator

Life Support International, Inc.

Short-Term, Passive User

Manufacturer

Rescue Harness/Sit Harness

CMC Rescue Equipment
Lirakis Safety Harness, Inc.

Pelvic Rescue Harness

Skedco, Inc.

Rescue Diaper/Rescue Shorts

Lirakis Safety Harness, Inc.

Forest Penetrator

Life Support International, Inc.

Rescue Nets

Billy Pugh Company, Inc.

Rescue Baskets

Lifesaving Systems Corp.
Precision Lift, Inc.

Rescue Litters

CMC Rescue Equipment
Ferno

Junkin Safety Appliance Co.
Life Support International, Inc.
Lifesaving Systems Corp.
Skedco, Inc.

Long-Term

Manufacturer

Rescue Harness/Sit Harness

CMC Rescue Equipment

Full Body Harness

CMC Rescue Equipment
Lifesaving Systems Corp.
Lirakis Safety Harness, Inc.
Skedco, Inc.

Rescue Basket

Lifesaving Systems Corp.
Precision Lift, Inc.

civil aircraft are limited to certified operations di-
rectly related to work. Only crew, trainees, and essen-
tial personnel are allowed to be transported. A
disclaimer is provided, waiving the regulations con-
tained in this section for non-passenger carrying civil
rotorcraft external load operations covered by Part
133, Rotorcraft External-Load Operations. Part 119,
Certification: Air Carriers and Commercial Opera-
tions, defers discussion of commuter and on-demand
operations to Part 135, Air Taxi Operators and Com-
mercial Operators.

Part 133 pertains directly to rotorcraft external
load operations and contains subparts that specifically
address applicability, certification rules, operating
tules, and related requirements. The regulations in
Part 133 pertain to all rotorcraft external load opera-
tions, with specific exclusion of the external-load
attachment method and flights conducted for the
purpose of training. It is also stated that all essential,
non-crew personnel directly involved with the exter-
nal load operation may be carried only in approved
Class D rotorcraft. The sections of Part 133 pertaining


Table 2. Summary of Federal Aviation Regulations (FARs) Listed According to Location in

the Code of Federal Regulations (CFR).

Part Title Section Content
27/29 Airworthiness 865 Requirements for external load attachment
Standards
1525 Applicable operations
91 General Operating 313 Use civil rotorcraft in certified work
and Flight Rules operations only
119 Air Carriers and 25 Rotorcraft operations
Commercial
Operations
133 | Rotorcraft External 31 Emergency operations rules and
Load Operations requirements
33 HEL in VFR only
35 Limits people on aircraft to crew, trainees,
and essential; must be briefed
43 Airworthiness requirements and necessary
approvals
45 Operating limitations:
all devices FAA approved
* 2 action emergency release
135 | Air Taxi Operators Commuter and on-demand operations
and Commercial
Operators

narrative, and a synopsis of the event. No identifying
information is provided with regard to names of
individuals, companies, or dates of the events. Conse-
quently, the ASRS data could not be cross-referenced
with the other databases.

The ASRS data system was queried for accidents/
incidents involving helicopter external cargo or loads.
Between the years 1988-93, 7 events were identified in
the search. None of the events involved accidents with
human external loads. Two of the events reported
were merely situations that the reporters felt required
further investigation. The first involved a fully-har-
nessed photographer standing on the helicopter skid
to photograph the pilots. The report stated that the
helicopter maintained a hover at only 4 feet for this
operation, and no injuries or incidents were reported.
The individual reporting this situation requested that
14 CFR 91.107 be modified to include such photog-
raphy operations. The second event involved moving
items to and from the roof ofa multi-story apartment
building. The area immediately around the external
load operation had not been sufficiently cleared of

residents. The reporter recommended that spot checks
of the area be conducted for residential, as well as
commercial operations.

The remaining 5 events reported in the ASRS did
involve accidents during external load operations. In
2 cases, the load was suspended using a 100-foot-long
line. The pilot was watching the line while the heli-
copter was descending, but the ground crew failed to
alert the pilot of trees in the area. In both events, the
helicopter struck the trees and caused minor damage
to the load. In 2 other cases, the external load became
unstable and began to swing, striking nearby objects.
Again, only minor damage was suffered. The last
incident reported in the ASRS involved the uninten-
tional release of a bucket from the cargo hook. The
hook had been inadvertently tripped before flight and
the pilot neglected to verify its status. The bucket was
dropped from 200 ft. but did not cause injury or
damage to person or property. In summary, these
accidents can all be attributed to either poor commu-
nication between the ground crew and the pilot or
operational errors of the pilot.


Technical Report Documentation Page

T, Report No. 2. Government Accession No. 3. Recipients Catalog No.
DOT/FAA/AM-98/13

“4. Title and Subtitle 5, Report Date

A Human Factors Perspective on Human External Loads May 1998

6. Performing Organization Code

7. Author(s)
Shehab, R.L.1, Schlegel, R-E.1, and Palmerton, D.A.?

8. Performing Organization Report No,

9. Performing Organization Name and Address

1The University of Oklahoma
School of Industrial Engineering
Norman OK 73019-0631

10. Work Unit No. (TRAIS)
2FAA Civil Aeromedical Institute
P.O. Box 25082

Oklahoma City, OK 73125

11. Contract or Grant No.

DTFA-02-95-T-80473

12. Sponsoring Agency name and Address

Office of Aviation Medicine
Federal Aviation Administration
800 Independence Avenue, S,W.

13. Type of Report and Period Covered

Washington D.C. 20591 14. Sponsoring Agency Code

T5. Supplemental Notes

16. Abstract

Title 14 part 133 of the Federal Code of Regulations (14 CFR 133) titled, “Rotorcraft External Load Operations,”
describes the operation and certification rules governing helicopter external load operations. Specifically, part 133.45
addresses rotorcraft operations involving human external loads (HELs) and the design of personnel lifting devices used in
HEL operations. To determine if there is a need for imposing new regulations on HEL operations, the Rotorcraft
Standards Directorate of the Aircraft Certification Service requested the Civil Aeromedical Institute to review all
available accident databases to determine if HEL operations are unsafe or sufficiently problematic to warrant a change in
the existing regulations. This report investigates HEL accidents, categorizes commercially available equipment used in
different personnel lifting operations, and provides human-factor related recommendations affecting the use of these
HEL lifting devices. A review of accident data between 1973 and 1996 from several databases did not reveal any accident
trends or highlight any specific safety issues related to HEL operations. A review of commercially-available HEL
equipment showed the devices were designed for either short-term, rescue-type operations or long-term, work-related
activities where the user is required to remain in the device for extended periods of time. Suggestions concerning the
safety, comfort, and use of HEL devices are provided, as well as recommendations that standard operating procedures,
training for HEL crew members, and minimal equipment specifications be added to the current regulation.

17. Key Words 18. Distribution Statement

Human External Loads

Rotorcraft External Load Operations

Harness, Human Factors

Document is available to the public
through the National Technical
Information Service, Springfield,

14 CER 133 Virginia 22161
19. Security Classi (Of this report) 20. Security Classit. (of this page) 21. No. of Pages 2. Price
Unclassified Unclassified 29

Form DOT F 1700.7 (8-72)

Reproduction of completed page authorized



Another issue that warrants consideration is HEL
crew communication. First, it is suggested that, dur-
ing all HEL operations, an additional crew member be
designated as a “spotter.” This crew member should
have no other duties than to visually monitor the HEL
operation. For localized HEL operations, this indi-
vidual could be located on the ground but should have
continual, uninterrupted communication with the
pilot. For HEL operations over extended areas, the
spotter should be aboard the helicopter and should
have some method of visually monitoring the HEL.
The addition of a spotter might have helped prevent
the 1984 accident caused by the pilot’s lack of aware-
ness of the HEL. Another critical factor related to
communication is the training of the HEL crew. All
HEL crew members should be initially trained and
continually updated on basic and emergency HEL
procedures. One HEL accident in particular (1990 -
worker compromised air gap and was electrocuted)
might have been prevented with improved crew train-
ing. In addition, continual training with regard to
emergency procedures is critical for HEL safety. One
accident was recounted on video by an HEL worker
who described himself as swinging violently towards
trees. The HEL pilot over-anticipated the contact of
the worker with the tree and released him seconds too
early, before the worker could grab the tree. As a
result, the worker fell and suffered serious injuries.
The worker commented that this was a “rookie” pilot
who perhaps did not fully understand emergency
procedures. Again, this scenario might have been
prevented with improved HEL training.

These final recommendations regarding HEL op-
erations may be of relevance when new regulations are
developed. HEL needs to be addressed specifically in
the FARs. The only mention of HEL found in the
regulations was in reference to VFR flight. Upon
talking with several HEL operators (rescue organiza-
tions), the need for clarifying the regulations became
apparent, particularly, the issues of competency stan-
dards and FAA-“approved” equipment. The current
regulations do not address minimal competency stan-
dards for HEL crew members. Currently, there is little
standardization of operations among companies and
among rescue organizations performing HEL opera-
tions. In addition, the standards discussing training
for rescue operations are vague, and according to one
interviewee, are open for alternate interpretation. It is
recommended that, as part of this effort, attention

18

also be directed towards the introduction of compe-
tency standards and training requirements for HEL
operations. The definition of FAA-“approved” equip-
ment is one that has also troubled users. For example,
the regulations refer to an “FAA approved attachment
point”, but do not describe how to accomplish and
obtain that approval. This discussion should be clari-
fied and expanded to incorporate other necessary
equipment (i.e., ropes, carabiners, harnesses) requir-
ing FAA approval.

REFERENCES

1. Mustang Survival Catalog, pg. 19, 3870 Mustang
Way, Bellingham, WA 98266. 1995.

2. CMC Rescue Equipment Catalog, pg. 21, 29, 30, PO
Box 6970, Barbara, CA 93160. 1995.

3. Surety Manufacturing and Testing Ltd., 2115 91*
Ave., Edmonton, Canada 1997.

4, Life Saving Systems Corporation, pg. 5, 220 Elsberry
Rd., Apollo Beach, FL 33572. 1994.

5. Lirakis Safety Harness, 18 Sheffield Ave., Newport,
RI 02840-1618. 1994.

6. Life Support International, pg. 7, 200 Rittenhouse
Circle, West Bristol, PA 19007. 1997.

7. Billy Pugh Co. Inc., PO Box 802-T, Corpus Christi,
TX 78403. 1995.

8. Precision Lift Inc., 94 Sun Mountain Dr., Monarch,
MT 59463. 1996.

9. Skedco Inc., pg. 14, PO Box 230487, Portland, OR
97281-0487. 1992.

10. Title 14 CFR 1-1200. 1997.

11. Title 14 CFR 91.313, 133.31, 133.33, 133.35,
133.43, 133.45. 1997.

12. Title 14 CFR 27.865, 29.1525. 1997.

13. National Aeronautics and Space Administration
Aviation Safety Reporting Program (ASRP), PO
Box 189, Moffett Field, CA 94035-9800. 1985.

14. Accident Incident Data System (AIDS), DOT/FAA
Mike Monroney Aeronautical Center, PO Box
25082, Oklahoma City, OK 73125. 1973.

15. National Transportation Safety Board Accident Da-
tabase, 490 L’Enfant Plaza, Washington, DC
20594-2000. 1988.


NOTICE

This document is disseminated under the sponsorship of
the U.S. Department of Transportation in the interest of
information exchange. The United States Government
assumes no liability for the contents or use thereof.




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diaper, or rescue shorts, developed by Lirakis Safety
Harness, Inc. (5). However, these devices are prima-
rily for short-term, passive users in a rescue situation.
These harnesses provide good support of the user, but do
not appear to maintain an effective working posture.

Rescue Devices

A different HEL device, the rescue seat, is pat-
terned after the military jungle penetrator. The rescue
seat is a vertical metal bar with seats that extend from
the bottom end and retention straps that are attached
at the top. In the stowed position, the rescue seat is
about 3 ft. long and 9 in. in diameter. The model,
marketed by Life Support International, Inc. (6), and
shown in Figure 7, includes 3 easily extended seats
positioned at equal intervals around the center bar.
Although it is intended for 1 user, 3 people can be
hoisted in emergency situations. This device could be
utilized for passive, short-haul operations, but this
would require securing the individual's legs as well.
The rescue seat marketed by Lifesaving Systems Cor-
poration is very similar, with the exception of the seat
design. This device provides only 2 folding seats
positioned on opposite sides; both seats are equipped

with safety straps. The primary use for these devices is
short-haul transport operations. Rescue seats are not
suitable as work platforms.

Rescue nets are another device developed for the
transport of individuals. The series of rescue nets
manufactured by Billy Pugh Co., Inc. (7) follow the
basic design of a suspended cage made of a flexible
cabling with one open side. The nets are designed such
that gravitational forces locate the occupant to the
rear of the cage. Rescue nets are available in models
that fold for storage, as well as models that can be used
in a chair mode or a stretcher mode. Figure 8 illus-
trates a rescue net in the stretcher mode. Rescue
operations comprise the majority of the applications
of the net, although transport of personnel is also
possible. However, the user sits in the net without any
additional restraints or harnesses. Also, given the
nature of the flexible netting, movement within the
net is somewhat cumbersome.

Rescue baskets are another form of HEL device.
Precision Lift, Inc. (8) markets a newly introduced
helicopter lift-basket called the Heli-basket. It is sug-
gested that this basket is ideal for many helicopter
applications, such as multiple personnel rescue

Figure 7. Forest Penetrator Rescue Seat (Life Support International,
Inc.).


to certification rules detail the requirements to be
included in a test of knowledge and a test of skill.
Emergency operations rules and requirements are
addressed in section 31 and allow for deviation from
the standard rules in order to meet the emergency.
However, notification must be made within 10 days
to the local representative of the FAA administrator.
Section 33 restricts human external load operations to
Visual Flight Rule (VFR) conditions. Section 35
limits the people allowed on the rotorcraft during
external load operations to crew, trainees, and other
people with functions essential to or necessary for the
operation. All people participating in the operation
must be briefed prior to the operation. Airworthiness
requirements are discussed in section 43, including
the weight and center of gravity of the rotorcraft-
external load combination and the necessary approv-
als for the external loads attachment method and the
use of quick-release devices. However, the regulations
provide no specific detail regarding the attachment
method or quick-release devices, just references to
Part 27 or Part 29. Limits of operation are discussed
in section 45. This section states that all lifting devices
must be FAA-approved and that the lifting devices
must have emergency release capability requiring 2
distinct actions.

Parts 27 and 29 were cross-referenced, based on the
reference noted in Part 133. Each of these parts of the
CER contained two sections referring to external load
operations, sections 865 and 1525. The content of
each section was the requirements for attachment and
the applicable operations, respectively, and was iden-
tical across the different parts. The only reference to
human external loads found within the FARs was in
Part 133 section 33, as previously noted. This section
merely restricts the use of HEL to VFR conditions and
provides no guidance as to appropriate/necessary HEL
safeguards and procedures. Table 2 provides a summary
of the content of the regulations discussed above.

5. ROTORCRAFT ACCIDENT DATA

It has been suggested that a significant number of
accidents involve the transport of human external
loads using rotorcraft. More specifically, the devices
used to secure the HEL were thought to be safety
deficient. To document the magnitude of problems

associated with human external loads, and to understand
how the problems are manifested, several accident
databases were queried for HEL-related incidents:

* NASA Aviation Safety Reporting System (ASRS)

(13)

* FAA Accident Incident Data System (AIDS) (14)

using two separate queries

+ Records from the National Transportation Safety

Board (NTSB) (15)

The data provided by these organizations were
examined in detail to determine accident causality.
Also, the accidents in each of the databases were cross-
referenced to obtain the most complete set of data
possible and to evaluate the comprehensiveness of the
individual databases. In addition to these data sources,
other organizations were contacted for information.
These organizations included the United States Oc-
cupational Safety and Health Administration (OSHA),
the Bureau of Labor Statistics (BLS), a European
database from the Ministry of Transport of the Fed-
eral Republic of Germany, and the National Trans-
portation Board of Canada. The U.S. federal
organizations were approached in the hope that they
maintained a record of HEL accidents and injuries.
Unfortunately, no relevant information could be iden-
tified from these, and no response was obtained from
the international sources.

5.1 NASA ASRS

The NASA ASRS data system was one of the U.S.
databases queried for accidents/incidents involving
human external loads. This data system is maintained
by a NASA contractor, and all information contained
within the system is submitted voluntarily. As such, it
is subject to self-reporting biases, and none of the
incidents have been corroborated by the FAA or the
NTSB. In addition, the data are provided such that
the anonymity of the reporter is maintained. How-
ever, the attractive feature of this reporting system is
that in most instances, the events are described in a
narrative provided by the reporter of the event. This
narrative typically provides more detail as to the
events surrounding the accident, but the narratives are
also merely expressions of the reporters’ opinions. The
report provides information regarding the role of the
reporter in the event, the location of the accident or
incident, flight conditions, anomaly information, the