U.S.

Depaftment
Advisory
of Tfansportation
bdeml Aviation
Adtlmismtim
Circular

Subject: SAFETY IN AND AROUND Date: 6/2/97 AC No: 9%32B

HELICOPTERS Initiated By: AFS-820 Change:

1. PURPOSE. This Advisory Circular (AC) providessafetyguidelinesfor personsassociatedwith helicopter

operationsand suggestsways to avoid hazardsand reducethe risk of accidents. The informationin this AC
pertainsprimarily to helicopteroperationsconductedunderthe provisionsof Title 14 of the Codeof Federal
Regulations(14 CFR) part 91; however,the safetyconsiderationsdiscussedmay be applicableto all helicopter
operations.

2; CANCELLATION. AC 91-324, SafetyIn andAroundHelicopters,dated6/21/79,is canceled.

3. RELATED CFR PARTS. Partsof the regulationsrelatedto the information in this AC are 14CFR
parts91,133,135,137, and 175.

4. RELATED READING MATERIAL. The informationcontainedin this AC complementsthe documents

listedbelow. Currenteditionsof the following AC’s may be obtainedat no costby sendinga written requestto
U. S. Departmentof Transportation,SubsequentDistribution Center,A&more East BusinessCenter,3341 Q
75thAvenue,Landover,MD 20785:

a. AC 90-87, HelicopterDynamicRollover.

b. AC 90-95, UnanticipatedRight Yaw in Helicopters.

c. AC91-42, Hazardsof RotatingPropellerandHelicopterRotorBlades.

d. AC 133-1, RotorcraftExternal-LoadOperationsin Accordancewith FAR Part 133

e. AC 137-1, AgriculturalAircraft Operations

5. BACKGROUND. Aviation personneland passengershave been injured, some fatally, in helicopter

accidentswhich would not have occurredhad passengersbeenproperly briefed and basic safety practices
observed.Someaccidentsinvolvepassengers who, unawareof the danger,walk toward the aircraft’stailrotor
afterdeplaning.Someaccidentsresultfrom passengers seatedin the front of the aircraftinadvertentlyhitting the
aircraftcontrols. In othercases,pilots leavethe aircraftcontrolswhile theenginesandrotorsareturningin order
to assist passengersor coordinatethe aircraft loading. To be conductedsafely, any ground operation
accomplishedwith enginesandrotorsturningrequiresmeticulousobservationof recognizedsafetyguidelinesand
strict enforcementof passengercontrolmures by trainedcrewmembers.
AC 91-32B 6/2/97

6. FLIGHTCREW AND GROUND CREW PERSONNEL. Conscientious,well-trainedpersonnelarethe

key to a safe operationand a major factor in the reductionof accidents. Standardizedinitial and recurrent ..
training is essential. Aviation personnelshouldapply the basic safetyguidelinesprovidedin this AC, observe
proceduresdetailedin the appropriatemanual,andparticipatein all availabletrainingprograms.In additionto a
formal trainingprogram adherence to a companyoperationsmanualandtheuseof standardi& handsignalsas
well asradiosin a high-noiseenvironmentareimportantelementsof a safeoperation.

a. Manuz~L A part 135 certificateholderis requiredto prepareand keepcurrent a manual statingthe

operator’spolicies and procedures.The manual must be usedby the certificateholder’sflight, ground,and
maintenancepersonnel.Althoughit is not requiredby part 91, it is goodoperatingpracticefor all operatorsto
developan operationsmanualdefiningcompanyproceduresandresponsibilities.

b. Training. Initial and recurrenttraining on a company’soperatingproceduresshouldbe providedto all

employees.

(1) Initial trainingteachesa newemployeethe company’soperatingpoliciesandproceduresandhelpsthe

employeeunderstandhis/herresponsibilitiesandtheguidelinesfor safeoperatingpractices.

(2) Recurrenttrainingrefreshesan employee’smemoryon companyoperatingpoliciesand ensuresthat

eachpersonis adequatelytrainedandcurrentlyproficientin companyequipmentand procedures.In addition,
recurrenttraining shouldencourageall employeesto continueusing safe operatingpracticesin the workplace.
Companiesmay derive additionalbenefits,such as reducedinsurancerates, by providing formal recurrent
trainingfor all employees.

C. Hand Signals. Becauseof thehighnoisefactorassociatedwith helicopters,it may be impossibleto hear

verbalcommunicationsandis, therefore,extremelyimportantto usestandardizedhandsignals. Commonly-used
handsignalsareshownin appendix2.

7. PILOTS. Undertheprovisionsof 5 91.3(a),thepilot-in-command(PIG)of an aircraftis directlyresponsible

for, and is the final authorityas to, the operationof that aircraft; however,teamworkcan help ensurea safe
operation.

a. Rotorcraft Flight Manual. In accordance with 5 91.9,a pilot operatinga civil aircraft (rotorcraft)must
comply with theoperatinglimitationsspecifiedin theapprovedRotorcraftPlightManual.

b. Cockpit Check ProcedurdChecklist. A pilot shoulduse a cockpit check procedureor checklist

appropriateto the aircraft and operation. Use of a check procedure/checklist
establisheshow a specificjob
functionis to beaccomplishedandhelpscrewmembersdevelopsafetyawareness.

c. QuickTumaro und. Helicopterpilots may use a quick turnaroundoperationto avoid delaysat airport
terminalsandminim& stop/startcyclesof theengine.During thequick turnaroundprocedure,pilots sometimes
leavethecockpitwhile theengineandrotorsareturning. If possible,thepilot shouldremainat theflight controls
whenevertheengineis runningandrotorsareturning;however,if it is necessaryfor thepilot to leavethecontrols
of a runningmachine,thepilot shouldobservethefollowing safetyprecautions:

(1) Ensurethatwind conditionswill allow suchan operationto beconductedsafely.

Par 6
612197 AC 91032B

(2) Ensurethat all controlsare securedin accordancewith the aircraft flight manualandthe company
operationsmanual.

(3) Reducerotorand/orenginerpm to groundidle or minimum recommended

settings.

(4) Ensurethat all passengers

arecloselysupervisedby appropriatelytrainedcrewmembers.

(5) Ensurethatno unauthorixdperson(s)approachtheaircraftunlessproperlyescorted.

8. CREWMEMBERS OTHER THAN PILOTS. The type andnumberof crewmembersotherthan pilots

varies,dependingon thetypeof helicopteroperation.

a. Ground Crew Personnel. Groundcrewpersonnelshouldobservethefollowing safetypractices:

(1) Beforea helicoptertakeoffor landing,personnelshouldensurethat thehelipador areaof operations

is clearof all people,cargo,baggage,or anythingthat might beblown aroundby theforceof thedowndraft. (See
figure 1.)

FIGURE 1. CLEAR HELIPAD/AREA OF OPERATIONS

(2) To avoid contactwith the main rotor blade,long piecesof equipmentor tools shouldbe carried
horizontallyat or below waist level. Equipmentor tools of this type shouldneverbe carrieduprightand/orover
theshoulder.(Seefigure 2.)

FIGURE 2. CARRYINGTOOLS/EQUIPMENT

Par7 Page3
AC 91032B ml97

(3) Ensurethat thereis no loosecargoonboardthe aircraft and all doorshavebeenproperlysecured

beforedeparture.

b. Mechanic. Mechanicsare responsiblefor ensuringthat a helicopteris mechanicallysoundfor the

operationbeing conducted. Mechanicshave an opportunityto observeand correct many potential safety
problemsthatoccuronthe ramparea. Somespecificareaswheremechanicscanhelpare:

(1) Foreignobjectdamage.

(2) Tool accountability.

(3) Spill removal.

c. Fuel Servicing Pemnnel. Fuel servicingpersonnelshouldbe trainedin the safeoperationof fueling

equipment.The following guidelinesshouldbe observed:

(1) No smokingwithin 50 feetof an aircraft.

(2) The helicopterandfuelingvehiclesshouldbe groundedto dissipatestaticelectricity.

(3) If a spill occurs,refuelingshouldbe stoppedandtheairportfire departmentnotified,if necessary.

(4) Groundpowerunits shouldnot beconnectedor disconnected

duringrefueling.

(5) Fuel servicingpersonnelshouldnot carry lightersor matcheswhenrefueling.

(6) At thefirst sightof lightningin thearea,refuelingoperationsshouldbe suspended.

(7) Refueloutsideonly.

(8) Refuelingshouldnot be conductedwith passengers

on boardthe aircraftexceptin accordancewith
theprovisionsof paragraph13.

(9) Checkthecolor andtypeof fuel. 100octaneaviationgasoline(avgas)is greenand 100octanelow

leadavgasis blue. Jetfuel is usuallyclear,but sometimesit is a verylight yellow color.

d. External Load Riggem and Hookup Personnel. All rotorcraft externalload personnelshouldbe
thoroughlytrainedin companyprocedures.Sinceriggingrequirementsmay vary severaltimes in a singleday,
trainingin the useof thecompany’sRotorcraftLoad CombinationFlight Manual is of theutmostimportancefor
a safeoperation. Personnelinvolvedin this type of operationshouldbe briefed.on their specific dutiesand
responsibilities.

(1) Personnelshouldknow thehandsignalsusedduringan externalloadoperation.(See appendix2.)

(2) The sigmlman shouldbe in a positionvisibleto thepilot andthehookupperson,locatedto oneside

of theflight pathandascloseto theoperatingareaaspossiblewith his/herbackto thewind. (Seefigure3.)

Page4 Par8
 AC 91-32B

wind

FIGURE 3. SIGNALMAN POSITION

9. PASSENGERS.

a. Passenger Boarding. The pilot or othercrewmembershouldadvisepassengers

to:

(1) Stay awayfrom therearof thehelicopter.

(2) Crouchlow beforegettingto andgoingunderthemainrotor. (Seefigure4.)

FIGURE 4. CROUCH UNDER THE MAIN ROTOR

(3) Approachthe helicopterfrom the side or front, but never out of thepilot’s line of vision. (See
figure5.)

FIGURE 5. APPROACHING HELICOPTER

(4) Hold firmly to hatsandloosearticles.

(5) Neverreachup or dartaftera hat or otherobjectthat mightbe blown off or away.

(6) Protecteyesby shieldingwith a handor by squinting.

Par8 Page5
AC 91032B 6l2i97

(7) If suddenlyblindedby dustor a blowing object,stopandcrouchlower or, betteryet, sit down and
wait for help.

(8) Do nottry to gropeor feelthe way to or from thehelicopter.

(9) Remainclearof anelevatedheliportplatform (rooftop or hehdeck)until the pilot givesthe signalto

boardthehelicopter.

(10) If the takeoff site is on a hill, passengersshouldnot approachor departthe helicopteron the
upslopeside.Avoid theareaof lowestrotor clearance.Approachthehelicopterfrom thefront, nevertherear.

b. Brief&. The type of operationbeingconductedwill dictatewhat type of briefing is necessary.For all

flights,pretakeoffbriefingsshouldincludeat leastthe followingitems:

(1) The useof seatbelts,includingshoulderharnesses,

if installed.

(2) Location and meansof openingexits, egressproceduresand, for overwaterflights, ditching

proceduresandtheuseof flotationequipment.

(3) Locationanduseof all emergencygearandsurvivalequipmnt on board,appropriateto thetype of

operationconducted.

(4) Applicablesmokingrestrictionsin theaircraftandon theground.

c. Passenger l%ecautio~~. Appropriateto the terrain, landing site, and type of operationconducted,
passengers
shouldbeinstructed:

(1) Neverto unbuckleseatbeltsin preparationfor departingthehelicopteruntil told to do so.

(2) Never to open any door (passengeror cargo)unlessdirectedto do so by the pilot or another
crewmember.

(3) Neverto removepersonalgearuntil instructedto do so.

(4) To usecautionwhenremovingcargofrom a helicopterso that therestrainingdevicesdo not become

tangledin themain or tail rotors.

(5) To departdownhillif thelandingsiteis on a hill andalwayswalk aroundthefront of thehelicopter,

nevertherear,whenwalkingaroundthehelicopterto avoidtheareaof lowestrotor clearance.(Seefigure 6.)

Page6 Par9
612197 AC 91-32B

FIGURE6 DEPARTiNG DOWNHILL

(6) To usecautionwhenexiting a helicopter,especiallyif the helipador helidecksurfaceis metal and

slipperyor wet. (Passengersshouldalsobe told to look for netsor ropesandwatchfor a groundcrewmeniber
usinghandsignalsto givedirections.)

10. PASSENGER EMERGENCY PROCEDURES. A crewmembershouldprovidethefollowing additional

informationfor passengers:

a. PassengerPosition. The passenger’s body position at the time of impact is an importantfactor in a

survivableaccident.The “brace-for-impact”positionis usedto reducesecondaryimpact andflailing around. If
contactwith theaircraftinterioris likely, thepassengershouldplacehis/herbodyagainstwhat thepassengerwill
hit beforethe impact occurs. If a passengeris restingagainstthe surroundingstructure,he/shecan “ride the
structuredown” during the crash,thus avoidinga secondaryimpact. In addition,this position will reducethe
forcesactingon thebody andcanhelp reducethe severityof injuries.If a passenger is in a seateqyippedwith a
shoulderharnessanda safetybelt,theharnessshouldbe snug,not slack.(Seefigure7.)

FORWARD FACING SEAT REARWARD FACING SEAT

FIGURE 7. EQUIPPED WITH A SHOULDER HARNESS

b. EmergencyWater Landing. Passengers shouldfollow theinstructionsof theflightcrewin theeventof a

forcedlandingin water and inflate lifevestsonly whenclear of the aircraft. If the liferaft lanyardis dangling
loose,crewmembersandpassengers shouldexerciseextremecautionnot to accidentallypull the lanyardor allow
it to becomeentangledwith theaircraft.

11. CARGO. Cargo shouldbe loadedby helicoptercompanypersonnel.This helpsensurethat the cargois

properlysecuredandthecorrectweightandlocationof thecargois notedin theweightandbalancecomputations
for theflight.

Par9 Page7
AC 91032B 6l2l97

12. HAZARDOUS lMAmRIALs (HAZMAT).

a. The International Civil Aviation Organization and the IntemationalAir Transport Association
TechnicalInstructionsstatethat no personmay transportany dangerousgoodsin commerceunlessthat material
is properlyclassed,describedpackagedmarked,labeled,handled,andin conditionfor shipmentas specifiedin
theTechnicalInstructions.

b. HAZMATTraining. HAZMAT recognitiontrainingis requiredfor air carrieremployees.AU aviation

personnelshould at least be able to identify HAZMAT since it is not always properly marked for air
trarisportation.Crewmerribersshouldbe alertfor any HAZMAT which might be unlmowinglyloadedor carried
onboardtheaircraft.

13. RAPID REFUELING. Rapid refuelingis a refuelingoperationconductedwhile enginesand/or rotor

bladesareturning. Normally, helicopterrotor bladesshouldbe stoppedbeforerefuelingbegins.Both the aircraft
andthe refuelingunit shouldbe properlygroundedandthepilot shouldensurethat the propergradeof fuel and
correctadditivesaredispensedinto thehelicopterfuel system. While it is generallydiscouraged,rapid refueling
of turbine-powered aircraftcan be accomplishedsafelyin sometypesof operationsif conductedundercarefully
controlledconditionsby properlytrainedpersonnel.Someoperatorselectto userapid refuelingproceduresin
orderto reducethermalstress,avoid hot-starts,andkeepenginecyclesandstartsto a minimum. Air tour flights,
flights conductedunderthe provisionsof part 133 or 137, and similar operationsconductingrapid refueling
operationsshould ensure that all personneladherestrictly to safe operating practices. Reciprocating
engine-powered aircraft fueled with avgasSHOULD NEVER be rapid refueledbecausegasolineis highly
flammable.

a. Training. All personneland flight crewmemberswho will be involvedin rapid refuelingprocedures

shouldbe trainedin safe techniquesand proceduresbeforeconductingsuch operations. Initial and recurrent
groundtrainingonrapid refuelingshouldbe includedin theoperator’strainingprogramandspecifyeachperson’s
dutiesand responsibilities.Training shouldincludeall of the specificenginemanufacturer’srecommendations
and/orproceduresregardingcheckingfluid levels,cool downtimes,andotherpertinentitemsfor extendedperiod
operations.Additionally.thetraininrrshouldincludethefollowing topics:
M’ Y

0 Characteristicsof jet fuel.

(2) Fuel quality controlprocedures.

(3) Operationof fuel vehiclesandfuel tanks.

(4) Avoidanceof rotorblades.

(5) Communicationswith thepilot.

(6) Fuel spill procedures.

(7) Propergroundingof theaircraft.

(8) Personalinjury response.

Page8 Par 12
612197 AC 91032B

b. PassengerSafety. The marshallingand containmentof passengers is a major considerationin rapid

refuelingoperations.It is imperativethat the operatordevelopappropriateproceduresto ensurethe safetyof
passengersduringrapid refuelingoperations.

c. Guidelines. The following guidelinesare generalsafe operatingprocedures.Flightcrew and ground

crewmembers
. should refer to the aircraft flight manual and other guidancedevelopedby the helicopter
manufacturerfor refuelingproceduresthat areuniqueto a specifichelicopter.Helicopterfueling while onboard
enginesareoperatingshouldbepermittedonly underthefollowing conditions:

(1) Only turbine-poweredhelicoptersfueledwith Jet A or Jet A-l fuels shouldbe fueledwhile an

onboardengineis operating.

(2) Helicoptersto berefueledwhile an onboardengineis operatingshouldhaveall sourcesof ignition of

potentialfuel spills locatedabovethe fuel inlet port(s). Ignition sourcesinclude,but arenot limited to, engines,
engineexhausts,auxiliarypowerunits (APU), andcombustion-type cabinheaterexhausts.

(3) A FederalAviation Administration(FAA) certificatedpilot qualifiedin the helicoptermust be at the

aircraftcontrolsduringtheentirefuel servicingprocess.

(4) Passengers shouldbe deboardedto a safelocationbeforerapidrefuelingoperationsbeginunlessthe

PIC deemsit necessaryfor passengersafetythat they remainaboard. If passengers remainaboardthe aircraft
duringfuel servicing,at leastoneperson(otherthanthe PIC) trainedin emergencyevacuationproceduresshould
be aboard. The operatorshould establishspecific procedurescovering emergencyevacuationunder such
circumstances.

(5) Smokingmust beprohibitedin andaroundthe helicopterduringALL refuelingoperations.Fueling

personnelshouldnot carrycigarettelighters,matches,or anytypeof sparkingignitor deviceon their personwhile
fueling.

(6) Passengers shouldnot boardor deplaneduringrapid refuelingoperations.No passengers

shouldbe
allowedwithin 100feetof thehelicopter rapidrefuelingoperation.

(7) Only designatedpersonnel,properlytrainedin rapid refuelingoperations,shouldoperatethe fueling

equipment.Written proceduresshouldincludeguidelinesfor safehandlingof thefuel andequipmnt.

(8) Personsnot directlyinvolvedwith therefuelingoperationshouldbekeptclearof therefuelingarea.

(9) All doors,windows, and accesspoints that allow entry to the interior of the helicopterand are
adjacentto or in the immediatevicinity of the fuel inlet ports shouldbe closedandkept closedduringrefueling
operations.Fumesmust beadequatelyventedfrom theaircraftcabinduringfuelingoperations.

(10) Fuel shouldbe dispensed from approved“dead-man”typenozzleswith a flow rate not to exceed
10gallons-per-minute (38 liters-per-minute).Whenfuel is dispensedfrom fmed piping systems,the hosecabinet
shouldnot extendinto the rotor space. A curb or otherapprovedbarrier shall be providedto restrictthe fuel
servicingvehiclefrom comingcloserthan 10feet (3 meters)to any helicopterrotatingcomponents.If a curb or
approvedbarriercannotbe provided, fuel servicing vehicles should be kept 20 feet (6 meters)beyondany
helicopterrotating components,and a trainedpersonshoulddirect the fuel servicingvehicle’sapproachand
departure.

Par 13 Page9
AC 91032B 6/2/97

14. ROOFFOP HELIPORTS. Antennas,turbulence,and noise shouldbe consideredwhen operating on

rooftopheliports.

a. Antennasareextremly difficult to seeduringdaylightandalmostinvisibleat night. Antennaswhich have

beenerectedby someonewho is not familiar with helicopteroperationalrequirements
arean ongoingproblem

b. Turbulencenear buildings is a significantsafety consideration.With severaltall buildings in close

proximity andsufficientbreeze,the turbulencegeneratedfrom thewind blowing aroundthe buildingscancreate
severeturbulenceand up and down draftswhich may exceedthe operationallimitations of the helicopter. The
tiormzition obtainedby a pilot for flight planning shouldinclude wind velocity, gust spread,and type and
locationof obstaclesin relationto the wind. Atitionally, the pilot shouldobtainreportsof the currentweather
conditionsat theheliportsite.

15. HELICOPI’ER NOISE. Helicopteroperationsfrequentlyoccur in quiet areas. Such operationsmay

requirethe use of noiseabate-t procedure. Pilots shouldbe trainedin techniquesto minim& noiseand be
awareof noise-sensitiveareas.

a. Turbine-poweredhelicopS generallyarequieterthanreciprocatingengine-powered helicopters.Blade

slappingis themodulatingsoundof themain rotor;however,pilot techniquecanminimiz bladeslapping.Also,
selectingspecificroutes,altitudes,airspe&, ,andclimb and descentprofiles can reducethe noiseperceptibleto
personson theground.

b. Meteorological conditions alsocan affix-t helicopternoise.Sincewind carriesnoise,a pilot shouldfly

downwindof noise-sensitive
areas,if possible.

c. Warm air is more turbulentthancool air and turbulentair dispersessound. An inversionlayer has a
tendencyto ‘bounce”the noiseto the surface,magnifyingthe sound. Whenpossible pilots shouldavoid flying
9

underor in an inversion. The weatherconditionwhich most propagatesnoiseis an overcastmorningwith no

wind

d. It is good operatingpractice to includepertinentnoiseabatementproceduresin the companyoperations

manual.

David E. Hanley
Acting Deputy Director,
Flizht Standards Service

Page 10 Par 14
 AC 91032l3
6/2/97 Amendix 1

APPENDIX 1. SAFETY PROCEDURES AROUND

HELICOPTERS

1. Approachor leavethemachinein a crouchingmanner(for extraclearancefkommain rotor).

2. Approachor leaveonthe downslopeside(to avoidmain rotor).

3. Approachor leavein pilot’sfield of vision (to avoidtail rotor).

4. Gamytoolshorizontally,belowwaistlevel(neveruprightor overshoulder).

Page 1
AC 91032B
Appendix 1 612197

5. Hold ontohardhatwhenapproachingor leavingmachine,unlesschin strapsareused.

6. Fastenseatbelt andshoulderharness(if installed)on enteringhelicopterandleavefasteneduntil pilot

signalsyou to releaseit andgetout.

7. If leavingmachineat thehover,getout andoff in onesmooth,unhmied motion.

8. Do not touchbubbleor anyof themovingparts(tail rotor linkage,etc.).

Page2
 AC 91032B
612197 Appendix 1

9. Keephelispotclearof loosearticles(waterbags,groundsheets,
emptycans,etc.).

10. Keepcookingfires well clearof helispot.

11. Loadingassistantsshouldalwaysbe suppliedwith plasticeyeshields.

12. After hookingup thecargosling,moveforwardandto the sideto signalpilot (to avoidentanglement

andgettingstruckwith loadedsling).

Page3
AC 91032B
Annendix 1 6f2I97

13. Whendirectingthe machinefor landing,standwith backto the wind andarms outstretchedtoward

thelandingpad.

wind

14. When directing the pilot by radio, give no landing instructionsthat require acknowledgement
becausethepilot will havebothhandsbusy.

15. Whenmovinglargercrews:

a. Brief thecrew on safetyprocedures.

b. Keepthemtogetherandwell backat the sideof thelandingzone. (This providesa clearareafor

thepilot in theeventhe/shehasto landsuddenlyduringeitherlandingor takeoff.)

c. Havethemfaceawayfrom the machineduringlandingandtakeoff.

d. Haveeachpersonlook afterhis/herownpersonalgear.

e. Havepersonspairedoff andreadyto getaboardas soonasthepilot givesthesignal.

Page4
 AC 91-32B
6/2/97 - Appendix 2

APPENDIX 2. HAND SIGNALS

The following signalsare given by a signalmanto an aircraft. The signalmanshouldface the aircraft fi-oma
positionwherethe signalmancanreadilybe seenby thepilot.

THIS AREA: Arms aboveheadin verticalpositionwith palmsfacinginward.

MOVE FORWARD: Arms a little aside,palms facing backwardand repeatedlymovedupward-backward

from shoulderheight.

DAY NIGHT

Page 1
AC 91-32B
Appendix 2 . 612197

MOVE TO LEFT: Right arm extendedhorizontallysidewaysin directionof movementand otherarm swung

overheadin samedirectionin a repeatingmovement.

DAY

MOVE TO RIGHT: Left arm extendedhorizontallysidewaysin directionof movementand otherarm swung

overheadin samedirectionin a repeatingmovement.

n DAY

Page 2
 AC 91-32B
6/2/97 . Appendix 2

STOP= Arms heldcrossedoverhead.

DAY NIGHT

CHOCKS INSERTED: Arms down, palms facingbackward,clenchedfists, thumbsextendedinward, mo+e

armsfrom extendedpositioninward.

DAY

Page 3
AC 91-32B
Appendix 2 . 6/2/97

CHOCKS REMOVED: Arms down,palms facing forward,clenchedfists, thunibsextendedoutward,move

armsfrom extendedpositionoutward.

DAY

SLOW DOWN: Arms downwith palmstowardground,thenmovedup anddownseveraltimes.

DAY NIGHT

Page 4
 AC 91-32B
6/2/97 . Appendix 2

MOVE REARWARD: Arms by sides,palms facing forward, swept forward and upward repeatedlyto
shoulderhe@.

DAY

ALL CLEAR= Right arm raisedat elbowwith thumberect.

DAY NIGHT
 AC 91032B
Appendix 2 . 6/2/97

HOVER Arms extendedhorizontallysideways,palmsdownward.

DAY NIGHT

MOVE UPWARD: Arms extendedhorizontallysideways,beckoningupwardwith palmsturnedup.

DAY NIGHT

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 AC 91-32B
6/2/97 - Appendix 2

MOVE DOWNWARD: Arms extendedhorizontallysideways,beckoningdownwardswith palms turned

down.

DAY NIGHT

LAND: Arms crossedandextendeddownwardin front of thebody.

DAY

Page 7
AC 91-32B
Appendix 2 - 6l2l97

CUT ENGINE(S): Eitherarm andhandlevelwith shoulder,handmovingacrossthroat.

DAY NIGHT

MOVE HOOK UP OR DOWN: Right fist held abovehead;left arm extendedhorizontally,palm facing
outward,thensweptdownor up to indicatedirectionof hookmovement.

DAY NIGHT

Page 8
 AC 91032B
6l2l97 . Appendix 2

HOOKUP= Handsraisedalternatelyabovetheheadin a rope-climbingmotionto takeup slack.

DAY NIGHT

RELEASE SLING LOAD: Left arm extendedforward horizontally, fist clenched,right hand making
horizontalslicingmovementbelowtheleft fist, palm downward.

DAY

Page 9
AC 91032B
Appendix 2 _ 6/2(97

TAKEOFF= The right handis movedin a circularmotionoverhead,

endingin a throwingmotionin thedirection .
of takeoff.Also meansloadclear,hookupgood. .

fiImmlwm SIGNAL: Handraised,thumbUP.

DAY NIGHT

Page 10
 AC 91032B
6/2/97 - Appendix 2

NEGATIVE SIGNAL: Handraised,thumbdown.

DAY

Page 11
:
U.S.Department
of liianspoftation .
Federal Aviation
Administfation
800 Independence Ave., S.W.
Washington, D.C. 20591

Official Business
Penalty for Private Use $300