U.S.

Department
of Transportation
Advisory
Federal Aviation
Administration Circular
Subject: Rotorcraft External-Load Operations Date: 5/31/17 AC No: 133-1B
Initiated by: AFS-800 Change:

This advisory circular (AC) provides background information, describes rotorcraft external-load
operations, and describes an acceptable means, but not the only means, to apply for and obtain
authorization to conduct rotorcraft external-load operations under Title 14 of the Code of Federal
Regulations (14 CFR) part 133. Federal Aviation Administration (FAA) personnel will provide
the necessary materials and information during the application process. This AC also provides
guidance and information for certificated rotorcraft external-load operators. The information in
this AC and related reading material will assist you in completing the application process in an
efficient and accurate manner.

John S. Duncan
Director, Flight Standards Service
5/31/17 AC 133-1B

CONTENTS
Paragraph Page

Chapter 1. General ...................................................................................................................... 1-1

1.1 Purpose of This Advisory Circular (AC) ...................................................................... 1-1
1.2 Audience ....................................................................................................................... 1-1
1.3 Where You Can Find This AC ...................................................................................... 1-1
1.4 What This AC Cancels .................................................................................................. 1-1
1.5 Applicability.................................................................................................................. 1-1
1.6 Related Regulations ...................................................................................................... 1-1
1.7 Related Reading Material.............................................................................................. 1-2
1.8 Definitions ..................................................................................................................... 1-2
1.9 Background ................................................................................................................... 1-3
1.10 AC Feedback Form ....................................................................................................... 1-4
Chapter 2. Certification Process and Rules................................................................................. 2-1
2.1 Application Process....................................................................................................... 2-1
2.2 Phase 1 and Phase 2—Preapplication and Application ................................................ 2-1
2.3 Phase 3—Document Compliance ................................................................................. 2-4
2.4 Phase 4—Demonstration and Inspection ...................................................................... 2-9
2.5 Phase 5—Certification ................................................................................................ 2-13
Chapter 3. Operating Rules and Requirements ........................................................................... 3-1
3.1 Operating Rules............................................................................................................. 3-1
3.2 Congested Area Operations .......................................................................................... 3-1
3.3 Carriage of Persons ....................................................................................................... 3-8
3.4 Human External Cargo (HEC) ...................................................................................... 3-9
3.5 Night Operation Considerations, Limitations, Training, and Risk Mitigation
Procedures (if applicable) ........................................................................................... 3-14
3.6 Public Aircraft Operations (PAO)............................................................................... 3-15
Chapter 4. Airworthiness Requirements ..................................................................................... 4-1
4.1 Operations Flight Characteristic Demonstration........................................................... 4-1
4.2 Rotorcraft Type Certification Requirements................................................................. 4-1
4.3 External-Load Attaching Means ................................................................................... 4-3
4.4 Quick-Release Devices ................................................................................................. 4-4
4.5 Portable Safety Devices (PSD)/Belly Bands ................................................................ 4-4
4.6 Airworthiness Regulations and Limitations .................................................................. 4-6

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Appendix A. Sample Rotorcraft-Load Combination Flight Manual ........................................ A-1

Appendix B. Hand Signals .........................................................................................................B-1

Appendix C. Possibility of D-Ring Reversal or Dynamic Rollout During Winching or

Long Line Operations ..........................................................................................C-1

List of Figures
Figure 2-1. FAA Form 8400-6, Preapplication Statement of Intent ........................................ 2-14
Figure 2-2. Sample FAA Form 8710-4, Rotorcraft External-Load Operator
Certificate Application .......................................................................................... 2-16
Figure 2-3. Sample Letter of Nomination for Designation as a Chief Pilot ............................ 2-17
Figure 2-4. Certification Process Flowchart ............................................................................ 2-18
Figure 3-1. Sample Congested Area Plan .................................................................................. 3-5
Figure 3-2. Letter of Agreement for Congested Area................................................................ 3-8
Figure C-1. Example of D-Ring Reversal ................................................................................. C-1
Figure C-2. MS 18027-2A Hook ............................................................................................... C-2
Figure C-3. Hook with a Mechanical Lock Latch Gate Design ................................................ C-2
Figure C-4. Hook with a Simple Spring-Loaded Safety Latch or Keeper ................................ C-3

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5/31/17 AC 133-1B

CHAPTER 1. GENERAL

1.1 Purpose of This Advisory Circular (AC). This AC provides background information,
describes rotorcraft external-load operations, and describes an acceptable means, but not
the only means, to apply for and obtain authorization to conduct rotorcraft external-load
operations under Title 14 of the Code of Federal Regulations (14 CFR) part 133. Federal
Aviation Administration (FAA) personnel will provide the necessary materials and
information during the application process. This AC also provides guidance and
information for certificated rotorcraft external-load operators. The information in this AC
and related reading material will assist you in completing the application process in an
efficient and accurate manner. To be eligible for a Rotorcraft External-Load Operating
Certificate, an operator must meet the following eligibility requirements:

1. The applicant must have the exclusive use of at least one rotorcraft that meets
the requirements of part 133, § 133.19.
2. The applicant must hold, or have available the services of at least one person
who holds, a current commercial or Airline Transport Pilot Certificate
(ATPC) with a rating appropriate for the rotorcraft prescribed in § 133.19,
issued by the Administrator.

1.2 Audience. This AC applies to all operators seeking a part 133 Operating Certificate and
all operators that currently have a part 133 Operating Certificate.

1.3 Where You Can Find This AC. You can find this AC on the FAA’s website at
http://www.faa.gov/regulations_policies/advisory_circulars.

1.4 What This AC Cancels. AC 133-1A, Rotorcraft External-Load Operations in

Accordance with Federal Aviation Regulations Part 133, dated October 16, 1979,
is cancelled.

1.5 Applicability. This AC provides information for persons interested in applying for a
Rotorcraft External-Load Operating Certificate.

1. A 14 CFR part 137 agricultural aircraft operator may, if he or she complies

with part 137, conduct agricultural aircraft operations with a rotorcraft with
external dispensing equipment in place without a part 133 Rotorcraft
External-Load Operating Certificate.
2. The holder of a Rotorcraft External-Load Operating Certificate under part 133
need not comply with part 137 subpart B certification rules when conducting
an agricultural aircraft operation involving only the dispensing of water on
forest fires by rotorcraft external-load means. However, part 137 subparts A,
C, and D apply.

1.6 Related Regulations. Title 14 CFR parts 1, 21, 27, 29, 61, 91, and 133 and 49 CFR
parts 100–175 (hazardous materials (hazmat)). The current CFRs can be accessed at
https://www.ecfr.gov.

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1.7 Related Reading Material (current editions). The following websites and references
provide additional information related to this AC:

1. FAA ACs. The following are available at

http://www.faa.gov/regulations_policies/advisory_circulars/:
• AC 27-1, Certification of Normal Category Rotorcraft.
• AC 91-32, Safety In and Around Helicopters.
• AC 91-42, Hazards of Rotating Propeller and Helicopter Rotor Blades.
• AC 120-92, Safety Management Systems for Aviation Service Providers.
2. FAA Handbooks and Manuals.
• FAA-H-8083-21, Rotorcraft Flying Handbook, available at
http://www.faa.gov/regulations_policies/handbooks_manuals/.
• Safety Risk Management, available at
https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/risk_mana
gement/.
3. FAA Orders and Notices. Available at
http://www.faa.gov/regulations_policies/orders_notices/.
4. Other Materials.
• International Helicopter Safety Team (IHST) Safety Management System Toolkit
at http://www.ihst.org/Portals/54/2009_SMS_Toolkit_ed2_Final.pdf.
• Utilities, Patrol and Construction (UPAC) Safety Guide for Helicopter Operators
at http://www.rotor.org/portals/1/committee/upac_guide.pdf.

1.8 Definitions. The following paragraphs define rotorcraft external-load combinations and
designations, and describe Operating Certificate requirements. Rotorcraft-load
combinations (RLC) are defined as follows:

1. Class A Rotorcraft-Load Combination (RLC). The external load cannot move

freely, cannot be jettisoned, and does not extend below the landing gear.
An example of a Class A load is the carriage of items in an approved cargo
rack, bin, or fixture attached to the exterior of the aircraft. A cargo rack
certification may or may not include a cargo envelope. The FAA-approved
Rotorcraft Flight Manual Supplement (RFMS) required for the cargo rack
installation specifies the approved configuration. If the cargo carried is within
the envelope specified in the RFMS, the rotorcraft operator may operate
in accordance with 14 CFR part 91 or 135. Rotorcraft operators must conduct
flight operations in accordance with part 133 when the cargo rack certification
does not include a cargo envelope or the cargo carried exceeds the specified
envelope.

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2. Class B RLC. The external load is jettisonable, carried above or below the
skids, and lifted free of land or water during the rotorcraft operation.
An air conditioner unit being lifted onto the roof of a tall building is an
example of a Class B load.
3. Class C RLC. The external load is jettisonable and remains in contact with
land or water during the rotorcraft operation. Wire stringing, dragging a
long pole, and boat towing are some examples of Class C loads.
4. Class D RLC. The external load is other than Class A, B, or C and approved
on an individual basis through the issuance of Letter of Authorization
(LOA) A044, Class D Operations Involving Carriage of Persons, using the
Web-based Operations Safety System (WebOPSS). Only approved Class D
operations allow carriage of a person other than a crewmember or person who
is essential and directly connected with the external-load operation, in an
FAA-approved personnel lifting device with a transport Category A
multiengine helicopter. A harbor pilot being transported externally to or from
a ship utilizing a personnel lifting device or a person being rescued utilizing a
personnel lifting device are examples of Class D loads. Any other carriage of
persons under part 133 must be in accordance with § 133.35.
5. External Load. A load that is carried, or extends, outside the aircraft fuselage.
6. Human External Cargo (HEC). A person(s) that at some point in the operation
is carried external to the rotorcraft.
7. Non-Human External Cargo (NHEC). Any external cargo operation that does
not at any time involve a person(s) carried external to the rotorcraft.

1.9 Background. Rotorcraft external-load operations in the United States have steadily
increased over the past two decades. The FAA’s General Aviation and Part 135 Activity
Survey estimated that, in 2015, operators flew 175,000 hours under part 133. Since
publication of AC 133-1A in 1979, several amendments have been made to part 133.
While some changes were administrative in nature, others affected the operating,
airworthiness, and certification rules for external-load operators.

1.9.1 Amendment 133-9. In November 1986, as part of its Rotorcraft Regulatory Review
Program, the FAA published Amendment 133-9. This amendment:

• Defined “Class D rotorcraft-load combinations” in part 1 and prescribed the

operational rules for Class D loads;
• Changed the applicability of the certification requirements for certain types
of operations;
• Updated personnel requirements;
• Amended knowledge and skill requirements;
• Simplified Operating Certificate amendment procedures;
• Defined requirements for flight under instrument flight rules (IFR);

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• Amended flight characteristics demonstration requirements; and

• Simplified the process for adding rotorcraft to an Operating Certificate.

1.9.2 Amendment 133-12. In March 1990, also as part of the Rotorcraft Regulatory Review
Program, the FAA published Amendment 133-12. This amendment adopted new
airworthiness standards for external-load attaching means as defined by parts 27 and 29.
The operational rules were also revised to allow use of external-load attaching means and
quick-release devices approved under part 21, as long as they comply with the applicable
provisions of part 27 or 29.

1.10 AC Feedback Form. For your convenience, the AC Feedback Form is the last page of
this AC. Note any deficiencies found, clarifications needed, or suggested improvements
regarding the contents of this AC on the Feedback Form.

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5/31/17 AC 133-1B

CHAPTER 2. CERTIFICATION PROCESS AND RULES

2.1 Application Process. The application process is designed to ensure that you,
the operator, meet the requirements for certification under 14 CFR part 133.
If satisfactorily completed, the application process will result in issuance of a Rotorcraft
External-Load Operating Certificate and any additional authorizations.

2.1.1 Certification Process Phases. There are five phases in the application process (see
Figure 2-4, Certification Process Flowchart):

1. Preapplication (combined with Formal Application Phase in most instances),

2. Formal Application,
3. Document Compliance,
4. Demonstration and Inspection, and
5. Certification.

Note: The part 133 certification process combines Phase 1, Preapplication, and
Phase 2, Application.

2.1.2 Certification Process Gates. Included in the five phases are three gates. The three gates
are points in the process at which requirements must be met before proceeding to the next
part of the application process.

Note: Certain cases may dictate that the guidance and suggested sequence of
events in this AC be modified. In such situations, the applicant and the local
Flight Standards District Office (FSDO) should consider existing conditions and
circumstances. The FAA will not issue an Operating Certificate until it determines
that all requested authorizations can be conducted in a safe manner and all
applicable FAA regulations, guidance, and policy have been complied with.

2.2 Phase 1 and Phase 2—Preapplication and Application.

2.2.1 Applicant Resources.

1. To start a part 133 application, contact the local FSDO for your primary
business address. The FSDO will provide the applicant with the appropriate
information and references needed to begin the certification process.
The applicant should be aware of the certification and operating requirements
of part 133. The FSDO personnel will explain:
• The general applicability and definition of terms.
• The certification requirements.
• The operating rules.

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• Part 133 recordkeeping requirements.

• The requirement to comply with other Federal, State, and local regulations.
2. Special considerations include:
• Load class authorizations A, B, C, or D.
• Instrument flight rules (IFR) authorization requirements.
• Qualifications and experience required for the Chief Pilot.
• Rotorcraft-Load Combination Flight Manual (RLCFM) requirements.
• Training program requirements for Class D operations.
• Hazardous materials (hazmat) training program, if applicable.

2.2.2 FAA Form 8400-6, Preapplication Statement of Intent. Complete the Preapplication
Statement of Intent (PASI) (available at http://www.faa.gov/forms) and submit it to the
FSDO (see Figure 2-1, FAA Form 8400-6, Preapplication Statement of Intent). Upon
receipt of a signed PASI, the FSDO will review the form to ensure that there is sufficient
information to further process the preapplication and that the proposed operation is
consistent with part 133. The PASI must contain the following:

• The company legal name, including any doing business as (DBA) names, the
principal base of operations address, the mailing address, phone numbers, and the
planned date when operations will begin.
• Names of management personnel and the Chief Pilot.
• Type, make, model, and quantity of rotorcraft operated.
• All desired authorizations (e.g., Class A, B, C, or D or IFR) in block 10.

Note: If the PASI is unacceptable, the FSDO will describe the reasons why it is
unacceptable in section 2 of the form and return it. The FSDO will notify the
applicant, either verbally or by letter, that the PASI is unacceptable for the
reasons detailed in section 2 of the form and that a new PASI is required.

2.2.3 Application Package.

1. FSDO personnel will provide the applicant with the following materials or
refer you to the current online resource:
• FAA Form 8710-4, Rotorcraft External-Load Operator Certificate Application
(see Figure 2-2, Sample FAA Form 8710-4, Rotorcraft External-Load Operator
Certificate Application).
• Sample Letter of Nomination for Designation as a Chief Pilot (see Figure 2-3).
• Sample Rotorcraft-Load Combination Flight Manual (see Appendix A).
2. FSDO personnel will discuss how to complete the forms and advise the
applicant to submit the forms with original signatures.

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3. The following factors will be used to determine if additional items need to be

discussed with the applicant:
• Previous experience in part 133 external-load operations;
• Size, scope, and safety aspects of the requested operation;
• Area of operation;
• Class D or IFR authorization, if requested; and
• Ability to comply with the certification requirements.
4. FSDO personnel will discuss the following with the applicant and answer any
questions about the certification process:
• The time and gate requirements for the completion of each phase;
• Area of operation (local or across FSDO boundaries), including the location of the
principal base of operations, and the location of any probable satellite bases;
• Load class authorization(s) the operator is seeking;
• Operator’s previous experience with part 133 operations;
• Qualifications and experience of the proposed Chief Pilot;
• Applicability of 14 CFR parts 91 and 133;
• AC 133-1, Rotorcraft External-Load Operations;
• Previous or pending enforcement action against the applicant or pilot(s);
• Contents of the RLCFM; and
• Requirements for developing a training program for Class D operations.

2.2.4 Application Review. If the application package is not complete, the FSDO will notify the
applicant in writing of the changes needed before certification can continue. An example
of a properly completed application form is shown in Figure 2-2. An indepth review of
the package will be conducted during the Document Compliance Phase.

2.2.5 Application Meeting. After the application review process is completed, an application
meeting will be scheduled to discuss:

• A schedule for certification, and any necessary adjustments.

• The requirements for each load class authorization requested.
• The requirements for the RLCFM.
• The rotorcraft ownership or lease agreement.
• The applicant’s previous experience in external-load operations.
• The experience and qualifications of the designated Chief Pilot.

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• The requirements for an IFR authorization, if applicable.

• The requirements for a Class D training program, if applicable

2.2.6 Gate Complete. All steps in the Application Phase must be completed before continuing
to the Document Compliance Phase (see Figure 2-4). If the applicant does not complete
this phase within 90 days of the FSDO’s receipt of the PASI, the FSDO may need to end
the certification process. Completion of this gate triggers a new 90-day completion
timeline for the Document Compliance Phase.

2.3 Phase 3—Document Compliance.

2.3.1 Application Form (FAA Form 8710-4).

1. In block 1, the applicant indicates the following:

• “Original Issuance” if the application is for initial certification;
• “Amendment” if the application is for a change to an existing certificate; or
• “Renewal” if the application is for renewal of an existing certificate.
2. In block 1, the applicant enters the certificate number if the application is for
amendment or renewal, and checks the appropriate block(s) to indicate the
load classes requested.
3. In block 2, the applicant indicates the name (including DBAs), mailing
address, and telephone number of the operator.
4. In block 3, the applicant indicates the address and telephone number of the
principal or local base of operations. Verify the applicant has not used a post
office box number in this block.
5. In block 4, the applicant indicates the name of the Chief Pilot or designee and
that pilot’s Airman Certificate grade (e.g., private, commercial, and airline
transport pilot (ATP)) and certificate number.
6. In block 5, the applicant indicates all rotorcraft to be used by registration
number, make, and model. The applicant also indicates the requested load
classes and whether the attaching device for each rotorcraft has been
previously approved by the FAA. The applicant may use the remarks column
to indicate which rotorcraft will be used in IFR operations.
7. At the bottom of the form, the applicant or authorized officer must date and
sign the application. The person signing the application must also include
their title (e.g., Director of Operations or President).
8. The reverse side of the form is completed by the FAA during the Certification
Phase.

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2.3.2 Rotorcraft Lease. The rotorcraft lease must list:

• Name(s) of owner(s);
• Name of certificate holder/applicant;
• Identification and type of rotorcraft;
• Duration of lease (6 month minimum);
• Indication of sole possession, control, and use for flight, including an agreement for
performance of required maintenance; and
• Signatures of the owners and certificate holder or applicant, to include dates.

2.3.3 RLCFM. See Appendix A for a sample RLCFM which includes a detailed description of
the required content.

1. Authority. Part 133, § 133.47 requires the operator to develop an RLCFM

as part of the application package for certification of rotorcraft external-load
operations. Section 133.47(a) requires the RLCFM to include the operating
limitations, procedures, performance, and other information established under
§§ 133.41–133.51. This includes the information established during
operational flight checks performed under § 133.41. The operator should place
limitations, procedures, performance, and other information not included in
the approved Rotorcraft Flight Manual (RFM) into the RLCFM.
2. Content. Section 133.47 outlines instructions and specifications for the
contents of the RLCFM. Title 14 CFR part 27 subpart G or part 29, whichever
is applicable, requires the establishment of operating limitations and other
information necessary for safe operation. The RLCFM provides a means of
conveying this information to the crewmembers.
3. Purpose. The RLCFM is a required document that provides the information
necessary for the safe carriage of external loads.
4. Developing an RLCFM. The RLCFM must cover each class of external-load
operation conducted with a specific rotorcraft. The operator must prepare an
RLCFM for each rotorcraft, even if some makes and models are similar.
The manufacturer’s calculation of performance data and operating limitations
may be unique for each rotorcraft. An operator planning to add or delete
a load class must revise the RLCFM accordingly to reflect the safety
considerations.
5. Initiation. The applicant for a part 133 external-load Operating Certificate
must submit two copies of an RLCFM for review and approval, or
one electronic copy, if acceptable, to the FSDO. The applicant must prepare
the RLCFM in conformance with part 27 subpart G or part 29 subpart G.

2.3.4 Letter of Designation of Chief Pilot. Upon issuance and acceptance of the Letter of
Designation, both the operator and Chief Pilot must sign the letter.

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2.3.5 Qualifications of Chief Pilot. The Chief Pilot nominee must meet the requirements of
§ 133.21 and have passed the knowledge and skill test for external-load operations.
The inspector may base the determination that the candidate’s knowledge and skill are
adequate on the Chief Pilot’s previous experience and safety record in rotorcraft
external-load operations. The Chief Pilot must have previously passed a knowledge and
skill test for the same class of rotorcraft external-load operations.

Note: It may be necessary to administer a knowledge and skill test for the Chief
Pilot; if so, it will be conducted during the Demonstration and Inspection Phase.

2.3.6 Rotorcraft and Equipment Maintenance Records. Airworthiness aviation safety inspectors
(ASI) will inspect the following records:

• Rotorcraft maintenance records;

• Records showing FAA approval of the attaching means;
• Airworthiness and registration certificates;
• Approved RFM; and
• For Class D authorizations, records showing engineering approval of the personnel
lifting device.

2.3.7 Class D Training Program (if applicable). A Class D initial and recurrent training
program should contain the following elements.

1. Ground training for pilots should include:

a. Reviewing contents of the Class D authorization;
b. Calculating the longitudinal and lateral Weight and Balance (W&B);
c. Determining single-engine hovering out-of-ground effect performance,
considering weight and environmental conditions (refer to § 133.45(e)(1));
d. Reviewing normal and emergency communications procedures, including
hand signals;
e. Reviewing crew coordination procedures;
f. Reviewing preflight procedures for all equipment;
g. Reviewing congested area plan (CAP) requirements;
h. Briefing all persons involved with the external-load operation;
i. Using approved personnel lifting devices;
j. Operating the winch, including weight, longitudinal and lateral center of gravity
(CG), operational limitations, preflight, normal, and emergency procedures;

Note: See Appendix C, Possibility of D-Ring Reversal or Dynamic

Rollout During Winching or Long Line Operations, for information
about winch operation.

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k. Reviewing night operation considerations, limitations, and risk mitigation

procedures (if applicable);
l. Avoiding collisions and obstacles; and
m. Reviewing other information necessary to ensure pilot competence. For example,
for each rotorcraft make and model used, examine the training program for
information about the following:
• Major rotorcraft systems,
• Limitations of the rotorcraft make and model,
• Performance characteristics,
• Fuel consumption and management,
• Approved RFM, approved RLCFM, and approved supplements,
• Procedures for normal and emergency situations,
• Explanations of the causes of loss of tail rotor effectiveness and procedures to
recover, and
• Avoidance of potentially hazardous meteorological conditions.
2. Flight training for pilots while carrying a simulated load (ballast) on the
personnel lifting device should include:
a. Computing longitudinal and lateral W&B and performance planning;
b. Performing takeoffs and landings;
c. Maintaining directional control while hovering;
d. Accelerating from a hover;
e. Performing approaches to landing or work areas;
f. Operating the winch, if so equipped;
g. Using safety devices that prevent inadvertent release of the load;
h. Releasing the load in an emergency;
i. Single engine hovering and maneuvering for landing;
j. Night flight training (if applicable); and
k. Avoiding collisions and obstacles.
3. Ground training for flightcrew members (e.g., winch operators) should
include:
a. Reviewing normal and emergency communications procedures, including
hand signals;
b. Operating the winch, including weight and operational limitations, preflight,
normal, and emergency procedures;
c. The appropriate portions of the RLCFM;

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d. Reviewing crew coordination procedures;

e. Conducting a preflight inspection of lifting equipment;
f. Using the approved personnel lifting devices;
g. Using personal safety equipment, such as harnesses, clothing, and gloves;
h. Recognizing the onset of hazardous load oscillations;
i. Recognizing other dangerous situations;
j. Night operation considerations, limitations, and risk mitigation procedures
(if applicable); and
k. Avoiding collisions and obstacles.
4. Flight training for flightcrew members (e.g., winch operators) while carrying
a simulated load (ballast) should include:
a. Operating the winch, if so equipped;
b. Communicating among crewmembers, including hand signals as well as normal
and emergency communications procedures;
c. Using safety devices that prevent inadvertent release of the load;
d. Releasing the load in an emergency;
e. Using an approved personnel lifting device;
f. Using personal safety equipment, such as harnesses, clothing, and gloves;
g. Stabilizing oscillating winch loads;
h. Night flight training (if applicable); and
i. Avoiding collisions and obstacles.
5. Ground and flight training for ground crew personnel while carrying
a simulated load (ballast) should include:
a. Reviewing normal and emergency communications procedures, including
hand signals;
b. Reviewing crew coordination procedures;
c. Performing a preflight inspection of the lifting equipment;
d. Using an approved personnel lifting device;
e. Operating the winch, including limitations and normal and emergency procedures;
f. The appropriate portions of the RLCFM;
g. Recognizing dangerous situations;
h. Recognizing the onset of hazardous oscillation of the load; and
i. Using personal safety equipment, such as helmets, gloves, and goggles.

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2.3.8 Gate Complete. All steps in the Document Compliance Phase must be completed before
continuing to the next phase (see Figure 2-4). The FSDO may end the certification
process if the Document Compliance Phase has not been completed within 90 days.
The completion of this gate triggers a new 90-day completion timeline for the
Demonstration and Inspection Phase.

2.4 Phase 4—Demonstration and Inspection.

2.4.1 Knowledge and Skill Tests. A knowledge and skills test will be administered unless the
Chief Pilot has previously passed the knowledge and skill test. The tests must have been
for the same class of external load and for the same make and model of rotorcraft.
Only in rare circumstances would the applicant’s previous experience fully satisfy the
requirements of § 133.23(d).

2.4.2 Knowledge Test. Whether the ASI selects either an oral or a written knowledge test,
at least the following areas must be tested:

1. The pilot must be able to describe or answer questions about procedures for
preflight inspection of aircraft, attaching means, and personnel lifting devices,
if appropriate.
2. The pilot must be able to conduct an accurate survey of the flight areas to be
used, including the pickup site, the route, and the landing site. The pilot
should indicate that the routes for the approach to and departure from each site
should be over the lowest obstacle and in the direction of the prevailing wind.
3. The pilot should be able to calculate W&B with emphasis on a lateral CG.
The pilot must also correctly describe how to prepare the load, check the
rigging, and attach that load to the helicopter.
4. The pilot should be able to identify the different types of webbing, nylon rope,
chairs, clevises, and connector links. The pilot should have a general
knowledge of the weight lifting capacity and the rigging of each.
5. For Class D authorizations, the pilot should know how to operate the
personnel lifting device and be aware of its limitations.
6. The pilot must have thorough knowledge and understanding of the
performance capability, operating procedures, and limitations of the helicopter
to be used. The pilot should be able to calculate the adjusted gross weight
performance when the temperature and/or density altitude changes.

2.4.3 Communications Test. The pilot must demonstrate an understanding of the ground crew’s
hand signals, as communication between the flightcrew and ground crew is critical
in ensuring the safety of persons on the ground and in the helicopter. Class D
authorization requires radio communication among flight and ground crewmembers,

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and, if appropriate, the pilot must show that he or she is familiar with standard radio
phraseology and with phraseology developed for the operation.

1. The pilot must have complete knowledge of all material in the approved
RLCFM.
2. When all the requirements are satisfied, the skill test is conducted. Because of
the elaborate preparations and equipment sometimes involved in external-load
operations, the ASI may conduct the skill test after failure of the knowledge
portion if special circumstances make it necessary. The skill test may only be
conducted at this time if the deficient knowledge area is unrelated to the
skill test.

2.4.4 Skill Test. The pilot must successfully perform flight operations for the appropriate
load class in the helicopter for which certification is sought. For the purposes of the skill
demonstration, the external-load weight, including the external-load attaching means,
must be the maximum weight for which authorization is sought. The ASI can elect to
conduct the skill test in the helicopter with the applicant or observe from the ground.

1. For a Class A external load, the skill test must consist of the following:
a. Before liftoff, the pilot should make a check of security and proper rigging of
the load.
b. The rotorcraft and load must be lifted to an appropriate hover altitude where the
pilot determines if power is available for takeoff.
c. While at a hover, the pilot must demonstrate that adequate directional control is
available by making heading changes of 180 degrees to each side of the proposed
takeoff path.
d. The pilot must demonstrate smooth acceleration from a hover into forward
climbing flight. Sufficient power, not to exceed the maximum allowable, must be
applied on takeoff to ensure that the aircraft clears the tallest immediate obstacle
safely.
e. The pilot must demonstrate horizontal flight at the maximum operational airspeed
for the load authorization requested.
f. The pilot must demonstrate normal and steep approaches.
2. For a Class B external load, the skill test must consist of the following:
a. During preflight, the pilot must demonstrate that both electrical and manual
functions of the rotorcraft attachment system operate properly.
b. Before liftoff, the pilot should make a check of security and proper rigging of
the load.
c. The pilot must demonstrate pickup of the external load. The load should be lifted
slowly in a vertical ascent until the sling becomes taut and centered. The load is
then lifted to an appropriate hover altitude where the pilot determines if power is
available for takeoff.

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5/31/17 AC 133-1B

d. While at a hover, the pilot must demonstrate that adequate directional control is
available by making heading changes of 180 degrees to each side of the proposed
takeoff path.
e. The pilot must demonstrate smooth acceleration from a hover into forward
climbing flight. Sufficient power, not to exceed the maximum allowable, must be
applied on takeoff to ensure that the load clears the tallest immediate obstacle
safely.
f. The pilot must demonstrate horizontal flight at the airspeed for which
authorization is requested. As the airspeed is increased, low-density light loads
generally tend to shift further aft and may become unstable. When the load is of
greater density, more compact, and better balanced, the ride is steadier and the
airspeed may be safely increased. Any unstable load may flutter, oscillate, or
rotate, resulting in reduced aircraft control and undue stress on the helicopter.
A reduction in forward airspeed will usually allow regaining of aircraft control
and steadying of the load. If the load begins oscillating fore and aft or fluttering,
it is especially important that the helicopter’s forward airspeed be reduced.
g. The pilot must maneuver the external load into the release position and release it,
under normal flight conditions, using the normal and, if practicable, emergency
release controls.
h. The pilot must demonstrate winch operation if a winch is used to lift the external
loads. The pilot and the winch operator, if appropriate, should each operate the
winch during the test. Whenever the cyclic grip switch location or function has
been modified, the pilot must demonstrate the ability to actuate the switch in
normal operations and simulated emergencies without having to assume an
unusual finger or thumb position that may induce unwanted control input.
3. For a Class C external load, the skill test must consist of the following:
a. The pilot must make a preflight check of the electrical and mechanical functions
of the rotorcraft’s attachment system.
b. The pilot must lift a portion of the load if it is to be dragged, or lift the entire load
if it is ballast for a wire stringing operation.
c. The pilot must demonstrate lateral (sideward) flight with proper speed, heading
control, and smoothness.
d. If the operator plans on towing (boats, barges), the pilot must demonstrate
forward flight.
e. If a winch is installed, the pilot or winch operator must demonstrate its use.
4. For Class D load authorization flight checks, the pilot must demonstrate
the same maneuvers as indicated for Class B, including winch operations,
if applicable. The test should include picking up a dummy load, moving this
load to a predetermined area, and releasing the load under normal
circumstances.

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5/31/17 AC 133-1B

2.4.5 Rotorcraft and Equipment Inspection. (See Appendix C for more information about
winches used for attaching external loads.)

1. Rotorcraft external-load attaching means must meet the requirements outlined

in § 133.43(a).
2. While conducting external-load operations, the aircraft must have on board
a facsimile of the approved Rotorcraft External-Load Operating Certificate
(FAA Form 8430-21, Operating Certificate). This certificate constitutes a
valid airworthiness certificate while the operator conducts external-load
operations. It in no way invalidates the airworthiness certificate issued at
certification. The facsimile, carried in the aircraft, is only valid while an
external load is attached.
Note: The airworthiness certificate issued at certification must be displayed
in accordance with part 91, § 91.203.
3. Each external-load attaching means must have been approved under one of
the following:
• Civil Air Regulations (CAR) part 8, Aircraft Airworthiness Restricted Category,
on or before January 17, 1964;
• Part 133, before February, 1977;
• Part 27 or 29, as applicable, regardless of the approval date;
• Supplemental Type Certificate (STC); or
• FAA Form 337, Major Repair and Alteration (Airframe, Powerplant, Propeller,
or Appliance).
4. Quick-Release Device: A quick-release device must have been approved
under either of the following:
• Part 27 or 29, as applicable; or
• Part 133, before February 1, 1977.
5. Control for quick release must be installed in accordance with part 27,
§ 27.865. In addition, a manual mechanical control for the quick-release
device must be readily accessible to either the pilot or another crewmember.

2.4.6 Operational Flight Checks (As Required by § 133.33). This flight check should be
conducted while the ASI observes from the ground, unless the ASI determines
observation from aboard the rotorcraft is absolutely necessary.

1. The pilot must ensure the gross weight and CG location of the rotorcraft-load
combination (RLC) is within approved limits. They should also verify the
external load is securely fastened and does not interfere with devices provided
for its emergency release.
2. The pilot will make an initial lift off to verify that controllability is
satisfactory.

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5/31/17 AC 133-1B

3. The pilot will execute a 360-degree pedal turn (to the right or left,
as appropriate) to verify that directional control is satisfactory while the
rotorcraft is hovering.
4. The pilot should accelerate into forward flight to verify that no attitude
(whether of the rotorcraft or the external load) is encountered in forward flight
in which the rotorcraft is uncontrollable or which is otherwise hazardous.
5. In forward flight, check for hazardous oscillations of the external load, but if
the external load is not visible to the pilot, other crewmembers or ground
personnel may make this check and signal the pilot.
6. Increase the forward airspeed and determine an operational airspeed at which
no hazardous oscillation or hazardous aerodynamic turbulence is encountered.

2.4.7 Initial Certification Base Inspection. For original certification, there are some items
that cannot be inspected during a base inspection. For example, an applicant for a
Rotorcraft External-Load Operating Certificate would not have certificate facsimiles or
lists of authorized rotorcraft for examination.

2.4.8 Results of Inspections and Testing. The operator will be advised in writing of any
unsatisfactory test or inspections. The unsatisfactory test or inspections should be
rescheduled and repeated until satisfactory results are achieved.

2.4.9 Gate Complete. Verify all steps in the Demonstration and Inspection Phase are complete
before continuing to the next phase (see Figure 2-4). The FSDO may end the certification
process if the Demonstration and Inspection Phase has not been completed within
90 days. The completion of this gate triggers a new 14-day completion timeline for the
Certification Phase.

2.5 Phase 5—Certification.

2.5.1 Successful Certification. When all certification requirements have been met, the FSDO
will contact the Aviation Data Systems Branch (AFS-620) for a certificate number.
The Operating Certificate expires on the last day of the 24th calendar-month after the
date of issue (refer to § 133.13).

2.5.2 Web-Based Operations Safety System (WebOPSS). Authorizations were not previously
issued to part 133 operators using WebOPSS; however, WebOPSS is used to provide a
national standardized method for issuing regulatory authorizations (e.g., Class D or IFR).
The use of WebOPSS also puts the operator into the national database for receiving
safety advisories and alerts. In accordance with §§ 133.27(b) and 133.51, a copy of the
Operating Certificate and Letter of Authorization (LOA) A003, Aircraft Authorization,
must be carried aboard each rotorcraft when the rotorcraft is being used in operations
conducted under this part.

2.5.3 Certificate Denial. If certification requirements are not met, the FSDO will notify the
applicant in writing and provide specific reasons for the denial and cite 14 CFR sections
where possible.

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Figure 2-1. FAA Form 8400-6, Preapplication Statement of Intent

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5/31/17 AC 133-1B

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Figure 2-2. Sample FAA Form 8710-4, Rotorcraft External-Load Operator

Certificate Application

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5/31/17 AC 133-1B

Figure 2-3. Sample Letter of Nomination for Designation as a Chief Pilot

[Operator’s name]
[Operator’s address]
[Operator’s city, State, and ZIP Code]

[Date]

Federal Aviation Administration (FAA)

Flight Standards District Office (FSDO)
[FSDO address]
[FSDO city, State, and ZIP Code]

Dear Inspectors:

I am writing to inform you that, as part of our application for a Rotorcraft External-Load
Operating Certificate, I wish to designate the following person as Chief Pilot, with your
approval:

[Name, certificate grade, and number]

[Name] has accumulated over [XXXX] hours as pilot in command (PIC) of rotorcraft and most
recently was employed as an external-load pilot for [name of other operator]. In this capacity,
[name] flew [make and model]. [Name] completed the FAA knowledge and skill tests on [date].

All records of experience and training are available for the inspector’s review.

Sincerely,

[Signature of operator]

[Name]
[Title]

I accept this nomination for designation as Chief Pilot.

[Signature of Chief Pilot]

[Name of Chief Pilot]

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5/31/17 AC 133-1B

Figure 2-4. Certification Process Flowchart

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5/31/17 AC 133-1B

CHAPTER 3. OPERATING RULES AND REQUIREMENTS

3.1 Operating Rules. Title 14 CFR part 133, § 133.33(c) pertains to operational
requirements and refers to the operational flight checks that each person must initially
demonstrate in a manner that does not endanger persons or property on the surface.
This operational flight check applies to any rotorcraft-load combination (RLC) that
differs substantially from any that person has previously carried with that type of
rotorcraft as described in paragraph 2.4.6 of this AC.

1. An example of Class B loads that do not differ substantially from each other is
an air conditioner versus an electrical transformer. Both these loads are
non-aerodynamic and not considered substantially different.
2. An example of loads that could differ substantially is an air conditioner versus
a large pane of glass or other lightweight loads. These loads are substantially
different because the pane of glass can be aerodynamic under certain
conditions.

Note: When the loads differ substantially, a flight characteristics check may also
be required in accordance with § 133.41.

3.2 Congested Area Operations.

3.2.1 Requirements for Congested Area Operations. Section 133.33(d) establishes the
requirements for conducting external-load operations over congested areas. Each
operation is required to be conducted under a plan that must be approved by the Flight
Standards District Office (FSDO) having jurisdiction over the area in which the operation
is to be conducted. It is not intended that a separate plan be required for each flight.
One plan will suffice for an operation that might require several flights to complete.
Each plan should provide sufficient information for a thorough evaluation of all safety
matters. A chart depicting flight routes and altitudes should be included in each operating
plan. Aeronautical charts may be used if the scale and detail is sufficient for evaluation
purposes. Past experience has shown that city maps distributed by oil companies are
excellent for congested area operating plans. Lack of adequate charts may make it
necessary to use a hand-drawn chart to identify routes over city streets, railroad tracks,
riverbeds, etc. In order that each congested area operating plan may be properly
evaluated, it should be submitted at least 5 business-days in advance of the proposed
operation to the appropriate office.

3.2.2 Restricted Category Helicopter Considerations. Section 133.45(d) states, “No person may
conduct an external-load operation under this part with a rotorcraft type certificated in the
restricted category under § 21.25 over a densely populated area, in a congested airway,
or near a busy airport where passenger transport operations are conducted.” The
following considerations should be clearly understood by restricted category helicopter
operators:

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5/31/17 AC 133-1B

1. During the development of part 133, it was necessary to consider the

application of the minimum safe altitude rules of 14 CFR part 91, § 91.119
as they would apply to flight operations over congested areas. Specifically,
it was necessary to provide exceptions for external-load operations over both
congested areas and other than congested areas. The first was accomplished in
§ 133.33(d), which authorizes congested area operations under specified
conditions for helicopters type certificated (TC) under 14 CFR part 27 or 29.
A restricted category (14 CFR part 21) helicopter is ineligible for use over
congested areas during external-load operations. Secondly, § 133.33(e) was
designed to allow for external-load operations below those altitudes otherwise
prohibited by § 91.119 which do not create a hazard to persons or property on
the surface. This rule is applicable to normal and restricted category
helicopters alike.
2. Section 91.313(e) prohibits the operation of restricted category civil aircraft
over densely populated areas, in congested airways, or near a busy airport
where passenger transport operations are conducted, except when operating
in accordance with the terms and conditions of a Certificate of Waiver (CoW)
or special operating limitations issued by the Administrator. External-load
operators are eligible for such waivers applicable to restricted category
helicopters, as are the operators of any other restricted category aircraft. In the
case of the external-load operator, such a waiver is applicable to all operations
otherwise prohibited by § 91.313(e), except when that operator is engaged
directly in external-load operations. Section 133.45(d) reinforces the
prohibition of § 91.313(e) for external-load operations, and waiver provisions
are not authorized.
3. Access routes (ingress/egress) to the site of an external-load operation should
not be construed to be a part of the external-load operation. Access to and
from the worksite not involving an external load operation should be
considered a part 91 operation.

Note: To review: A restricted category helicopter may not be used by an

external-load operator for external-load operations in any circumstance over
congested areas, over densely populated areas, in congested airways, or near busy
airports where passenger transport operations are conducted.

3.2.3 Congested Area. The term “congested area” has been applied on a case-by-case basis
since it first appeared in the Air Commerce Regulations of 1926; a more precise
mathematical or geographic definition has yet been developed. The term has never been
defined in any regulation. However, the following guidelines have been applied by the
Civil Aeronautics Board (CAB) (now the National Transportation Safety Board (NTSB))
in attempting to give the term fair and equitable effect:

1. The term is administered so as to protect persons and property in small,

sparsely settled communities, as well as persons and property in large
metropolitan areas, from the hazards presented by aircraft. Thus, the size
of the area is not controlling, and violations of the rule have been sustained

3-2
5/31/17 AC 133-1B

for operation of aircraft: (i) over a small congested area consisting of

approximately 10 houses and a school; (ii) over the campus of a university;
(iii) over a beach area along a highway; and (iv) over a summer camp where
there were numerous people on the docks and children at play on shore.
2. The presence of people is important to the determination of whether a
particular area is congested. Thus, no violation was found in the case of a
flight over a large shop building and four one-family dwellings because, in the
words of the CAB Examiner, “it was not known whether the dwellings were
occupied.” In that case, the area surrounding the buildings was open, flat,
and semi-arid. For external-load operations, a factory with adjacent occupied
parking lots, filled with employees and vehicles, might be considered a
congested area unless the parking lots and employees are vacated and
necessary precautions taken to prevent vehicles and persons from reentering
the area.
3. The term is administered to prohibit overflights that cut the corners of large,
heavily congested residential areas.
4. As stated in § 91.119(b), the congested area could be any area of a city, town,
or settlement. However, no precise density of population, ground traffic,
or congestion, or precise description of the proximity of buildings or number
of residences, has yet been devised that will achieve both the intended
protection of persons and property on the ground, and fair application of the
rule to operators of aircraft.

3.2.4 Densely Populated Areas. A densely populated area could be considered almost
synonymous with a congested area. Those areas of a city, town, or settlement which
contain a large number of occupied homes, factories, stores, schools, university and
hospital-type buildings, and other related business structures, might be considered
densely populated areas. Additionally, a densely populated area may not contain
any buildings, but could consist of a large gathering of persons, such as on a beach area
or at an airshow, a ball game, fairgrounds, etc.

3.2.5 Near a Busy Airport Where Passenger Transport Operations Are Conducted.
An external-load operation conducted within an airport’s Class D airspace could be
considered “near” in the application of § 133.45(d). External-load operations cannot be
conducted within such an area when passenger transport operations (air carrier and
air taxi) are being conducted to or from those airports. Accordingly, the operator must be
advised that advance coordination with the controlling air traffic control (ATC) facilities
will be necessary to ensure the establishment of proposed hours of external-load
operations, and that adequate procedures will be utilized to ensure that no external-load
operation is conducted when passenger transport operations to or from the airport are
in progress. Passenger transport operations will be considered “in progress” whenever
an aircraft engaged in such operations is in flight within the above defined areas, and the
operator is so advised by ATC.

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5/31/17 AC 133-1B

3.2.6 Congested Area Plan (CAP). For congested area operations, the operator must develop
a plan for each complete operation, coordinate this plan with the FAA FSDO having
jurisdiction over the area in which the operation will be conducted, and obtain approval
for the operation from that district office. The plan must include a Letter of Agreement
(see Figure 3-2, Letter of Agreement for Congested Area) with the appropriate political
subdivision that local officials will exclude unauthorized persons from the area in which
the operation will be conducted, coordination with ATC, if necessary, and a detailed chart
depicting the flight routes and altitudes.

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5/31/17 AC 133-1B

Figure 3-1. Sample Congested Area Plan

(Submit in duplicate.)

Name, Address, Telephone Number of Operator:

Name, Address, Telephone Number of Contractor:

Rotorcraft Identification Number: N

Rotorcraft Make and Model (HU-369D, etc.):

Rotorcraft Airworthiness Category (Normal, Restricted, Transport):

Pilot Name and Certificate Number:

DATES AND TIMES OPERATION WILL BEGIN AND TERMINATE:

Date Time begin Time end

Name, title, and telephone number of appropriate official of the local subdivision who has agreed
to exclude unauthorized persons from the operational area, if applicable:

Copy of agreement attached? Yes/No

List of streets or roads that will be blocked during operation, if applicable:

Ingress/egress routes, if applicable:

(If appropriate) This operation has been coordinated with the following air traffic control
facilities:

Description and weight of loads to be carried:

Class:

Description:

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Length of attaching means (includes hook and cable):

Weight of load:

Physical size of load:

List of buildings that must be either partially or entirely unoccupied by persons:

Building description/address:

Owners:

Telephone number:

Load penetration (for occupied buildings):

How many floors could the load penetrate if dropped from the highest point of lift above the
building? floors

What is the maximum height the load will be lifted above the building? feet

Are charts, maps, and/or diagrams attached? Yes/No

Narrative description of pickup site, route, delivery site, and plan for ceasing operation if
unauthorized persons enter operational area:

(Use additional sheets as necessary.)

[Company official’s signature]

[Title]

[Date]

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5/31/17 AC 133-1B

Sample Diagram of Congested Area Plan

3-7
5/31/17 AC 133-1B

Figure 3-2. Letter of Agreement for Congested Area

LETTER OF AGREEMENT FOR CONGESTED AREA

Personnel of the [name of the political subdivision] agree to exclude all unauthorized persons
from the operational area described on the attached CAP, which was prepared for rotorcraft
external-load operations. I understand that the operations will be conducted on [dates] and
remove the operator’s responsibility to exclude all unauthorized persons from the
operational area.

[Signature of official]

[Name of official]
[Title of official]
[Date]

3.3 Carriage of Persons.

3.3.1 Passenger Carrying Versus Carriage of Persons. Part 133 does not provide for
“passenger-carrying” operations, but does provide for the “carriage of persons” in
accordance with § 133.35. If conducting passenger-carrying operations, the operation
must comply with part 91 or 135. No Class A, B, or C external-load operator may allow
passenger carrying during external-load operations unless the person carried is a
flightcrew member, is a flightcrew member trainee, performs an essential function in
connection with the external-load operation, or is necessary to accomplish the work
activity directly associated with the external-load operation. An operator with Class D
external-load approval may receive authorization to transport persons externally who are
other than a crewmember or not directly associated with the external-load operation.

3.3.2 Class B Human External Cargo (HEC). Under § 133.35, an operator with a Class B
approval is authorized to externally carry a crewmember, a person essential to the
external-load operation, or a person who is necessary to accomplish the work activity
directly associated with that operation with a single-engine or multiengine rotorcraft,
in accordance with applicable operating limitations. If Rotorcraft Flight Manual (RFM)
or RFM Supplement (RFMS) operating limitations, markings, or placards contain
language prohibiting use for HEC, operators of civil rotorcraft must comply with those
limitations in accordance with § 91.9(a) (e.g., an RFMS limitation such as, “the cargo
hook is approved for non-human cargo, Class B rotorcraft-load combinations only”).
The RFM or RFMS may also include additional limitations indicating certification for
HEC (e.g., “the external load system meets the 14 CFR part 27 certification requirements
for HEC”). The operator may carry the persons in the following examples as a Class B
external load, which must be jettisonable:

• Power line patrol/maintenance personnel.

• Rescue personnel who are performing emergency medical and rescue services.

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3.4 Human External Cargo (HEC).

3.4.1 Class D Load Combination Operations. As with other load combinations, Class D
operations must be authorized per § 133.17. Additionally, the operator is required to have
an FAA-approved initial and recurrent training program. Any pilot conducting Class D
operations must be current in accordance with the training requirements of § 133.37.
Finally, the rotorcraft must meet the equipment requirements of § 133.45(e) and the
Rotorcraft-Load Combination Flight Manual (RLCFM) must contain information
essential for safe operation with Class D loads.

Note: Part 133 operations under instrument flight rules (IFR) must be specifically
approved by the FAA; however, no person may be carried as part of an external
load under IFR.

3.4.2 Class B Load Combination Operations. As with other load combinations, Class B
operations must be authorized per § 133.17. The test for determining whether it is
appropriate to conduct a human external load as a Class B versus a Class D external-load
combination operation is to consider the standard industry practices for the work activity
being accomplished. If the person is performing an essential function in connection with
the external-load operation or is necessary to accomplish the work activity directly
associated with that external-load operation, the operator may be authorized to transport
the person as a Class B external-load combination. If the person is not performing an
essential function in connection with the external-load operation or is not necessary to
accomplish the work activity directly associated with that external-load operation, then
the operator would be required to transport the person as a Class D external-load
combination if that person is transported externally.

3.4.2.1 Class B HEC has become an essential tool within the rotorcraft-helicopter
industry and when conducted utilizing best safety practices has proven to be
a safe and efficient means of transport. Pilots and operators should conduct
a thorough safety analysis of any proposed Class B HEC operation to ensure
that the use of Class B HEC is appropriate to the mission and that a proper
hazard identification and risk analysis has been conducted.

3.4.2.2 When conducting Class B HEC operations, it is important to understand the

current regulatory requirements. Section 133.23 states the applicant must
demonstrate to the Administrator satisfactory knowledge and skill regarding
rotorcraft external-load operations. An operator that conducts HEC operations
must demonstrate the specific knowledge and skill for safe HEC operations
as part of the knowledge and skill test.

3.4.2.3 Section 133.33 states that before a person may operate a rotorcraft with an
external-load configuration that differs substantially from any that person has
previously carried with that type of rotorcraft (whether or not the RLC is of
the same class), that person must conduct, in a manner that will not endanger
persons or property on the surface, flight operational checks as the
Administrator determines are appropriate to the RLC. Class B HEC load

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combinations differ substantially from other Class B rotorcraft loads and

require an operational flight check.

3.4.2.4 Section 133.41 states the applicant must demonstrate to the Administrator,
by performing the operational flight checks prescribed, as applicable, that the
RLC has satisfactory flight characteristics. HEC operations must be
demonstrated utilizing a simulated load (ballast) on the personnel lifting
device to verify satisfactory flight characteristics, unless these operational
flight checks have been demonstrated previously and the RLC flight
characteristics were satisfactory. For the purposes of this demonstration,
the external-load weight (including the external-load attaching means) is the
maximum weight for which authorization is requested.

3.4.2.5 Section 133.47 states that the applicant must prepare an RLCFM and submit
it for approval by the Administrator. The RLCFM must set forth any other
information essential for safe operation with external loads. With regard to
HEC operations, this information should include at a minimum:

1. Class B HEC Operations.

2. Class B HEC Training:
• Pilot training.
• Crewmember training.
• Recurrent training.
• Recent experience.
3. Personnel Qualifications:
• Pilot qualifications.
• Crewmember qualifications.
4. Class B HEC Briefings.
5. Operational Safety Considerations.
6. Communications.

3.4.2.6 Helicopter operators should select only those pilots that have demonstrated
a sufficient level of experience, skill, and ability within Class B vertical
reference operations. Class B HEC pilot training should be conducted by
an operator’s Chief Pilot or the Chief Pilot’s qualified designee. Pilot training
should be conducted and documented in accordance with the operator’s
Class B HEC training program and should contain, but is not limited to,
the following minimum curriculum:

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3.4.2.6.1 Pilot training:

1. Knowledge and skill training.

2. Demonstrated proficiency with precision vertical reference load
placement.
3. Proper load configuration, use, and application of Class B HEC.
4. Installation, inspection, and operation of secondary safety
device(s).
5. Acceptance or rejection criteria of HEC attaching means to include
long lines, chairs, and/or harnesses.

Note: See Appendix C, Possibility of D-Ring Reversal or Dynamic

Rollout During Winching or Long Line Operations, for information
about winch operation.

6. Hazard identification, risk analysis, and mitigation.

7. Crew Resource Management (CRM).
8. Communication.
9. Normal/abnormal and emergency procedures pertinent to Class B
HEC operations.
10. Electrical wire environment hazards.
11. Fuel management.

3.4.2.6.2 Crewmember training. Crewmembers working on or around the helicopter

should be trained by a competent person in the following areas:

1. Acceptance or rejection criteria of HEC attaching means to include

long lines, chairs, and/or harnesses.
2. Task-specific operations.
3. Hazard identification, risk analysis, and mitigation.
4. CRM.
5. Communication:
• Emergency procedures pertinent to Class B HEC operations.
• Ground.
• Flight.

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6. Mock-up training and review of:

• Rigging inspection and acceptance or rejection criteria of equipment.
• Communication procedures.
• Simulation of task (both crew and pilot tasks).
7. Documented completed proficiency on all of the above.

Note: Each operator is responsible to ensure that the individuals

providing crewmember training have sufficient experience with
Class B HEC operations, safe rigging, and fall protection.
Additionally, competent instructors should have working knowledge
and understanding of the particular risks associated with the specific
operation being conducted.

3.4.2.6.3 Recurrent training. Both pilots and crew members should receive recurrent
Class B HEC training annually. Additional training should be conducted and
documented for each new operation type, equipment change, or when the
mission profile is significantly modified.

3.4.2.6.4 Recent experience. Each operator should have a recent experience program
that is designed to ensure each pilot and crewmember is prepared to perform
Class B HEC safely and has conducted Class B HEC or equivalent precision
operations within a specified period of time. An individual’s recent experience
must be obtained from the company’s specific operations and should not carry
over from outside experience.

3.4.2.6.5 Pilot qualifications. Helicopter pilots selected to perform Class B HEC

operations should have previous experience with HEC operations and should
be trained for safe operations within the HEC operating environment.
Operators should establish minimum sufficient experience levels to serve as a
basic qualification threshold. Considerations of such minimum experience
may include:

• 2,000 hours as pilot in command (PIC) in helicopters.

• 500 hours of vertical reference long line experience.
• 200 hours as PIC in specific type of the helicopter to be used in the
Class B HEC operation.
• 200 hours as PIC conducting precision vertical reference, long line
operations.
• Knowledge of the hazards and “hands-on” operations to be conducted.
• Fitness for duty and physical or psychological limitations (IMSAFE).

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• Communications limitations.
• Understanding of the five hazardous attitudes and their antidotes:
anti-authority, impulsive, invulnerability, macho, and resignation.

3.4.2.6.6 Crewmember Qualifications:

1. Not all crewmembers will be comfortable with or qualified to

perform Class B HEC operations. All crewmembers should be
selected for Class B HEC operations on a voluntary basis.
Crewmembers selected should be qualified for Class B HEC
operations based on:
• Experience level.
• Knowledge of aircraft limitations, including weight limitations to meet
aircraft performance limitations.
• Knowledge of the “hands-on” operations to be conducted.
• Fitness for duty and physical or psychological limitations (IMSAFE).
• Communications limitations.
• Understanding of the five hazardous attitudes and their antidotes:
anti-authority, impulsive, invulnerability, macho, and resignation.
2. Thorough training of both pilots and crewmembers is critical to
safely conducting Class B HEC operations. The following topics
should be developed and integrated into an operators Class B HEC
training program:
• General helicopter safety training,
• Applicable regulations pertaining to Class B HEC operations, and
• Company-specific requirements and limitations.

3.4.2.6.7 Class B HEC briefings. The daily briefing should be attended by all persons
involved in the operations for that particular day. The briefing should cover
concerns, identified risks, and hazards. Additionally, this briefing should
cover:

1. Definition of the core operational and individual tasks for the day.
2. Identification of specific hazards.
3. Discussion of hazard and risk mitigation.
4. Communication issues.
5. Weather conditions and forecasts (i.e., wind gusts, lightning, or
other weather factors that could increase risk).
6. Any revisions to the site-specific safety plan.

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7. Universal “go/no-go” authority.

8. Pre-operation reconnaissance flight.
9. Personal protective equipment (PPE) appropriate for the task.
10. Review of key points of the Emergency Action Plan.
11. Weight and Balance (W&B) calculation.

Note: An additional briefing should be conducted upon any significant

change in the daily operations which was not covered by the daily
briefing.

3.4.2.6.8 Operational safety considerations. When selecting crewmembers for Class B

HEC, care should be given to ensure that those individuals with the least
experience and knowledge be paired with qualified crewmembers experienced
in Class B HEC operations (no green on green). Each aircraft used for Class B
HEC operations should be subject to daily engine power assurance checks and
trend monitoring.

3.4.2.6.9 Communications. Prior to any Class B HEC operation, it is essential that all
crewmembers and the pilot have established a clear method of
communication. This may consist of hand signals and/or two-way radio
communications. Communications should be tested prior to each day’s
operation. When there are communication failures or confusion, operations
should be suspended until clear communications are restored.

3.5 Night Operation Considerations, Limitations, Training, and Risk Mitigation

Procedures (if applicable).

1. It is more dangerous to conduct rotorcraft external-load operations during

darkness; therefore, extensive training and detailed planning become
increasingly important. In accordance with § 133.47, the RLCFM must set
forth any other information essential for safe operation with external loads.
With regard to night operations, this information should include, at a
minimum, adequate considerations, limitations, training, and risk mitigation
procedures describing how the operator will conduct operations at night.
2. It is important to realize that certain problems will exist at night that do not
occur during daylight operations. Common night problems include increased
time required for hookup, tendency for the helicopter to drift during hover,
and lack of depth perception for crewmembers and ground personnel. During
night operations, hand-and-arm signals are the same as daylight operations
except that flashlight wands or other visible light sources are used.
3. Whenever possible, and if the situation permits, personnel should wear
reflective vests. Manmade securable lighting (e.g., chemlights, battery
powered light source, etc.) attached to the top of the load assists the aircrew in
identifying the load; likewise, a chemlight attached to the cargo hook aids the
hookup team during the hookup operation. Some helicopters are equipped

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with lights positioned by the cargo hook. The aircrew identifies the cargo
hook by illuminating the cargo hook light.

3.6 Public Aircraft Operations (PAO).

1. Section 133.1 prescribes that part 133 subpart B, Certification Rules

(§§ 133.11–133.27) do not apply to a Federal, State, or local government
conducting PAO. However, operators conducting PAO must still comply with
part 133 subparts A, C, and D.
2. PAO are required to comply with part 133 subparts A, C, and D. For further
information, refer to AC 00-1.1, Public Aircraft Operations. Each
external-load attaching means must be approved as specified in § 133.43.
3. Any government or public entity conducting civil operations must hold a
part 133 certificate in order to conduct external-load operations. This obligates
them to comply with all sections of part 133.

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CHAPTER 4. AIRWORTHINESS REQUIREMENTS

4.1 Operations Flight Characteristic Demonstration. Title 14 CFR part 133, § 133.41(a)
pertains to airworthiness requirements and refers to the flight characteristics as it relates
to each rotorcraft-load combination (RLC) for a specific rotorcraft type. Approval of each
RLC requires a demonstration flight showing satisfactory flight characteristics for
that RLC. For the purposes of this demonstration, the external-load weight, including the
external-load attaching means, must be the maximum weight for which authorization
is sought.

4.1.1 Documentation of Previous RLC Demonstrations. Documentation of any approved RLC

demonstrations that were obtained from manufacturer’s data in the Rotorcraft Flight
Manual (RFM) or documentation showing satisfactory results issued to another operator
by the Administrator for that specific RLC satisfy the requirements of § 133.41(a).
Therefore, operators need not comply with the requirements for a demonstration flight if
the manufacturer has already performed this demonstration. The RFM for each rotorcraft
contains this information.

4.1.2 Unsatisfactory Documentation. If the RLC flight characteristic check has not been
satisfactorily documented as described above, then the applicant must demonstrate the
flight characteristic checks to the Administrator to meet this requirement. When the
applicant conducts the demonstration, they must use their direct employees or agents.

4.1.3 Demonstration of Quick-Release Device. In addition, the external-load attaching means

must be appropriately certificated and a satisfactory demonstration must be performed
in accordance with §§ 133.41 and 133.43. The flight characteristics demonstration should
evaluate the pilot actuating each quick-release device under simulated emergency
conditions. Whenever the quick-release switch location or function is modified, operators
should ensure that their pilots re-demonstrate their ability to actuate the switch in normal
and simulated emergency operation without inducing unwanted control inputs.

4.2 Rotorcraft Type Certification Requirements. All rotorcraft external-load operations

conducted in the United States by any person must comply with the operating and
airworthiness rules of part 133. Most operations, with the exception of those listed in
§ 133.1(c), must also comply with the certification rules of part 133 and hold a Rotorcraft
External-Load Operating Certificate. Certificates issued under part 133 are valid for a
period of 24 calendar-months per § 133.13.

4.2.1 Airworthiness Certification Rules. Part 133 prescribes airworthiness certification rules
for rotorcraft used in rotorcraft external-load operations in the United States. This part
further provides that an applicant must have the exclusive use of a rotorcraft type
certificated (TC) under 14 CFR part 27, part 29, or part 21, § 21.25.

4.2.2 Background.

1. Under previous regulations, rotorcraft could not be operated with external

loads for compensation or hire unless the RLC has been approved under the
provision of Civil Air Regulations (CAR) part 6, Rotorcraft Airworthiness:

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Normal Category, and part 7, Rotorcraft Airworthiness: Transport Category,

or in not-for-hire operations under § 21.25(b). It was pointed out that the
burden and expense of obtaining such approval may be unnecessarily severe
and that safety would not be compromised if less restrictive airworthiness
requirements were established.
2. Recognizing that the type certification rules prescribed in CAR parts 6 and 7
might be unduly restrictive when applied to rotorcraft with external-load
provisions, part 133 was adopted containing airworthiness standards for the
approval of rotorcraft external-load operations and appropriate operating
limitations for such rotorcraft. Part 133 requires an applicant to demonstrate
satisfactory flight characteristics with various external-load combinations that
are usually in addition to demonstrations required by parts 27 and 29.

4.2.3 Standard Category Aircraft. Upon successful completion of all applicable requirements
of part 133, an applicant is eligible for a Rotorcraft External-Load Operating Certificate.
This certificate becomes a current and valid airworthiness certificate for each standard
category rotorcraft listed in that certificate when the rotorcraft is used in operations under
part 133.

4.2.4 Restricted Category Aircraft. In accordance with § 21.25, an applicant is entitled to a TC

for an aircraft in the restricted category for special purpose operations if he or she shows
compliance with the applicable noise requirements of 14 CFR part 36; the applicant
shows that no feature or characteristic of the aircraft makes it unsafe when it is operated
under the limitations prescribed for its intended use; and the aircraft meets the
airworthiness requirements for the special purpose(s) for which the aircraft is to be used
or has been manufactured in accordance with the requirements of, and accepted for
use by, a branch of the Armed Forces of the United States, and has been later modified
for a special purpose.

4.2.4.1 Special Purpose Operations. As authorized under the provisions of § 21.25,

special purpose operations for restricted category aircraft include the
following:

1. Agricultural use (includes the special purpose operations of crop

spraying, dusting, and seeding; livestock and predatory animal
control; insect control; dust control; and protection of crops).
2. Forest and wildlife conservation (includes the special purpose
operations of aerial dispensing of liquids, heli-logging, fish
spotting, wild animal survey, and oil spill response).
3. Aerial surveying (includes the special purpose operations of
photography, mapping, oil and mineral exploration, atmospheric
survey and research, geophysical and electromagnetic survey,
oceanic survey, and airborne measurement of navigation signals).
4. Patrolling (includes patrolling pipelines, power lines, and canals).
5. Weather control (includes cloud seeding).

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6. Aerial advertising (includes the special purpose operations

of skywriting, banner towing, airborne signs, and public address
systems).
7. Any other operation specified by the FAA. The following purposes
are approved under § 21.25(b)(7):
• Rotorcraft external-load operations (part 133).
• Carriage of cargo (incidental).
• Target towing.
• Search and Rescue (SAR) (nontransport).
• Space vehicle (SV) launch.
• Glider towing.
• Alaskan fuel hauling.
• Alaskan Fixed-Wing External Loads (FWEL).

Note: Rotorcraft certificated in the restricted category for the special

purpose of external-load operations under § 21.25(b)(7) are issued
restricted category airworthiness certificates.

4.3 External-Load Attaching Means.

4.3.1 Definition. External-load attaching means are the structural components used to attach
an external load to an aircraft, including external-load containers, the backup structure
at the attachment points, and any quick-release device used to jettison the external load.
This includes any structure, mounts, hooks, hoists, and lines used to connect the
external load.

4.3.2 Certification. Rotorcraft external-load attaching means must meet the requirements
outlined in § 133.43(a). While conducting external-load operations, the aircraft must have
on board a facsimile of the approved Rotorcraft External-Load Operating Certificate
(FAA Form 8430-21, Operating Certificate). This certificate constitutes a valid
airworthiness certificate while the operator conducts external-load operations. It in no
way invalidates the airworthiness certificate issued at certification. The facsimile, carried
in the aircraft, is only valid while an external load is attached to the aircraft. The standard
airworthiness certificate issued at certification must be displayed in accordance with
14 CFR part 91, § 91.203. Each external-load attaching means must have been approved
under one of the following:

• CAR part 8 on or before January 17, 1964;

• Part 133, before February 1977;
• Part 27 or 29, as applicable, irrespective of the date of approval;
• Section 21.25;

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• Supplemental Type Certificate (STC); or

• FAA Form 337, Major Repair and Alteration (Airframe, Powerplant, Propeller,
or Appliance).

4.4 Quick-Release Devices.

4.4.1 Background. The rotorcraft operator must be able to jettison the load quickly in an
emergency condition. A quick-release mechanism is installed to meet this requirement.
By rule, the quick release requires the operator to perform two distinct movements
or operations to release the load.

4.4.2 Certification. A quick-release device must be approved under one of the following:

• Part 27 or 29, as applicable;

• Part 133, before February 1, 1977; or
• Section 21.25, except the device must comply with part 27, § 27.865(b) or part 29,
§ 29.865(b), as applicable.

Note: A control for quick release must be installed in accordance with § 27.865 or
§ 29.865. In addition, a manual mechanical control for the quick-release device
must be readily accessible to either the pilot or another crewmember.

4.5 Portable Safety Devices (PSD)/Belly Bands.

4.5.1 Development of Belly Bands. The primary attaching means must be capable of securely
retaining the load, and must also be able to jettison the load very quickly in an emergency
condition. Inadvertent release of the load, especially a human external cargo (HEC) load,
is an obvious safety problem. At the same time, an inability to release the load in an
emergency is also an obvious safety problem. To overcome the inadvertent release
problem, external-load operators began using a device in addition the primary attaching
means, commonly called a belly band. This device is similar to a belt or strap. It goes
through the cabin, wraps around the fuselage, and hangs below the aircraft between the
landing gear. The cable that attaches the external load to the rotorcraft is called
a long line. In HEC operations, the long line is attached to both the cargo hook and the
belly band. Should the cargo hook release inadvertently, the HEC is retained by the
belly band.

4.5.2 Use of Belly Bands. The belly band is authorized to be used in addition to the primary
attaching means for HEC external load operations. A belly band system, also known as
an emergency anchor, is classified as a PSD. The PSD is intended to improve HEC safety
by reducing the chance of an accidental death in case the primary attaching means release
system fails. The PSD is not TC’d and an STC is not required since PSDs are not
permanently installed. The use of a PSD is at the operator’s discretion in addition to the
attaching means and quick-release certification requirements as an option to mitigate risk.

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4.5.2.1 Use of a PSD is not required for HEC operations. However, if you choose to
use a PSD, the operator must ensure that it does not endanger the safe
operation of the aircraft. This would include an evaluation to show that the
load is transportable and releasable, when necessary, without hazard to the
helicopter during both normal and emergency flight conditions. This
evaluation would be conducted as part of the flight characteristics
demonstration flight required by § 133.41(c)(6).

4.5.2.2 However, along with the jettison requirements of the primary attaching means,
a PSD should also be evaluated by the operator to ensure:

• The materials meet the accepted industry standard of National Fire

Protection Association (NFPA) 1983, Standard on Life Safety Rope
and Equipment for Emergency Services, or equivalent;
• The system includes installation requirements and instructions necessary
for continued serviceability;
• There are provisions for a quick release;
• There is an ability to jettison without endangering the helicopter; and
• There is no sudden and/or unacceptable shift in the center of gravity (CG).

4.5.2.3 To fully realize the safety benefits of the PSD, it must be adequately
maintained.

4.5.2.4 The crews utilizing the device must be trained. In addition, operators should
apply the additional equipment upgrades associated with HEC.

1. Inspect and maintain the PSD. The operator should inspect and
maintain PSDs as necessary to ensure they function properly and
safely to protect crewmembers. This also ensures that the PSDs
will not adversely affect the safe operation of the helicopter.
2. Develop operational training procedures for use of the PSD.
The operator should develop operational training procedures
that include procedures for emergency release of the PSD and the
primary attaching means in case either system fails to release.
3. Additional cargo hook equipment upgrades (see § 27.865):
• Substantiate a higher static limit load (3.5 load limit) for the
external-load attaching means and corresponding personnel carrying
device system;
• Incorporate separate dual actuation devices in both the primary and
backup quick-release systems in the aircraft;
• Substantiate more stringent electromagnetic interference and lightning
protection for the quick-release system in the aircraft;

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• Use a personnel carrying device system with improved structural

integrity and personnel safety features.
• Conduct a fatigue evaluation of the aircraft quick-release system,
attaching means, and personnel carrying device system.

4.6 Airworthiness Regulations and Limitations. The aircraft must be Airworthy, including
the certification requirements of parts 27 and/or 29, for the operations conducted.
Sections 27.865 and 29.865 prescribe rules that must be complied with for external loads.
AC 27-1, Certification of Normal Category Rotorcraft, and AC 29-2, Certification of
Transport Category Rotorcraft, explain in greater detail the requirements of §§ 27.865
and 29.865. Additionally, the aircraft is required to be operated in accordance with the
limitations section of the RFM including any RFM Supplements (RFMS). Operations of
an aircraft when the aircraft is not Airworthy or equipped for the operation, or when not
in compliance with the RFMS limitations, may be a violation of FAA regulations.

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Appendix A
APPENDIX A. SAMPLE ROTORCRAFT-LOAD COMBINATION FLIGHT MANUAL

CONTENTS

SECTION 1. OPERATING LIMITATIONS

1. Certification
2. Persons Aboard
3. Congested Area Operations
4. Knowledge and Skills
5. Required Documentation
6. Weight and Load Combination
7. Center of Gravity (CG)
8. Other Limitations

SECTION 2. LOAD-COMBINATION OPERATING INFORMATION

1. Information Specific to the Load Combination

2. Required Inspections
3. Static Electricity Discharges
4. Other Information Essential to Operational Safety
5. Ground-to-Air Hand Signals
6. External-Load Securing Procedures
7. Fuel Burnoff/Center of Gravity (CG)
8. Required Placards
9. Operating Procedures
10. Safety Precautions

SECTION 3. INFORMATION

1. General
2. Flight and Non-Flightcrew Personnel
3. Safety Around Helicopters

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Appendix A
Sample Rotorcraft-Load Combination Flight Manual

Section 1. Operating Limitations

In addition to the operating limitations set forth in the approved Rotorcraft Flight Manual
(RFM), operate this rotorcraft in accordance with the following operating limitations.

1. Certification. No person may operate this rotorcraft with an external load unless that person
holds an FAA Rotorcraft External-Load Operating Certificate and has a letter of competency or
an entry in his or her logbook, as required by Title 14 of the Code of Federal Regulations
(14 CFR) part 133, § 133.37(a)(2). The letter of competency or the knowledge and skill test
logbook endorsement must be in that person’s possession while conducting operations under
part 133.

Note: For Public Aircraft Operations (PAO), see paragraph 3.5, Public Aircraft
Operations (PAO).

2. Persons Aboard. No person who is not a required crewmember may fly aboard the rotorcraft
unless that person performs an essential function in connection with the external-load operation.
When the rotorcraft used requires a hoist operator, the air crewmember must wear an approved
hoist operator’s safety harness while not seated with a seatbelt fastened.

3. Congested Area Operations. Do not conduct operations over congested areas unless
approved by the FAA Flight Standards District Office (FSDO) in accordance with a congested
area plan (CAP) developed in compliance with § 133.33(d)(1) and (2) (refer to AC 133-1,
Figure 3-1, Sample Congested Area Plan).

4. Knowledge and Skills. No person may serve as a pilot of this rotorcraft during external-load
operations unless that person has passed the knowledge and skill tests required by § 133.23 for
the class of operation being conducted.

5. Required Documentation. A copy of the Rotorcraft External-Load Operating Certificate

and Rotorcraft-Load Combination Flight Manual (RLCFM) will be on board this rotorcraft
during all external-load operations.

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Appendix A
6. Weight and Load Combination. The total weight of this rotorcraft and load combination
may not exceed:

Make and model N-number

Class A load max weight # not to exceed maximum gross weight

Maximum forward airspeed knots Other

Make and model N-number

Class B load max weight # not to exceed maximum gross weight

Maximum forward airspeed knots Other

Exercise extreme caution when carrying Class B external loads because the size and shape of the
cargo can affect controllability.

Make and model N-number

Class C load max weight # not to exceed maximum gross weight

Maximum forward airspeed knots Other

7. Center of Gravity (CG). The location of the CG for this rotorcraft and load combination
must be within the CG range established during type certification under 14 CFR part 27 or 29 or
special purpose certification of the rotorcraft.

8. Other Limitations. Other limitations deemed necessary by the operator or contained in the
RFM or the RFM Supplements (RFMS).

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Appendix A
Section 2. Load-Combination Information

1. Information Specific to the Load Combination. The operator will list information
pertaining to the peculiarities of the load combination, such as the following:

• Oscillating tendencies,
• Spinning loads and the appropriate use of swivels,
• Ground effect,
• Density altitude,
• Strong or gusty winds,
• Abrupt control movements,
• Acceleration limitation,
• Maximum Class A lateral load imbalance, and
• Lateral CG calculation procedure.

This is an example of information that may be applicable to some types of cargo

attach devices:

“Lift the cargo load to a hover, then check the remaining power to determine if
there is enough to carry the load safely. While hovering, verify that directional
control is adequate. When moving into horizontal flight, use smooth, slow control
movements to minimize settling and to prevent the load from swinging.
In climbing forward flight, check for hazardous oscillations of the external load.
When approaching a landing area with a load, identify the delivery point and
come in slowly, into the wind, at the shallowest possible angle, ensuring that the
load clears all obstructions safely. Start bringing in power early to slow your
descent and forward airspeed, ending in a hover short of the release point and in
view of any ground crew personnel. Follow ground signal instructions to hover
over the release point. Place the load on the ground without any movement of the
load. When the helicopter is stabilized over the load and has slack in the sling,
open the cargo hook by normal means. In the event of electrical failure, use the
manual release to drop the cargo load. If any difficulties arise during the flight
that warrant an emergency landing, release the load immediately. If for some
reason the load will not release, do not drag the load on the ground before
touchdown. This may cause the rotorcraft to nose over with inadequate aft cyclic
control to compensate.”

2. Required Inspections. Inspect the cargo sling or basket for proper installation and overall
condition. Check the load to ensure proper and safe rigging. For Class B and C loads, check the
electrical release and the manual release on the ground before flight. Arm the circuit by pushing
the cargo release circuit breaker in.

3. Static Electricity Discharges. Before attaching the cargo hook to the load, make sure to
ground the rotorcraft to dissipate charges of static electricity that may have built up during flight.

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Appendix A
4. Other Information Essential to Operational Safety. The operator must set forth any other
information essential for safe operation with external loads, such as:

1. Class B Human External Cargo (HEC) operations.

2. Class B HEC training:
• Pilot training.
• Crewmember training.
• Recurrent training.
• Recent experience.
3. Personnel qualifications:
• Pilot qualifications.
• Crewmember qualifications.
4. Class B HEC briefings.
5. Operational safety considerations.
6. Communications.
7. Precautions to avoid high-tension wires.
8. Lightning (Class C loads).
9. Radio communications procedures.
10. Crossing over main highways.
11. Procedures for the placement of cargo at delivery (may vary according to a
specific operation class).
12. Night operation considerations, limitations, training, and risk mitigation
procedures (if applicable).

Note: An example of the HEC essential information to be included in the RLCFM

may be found in AC 133-1, paragraph 3.4. Additional information regarding night
operations may be found in AC 133-1, paragraph 3.5.

5. Ground-to-Air Hand Signals. All personnel engaged in the external-load operation will be
familiar with and use the hand signals found in AC 133-1, Appendix B. (List the procedures used
to ensure familiarity.)

6. External-Load Securing Procedures. Use the company procedures to make precautionary

landings in the event the securing devices become disconnected or loose.

7. Fuel Burnoff/Center of Gravity (CG). Fuel burnoff and how it may affect the CG en route.

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Appendix A
8. Required Placards.

a. Place a placard for the maximum weight of external load on each side of the fuselage
near the external-load hook or basket if a Class A load.

b. Install an instrument panel placard describing load class approval and passenger
occupancy limitations.

9. Operating Procedures. After directing the helicopter into position, one ground crewmember
should remain within sight of the pilot to give positive direction with hand signals, or remain in
direct radio contact with the pilot, while an appropriate number of other crewmembers attend to
the cargo hookup. Hasten all hookups made to the helicopter while it is in a hover to minimize
the time the hookup personnel spend underneath the helicopter.

a. If performing a hookup without the aid of a ground guide and without using direct visual
operational contact, an air crewmember should lie prone on the floor and look downward from
the main entrance doorway to observe the actions of the ground crewmembers; this crewmember
can direct the pilot via the intercom.

b. It is relatively common, however, for a pilot to hover while ground personnel hook the
line to the cargo hook. Regardless of whether there are extra crewmembers to act as observers, a
thorough briefing between the pilot and the hookup person is extremely important. The hookup
person should approach and proceed beneath the helicopter directly from the front, between the
skids or landing gear. Should the helicopter experience catastrophic failure and be forced to land,
the hookup person should retreat directly to the front. This technique avoids the confusion of
“you go right, and I will go left.”

c. Crewmembers should wear approved safety harnesses and be attached to an aircraft’s

approved attachment point when not seated with seatbelts fastened.

d. When giving hand signals to the pilot, a ground crewmember must stand in front of and
to the pilot’s side of the helicopter, within sight of the pilot. (Refer to AC 133-1, Appendix B for
hand signals.)

10. Safety Precautions. Conduct all Class D operations using only FAA-approved personnel
lifting devices. The crew must calculate one-engine-inoperative hover capability at the operating
weight and altitude prior to each Class D operation. Conduct each operation with a minimum of
two crewmembers onboard the helicopter. Maintain intercom communication between the pilot
and other crewmember. This second crewmember must be able to advise the pilot of the status of
the lift device and be able to release the empty device should it become necessary. This release
must require two separate and distinct actions: arming the system and depressing the release
button. Where possible, a third person associated with the lift will be in position on the surface
and communicating by radio with the pilot. This person’s purpose is to advise the pilot of any
safety-related item and to supervise the loading or unloading of the personnel lifting device.
Further, this person should ensure not to exceed the pilot-determined maximum weight
appropriate for this operation.

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Appendix A
The operating limitations as set forth in Section 1 and the load combination information
contained in Section 2 are the conditions under which I will conduct this rotorcraft external-load
combination operation.

__________________________
Operator’s signature

Section 3. Information

All personnel associated with an external-load operation should be familiar with the following
information.

1. General. Serious injuries and fatalities may occur if personnel are not trained on the proper
method for approaching or leaving the rotorcraft. The simplest method of avoiding accidents
of this sort is to have the rotors stopped when non-flightcrew personnel are working around the
rotorcraft. Because this is not always practical, it is essential that all persons associated with
helicopter operations be aware of all possible hazards and instructed in how to avoid them.

2. Flight and Non-Flightcrew Personnel. Instruct persons directly involved with boarding or
deplaning personnel, rotorcraft servicing, rigging, or hooking up of external loads, etc., in their
duties. Types of crew training related to the safe operation of helicopters include, but are not
limited to, the following:

a. Ground Crew. Instruct ramp attendants and rotorcraft servicing personnel in safe means
of accomplishing their specific duties. This includes:

(1) Keeping persons scheduled to board and unauthorized persons away from the
helicopter landing and takeoff areas.

(2) Briefing boarding personnel on the best way to approach and board a helicopter
whose rotors are turning.

b. Servicing. Proper procedures for rotorcraft servicing include the following:

(1) Stop the helicopter rotor blades and properly ground both the rotorcraft and the
refueling unit before any refueling operation. The pilot should ensure the use of the proper fuel
grade and any required additives.

(2) Refueling the rotorcraft while the blades are turning (hot refueling) may be practical
for certain types of operations. However, this can be extremely hazardous when safe procedures
are not followed. Pilots should remain at the flight controls during fueling; refueling personnel
should be knowledgeable about proper refueling procedures and properly briefed for specific
makes and models of rotorcraft. Refueling personnel must communicate with the pilot by radio
or using hand signals during hot refueling.

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Appendix A
(3) Position refueling units to ensure adequate rotor blade clearance; keep persons not
involved with the refueling operation clear of the area. Verify disconnection and securing of all
refueling equipment away from the rotorcraft prior to rotorcraft movement. Always ensure that
proper fire extinguishing equipment is readily available when refueling.

(4) Prohibit smoking in and around the rotorcraft during all refueling operations.

c. Rigger Training. External-load rigger training is possibly one of the most difficult and
continually changing aspects of the helicopter external-load operation. A poorly rigged cargo net,
light standard, or load pallet could result in a serious accident. It is imperative that all riggers be
thoroughly trained to meet the needs of each external-load operation. Since rigging requirements
may vary several times in a single day, proper training is of the utmost importance to safe
operations.

d. Pilot at the Flight Controls.

(1) Many helicopter operators have been lured into a “quick turnaround” ground
operation to avoid delays and to minimize stop/start cycles of the engine. As part of this quick
turnaround, the pilot will leave the cockpit with the engine and rotors turning. Such an operation
can be extremely hazardous if a gust of wind disturbs the rotor disc, or if a flight control moves,
causing the rotor system to generate lift. Either occurrence may cause the helicopter to roll
or pitch, resulting in a rotor blade striking the tail boom or the ground. Safe operating procedures
include pilots remaining at the flight controls whenever the engine is running and rotors
are turning.

(2) An appropriately certificated and rated pilot should be at the flight controls during the
entire hot fueling/loading process with controls appropriately adjusted to prevent aircraft
movement. The pilot should unbuckle all restraints and be prepared to immediately shut down
the engine and egress the aircraft, if necessary. The pilot should not conduct any extraneous
duties during hot fueling/loading. Other personnel should not be on board the aircraft during
hot fueling/loading.

(3) Hot fueling/loading can be extremely hazardous and is not recommended except
when absolutely necessary due to the nature of the operation. Operators who conduct
hot fueling/loading should develop standard operating procedures (SOP) for flightcrew and
ground crew personnel.

e. External-Load Signalmen Should Know the Following:

(1) The lifting capability of the helicopters involved. This knowledge is essential because
some operators have models of helicopters that have almost identical physical characteristics,
but different lifting capabilities.

(2) The pilots. The safest plan involves standardized procedures for pickup and release of
external loads. Without standardization, the hookup person is required to learn the technique
used by each pilot. The hookup person should insist on standardization of pilot techniques for
any sort of emergency that may occur while personnel are beneath the helicopter.

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Appendix A
(3) The cargo. Many items carried externally are very fragile. The hookup person must
be familiar with potentially hazardous materials (hazmat) and aware of the nature of the potential
hazard. Explosives, radioactive materials, and toxic chemicals are examples of possible hazmat.
(Title 49 of the Code of Federal Regulations (49 CFR) part 172, §§ 172.101 and 172.102 contain
the hazmat commodity lists.) Carriage of hazmat in part 133 operations requires FAA
authorization. In addition to knowing the nature of the cargo, hookup personnel should receive
training to handle and be familiar with the types of protective gear, clothing, and actions that are
necessary for safe operation.

(4) The appropriate hand signals. When direct radio communications between ground
and flight personnel are required, clarify the specific meaning of all necessary hand signals
before the operations commence.

(5) Emergency procedures. Ground and flight personnel should fully agree to and
understand all necessary actions to take by all concerned in the event of emergency. This prior
planning is essential in avoiding injuries when emergencies occur.

(6) All aspects of the external-load operation being conducted. The pilot conducting the
external-load operation will complete a detailed briefing for all personnel, no matter how
remotely involved in the operation, prior to starting the operation.

3. Safety Around Helicopters. Instruct all persons who board a helicopter while its rotors are
turning in the safest means of doing so. If at the controls, the pilot may not be able to conduct
a boarding briefing. Therefore, the individual who arranged for carriage of the personnel or the
individual assigned as a ramp attendant should accomplish this. The exact procedures may vary
slightly from one model helicopter to another, but in general, the following should suffice.

a. Boarding:

(1) Stay away from the rear of the helicopter.

(2) Crouch low before walking under the main rotor.

(3) Approach from the side or front but never out of the pilot’s line of vision, and only
when the pilot or ground personnel in contact with the pilot indicate clearance.

(4) Hold firmly to hats and loose articles.

(5) Never reach up for or run after a blown-away hat or other object.

(6) Protect your eyes by shielding them with your hand or by squinting.

(7) If suddenly blinded by dust or a blowing object, stop, crouch lower or sit down,
and await help.

(8) Never grope or feel your way toward or away from a helicopter.

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Appendix A
b. Briefing. The pilot or his or her designee must make the pretakeoff briefing. The type
of operation will determine what sort of briefing is given, but the briefing should always include:

(1) The use and operation of seatbelts for takeoff, en route, and landing. Place emphasis
on how to release the specific kind of seatbelt installed in the particular rotorcraft. Helicopters do
not always use automotive type releases; for instance, some belts use buckles that rotate to open.

(2) The location and use of flotation gear and other survival equipment that might be
onboard, and how and when to “abandon ship” if a ditching is necessary.

(3) For flights over rough or isolated terrain, tell all occupants where maps and survival gear
are located.

(4) Instruct each person on board in what actions and precautions to take during an
emergency, and how and when to exit after landing in the event of an emergency. Ensure that
passengers are aware of the location of fire extinguishers, pyrotechnic signaling devices,
life preservers, and other survival equipment. Explain the location and methods of opening
normal and emergency exits. The FAA encourages use of a diagram or pictorial display on a
passenger briefing card.

(5) Prohibit smoking within 50 feet of a rotorcraft.

(6) The conditions of the landing determine what persons should hear in a departing briefing.
For example, if on a hill, depart downhill. If this involves walking around the helicopter to avoid
the area of lowest rotor clearance, always go around the front, never the rear. The operator may
adapt the diagrams included in AC 91-32, Safety In and Around Helicopters, to include in a
briefing card.

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Appendix B
APPENDIX B. HAND SIGNALS

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Appendix B

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Appendix B

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Appendix B

B-4
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Appendix B

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Appendix B

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Appendix B

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Appendix B

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Appendix C
APPENDIX C. POSSIBILITY OF D-RING REVERSAL OR DYNAMIC ROLLOUT
DURING WINCHING OR LONG LINE OPERATIONS

C.1 Background.

1. Unintended disconnection between the helicopter winch hook and the primary
engaging ring on the occupant’s rescue harness typically occurs during
a pause in the winching sequence, when the ring in the rescue strop and the
hook are temporarily relieved of the load. With no weight on the hook
and ring, under the dynamic conditions of this type of operation, it becomes
easy for the ring to travel up and flip over the tip of the hook and to rest on the
spring-loaded keeper. The ring is now only supported by the spring-loaded
keeper (see Figure C-1, Example of D-Ring Reversal).

Figure C-1. Example of D-Ring Reversal

2. When the winching sequence commences, the load is reapplied, and the ring
opens the spring-loaded safety catch and slips off the hook and the occupant
or load falls to the ground.
3. HEC rescue winch hooks with exposed hook tips, such as the MS 18027-2A,
do not prevent D-ring reversal or deflect the primary engaging ring safely
back into the throat of the hook (see Figure C-2, MS 18027-2A Hook).
4. HEC rescue winch hooks with manually locking keepers or guards have a
hand-operated mechanical latch or keeper lock, in addition to spring pressure
used to initially close the keeper. Such designs are intended to prevent partial

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Appendix C
hook engagement and deflect the primary engaging ring safely back into the
throat of the hook, thus preventing D-ring reversal (see Figures C-3,
Hook with a Mechanical Lock Latch Gate Design, and C-4, Hook with a
Simple Spring-Loaded Safety Latch or Keeper).

Figure C-2. MS 18027-2A Hook

Figure C-3. Hook with a Mechanical Lock Latch Gate Design

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Appendix C
Figure C-4. Hook with a Simple Spring-Loaded Safety Latch or Keeper

C.2 Recommend Action.

1. Develop procedures which list the specific D-rings or equipment which may
be attached to a specific rescue hook wherein the possibility of D-ring reversal
is physically impossible.
2. Use only rescue hooks which have a mechanical locking keeper or guards to
prevent ring reversal or dynamic rollout.
3. Ensure winch operational training is tailored for each helicopter type and
winch combination and is completed on a regular basis.
4. Operate and maintain winches, hooks, and harnesses in accordance with
approved data.

C-3
 Advisory Circular Feedback Form

If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by contacting the General Aviation and
Commercial Division (AFS-800) at [email protected] or the Flight
Standards Directives Management Officer at [email protected].

Subject: AC 133-1B, Rotorcraft External-Load Operations

Date: _____________________

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