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Yes, sometimes—but there is no blanket FAA permission or prohibition. In the United States, a helicopter pilot may use a relief tube, urinal or collection bag only when the equipment and procedure are compatible with that aircraft, the operator’s manuals and the flight’s safety requirements. The decisive questions are whether the pilot can remain in control, avoid distracting the crew, keep emergency egress available and comply with the applicable operating rules.
Military crews have used and tested specialized systems for long missions. Civilian operators may also carry relief equipment, but a consumer “pee bag” is not automatically approved for a particular helicopter. During critical phases—especially takeoff, landing, taxi and most operations below 10,000 feet under Part 135—using a device can be prohibited if it is not required for safe operation or could distract a crewmember.
What “allowed” means under U.S. aviation rules
The Federal Aviation Administration does not publish a universal rule that says “helicopter pilots may use relief tubes,” nor one that bans every such device. Instead, legality comes from general operating rules, aircraft certification and the operator’s procedures.
Part 135: distraction during critical phases
For commercial helicopter operations conducted under 14 CFR 135, §135.100 prohibits a crewmember from performing duties or activities during a critical phase of flight when those activities are not required for safe operation or could distract the crewmember from duties essential to safety. The rule identifies taxi, takeoff, landing and other operations below 10,000 feet, except cruise, as critical phases.
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That wording matters because a relief procedure is an activity, not an automatic right. If reaching for equipment, adjusting clothing, connecting a fitting, managing a collection bag or cleaning a spill could draw attention away from flying, radio work, navigation or lookout duties, the action should wait. An operator may define additional no-distraction periods in its operations manual, and a crew may impose a stricter restriction for a particular mission.
Part 91: the broader careless-or-reckless standard
Private and many other non-Part-135 flights remain subject to 14 CFR 91.13, which prohibits operating an aircraft in a careless or reckless manner so as to endanger the life or property of another. A pilot who allows a relief device to obstruct the controls, leak onto electrical equipment, impair vision, compromise a restraint system or delay an emergency response could face a safety and regulatory problem even if no rule names the device.
Aircraft and operator approval still control
Helicopter flight manuals, minimum equipment lists, standard operating procedures and company manuals determine what equipment may be carried and how it is used. FAA helicopter guidance emphasizes aircraft-specific equipment, operating procedures and pilot responsibilities; it does not create a urinary-device approval that applies to every make, model or mission.
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- The operator permits the device and has a procedure for it.
- The device is secured so it cannot foul pedals, cyclic, collective, throttles, seat belts or wiring.
- The pilot can keep the required controls, instruments and communications available.
- Use occurs outside a prohibited critical phase and does not distract another crewmember.
- The system does not block emergency egress or interfere with protective equipment.
- Containment, disposal and cleaning arrangements prevent contamination or unsafe odor and leakage.
What real helicopter operations show
Army testing of AIRUS in 2026
The U.S. Army reported on October 8, 2026, that crews from the 101st Combat Aviation Brigade completed the first Army helicopter test flights of AIRION’s Advanced Inflight Relief Urination System (AIRUS). Testing took place October 5–7 in Apache, Black Hawk and Chinook helicopters.
The evaluation covered more than whether urine could be collected. Crews examined fit, human factors, in-flight relief and emergency egress. Testers checked whether people of different body sizes could get out of the aircraft safely while using the system. That is evidence of an aviation-equipment integration process, not proof that any generic bag is acceptable.
Colt Seman, AIRION’s founder and chief executive officer, described integration into the three helicopter types. AH-64 Apache pilot Chief Warrant Officer 2 Collin McAllister contrasted the system with earlier equipment that consisted of bags containing coagulant. Capt. Gena Baisa, the brigade’s lead dietitian, said pilots had reported that they “tactically dehydrate,” illustrating why a usable in-flight solution can matter on long or operationally constrained missions.
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An Air Force Life Cycle Management Center report describes AMXDmax as a bladder-relief device that pumps urine into a collection bag. The report identifies urinary-relief equipment as a major priority for female aircrew. It establishes that specialized systems exist for aircrew needs, but it does not establish that AMXDmax is sold through a particular retailer or approved for civilian helicopter use.
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Why the testing details matter
Aircraft cabins are compact, controls are exposed, and emergency exits must remain usable. A system can work as a medical or consumer accessory yet be unsuitable in a helicopter because it changes seating, restraint, visibility, movement or evacuation. The Army’s fit and egress testing shows the level of evaluation expected when equipment is intended for operational aviation.
What kinds of relief systems exist?
| System type | How it works | Important aviation questions |
|---|---|---|
| Disposable absorbent or coagulant bag | The user urinates into a shaped bag; absorbent material or coagulant helps contain liquid and reduce spillage. | Can it be held or positioned without touching controls? Is the seal reliable during vibration and movement? Can it be stowed immediately? |
| Body-worn collection system | A pouch, funnel or interface fits the user and directs urine into a sealed container or bag. | Does it fit the pilot’s anatomy, flight suit, harness and survival equipment? Can it be removed without delaying egress? |
| Pumped bladder-relief system | A fitted interface uses a pump to move urine into a collection bag, as described for AMXDmax. | Where are the pump, tubing and bag secured? What happens if power, suction, tubing or the seal fails? |
| Aircraft-integrated equipment | Hardware is installed or approved as part of a specific aircraft configuration and operating procedure. | Is the installation documented, maintained and compatible with the aircraft’s certification and emergency procedures? |
The Army’s reference to earlier coagulant bags and the Air Force description of a pumped system show that “relief tube” can describe very different equipment. A soft disposable bag, a body-worn interface and an installed system have different risks and procedures.
How a pilot would use relief equipment safely
There is no single FAA procedure for every device. A lawful, safe operation normally follows an operator-approved sequence such as this:
- Plan before departure. The crew reviews mission length, expected low-level or high-workload segments, available facilities and the approved relief equipment. The pilot should not discover during flight that the device cannot be worn with the aircraft’s harness or clothing.
- Inspect and secure the equipment. Check seals, tubing, pump or absorbent material, collection capacity and attachment points. Secure every loose item away from cyclic, collective, pedals, throttles, seat tracks and emergency handles.
- Choose an appropriate flight segment. The pilot waits for a stable, low-workload period permitted by the operator’s procedure. Takeoff, landing, taxi, formation work, confined-area operations, low-level maneuvering and other critical tasks are not times to start or adjust a device.
- Keep control and communication priorities intact. A single pilot must be able to fly, monitor instruments and communicate. In a two-pilot crew, the other pilot’s duties and workload must remain clear; transferring responsibility does not make an unsafe distraction acceptable.
- Use the system without changing restraint or emergency readiness. The pilot should not loosen a harness, move a seat or route tubing in a way that blocks an exit. Any procedure requiring substantial repositioning belongs in the operator’s approved method, not an improvised maneuver.
- Seal, stow and clean up. After use, the container is closed and secured against vibration. The crew follows the operator’s disposal and sanitation procedure. A leak, odor problem or contamination of aircraft surfaces is an operational defect to report, not something to ignore.
- Report failures and update the risk assessment. A detached fitting, blocked tube, pump failure, spill or egress problem should be recorded and addressed before the next flight. Repeated failures may require a different system or a change to the procedure.
Critical-phase and workload pitfalls
“Below 10,000 feet” is not a free-use window
Under Part 135, the critical-phase rule covers operations below 10,000 feet except cruise, but “cruise” is an operational condition, not simply a moment when the aircraft is airborne. A helicopter conducting low-level navigation, external-load work, surveillance, a confined-area approach or other demanding activity may have no practical opportunity to use a relief device. The operator’s manual and the pilot in command determine when workload is acceptable.
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Single-pilot helicopters require special caution
In a single-pilot cockpit, there is no second pilot to maintain flight duties while the pilot handles equipment. Even a short interruption can affect altitude, heading, obstacle clearance or radio monitoring. A procedure that is manageable in a crewed military aircraft may be unsuitable in a single-pilot sightseeing, utility or emergency-medical helicopter.
Emergency egress can be the decisive issue
Helicopter occupants may need to exit quickly after a hard landing, rollover, fire or ditching. Tubes, bags, straps and clothing interfaces must not catch on a door, window, seat belt, flotation device or survival gear. The Army’s egress testing is a useful example of the question operators need to answer: can users of different sizes get out safely with the system fitted and in use?
Military missions versus civilian flights
Military crews can face endurance requirements, remote operating areas and tactical conditions that make landing solely for a bathroom break impractical. That explains the Army’s investment in systems such as AIRUS and the attention given to dehydration, fit and evacuation.
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Civilian helicopter missions vary widely. A short training flight may need no device at all. A long offshore, utility, survey, firefighting or transport mission may justify one if the operator has evaluated it. The existence of a military test does not transfer approval to a civilian aircraft, and a civilian operator cannot assume that equipment designed for one helicopter type fits another.
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Can a pilot use a consumer pee bag?
A disposable male urinal bag with absorbent gel is the honest description of a common consumer accessory. It may resemble the coagulant bags mentioned in the Army’s account, but resemblance is not aviation approval. A retail bag may lack secure attachment, leak protection under vibration, compatibility with flight clothing or a documented egress assessment.
Before carrying one, a pilot should obtain the operator’s permission and evaluate:
- Whether the bag can be used while seated and restrained.
- Whether the opening and seal fit the intended user without leakage.
- Whether the bag can be reached without releasing controls or moving a restraint.
- Whether it can be secured immediately after use.
- Whether disposal and odor control are acceptable for the aircraft and mission.
- Whether the procedure has been practiced on the ground, including an emergency exit drill.
Calling a consumer product “FAA-approved,” or claiming it is suitable for a named helicopter without aircraft and operator documentation, would be inaccurate.
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A sensible evaluation treats the device as part of the aircraft’s human-factors and emergency system, not as a personal accessory. The decision team should document:
- Aircraft configuration: seat, restraint, cockpit layout, doors, windows, controls and available stowage.
- Mission profile: expected endurance, low-level work, weather, crew size and opportunities to land.
- User fit: male and female anatomy, body sizes, flight suits, harnesses and survival equipment.
- Control interference: any chance of tubing, straps, bags or hands contacting flight controls or switches.
- Egress: exit time and snag hazards in normal and emergency configurations.
- Containment and hygiene: seal integrity, capacity, odor, cleaning and waste handling.
- Maintenance: inspection intervals, consumables, pump or tubing failures and replacement parts.
- Training: ground practice, crew coordination, no-use phases and abnormal procedures.
A system that fails any of these checks should be restricted or rejected, regardless of how convenient it appears.
Bottom line for pilots and passengers
Helicopter pilots can use relief tubes, urinals or collection systems in flight when the equipment is approved or accepted for that aircraft and operator, the procedure is followed, and use does not compromise safety. U.S. rules focus on distraction and careless operation rather than granting universal permission. Military testing confirms that purpose-built systems are real and useful, but it also demonstrates why fit, egress, hygiene and aircraft integration must be evaluated. A generic pee bag may be a physical option, never an automatic legal or operational approval.
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