Primarily made of carbon fiber reinforced polymer, the HANS device is shaped like a "U", with the back of the "U" set behind the nape of the neck and the two arms lying flat along the top of the chest over the pectoral muscles. The device is supported by the shoulders and attached only to the helmet via an anchor on each side. In a properly installed 5- or 6-point racing harness, the belts that cross the driver's upper body pass directly over the HANS device on the driver's shoulders and buckle at the center of the driver's abdomen, securing the device to the driver's body. The purpose of the HANS device is to keep the head from whipping in a crash, preventing excessive rotational movement without restricting normal neck movement. It allows the wearer's head to move normally but prevents or restricts head movements during a crash that would exceed the normal articulation range of the musculoskeletal system and cause severe injury. In a crash, the HANS device maintains the relative position of the head to the body and transfers energy to the stronger chest, torso, shoulder, seat belts, and seat as the head is decelerated.
The device was designed in the early 1980s by American scientist and researcher Dr. Robert Hubbard, a professor of biomechanical engineering at Michigan State University. After talking to his brother-in-law, accomplished American road-racer Jim Downing, following the death of Patrick Jacquemart, a mutual friend who was killed in a testing accident at the Mid-Ohio Sports Car Course when his Renault Le Car Turbo struck a sandbank, leaving him dead on arrival with head injuries, IMSA officials decided that some sort of protection was required to help prevent injuries from sudden stops, especially during accidents. A major cause of death among drivers during races was through violent head movements, where the body remains in place because of the seat belts, but the momentum keeps the head moving forward, causing a basilar skull fracture.
Hubbard had extensive experience as a biomechanical crash engineer. His first prototype was developed in 1985, and crash tests in 1989 demonstrated that the energy exerted on the head and neck was lowered by approximately 80%. Prior tests had established the thresholds for acute basilar skull fracture to be 740 lbs of vertical neck tension and 700 lbs of forward neck shear; the HANS device greatly reduced both these values to 210 lbs. Neck compression was also reduced by about 28 millimeters.
After major racing safety companies declined to produce the product, Hubbard and Downing formed Hubbard Downing Inc. to develop, manufacture, sell, and promote the HANS in 1990. However, the product languished until 1994, when Formula One showed interest in the wake of the deaths of Roland Ratzenberger and Ayrton Senna. In 1999, CART driver Gonzalo Rodríguez was killed after suffering a basilar skull fracture in a crash. At the same time, Mercedes was completing research of the HANS on behalf of the FIA for Formula One, finally deciding that it out-performed their airbag project.
The device was first adopted by the National Hot Rod Association (NHRA) in 1996, following the death of Top Fuel driver Blaine Johnson. Other racing series were also slow to follow suit. Many drivers resisted the HANS devices or anything similar, claiming that they were uncomfortable and more restrictive. There were also fears that it would cause more injuries and problems than it prevented. Some even stated that the positioning of the device made the seat belts feel less secure or rubbed on the shoulders or the collar bone. Dale Earnhardt referred to the device as "that damn noose," claiming the tethers would more likely hang him than save him in the event of a crash.
On February 18, 2001, Dale Earnhardt was killed on the last lap of the Daytona 500. Earnhardt died of a basilar skull fracture. In the wake of his death, most agreed this likely would have been prevented by the proper use of belts and a head and neck restraint. Media members immediately turned focus to the HANS device after Earnhardt's death. Hubbard was quoted as saying he recorded about 80 entries in his telephone log the first day after the fatal accident and was on national television ten times that Monday.
Even after Earnhardt's death, use of the HANS device or similar products was resisted. The following weekend, Mark Martin said at Rockingham, "I would not wear one for anything. I'll just keep my fingers crossed and take my chances."
Following an investigation into Earnhardt’s death that ended in August 2001, NASCAR did not make any immediate changes regarding use of HANS. Then on October 4, 2001, in an Automobile Racing Club of America (ARCA) race, Blaise Alexander was killed. CART had already made the device compulsory for oval tracks in 2001, and subsequently required the HANS devices for all circuits the following season. NASCAR mandated use of the HANS device in its top three series on October 17, 2001. Formula One mandated HANS devices in 2003 after extensive testing by Mercedes. Starting in October 2001, NASCAR mandated the use of either the HANS or Hutchens device, changing to the HANS device exclusively starting in 2005. ARCA also followed suit in the wake of Alexander's death. The World Rally Championship and Australian V8 Supercar Series made the device compulsory for drivers in the 2005 season.
Acceptance by drivers was helped by the addition of quick-release shackles developed and implemented by Ashley Tilling. They were sourced from the marine industry, being used on racing sailboat rigging. The shackles allowed the drivers a simple and quick pull to release the HANS device and exit their vehicle. The first driver to utilize them was NASCAR driver Scott Pruett.
Today, most major auto racing sanctioning bodies mandate the use of head and neck restraints; the FIA has made HANS devices use compulsory for all International-level events from the beginning of 2009. Even monster truck drivers use the HANS device in many events. Grassroots Motorsports awarded the HANS device the Editors' Choice award in 2002. Autosport magazine also awarded HANS their pioneering and innovation award in 2007.
In 2016, Hubbard and Downing, along with FIA's Hubert Gramling, were awarded the initial "SAE International Award for Motorsport Safety Honoring John Melvin" for their lifesaving work on the HANS Device.
This article is based on the Wikipedia article "HANS device" and the referenced sources within that article. Specialist publications, primary archives, autobiographies, and period programmes were not consulted.