question: How come airplane passengers don't have shoulder harnesses like pilots do?
comment: Turbulence can and has killed people on flights without their seat belts on, by throwing them into the ceiling when the plane suddenly descends or gets thrown around. Up and down motions are to be avoided. Whilst violent forward and back motions are also to be avoided, they are usually only caused by impacts either with the ground, an obstacle, or something on the runway/tarmac. If that happens, forward and backward motion is the least of your problems. As for the pilots, they need to keep in control of the aircraft no matter what is happening. Whether it is turbulence or an unexpected nose dive, they must be glued to the seat, not the back of the cabin struggling to regain control if there is an unexpected event. Edit: a word
passages: The aircraft was equipped with a diagonal shoulder harness for each of the eight passenger seats when it was delivered new to FLN. However, when Loganair converted the aircraft for ambulance use, they installed the same seats and seat belts they used in the rest of their Islander fleet. The shoulder harnesses were designed to attach to a specific type of lap belt, which was different from the lap belts used by Loganair. At the time of the accident, shoulder harnesses were not required for passengers, and Loganair did not retrofit the seat belts or shoulder harnesses to be compatible with each other.
   As a result of this accident, the AAIB issued safety recommendation 2006-101 (regarding shoulder harnesses) and a copy of their earlier study to the JAA and to the European Aviation Safety Agency (EASA), which would take over from the JAA as the primary European regulatory body over a period of several years, beginning before the accident. While considering this recommendation, the EASA took the interim step of issuing its own Safety Information Bulletin (SIB 2008-24), which advised the air transport community of the CAA's earlier study and of the benefits of shoulder harnesses. In 2011, the EASA published its opinion that the requirement recommended by the AAIB following the Loganair accident that shoulder harnesses should be mandatory for each passenger seat in all commercial air transport aircraft weighing less than 5,700 kg, regardless of when the aircraft was first registered. The European Commission accepted the EASA opinion, and new regulations requiring shoulder harnesses as described in the AAIB's safety recommendation 2006-101 became law for commercial air transport operators in Europe.
   The pilot is loosely and comfortably buckled into a harness, which offers support in both the standing and sitting positions. Most harnesses have foam or airbag protectors underneath the seat and behind the back to reduce the impact on failed launches or landings. Modern harnesses are designed to be as comfortable as a lounge chair in the sitting or reclining position. Many harnesses even have an adjustable "lumbar support". A reserve parachute is also typically connected to a paragliding harness.
  
  Harnesses also vary according to the need of the pilot, and thereby come in a range of designs, mostly: 
   The UK's Civil Aviation Authority (CAA) had conducted a study on the benefit of requiring upper torso restraints (UTR, i.e., shoulder harnesses) in passenger seats of aircraft weighing less than 5,670 kg in response to a safety recommendation arising from the investigation of a 1999 accident involving a Cessna Titan near Glasgow. As a result of that study, the CAA changed its regulations to require shoulder harnesses for passengers on all aircraft registered after 1 February 1989, if that aircraft has a maximum takeoff weight of 5,700 or less and 9 passenger seats or fewer. The CAA also forwarded a recommendation to the Joint Aviation Authorities (JAA) of Europe, recommending that European regulators adopt a similar standard. However, at the time of the Loganair accident, the JAA had not acted on the recommendation. Although the UK regulation covered the accident aircraft (it was first certified in May, 1989), Loganair had obtained an exemption from the CAA concerning this issue.
   Taller riders with long torsos, or more stout riders, may find that they don't fit in the seats. The problem is that while the shoulder harness locks the seat sensors will not register the harness as secured. This will prevent the ride from launching. Such passengers will have to leave the ride. As of August 26, 2011 operators were giving passengers thus removed from the ride a pass that permitted a single re-ride on another attraction in compensation.
  
  Section::::Construction.
   In contrast, dogs that participate in weight pulls (as compared to a regular freight harness) will wear very heavy, padded harnesses, with broad chest-bands to help spread the weight and prevent harm to the dog.
  
  Section::::Assistance dog harnesses.
   BULLET::::- For divers who find it difficult to get the harness on or off, a buckle may be fitted to one or both of the shoulder straps. The left shoulder strap is particularly convenient because this is the side where most dry suits have the auto-dump valve, which tends to snag on the harness.
  
  BULLET::::- Neoprene padding tubes are used over the shoulder straps by some divers for comfort.
  
  Some manufacturers offer alternative harnesses, often marketed as “deluxe” options, which may include the above variations.
   Section::::Structure.
  
  The five-point harness is preferred as a safety mechanism for its high amount of safety compared to other designs. The five-point harness consists of five straps. Two are located at the shoulders, two at the hips, and one at the crotch that all come to connect to a buckle release mechanism. This way of buckling up holds the driver's body tight in the seat, which in turn protects the upper body from injury. The only downside to this seat belt mechanism is the insecurity of the driver's head.
  
  Section::::Structure.:Helmet.
   In addition, NIOSH researchers are pursuing a line of research related to ambulance safety. In the U.S., an ambulance may be one of a number of vehicle body types, and there are no comprehensive safety standards that specify requirements for safety and crashworthiness. Of special concern is the safety of workers in the ambulance patient compartment, where work tasks are not compatible with the use of occupant restraints and where equipment and interior layout put workers at high risk of injury in the event of a crash. Sled and crash tests of ambulances conducted by NIOSH and partners show that retrofitting patient compartments with redesigned occupant restraints will allow EMS workers the level of mobility needed to care for patients and at the same time afford greater protection from injury than standard lap belts. NIOSH work in this area has led to development of new voluntary standards for crash-testing of ambulances. The research program has now expanded to address the full range of human-factors concerns about worker safety in ambulance patient compartment, with a number of other manufacturing standards and testing standards in progress.
   There have been different models of helmets designed to hold the drivers head in place. A helmet restraint is equipped in some five-point harness seats to prevent brain and neck injury. For example, in NASCAR, it protects the driver in case of a car crash or an immediate change of velocity where the driver has limited control of his momentum. The apparatus consists of a strap that runs from both of the sides of the helmet to the vehicle; or a strap connected to the vehicle from both sides of the driver that runs across the front of the helmet, instead of two independent straps on each side attached to the helmet.
   The other issues are damage, stitching and wear. BA/PFDs need regular and routine inspection of any belts, stitching and other parts. this wear and damage will serve as valuable indicators on when to retire your PFD/BA
  
  Section::::Harnesses.
   On March 19, NTSB issued Aviation Safety Recommendation ASR-18-02 to the Federal Aviation Administration (FAA). ASR-18-02 recommends the prohibition of all open-door passenger flights that use additional passenger harness systems, unless the harness system is designed to allow passengers to "rapidly release the harness with minimal difficulty and without having to cut or forcefully remove the harness." The FAA released a statement on March 20 saying they intended to impose a ban on open-door passenger flights that use harnesses which could not be released quickly. Emergency Order of Prohibition FAA-2018-0243 () was issued by the FAA on March 23, effective for one year, prohibiting "doors-off" flights with supplemental passenger restraint systems unless those systems have FAA approval through Form 337.
   Some BCD harness systems include a crotch strap to prevent the BCD from sliding up the wearer when inflated, or down when inverted, due to the weights.
  
  Section::::Types of weight.:Ditchable weights.:Weight harness.
   The helicopter was equipped with restraints for the pilot and each passenger provided by the manufacturer compliant with . Passengers were also equipped with a harness system which allowed them to move within the cabin and sit in the door sill while airborne. The harness was an off-the-shelf nylon fall arrest device which anchored each passenger to the helicopter; ground crew were responsible for attaching and detaching a locking carabiner that connected the fall protection lanyard to the back of each passenger's harness at the start and end of each flight. The harnesses were provided by FlyNYON, the vendor which had sold the passenger tickets.
   Class 1 Body belts (single or double D-ring) are designed to restrain a person in a hazardous work position to prevent fall or to arrest a fall completely within 3 foot of movement (OSHA). Amends must be made to keep the line rigid at all times. A harness should also be used.
  
  Class 2 Chest harnesses are used when there are only limited fall hazards (no vertical free fall hazard), or for retrieving persons such as removal of persons from a tank or a bin. 
   Pet clothing frequently sports a properly-placed buttonhole for the D-ring of the harness worn under the garment. In addition, there are in fact some pet harnesses that are designed to look like clothes, some made of denim.
  
  Section::::Sled dog harnesses.
   BULLET::::- Safety vests and jackets can be placed on a patient like any other vest garment. They typically have a long strap at each end that can be tied behind a chair or to the sides of a bed to prevent injury or to settle patients for satisfying basic needs such as eating and sleeping. Posey vests are commonly used with elderly patients who are at risk of serious injury from falling.
   Section::::Car safety harnesses.
   Also developed by Stapp as an added safety measure was an improved version of the currently used shoulder strap and lap belt. The new high-strength harness withstood 45.4 g (445 m/s²), compared to the 17 g (167 m/s²), which was the limit that could be tolerated with the old combination. Basically, the new pilot harness added an inverted "V" strap crossing the pilot's thighs added to the standard lap belt and shoulder straps. The leg and shoulder straps and the lap belt all fastened together at one point, and pressure was distributed evenly over the stronger body surfaces, rather than on the solar plexus, as was the case with the old harness.
   2006-101: "The European Aviation Safety Agency and Joint Aviation Authorities should review the UK Civil Aviation Authority's proposal to mandate the fitment of Upper Torso Restraints on all seats of existing Transport Category (Passenger) aeroplanes below 5,700 kg being operated for public transport, and consider creating regulation to implement the intent of the proposal."
  
  2006-102: "Considering the unique circumstances of air ambulance flights, the Civil Aviation Authority, in conjunction with the Joint Aviation Authorities should review the circumstances in which a second pilot is required for public transport flights operating air ambulance services."
   When future world champion Robby Naish began using a harness in Kailua in 1975 when he was twelve years old, he had problems with his chest being painfully squeezed by the force on the hook. Mike Horgan and Larry Stanley developed a spreader bar to balance the load and prevent the harness from squeezing the wearer's chest. The spreader bar is now in almost universal use.
   Porous cloth straps are hard to clean, and are being replaced by rubber or plastic straps, and metal fixtures often made of stainless steel.
  
  Section::::Handholds.
  
  Various types of handholds are provided for standing passengers:
  
  BULLET::::- hanging strap – a strap suspended from the ceiling (often with a handle or a loop)
  
  BULLET::::- grab handle – a pivoted, rigidly-mounted, or suspended handle often mounted above eye level of standing passengers
  
  BULLET::::- handrails – rigid rails running horizontally below the ceiling
  
  BULLET::::- stanchions – vertical poles anchored between the floor and ceiling
   Section::::Car safety harnesses.:Legislation.
  
  In 2012, New Jersey assemblywoman Grace Spencer (D-Essex) introduced bill A3221 that would require dog and cat owners to restrain their animals while traveling in a moving vehicle. If enacted, pets not traveling in a crate would be required to wear a safety harness. NJ drivers who violate the law would be subject to a $20 ticket, as well as possible conviction for animal cruelty offense.
  
  Section::::Car safety harnesses.:Public opinion summary.
   Almost immediately, passengers on previous flights pointed out the "complicated system of straps, carabiners and an emergency blade for cutting [the proprietary eight-point Safety Harness System] off in case of trouble" and inadequate training as probable causes for the passengers' deaths in a March 12 "New York Times" article about the crash. Several internal documents showed that pilots for Liberty and FlyNYON had requested better-fitting passenger harnesses as well as tools that would make it easier for passengers to free themselves for up to two months preceding the fatal flight. The harnesses used in most flights were yellow nylon harnesses designed as fall protection for construction workers, and the pilots stated they preferred a more expensive blue harness which was more adjustable, had been certified by the FAA for helicopter operations (under technical standard order C167), and had more attachment points, some of which were more accessible to passengers. Patrick Day, CEO of FlyNYON, stated to the "New York Times" that on October 31, 2017, "inspectors observed the harness and tethering process [at FlyNYON's facility] and continued to permit their use on Liberty and FlyNYON operated flights without issue". A spokesman for the FAA stated that supplemental harnesses are not subject to inspection. FlyNYON staff were instructed to use zip ties to modify the harnesses to fit smaller passengers, and applied masking tape, which FlyNYON called "NYON blue safety tape", to prevent inadvertent release of harnesses and restraints.
   A new version of the standard is under preparation (currently draft prEN 13210:2019-04), in which part -1 will focus on "Children's harnesses, reins" and part -2 on "Children's harnesses incorporating backpacks and reins".
  
  Section::::Controversy.
  
raw_presuppositions: Airplane passengers have as much of a need to be glued to their seats as pilots do. Airplane passengers have as much of a need to be flued to their seats as pilots do.
raw_corrections: Pilots need to be glued to their seats to control the plane whereas plane passengers do not. Pilots need to be glued to their seats to control the plane whereas plane passengers do not.