Ics - Helicopter

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International Chamber of Shipping

Guide to

Helicopter/Ship Operations~"

May 1989

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Foreword

Chapter 1

Chapter 2

o

Chapter 3

c

Chapter 4

CONTENTS

G EN ER AL G UID AN CE

Introductlo n

Selection of an Operator

GENERAL FLV I N G SA FETY

2.1

2 . 2

Principles

Responsi bi ities

2.2.1 User

2.262 Master2~2.3 Hel icopter Operator

2.2.4 Helicopter Pilot

2.2.5 Hel icopter Wi nch man/Cabi n Atte ndant

H EL IC OPT ER O PE RA TIN G G U ID AN CE

3.1

3 . 2

Her [copter Requjrements for Routine Service

3.1.1 Twin Engined and Single Fngined Helicopters

3.1.2 Helicopter land ing Gear

Weather and Sea Conditions

3 . 2 . 1

3 . 2 . 2

3.2.3

3 . 2 . 4

General

Wind Conditions limiting Helicopter Operations

Sea and Swel r

Spedal Conditions

G EN E RA L SH IP R EQ UIR EM EN TS

4.1

4 . 2

Page

1 I J

1

1

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3

3

3

3

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3

4

4

5

5

5

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5

5

6

6

6

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7

ShiP Operati ng Areas

4.1.1 Types of Operating Area4.1.2 Pasltion ing of Operati ng Areas

Details of landing Area

4.2.1 Landing Area at Ship's Side

4.2.2 landing Area without Unobstructed Access from Ship's Side

4.23 0 imensions of land ing Area

4.2.4 Aiming Cjrde (Touch Down Zone)

4.2.5 Clear Zone

4.2.6 Manoeuvring Zone

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Page

43 Details of Wi nchi ng Area

4.3.1 Positioning of Winching Area

4.3.2 Clear Zone

4.33

4.3.4

Manoeuvri ng Zone

Wi nchi ng Area on or Adjacent to Accommodation 5paces

·11

11

11

11

11

4~4

4 . 5

4 . 6

4]

4 . 8

4.3.5 Alternative Fadl ities for Emergency Hel icopter Wi nch ingOperations

Obstructions (General)Marki ngs (General)

Poop Deck Platforms

Night Operations: lighti ng

Fire Fighting Equipment

11

13

13

13

14

14

Chapter 5 COMMUNICATIONS 15. t

5~1 General 15

5~2 Com mu nications Equipment 15

5.3 Message Format 15

•.3.1 Master to Agent (at Jeast24 hou rs before antici pated- ~:

operation) 15

53.2 Agent to Helicopter Operator 15·~;

5 A 3 . 3 Agent to Master 16 :". !

, .

53.4 Master to Agent (6 hou rs prior to arrival) 16

5 . 3 . 5 Agent to Helicopter Operator (revised or additional !,

information) 16 i

!

Agent to Master (subseq uent comm unication);

53~6 16 .1,

5 . 3 . 7 Com mu n ications between 5hiP and Hel icopter 17

Chapter 6 SH IP O PE RA TIN G PR OC ED UR ES 19 ...

,

6.1 Operational Checks 19..

,.,

6.1.1 Ship Requirements 19... I

6 . 1 . 2 Checks from the Helicopter 20

6 . 2 Navigation 20 el. ..,

6.2~1 Identification of the Vessel 20..~

6.2.2 Manoeuvrabi ~jty 20

6~3 Signal Iing Procedu res 20

6.3.1 ShipsI

International 5ignals ·20 . .6.3.2 Visual Signals to Helicopter 21

:

63..3 loss of Radiocom mu nication s 21i

63~4 Warn ing Signal ··21 .;

6.4 Operational Instru ctlons 21

6.4.1 Deck Party 2 1

6 . 4 . 2 Fire Fighti ng 22.,

6.4.3 The Operating Area 22'.

6.4.4 The Hel icopter 22..

6.4.5 Emergency Shutdown 22

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6.5

Page

land ing and Hovering

6~5~ landing

6.5.2 Hovering

6~53 Underslu ng loads

Instructions to Helicopter Passengers

6~6.1 Genera r

6.6~2 landing

6.6.3 Winch i ng

22

22

22

23

23

23

23

24

Chapter 7 R EQ UIR EM EN TS SPEC ) F ie TO D IFFER EN T SH IP TY PE S 25

7.1 Tankers 25

7.1.1 Oir Tankers 2S

7~1~2 Chern icallPareel Tan kers 25

7 . 1 . 3 Vapour Dispersal 25

7.1.4 Vapou r Emission Control 25

•7 . 1 . 5 Safety 26

7.1.6 Freeboard 26

7 . 2 Bu Ik Carriers and Com bination Carriers 26

7~2.1 General 26

7 . 2 . 2 Geared Bulk Carriers 26

7 . 2 3 Gearless BuIk Carriers 27

7 . 2 ~ 4 Combi nation Carriers 27

7 . 3 Contai ner Shi ps 2 7

7 . 4 Gas Carriers 28

7.4.1 Design lim itatlons 28

7A~2 Vapour Emission Control 28 <

7 . 5 D ry Cargo Ships 28

• Chapter 8 M ARIN E PILOT TR AN SFER 29·

Chapter 9

.".

EME RG ENC IE S 31

9.4

9 . 5

General

Choice of Hel icopter

lllness or Injury Evacuation

9.3.1 Requesting Assistance

9.3.2 Preparation of Patient

Emergency Operating Areas

Helicopter Accident Procedure

9.5.1 General

9.5.2 Fire Procedures

9.5.3 Plan of Action

31

31

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32

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VII



Appendix A

Appendix B

Appendix C

Appendix D

figure 1

Figure 2

figure 3

Figure 4

Figure 5

P a g e

Com mercial Hel icopters in Mari ne Use

Shipboard Safety Check list

Instructions to Helicopter Passengers Transferring to and from Ships

Duties and Suggested Action Plan fo r Helicopte r Acdd ent

33

35

37

39

F IGURES

Pattern of Air Flow over Ship's Deck

landing Area at Ship's Side

land ing Area without Unobstructed Access from Sh ip' ~ 5ide

land ing Area _- Perm itted Height of Obstru ctions (EIevation)

Wi nch ing Area

7

8

9

10

12

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First Published 1979

Revised Edition 1982

Third Edilion 1989

© Secretary General, International Chamber of Shipping, London1979, 1982, 1989

ISBN 0 948691. 44 1

Printed & Published by

WITHERBY & co. LTD.32136Aylesbury Street,

London EC1R OfT, Eng/and

. .

The r nternational Chamber of Shipping UCS)isa voluntary organisation of national shipowners" associations. Estab!ished

in 1921, if represents more t han half of world mercha nt tonnage. The interests of ICS cover all aspec l5 of mariti me

affairs, but it is particularly active in the f ield of marine safety, ship design and construction, pollution prevention

and maritime law. JCS has consultative status with several inter-governmental organisations, induding the jnternatlonal

Marit ime Organizat ion.

While the_advice given in this guide has been developed using the best information currently available, it is intended

purely as guidance and to be used at the user's own risk. No responsibility is accepted by the International Chamberof Shipping or by any person, firm, corporation or organisation who or which has been in any way concerned with

the furnish ing of information or data, the compilation, publ ication or authorised tran station, supply or sale of th isguide, for the accuracy of any information or advice given herein or for an y om ission herefrom or for an y consequenceswhatsoever resulting directly or indirectly from compliance with or adoption of guidance contained herein even if

caused by a failure to exercise reasonable care.

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•

•

FOREWORD

This guide has been published after wide and continuing consultation to encourage safe and efficient

helicopter/ship operations. The guide is intended principally for the use of ships' masters, officers andcrew, but

italso offers advice to helicopter pilots and operators. The objective is to promote standardised

procedures and facilities for helicopter/ship operations worJdwide.

This revision of the guide supersedes all previous versions. It has been updated to refJect theincreasing use of smaller helicopters in ship operations and the preference of helicopter operators to land

on a ship rather than to hover. To that end the guidance on safe landing areas has been recast to encourage

the standardisation of such areas even when deck space is limited.

The growing use of helicopters to serve different types of ship emphasises the need for a dose under-standing between helicopter pilots and the ship's crew and the importance of standard communications

procedures. The guide therefore indudes a section containing standard format messages. The ultimate

safety and success of th is type of operation depend supan the avai labi r j t y of com pat ibJe rad io-commu nications equ ipment in ship and helicopter and the maintenance of good com munication s betweena H · pa rties. .

AI r possi ble care has been taken in the preparation of th is g u ide, but it mUst be stressed that it

is only a guide. It is not intended to be binding, and shipping companies, ships' masters and officers,

helicopter operators and air crew are all responsible for acting in accordance with relevant national

regulations and company instructions, Regulations for helicopter operations are established by the

authorities in the country of registration of the aircraft, and may vary in detail from one country to another.

Acknowledgement is made to those in the shipping and aviation industries whose expertise has

been sought and willingry given in the course of preparing this new edition. Comment on the guide and

suggestions for further improvement will be welcome: and should be addressed to the International

Chamber of Shipping, 30/32 St. Mary Axe, london EC3A BET; England .

-,_

III



CHAPTER 1

G EN ER AL G UID AN CE

< 0

1.1 INTRO0 UCTION

Th&fact that many helicopter operations take place throughout the world every day underli nes the

inherent safety and usefulness of the helicopter. The advent of the gas turbine engine in the 1950s improved

the performance of helicopters and thereby contributed greatly to their acceptance in maritime operations.

This guide seeks to advise shipping companies and ships' staff on how to handle hellcopter/shipoperations. Because of their different backgrounds, qualifications and experience, mariners and aviatorsare often not conversant with even the most basic technical facets of each other's profession. This Jack

of mutual understanding can be dangerous and the guide attempts to remedy it.

There are three main categories of helicopter/ship operations:

Where there is a contract between a shipping company and a helicopter operator. It is thiscategory to which the guide is principally directed.

Where there is a contract between some local organisation, such as a pilotage authority, and

a helicopter operator. The guide is also suitable for these applications, and Chapter 8 in particular

dearswith the transfer of marine pilots,

Emergency/rescue operations. Although the-gu ide has been written with pJanned operations

chiefly in mind, many sections provide helpful information which is relevant to the use ofhelicopters in emergencies.

The operations department of a shipping company has to balance time, money, safetyand expediency.

Before deciding on helicopter/ship operations it has to weigh the risks to the vessel inherent in approaching

harbour l imits and heaving-to for a la unch transfer aga inst those a rising from a helicopter transfer withthe ship safely off-shore and probably steaming on passage. In balancing such factors, safety must be the

pri m e cons ide rat ion.

1~2 SELECTION OF AN 0 PERATOR

Aviation, [ike shipping, has varying standards of operating practice, When planning an operation,

advice should be sought from an independent expert (e.g, a qualified consultant with fi rst-hand experience

of mari ne helicopter operations) who, having ascertained the exact requirements, wHI be able to identifythe operator with the ability and experience to carry out the task to the highest level of safety and proficiency.

National avia tio n auth ori ties wi Ir no rmaJ Iy ass it by recom mend ing an ap prop riate co n s u lta tive bod y.The consultant may recommend to the user that operating constraints in excess of those required

by the adrnin istration or operator are applied contractuaHy. Advice on the form of this contract should

be sought from an expert. A technical consultant will not necessarHy be expert on contracts but shouldbe able to recom mend' a specialist, This is particularly relevant in consideration of liability, indemnity and

insurance clauses, on which the owner should always consult his P&I Club.

The choice of a helicopter for a particular task is one which requires a high degree of technical

aviation knowledge. Aircraft operators seeking business may claim to be able to perform a task for which

their particular aircraft is not suitable and thus possibly reduce safety standards and the cost effectiveness

of the operation. The safety of the ship, Ihe helicopter and personnel is paramount and the consultant's

report should therefore always be available before any contractual agreement is signed.

A helicopter must be operated in accordance with the instructions in the operations or Hight manual

prepared by the helicopter manufacturer, and approved by the administration, for the aircraft concerned.

The aircraft is maintained to a schedule recommended by the manufacturer and approved by the appropriateaviation authority, some of whose requirements may be additionaJ to those of the manufacturer. The aviation

authority will also have inspectors to check regularly that the operator is appJying the rules and regulations

correctly.

Wh e nan opera to r has been selected, a co ntract signed, a nd a I is ready fa r se rv i ce, the ope ra tio n s

department should issue advice and instructions on the use of the service and ensure that the JCS Guide

to Helicopter/Ship Operations is available and adhered to by all staff.

1



CHAPTER 2

GENERAL FLYING SAFETY

2 .1 PR IN C IPLES

Marine helicopter operations demand a dear understanding of safety requirements for both theship and the aircraft. The aim of this gui.de is to specify the minimum requirements necessary to maintainstandards of safety. These requirements should be adhered to at aUtimes for routine operations. Transferof personnel or stores to or from ships by helicopter should also be conducted in accordance with any

reIevant natio naI safety standard s.

Twi n eng ined heli copters a re a tways to be preferred fo r helico pterls hip 0 perat ion 5; in so me case s

national regulations may stipulate the use of twin engined machines.

The most jmporta nt factor in the 5uccessfuI conduct of safe hel icopter operations isgood communica-tions. It is essential that there is fu IJ understandi ng and agreement between the ship's master and thehelicopter pilot on a dear and simple plan of arrangements both prior. to and during operations.

2 .2 RESPONSI B r LlTIES

2.2.1 User•

lt is the responsibility of the user to select reputable helicopter operators so as to ensure that thenecessary standards of operational safety are achieved. There are advisory agencies throughout the world

whose guidance shouJd be sought.

2.2.2 Master

(a) The master is responsible for the overall safety of the ship. lf he is in any doubt whether the

proposed helicopter service meets the requirements of his owners concerning safety, liability,

indemnity and insurance he shou ld seek thei r advice befo re ope ration scorn menee.

(b) Clearance for the specific helicopter operations proposed and permission for th e helicopterto land on board are given entirely at the discretion of the master.

(c) The master may stop or curtail the operation at any time for reasons of ship safety. In this event,the helicopter must move dear of the ship immediatefy. The master and helicopter pilot shouldif possibl e d jscU S5 approp riate fu rth er action.

(d) The master is responsible for ensuring that crew members involved in helicopter/ship operationsare trained in standards and procedures necessaryto maintain the safety of the ship, its crewand th e-hefico pter aircrew. The master must ensure th at the officer inc harge and the members '

of the deck party are fuHy familiar with equipment for winching and Janding operations andare trai ned and regularly dr iHed in the tasks requ i red of them in bot h routi ne ope rati on sandemergencies. "

•2.2.3 Helicopter Operator

The helicopter operator must comply with the aeronautical requirements for helicopter operationsand pilot standards of both the country of registration of the helicopter and the country where it is operating.J n particu r ar:

"~

(a) H eJcopte rs to be used fa r operations 0 n ships shDU Id con form to ce rtainc ri ter ia co nta inedin the helicopter company's operations manual but should never be equipped with less thana marine VHF radiocommunications transceiver and a "radio altimeter.

(b) Helicopters which are certified for instru ment flight ruJes (rFR) and night operations shou ld,

in addition to standard certified J FRrequirements, aJsobe equ ipped with radar capable of shortrange display indication. verticaJ gyroscopic indicator (VGl) and instantaneous vertical speedindicator (JVSD.It is also recommended that one of the landing fights should be fully articulating.

(c) The helicopter should carry the following minimum equipment - flotation gear; rife rafts; asurvival pack; fj rst aid kit; and IHe jackets for alJ crew and passengers.

(d) Helicopters used at night or in reduced" visibility must be equipped for instrument flying andcarry two pilots who have current IFR ratings on helicopters, are certified to internationallyaccepted standards, and are qualified for helicopter operations over moving ships at night.

(e) A qualified crew member to serve aswinchman must be carried whenever winching operationsare envisaged. A winchman/cabin attendant must be carried in certain helicopters and wheneverthe passenger/freight compartment is separated from the flight deck (see Section 2.2.5).

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2.2.4 Helicopter Pilot

The safety of the helicopter remains at all times the responsibility of its pilot, In order to carry out

their respective responsibilities the helicopter pilot and the master must agree on the proposed operation

before it commences. The helicopter pilot should be aware of the manoeuvring limitations of the ship.

2.2.5 Helicopler WinchmanlCabin Attendant

A hel icopter winchman/cabin attend ant is essential in larger aireraft and aircraft where the passengercompartment is separated from the (Jight deck, and should ideaJJy afso be carried in other situations. He

is responsible to the helicopter pilot for the fotlowing.->

(a) Passengerhandling and safetyduring the flight and when entering and leaving the helicopter.

(b) Passengersupervision during emergencies.

(c) Supervising Ihe loading and unload ing of the heIjcopter and assisting the office ron deck to

ensure the safe conduct of the deck party jnth e vicinity of the he!icopter.

(d) Monitoring the pilot's blind-spots (the tail and under-belly of the helicopter), direeting the piJotover the required deck area, ensuring that it is all dear around and under the helicopter duringwinching and before landing and take-off, and placing and removing whee! chocks.

(e) Ensuring that all relevant documentation is completed by the ship's crew and on board theheJ icopter befo re its retu rn to shore.

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.w

4



CHAPTER 3

HELICOPTER OPERATING GUIDANCE

3.1 HEL ICOPTER REQU IR EM ENTS FOR ROUTI N E SERV IC E

3.1.1 Twin Engined and Single Engined Helicopters

Twin engined helicopters are always to be preferred for marine operations. Single engined helicopters

may be used unde r certai n cond iio n s but on Iy when rand ing 0n dec k is intend ed. They must not be used

in hovering operations,SingJe engined helicopters should only be used for transfers to ships on which a suitable recom-

mended landing area Is available (see Sect jon 4.2). '

ln harsh weather areas (e.g. North Sea in winter) regulations may limit the overwater flight distance

of sing Ie engi ned hel icopters used for pe r son ne r tra nsfer.

When any helicopter operation is being carried out above a winching area in the vicinity of accom-modation spaces, compliance with the requirements of Section 4.3.4 of this guide i~especially important.

The foHowing table indicates the operations which may be conducted by twin engined and singleeng ined helicopte rs:-

.r-.r~

PERSONNEl~ STORES

LANDING WINCHINC LANDING WrNCHING

DAY NrCHT1 DAY NIGHT1 DAY NrGHTl DAY NIGHT1

TWfN ENClNED Yes Yes Ye s2 Yes 2 Yes Yes Yes Yes-,

SINGLE ENCrNED Yes3 Yes3 No No Yesl Yes3 No No

Notes:

1. Helicopters used in night operations must be f u r J y certificated, equipped and manned for suchoperations (see Section 2.2.3(b) and (dl),

2. A winching area may only be used if a recommended landing area is not available or cannotbe used.

3. Single engined helicopters should not be used over accommodation spaces where these spacesform pa rt of the superst ru ctu re of the vessel,

3.1.2 Helicopter landing Gear

Wheer mounted helicopters are preferable for landing on a vessel, especiaUy if landi ng takes placei~. when the vessel is moving snghtiy in a seaway, because the wheels will provide improved traction. Skid

'~ mounted helicopters may have difficulty in landing if the deck is ridged, or has small obstacles (such astank deaning hatches on tankers> within the landing area. Nevertheless skid mounted helicopters maybe used with safety i f these constraints are taken into account. During conditions.of severe icing it maybe necessary for nets to be fitted to the deck if the helicopter is going to rand , though the practical difficultiesof fixing these nets may outweigh their advantages. Where a purpose-built helideck is provided the nets

can be permanentJy fixed. The nets should preferably be of 20mm d iameter ro pe with a maxi mum mesh.

size of 200mm. The mesh should be knotted and not threaded. The net should be secured every 1.5 metres

around the Janding area perimeter and drawn tight. The size of the net to be used wHI depend upon thesize of the helicopter for which the landing area is Intended.

3.2 WEATHER AND SEA CONDITIONS

3.2.1 General

Weather conditions which limit helicopter operations may val)' according to the rules imposed bythe operations manual approved by the aviation board or authority for the particu lar helicopter and its

equipment. Helicopters which are equipped for r F R fright and carry a radar, v e r I radio altimeter and r v s rand are manned by JFRcrews trained in helicopter/ship operations wHJ normally operate when visibility

is more than 150ft vertical and 0.5 nautical mile horizontal. Helicopters and crews which do not complywith these requirements should not undertake helicopter/ship operations at night and should operate today visual fright rule limits, i.e, 500ft vertical (dear of doud) and 1 nautical mile horizontal.

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3.2.2 Wind Conditions Limiting Helicopter Operations

Rout ine operation s can genera Ily be cond ucted at a wind speed of up to 50 knots. However fund crcertai n d rcumstances it may be necessary for the ship to change direction at the req uest of the hel icopte rpi lot. In emergencies operations can be carried out with certa in hel icopte rs in wind speed sup to 70 knots.

A pen nan ( or windsock shou Id be flown by the ship to give the hel ico pte r piJot an ind icalion ofthe speed and direction of the wind 'relative to the ship's deck.

3.2.3 Sea and Swell

Helicopter operations should not be carried out if there is a likelihood of sea or heavy spray on

deck. If possible the master should ensu re that spray, roll and pitch are kept to a ·minimu m by selectinga su iable cou rse and speed. This j s particu larly important in preventi ng circumstances whe re seaand 5praymay enter the helicopter's engine, and for the safety of the deck crew. Pitch or roll in excess of 5° maywell prevent heJicopter land ings.

When personneJ are bei ng winched to or from a vessel, the hel i copter pi l ot may req uest t hat theshi p runs with the sea and usually with the wind J in order to reduce the reiati ve wjnd 5peed as weJI asthe roll and pitch of the ship and risk of sea over the deck. Alternatively, i f conditions so dictate he mayrequest that the shi p heads into the sea.

3.2.4 Special Conditions

In special circumstances, e.g. when at anchor, the ship may be unable to manoeuvre and may notbe able to meet· the conditions outlined above. Helicopter operations may however take place in suchcircumstances if the helicopter pilot is informed of the situation before he takes off from base.

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CHAPTER 4

G EN ER AL SHIP R EQ UIREM EN TS

4~1 SHI P OPERA TI NC AREAS.

4.1.1 Types of Operating Area

There are two types of ship operating a rea:

(a) Landing Area: a helicopter operating area which is suitable for landing helicopters, The landingarea may also be used for winch ing, but where a land ing area of adequate size for the hel ieopterin question is provided landing is always the preferred option.

(b) Winch ing Area: an operati ng a rea wh lch may only be used for wi nch ing.

4.1.2 Positioning of Operating Areas

Operating areas should be located on the main deck and, if practicable, arranged on both port andstarboard sides. The operating areas consist of -an outer manoeuvring zone and an inner dear zone. Itis important that whenever possible the clear zone should be dose to the ship's side. Any amount of themanoeuvring zone may extend outboard but none of the dear zone may do so.

The first requirement is to identify a location where there is dear access to the operating area andexit from it to the ship's side. Once that location has beee identified, the second requirement is to establishthe best position within the area for the manoeuvring zone that will give the largest clear zone.

Positioning of landing or winching areas dose to the bow is not recommended due to the increasedair How turbu renee created by the ship's passage (see Figu re 1).

RHA TJVE WIND DrRECTION

AREA OF DECREASFNG

TURBULENCE

".~

FIGURE 1: PATTERN OF AIR FLOW OVER SHIP~S DECK

7



4.2 DEI AILS Of LAN 01NG AREA

4.2.1 Landing Area at Ship's Side

landing areas should be as Jarge as possible and set out to provide sate access for helicopters fromthe ship's side. Due account must be taken of possible helicopter slippage and wind and ship movement.Where the boundary of the clear zone is dose to or in fine with the ship's side, and where the heightof fixed obstructions so perm its (see Section 4.4), hel icopter· safety wi J I be improved by extend ing the dearand manoeuvring zones to the ship's side symmetrically, thereby widening the approach to the tandingarea (see Figure 2)~This extended landing area at the ship's side is the_refore the preferred operati ng area.

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0.5D 0.50

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This sect ion of shipside (ai l to be removable or to c:otlapse inwards.

, AIMING CIRCLE !r . .. .. {Diameter 0.5D) .. t

No obstn,Jct iOO$ higher thafl 0.1 metre,Background painted in conlt"ast ing dark non -ndleol;-ting coklU-f.

'H' painutd in white 0.4 rnene wide Nne5_Cl{cumfElfl!l"\Oe eamted in "c1low 0 .:2 met re wioe l ine.

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The diameter in metres

of the clear zone ~D} and

aiming circle (0- 50)

respectively to be

marked in white f ig ure s

at aa ch (J f the points

5 hewn SO a5 to be easilv

vis ible to the h El l ieopto r

pilot.

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~----------------~--CLEARZONE------------------~~

(Diameter DINo ob$ln.n::1iIX16 hiQhef lhan 0_25 meue,

Cilcumferef'oCe pamted in VelkJw 0_1 me1re wide line.

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II

f . . . - - -- - -- - -- ~ -- - -- MANOEUVRING ZONE EXTENDED AT SHIP'S SIDE ---~---~-----~-- ....(Pref erably 2D minim urn at the rails~

Ma"-Imum haoight of OOShUCtllCru5 to be i n ~OlXl lt ioo HI d f:&tance hom

clear lone and ~ more t hll o 1 .: 25 melfe:5_

......---------------- MANOEUVRING lONE --~--------~--~----- ...!Diameter 1.3D minimum)

MaXIIITU.l1 heighl of OOSUUC~Kni j 10 be jn proooUioo ttl dist.;ln(:e

hl; ll "1lciu;vmfereACIi of dear lone lind nevet mOre than 1.25 metres.

Cirrumfel@tll ;;e p.;Iinteocl in yel low 0.2 metre wide brakoo l ine_

......~----------~----------- CLEAR ZONE EXTENDEDAT SHIP"S SIDE-----------~----------__I.IPfeterably 1.5D minimum liIl the rails),",0 obstruc IIDr15 hrgt-" ttrOin 0-25 meU~.

N.B. D, the diameter lin me [fesl of t he clear zona. must be greater than

the o",erall length, wHh rotcrs turning. of a helicopter 'oIVhichmay

use the area.

FIGURE 2: LANDING AREA AT SHIP'S SIDE

8



4.2.2 landing Area without Unobstructed Access from Ship's Side

Where it is not possible to provide an operating area with dear access from the ship's side the landingarea should be set out as shown in Figure 3 and; if practicable, placed on the ship's centre-line.

~~

//'

/I

!:~

:\ ;II I

I \'

I I

r I

I E~

~ I

: ,:I

I

{ I~I I ~ r : : : : : : : = : = : : : 1

r

D

0.50

o o.so

I

Ii1//i

I

I!

IIrI

I

t

0.50

o

ItI

I

II I

,,.......---AIMING CIRCLE__ - ........

fDiameter 0.50) ~

NQ obs.tnJ(:tiot'l5 highllr ! h8 n 0 .1 metril.Bill;:kground l ) . I I i JYII!(i in contrasting dark non-refle-cling ~Dloor.

·W painted in' while 0.4 metra Wdll linn.Cirl::urnf~r!!lnl;:e!).aimedin ye~QW0.2 melrlll' wlde tine,

,I

I

rII

I

JI

·1I~-----------------CLEARZONE----------------------------~~

IDiameter D 'No oosuuctions IlIigtwlr than 0.25 metre.

Circumterenee p2lin1ed in yellow 0.2 rM1"~ewilk l i n . & .

MANOEUVRrNG ZONE{Diameter 1.3D minimum)

Ma~imutl1 Mighr of ~uuclioofl3 to be in p~oportioJlIO distance

hom t;ircumt~tence of c;leat hn~ iIIfld nilver mer!! than 1.25 matres,

Circumferimce paintl:d jrl yi!~OW 0.2 metra wKe brohn lin!!!. . . . . . .

.N .8. 0, the diametef (in metres) of the deaf zone, must be greater than

t he overall length, with rotnrs tuming, of a helicopter which may

use the afea.

The diameter in moues

of the clear zone m } andaiming c ircle {D.501

respacttvelv to be

marked in white figures

at each of the points

shown so as to be ea5ily

visible to the helicopter

pilot.

FIGURE 3: LANDING AREA WITHOUT UNOBSTRUCTED ACCESS FROM SHIP'S SIDE

4.2.3 Dimensions of Landing Area

In establishing a fanding area it is essential to ensu re a safe correlation between

(a) the dimensions of the aiming circle, dear zone and manoeuvring zone and the maximum per-

mitted height of obstructions in these zones; and

(b) the sizesof helicopters expected to use the facility.

9



In particular, the dear zone of the landing area should be as large as practicable. lts diameter 0must be greater than the overal I Jengt h of a hel icopter (wit hits roto rs tu rn j ng) wh i ch may use it. Ot her

di mensions of the randing area must be in proportion to the diameter of the clear zone, as HIu strated in

Figures 2 and 3. An illustrative Jist of commercial helicopters in marine use wi II be fau nd in Appendix A.

4.2.4 Aiming Circle (Touch Down Zone)

The aiming circle is a n a rea concentric to the centre of the dea r zone and has a d iamete r haJf th at

of the clear zone itself. A circle of soma 10 metres diameter is required for the aiming circle of a landingarea su itable for the larger her i copters in no rma I mari ne use. The ci r cJe shou Id acco mmodate with safety

the land ing gea r of he r icopters for wh ic hit is intended an d sh0uJd therefo re if poss ible be com plete Iy .

obstruction-free. If there are unavoidable obstructions, they shou Id have rounded edges capable of beingtraversed without damaging the landing gear of a helicopter, and must be no higher than 0.1 metre.

The aiming circle shouJd be compJeteJy covered with a matt anti-slip surface painted in a dark non-

reflecti ng colou r wh ic h contrasts with th e other deck su r faces (see Section 4.5). Its c i rcum fe rence shou Id

be marked with a yellow line 0.2 metre wide, with the diameter in metres of the aim ing eire Ie clearly ind icated

in white figu res at four points in the ci rcu mference line as shown in Figu res 2 and 3.

The Jetter 'H' should be painted at the centre of the aiming circle in 0 . 4 metre wide white lines forming

a letter of dimensions 3.0 x 1.8metres. The parallels of the ~H I shou Id be al igned to the preferred direction

of approach (i f any) or otherwise to the centre Iine of the ship.

4.2&5 Clear Zone

The diameter of the c lea r zone wi II depend upon the avai lable operati ng.a rea, Th e dear zone shou Id

however be as large as practicable recognising that its diameter D must be greater. than the overall length,

with rotors turning, of a helicopter able to use the landing area. Where the landing area is at the ship'sside safe helicopter access wHI be enhanced by widening, where possible, the boundaries of the obstacle-

free clear zone at the ship's side to a dimension of at [east 1.5D (see Figure 2). The circu mference of the

clear zone should be marked by a yellow line of 0.2 metre width, with the diameter 0 in metres indicated·

in white figures at points in the circumference line as shown in Figu res 2 and 3.<

The re shou Id be no 0bs t ru ction 5 in Ihe c Iear zone h ig her tha n 0.25 metre. .


The manoeuvring zone of the landing area extends the area in which a helicopter may manoeuvre

with safety by enlarging, to a diameter of at least 1.301 the area over which the rotors of the helicopter

may overhang without danger from high obstructions. When the landing area is at the ship's side, safe

helicopter access will be enhanced by widening, where possible, the boundaries of the obstacle-free

manoeuvring zone at the ship's side to a dimension of at least 2D (See Figu re 2).

l f it is impossi ble to remove al J obstru ctions from th e manoe uvri ng zone, a grad uated increase inthe permitted height of obstructions, from 0.25 metre at the circumference of the dear zone to a maximum <

of 1.25 met res a f the ci reu m ference of the manoeuvri ng zone, is acceptable. Howeve rI such heig ht above

0.25 metre should not exceed a ratio of one to two in relation to the horizontal distance of the obstruction

from the edge of the clea r zone (see Figu re 4). SoI tor exam pteI an obstru cti 0n of 1 met re in he igh t (0.75

metre more than the maximum obstruction height in the clear zone) must be at least 1.5 metres outside

.;...

· e ' ·' ! . l. .)_,.

I~I

I

Graduated

nbs1ruefi onspermitted up

to maximum

1.25 metres

at 1.3D

{20 at ship's

sidel

No nbs tme {ions

higher than

0.25 metre

No obstructions higher than 0.1 metreNo obstruct ion s

higher than

0.25 metre

• I

~ I,!

Graduated.obstruct ions

permitte d up

to maximum

1~25 metres

at 1.30

{2D at shlps

side}

.,._---- AMNGRCLE--- .......

Diameter O.SD

._--------~--------------CLEARZONE-------------------------·

Diameter D (prefel;;lbly extending to minimum 1.5D at ship's side]

.....----~---------~MANOEUVRNG ZONE-----------~-~~~---...-..-

Diameter 1.30 'preferably extending to minimum 2D at ship's ·side~

FIGURE 4: LANDING AREA - PERMITTED HEIGHT OF OBSTRUCTIONS (ELEVATION)

10



the circumference of the clear zone. AU obstructions in the manoeuvring zone shouJd be dearly markedin contrasting colours (see Section. 4.5).

To assist the helicopter pilot in his positioning, the circumference of the manoeuvring zone shouJdbe indicated by a broken ye Ilow lin e of 0.2 metre width (see Figu res 2 and 3).

4.3 DETA r LS OF WI NCH ING AREA

4.3.1 Positioning of Winching Area

With the increasing use of helicopters for routine operations with ships it is strongly recommended

that where it is impracticable to provide a prescribed land ing area a clear winching area is provided overwh ich a hel [copter can safely hover wh ile winch ing people or 5tO res to or fro m the 5hip.

As with a landing area, a winching area should, for operational effectiveness and safety, be locatedat the side of the ship so that a large part of the manoeuvring zone can extend over the ship's side. Theposition of the operating area shouJd enable the pilot of a helicopter hoveri ng over the dear zone to havean unobstructed view of the ship and be in a position which will minimise the effect of air turbulenceand flue gases. The area should i f practicable be dear of accommodation spaces, provide an adequatedec k area adjacent to the manoeuvri ng zan e fo r people to muster, and provide for safe access to the areafrom different directions.

In selecting a winching area the desirability of keeping the winching height to a minimum shouldalso be borne in mind. !n routine operations a winching height greater than 12 metres (40 feet) shou Idbe avoided. ·

The winching area for helicopter operations consists of two concentric zones as illustrated in Figure 5.

4.3.2 Clear Zone

The dear zone of a winching area is an area clear of all obstructions and with a minimum diameterof 5.0 metres. The clear zone should be painted yellow to contrast with the surrounding paintwork of thesh j P and shou Id have a matt, anti-s lip surface.


The diameter of the manoeuvring zone of a winching area should be 20 (D being the overall length,with rotors tu rning, of the rargest he! icopter abJeto use the area - see Ap pend ix A). Ideal I y the re shou rdbe no obstructions in the manoeuvring zone higher than 3.0 metres, but when it is unavoidable obstructionsof not h igher than 6.0 metres may be perm itted in the outer part of the rnanoeuvri ng zone between 1.5Dand 2D (see Figure 5). A n obstructions in the manoeuvring zone should be painted distinctively in colourscontrasting with other paintwork (see Section 4.5).

To assist the helicopter pilot in his positioning when manoeuvring over the area, the circumferenceof the manoeuvring zone should be marked with a broken yellow line of 0.2 metre width. In addition,'to remove any possibili ty of the helicopter pilot mistaking a winching area for a landi ng area, considerationshould be given to marking the words WJNCH ONLY in suitably large white letters in the manoeuvringzone (see Figure 5).

f

To reduce the risk of the winching hook and cable becoming fouled, all guard rails, awnings,stanchions, antennae and other obstructions in the vicinity of the manoeuvring zone should asfar as possiblebe removed 0r cor r apsed~

4.3.4 Winching Area on or Adjacent to Accommodation Spaces., .

Some ships can only provide winching facilities over accommodation spaces. ln such cases onJytwin engined helicopters may be used, and because of the dangers of operating near accommodation spacesthe following procedures should be followed in addition to those referred to in Sections 6.5.2 and 6.6.3:

(a) Personnel must be evacuated from any space immediately beneath the operating area;

(b) A safe means of access to the operating area must be provided from at least two widely differentd j reet to ns;

(c) AU doors, portholes, skylights etc. must be dosed in the operating area, its immediate vicinityand on all decks below it;

(d) Fire and rescue parties must be deployed well dear of and sheltered from the operating area,yet within range for immediate fire-fighting.

4.3.5 Alternative Facilities for Emergency Helicopter Winching Operations (see also Chapter 9)

Search and rescue operations in the wake of marine casualties frequentry demonstrate the valuableassistance helicopters can provide to ships. ln cases where a ship cannot provide either a landing areain accordance with Section 4.2 or a winching area in accordance with Sections 4.3.1 to 4..3.3, alternative

11



.>//

If~

\

\<.<

t

CLEAR I

l.._ZONE ...............$ r", metn~s mimmum f I

aCl<fctapasued \,e~cw I

... - - - - - - - - - -;~Diamcter 1.5DP - - - - - - - - .....

· .MANOEUVRING ZONE

i fDiameter 2DJ I

C"C!)lYlfCrl:"= pallflli1d Invltl'uw0 . .2 metfp. wMie I)IQken 1.tlC'

l I

I I, ,No •

, Noobstruc lions

, ,ons t rur:Ion~

•hiqh.cl higher

lhan • ~ !hanI No 0llslructi(Jm; No N(I ol l! ih uc t ions ,

6 lnE;!lres I t llgher than higher than L I) metresobs UUCtiOflS II 3 metres 3 metres I

I,

N.B. D is the overal l length hn metres}, with rotors turning,

of a helj.£;0plCr which may use the area.

.~.

FJGURE 5: WIN CHING AREA

W~NCHONLY to be

marked ill INh~~Q$,0 as to

be easily visible to the

helicopler pilot.

arrangemen ts for emergency hel icopter winch j ng operation s 5hou Id be exarni ned and Lmp Iemented where'this can be done with safety.

An alternative winch ing area shou ld j f poss ible be Jocated near the side of the sh ipso tha t mostof its manoeuvring zone extends over the ship's side, enabling the heJicopter to have an unobstructedview of the ship's side. Where practicable the area should be:

In a positio n wh ich wi I min imise the effect of ai r turbu lence:

Clea r of areas likely to be affected by flue gases;

Read iIy accessi ble and if possi ble dea r of acco mmod ation spaces;

Sited where there is a dear flight path along the ship's side;

CapabIe of ill umination by downward fac ing flood Iights at night.

12



Significant obstructions such as a mast should be illuminated at night and the upper part of anytar! obstacles should be conspicuously painted (see Section 4.5). A wind pennant should be hoisted soas to be seen dearly by the helicopter pilot..

To avoid possible confusion with fuJIwinching areas meeting the recommendations of Sections 4.3.2,

and 4.3.3, alternative emergency winching areas should not be permanently marked.

.:.1\I~

4.4 OBSTRUCTIONS (General)

The aiming circle which is intended for helicopter touch-down must contain no obstruction higherthan 0.1 metre and any obstruction of less than 0.1 metre in this area must have rounded edges whichcan be safely traversed by the landing gear of a helicopter.

ln a dear zone of a landing area no obstruction may be higher than 0.25 metre.

In a manoeuvring zone of a landing area no obstruction may be higher than 1.25 metres. In orderto allow the rotors of a helicopter a safe overhang whife manoeuvring, the height of any obstruction inthis zone must be related to its distance from the circumference of the dear zone. The vertical heightof any such obstruction in relation to its horizontal distance from the edge of the dear zone must notexceed a ratio of one to two - recognising that the maximum permitted height remains 1.25 metres (seeFigure 4). AH obstructions in the zone should be clearly marked.

The dear zone for a winching area (minimum diameter 5.0 metres) should be clear of alJobstructions.

J n the manoeuvring zone for a winching area there should be no obstructions higher than 3.0 metresin the area extend ing to a diameter of 1.50, and no obstruction s highe r than 6.0 met res in the area beyond1.5D to a diameter of 20 (see Figure 5). AU obstructions should be clearJy marked .

4~5 MARKINGS (General)

Landing and winching areas (except 'emergency winching areas as described in Section 4.3.5) shou ldbe permanently marked as described in this chapter. Areas to be used by the helicopter Janding gear orby personnel should have anti-slip surfaces even when wet. The colours used must contrast with the ship'spaintwork and in general aJign with aviation practice wherever possible. YelJow lines with white lettersor numbers should be used. The touch-down zone should be painted in a dark grey or dark green non-reflecting surface. The dear zone of a winching area should provide a matt anti-slip surface in a uniformlyyelJow colou r.

Any permitted obstructions (see Section 4.4) should be distinctively painted. Aviation practice includesthe identlfication of obstructions by the us e of alternate red and white painted horizontal bands. Day-gJowhigh visibility paints can provide enhanced visible warning to the helicopter pilot.

4~6 POOP DECK PLATFORMS

A poop deck platform is a possible arrangement if there is not enough space for a landing areaon the main deck. However, such a platform can have the faHowing dlsadvantagest=-

(a) Air turbulence caused by the superstructure will make the manoeuvring of the helicopter moredifficult: ,

(b) Hue gases may adversely affect the pilot or th~ performance of the helicopter engi nes;

(c) The platform may move excessively in a seaway because it is positioned at the extreme endof the vessel,

These problems may be eased by the design of the platform, the accommodation block and theirimmediate environs. lt may also assist to manoeuvre the ship when a helicopter is to land or hover sothat the wind is within 35° of the beam, preferabJy on the port side. .

4.7 N IGHT OPERATION S: UGHTI NG

The following generaJ remarks apply in all cases:

(a) lighting should be arranged so as to iHuminate the operating area and should not bedirectedtowa rds the he r icopte r;

(b) The wind pennant should be iHuminated;

(c) Camera flashlight equipment shouJd not be used as it will interfere with the night vision ofthe helicopter crew;

(d) If it is intended to provide a form of permanent righting for. a ship's operating area, aviationpractice is for the perimeter of the helicopter deck/Janding area to be marked by alternate blueand yellow lights, spaced three metres apart and having a lurni nous intensity of 5 candelasfor blue and 15 candeJas for yellow,

13



4.8 FIRE FIGHTIN C EQU IPM ENT

The following fire fighting equipment or its equ ivalent shou Id "be avai lable as ami nirnu m du ringall helicopter operations. ln many cases these requirements will be covered by regulations issued by the

admin istrat ion of the trag state:

(a) At least two dry powder extinguishers with an aggregate capacity of not less than 45kg;

(b) A suitabJe foam application system (fixed or portabfe) capable of delivering a foam solutionat a rate of not less than 6 litres per minute for each square metre of dear zone and sufficientfoam compound to enable the rate to be maintained for at least five minutes;

(c) Carbon dioxide (C02) extinguishers with an aggregate capacity of not less than 18kg;(d) A deck water system capable of delivering at Jeasttwo jets of water to any part of the helicopter

operating area;

(e) A t feast two fire hose nozzles which should be of the dual purpose type;

(f ) Fire resistant blankets and gloves;

(g) Sufficient fire proximity suits.

""_

14



CHAPTER 5

COMMUNICATIONS

5.1 GENERAL

The success of any hel icopter/s hipope ration depend son estabIishing and rnaintaining good commun-ications. This appl ies not only to the cornmu nications between the helicopter and the ship, but also tomessages passed between the ship's owners or operators, the ship's agent and the helicopter operator.

Communications duri ng the operation itself must be directry between the heI icopter and the shipand not relayed through any third party.

To avoid an y misunderstandings, especially if the language being used isforeign to any party involved,the message format in the following sections is recommended. A similar but abbreviated form of message

may be suitable for VHF com mu nications.

Before the operation can be agreed it is essential that information is exchanged and acknowledgedbetween the ship and the helicopter operator on the facilltles which the ship can provide for landing orfor winching. lnforrnation on the diameter of the clear zone of the landing area (or of the manoeuvringzone of a winching area) and its position on the ship must be provided by the ship to the helicopter operatorin the first exchange of messagesand should receive formal acknowledgement as in the foHowing sections.

~.._~ 5.2 COMMUNICATIONS EQUIPMENT

_. The helicopter must be fitted with a marine VHF FM radio able to transmit and receive on at leastChannel 16 and two other simplex working frequencies. Unless other arrangements have been agreedin advance, the sh ip should set watch on VHF Chan neJ 16 for the a rrival of the heJicopter.

5~3 M ESSA C E FORM AT

It is recommended that the format, style and content ot messages is based on the fotlowing examples.

5.3.1 Master to Agent (at least 24 hou rs before anticipated operation)

1. REQUEST HELICOPTER OPERATION IN -

* lATrTUDE LONGITUDE .* STANDARD RENDEZVOUS POSITfON (e.g. CHARUE )

E TA (GM n D A TE .

ANTrC rPA TED COURSE DECREESANTI C~PATED SPEED KTS

2. VESSEL IS EQU rpPED -

*FOR LANO[NG WITH A CLEAR ZONE OF METRES*FOR WINCHING ONl.Y WrTH A MANOEUVRfNG ZONE OF METRES

I

.7\.JiI

3. HEUCQPTER FACILITrES ARE ON PORT SIDE*/STARBOARD SIDE*/CENTRE UNE*

4. I HAVE CREW M EMBER{S) TO EMBARK*/OISEMBARK*

5. J HAV E TO LA ND (e.g. M A il, STOR E S ) .

6. PLEASE ENSURE ALL THrS rNFORMATION IS PASSED TO HEUCOPTER OPERATORSCONCERNED.

(*Whichever is applicable)

Note:

The section indicating personnel to be picked up by the helicopter might be expanded to include

name, national ltv, passport number, visa etc. The descrlption of items to rand might incl udetheir weight, volume and the type of road.

A message of acknowJedgement should be sent from th e agent to the ship when these requirementshave been approved by th e he r icopter ope rata r.

5.3.2 Agent to Helicopter Operator

To ensure that all essential information is passed to the helicopter operator by whatever means,the following items should be sent in the order given and repeated back by the helicopter operator. Thehelicopter operator should confirm that the rendezvous position is suitable: i f not, the master must beadvised accordingly. ln passing the message of confirmation from the agent to the ship, the identical formatand content of the message sent by the agents to the helicopter operator should be used.

15



1. NAME OF VESSEL AND CALL SIGN

2. fTA (GMT/DA TE)

3. POSITJON*

4. COURSE

5. SPE ED

6: TYPE OF OPERA Tl N G AREA

7 . DIMENSIONS OF C lEA R/M AN OEU VR JN G ZON E

8. PQS ITI ON 0 F OPERA TJ NG AREA

9. CREW TO EMBARK

10. CREW TO D [5EMBARK

11. OTH ER REQU IREMENTS

12 . W ill HE lIC OPTER CA RRY UND ER SLUNG LOAD?

(*LatitudeJlongitude or Standard Rendezvous Position (e.g. Charlie) for the proposed hel icopteriship operation.)

5.3.3 Agent 10 Master

1. YOUR REQUEST FOR HELICOPTER OPERATION ACKNOWLEDCED BY HEllCOPTEK OPERATORAS FOLLOWS: .

2. RENDEZVOUS IN -

*L A TITUDE ..•....... lONGJTUDE •

*STA ND ARD REN DEZV OU S POS IT JON (e.g. CHARUE )

3. YOUR PROVlSIONAL ETA GMT/DATE4. HELICOPTER OPERATOR ACKNOWLEDGE S THAT VESSEL HAS -

*lANDING AREA ON PORT SlDE*/STARBOARD SIDE*/CENTRE LlNE* W ITH CLEAR ZO NE O F

.......... METRES D J AM ETE R

OR .·WINCHING AREA ONLY ON PORT SIDE*/STARBOARD SIDE* W'TH MANOEUVRING ZONE

OF METRES DIAMETER

5. HEUCOPTER wiuvwn; NOT* CARRY AN UNDERSLUNG LOAD

6. PERSONNEL TO BE EMBARKED*/DJSEMBARKED*

7. OTHER RELEVANT INFORMATION

(. Whichever is appl icable)

5.3.4 Master to Agent (6 hours prior to arrival)

The following revised or additional information should be sent from the master to the agent sixhou rs pri or to ai rival at the rendezvou s: '

1. REVJSED ETA*/CONFIRMED ETA* AT RENDEZVOUS IS (GMT/DATE)

2. THE OPERATING AREA JSEXPECTEDTO BECLEAR OF*/SUB]ECTTQ* SEASOR SPRAY ON DECK

(Note: Refer 10 Section 3.2.3)

3. WATCH WJLL BE MAINTAINED ON VHF CHANNEL 16

(*Delete as appropriate)

5.3.5 Agent to Helicopter Operator (revised or additional information).~.

On receipt of the jnformation inSect ion 5.3.4 the agent must communkate the fol J ow i ng info rmationto the helicopter operator in the order give n, and have it repeated back by the hel icopter 0perato r to ensure{ha t the re is no m isunde rstanding.

1. NAME OF VESSEL AND CALL SJGN2. REVrSED*/CONFIRMED* ETA (GMT/DATE) AT RENDEZVOUS

3. JNFORMATJON ON SEA AND SPRAY CONDIT[ONS AT QPERATrNG AREA

4. ANY ADD ITr 0 NAL REQU IREMENTS

(* Delete as appropriate)

5.3.6 Agent to Master (subsequent communication)

The agent mU 5 t Ihen com municate again with th e master as fa I Iows:

1. YOUR REVISED*/CONFIRMED* ETAAT RENDEZVOUS POSrTION (GMT/DATE) RECEIVED

AND PASSED TO HELICOPTER OPERATOR AT TIME/DATE

2. HELrCOPTER wru CONTACT YOU ON VHF CHANNEL 16

(*Delete as appropriate)

16



5.3.7 Communications between Ship and Helicopter

Havi ng estabf ish ed d j reet contact betwee n th e sh ip and the her icopter J inc Iud ing i f necessa ry thesending of a signal for ADF homing (see Section 6.2.1), actual communications wiH folJow a pattern dictated

by individual circumstances. However, in the interests of conformity and in order to avoid any misunder-

stand ings, the follow ing is a select jon of phra ses which may be used a s and when appropriate.

(a) Helicopter to Ship

1. Join me on VH F Chan nel .

2. Query - what is you r exact positi on?

3. Please transmit a tong homing signal on 410kHz.

4. Query - Wha t is your course?

5. Query - What is your speed?

6. Query - What is the present relative wind direction and speed across your deck?

7 . Query - Wha t are the pitch, rol l , sea and spray conditions at the operating area?

8. I understand that your vessel has (a) a Janding area with a dear zone of metres diameter

o n th e p or t/s ta rb oa rd side/centre f ine or (b) ha s a winching. area with a manoeuvri ng zone of.......... metres d iameter on the portlstarboa rd side. Ipropose to serve you on the port/sta rboard/centre line land ing /w i nc h i n g area.

I will be overhead your vessel in.......... min utes.

I have you jn sight.

Query - is the sh ip ready (see Section 6.1)?

Query - is the deck party ready?

Query -j

s the ope rati ng area dea r0

un necessary perso n n eJ ?

Query - is the fire fighting equipment ready?

Pfease confirm that there are no obstructions above the operating area.

Please confi rm th at a r I passe ngers have been briefed on ho ist ing proced ures.

Please confi rm permission to land.

Iam standing by.

r expect you to be ready in 'rni nutes.

Please rnainta in your cou rse and s peed {if poss ibJe}.

C an you a lte r cou rse to degrees?

Can you reduce speed to knots?

Please advise when you have steadied on your new speed/course.

Can you resume your original course and speed?

AcknowledgementShip t o Helicopter

My vessel's posit jon is miles from (promi nent poi nt).

M y vessel ~has(a) a landing area with a dear zone of ..' metres diameter on the port/starboard

side/centre line or (b) a winching area with a manoeuvring zone of ~ metres diameter on

the port/starboard side.

M y vessel islis not ready for you to approach.

Stand-by. J expect to be ready for you to approach in minutes.

M y present cou rse is d(·grees. .,._

M y present speed !~~ . k noh.

The relative wind 1 _ _ _ degrees knots.

I am shipping fight spray on deck/heavy spray on deck.

J am pitching/roBing moderateJy/heavi Iy.Query - do you wish me to alter course?

Query - do you wish me to reduce speed?

The ship is ready - all prepa rations have been made (see Section 6.1).

A ffi rrnative: You have pe rm ission to proceed with the opera t io n.

Affi r rnative: You have pe rm iss ion to la nd.

AcknowJedge ment.

9.

10.

11.

· · ~ O12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

(b)

1 .

2 ..

0 3.

4 .

5 .

6 .

7 .

8.

9 .

10.

1 1 .

12.

13.

14.

15.

17



CHAPTER 6

SH IP OPERA TIN G PROCEDURES

6. 1 OPERATIONA l CHECKS

The officer jn cha rge shou rd chec k aI J 0perational req uirements on deck sho rt Iy before the arri va Iof the hcl icopter. Some ships may requ ire special checks (see Chapter 7). A check Iist which may be L J sed

is set out in Appendix B.

The generaJ req uirements for al r types of ships are r isted below.

6.1.1 Ship Requirements

(a) Equipment, As wel l as the fi re-fighting equipment detailed in Section 4.8 the foJlowi ng shou ldbe immediately to hand in the operating area:

0) Large axe

(ii) Crowbar

{iin Wj re cutters

(iv) Red emergency signal/torch

~~

(v) MarshaUi ng batons (at night)

(vi) First aid equ ipment

(b) Manning. The deck party for landing operations should consist of one leader carrying a portableradio transceiver (walkie talkie) for communicating with the bridge, and four or more otherpersons wearing fire protective suits. NormaUy two should attend the fire fighting equipmentwhile two comprise a rescue party. A reduction to three persons may be practical for winchingoperations or where remoteJy controlled foam nozzles are available provided that an equivalentrevel of protection and safety ca n be as su red.

(c) Pre-operational conditions and checks. Before landing or winching operations the following stepsshould be taken:

AUloose objects within and adjacent to the operating area must be secured or removed. <

(i)

(i i)

(iii)

~(iv)

(v)

(vi)

AH aerials and standing or running rigging above or in the vicinity of the operating areashau Id be lowe red 0r secured.

A pennant 0r windsock shou rd be hoi sted wh ere it can be c f early seen by the he Iicopterpilof

Where necessary the deck should be washed to avoid dust being raised by the down-draught from the heIicopter rota rs.

Fire pumps should be running and providing sufficient water pressure on deck..~.

Fire hoses and foam equipment shou ld be ready; near to but crea r of the opera t ing area,and if possible upwind and with nozzles pointing away from the area i n . caseof inadvertentdischarge.

(vii) The ship's rescue boat should be ready for immediate lowering.

(viii) The correct lighting and signals (induding special navigation rights) should be switchedon prior to night operations (see Section 6.3.1). '

(ix) The deck party should be ready and all passengers clear of the operating area. -:

(x) A hook hand ler sh0u Id be equ ipped with er ectricia nsI strong ru bbe r groves and ru bbe r ..soled shoes to avo id shoc ks from stati c disc harge.

(xi} Afl the deck crew should be wearing brightly cofoured tabards (waistcoats) and protectivehe r mets sec u re Iy fastened wit hac hin strap.

(xii) Access to and exit fl'Om the operating area should be dear.

(xiii) The officer of the watch on the bridge shou Id be consu rte d a bo ut the ship's readine.ss.

19



(d) landing. Before landing operations the following checks additional to those in (c)above shouJdbe made:

(i) The dec k party shou ld be aware that a Iand ing is to be made.

(i i) The aperati ng area shou Id be free of heavy spray or seas on deck.

. { L i} Awn ings, stanch ion s and derricks and, if necessary; side raj Is 5h0u ld be lowe red 0rremoved.

(iv) Rope messengers 5hou Id be to hand incase the ai rc rew wish to secu re the he Iico pte r.

(v) Portable pipes/risers shou Id be removed and apex ends blanked off as appropriate.. .

(vi) All perso nnel shou ld be warned to keep dea r of rotors and exhaus ts.

6.1.2 Checks from the Helicopter

When direet contact has been made the hel icopter pi lot shou Id ask the master to con f rm the typeof operations to be undertaken and should check the following (see Section 5.3.7): .

(a) The ship's exact posit jon, cou rse, speed with wind directlon.and velocity, relative wind, pitch,

TOIJ and condition -of .the landing/winching area (e.g. d ry , wet with spray etc.).

(b) The diameter (in metres) of the dear zone of the landing area or manoeuvring zone of thewinch ing a rea, as appropriate.

(c) That'.the dec k party is ready and the operati ng area j 5 c J ear of unnecessary perso nnel.

(d) That the fire-fighting equ ipment i - s r e ady.

(e) That there are no obstructions such as aerials or cargo gear above the operating area. •

(f) That passengers have been briefed (where approp riate) 0n hoisti ng praced ures.

The helicopter pilot should then give his ETA to the master.

6.2 NAVIGATION

6.2.1 Id entifica tion of the Vessel

To assist the helicopter pilot to find the vessel, it may be necessary for it to transmit a radio homing.signa I to be used by the hel icopte r's autornat ic direction fj nder (AD F ) . .

This t ransmission wi II be made at the request of the hel icopter pilot and will norrnal Iy be on A1OkHz.To assist in ident iicat ion of the tran 5mission, the hom ing signal should be inters persed with the ship..5

call sign in morse al slow speed. . ..The vessel may also use her radar to Jocate and track the helicopter although even farge helicopters

will not be detectable at great radar range. ln poor visibility or congested waters the vessel mayassist thehelicopter by advising it of the helicopter's true bearing from the. ship once it has been identified ......

" ....

6.2.2 Manoeuvrability . . - .

If pract icable the sh ip shou ld be fu Uy rnanoeu vrable th rou ghou t the whole opera t ion. .J n circum-·: .stances where this may not be possible, such aswhen the ship is at anchor, the situation should be discussed •..

and agreemen t reached between the ship's master and the hel icopter pilot that the operation may takeplace safely without the ship being underway. . .,. _

Shou Id it be necessary for the ship to alter cou rse or speed du ri ng a he! icopter ope rati on, the .helicopter pilot should be informed immediately and in such circumstances the piJot may have to postponeope rat ions and hoJd off. .

6.3 SIGNALLING PROCEDURES

6.3.1 Ships' International Signals

The ship should display the signals requ ired by Rules 27(b)(i) and (ii) of the International Regulationsfor Preventing Collisions at Sea (1972);alternatively, Internationar Code Flag 'D' may be flown. . .

In advance of night operations in congested waters the following type of safety message may bet ran sm itted in con fo rm ity with Chapter [X of the [TU Rad50 Regulatio ns:-

By voice: SECURITE (ship's name) will be engaged in night helicopter operations in position...... N/S EIW (or in relation to a cJearJy defined geographic point) at hours for approximately...... min utes. Please give a wide berth. .

Signed Master

20



6.3.2 Visual Signals to Helicopter .

The officer in charge will be responsible for signalling to the helicopter. The following visual signalsshould be used:-

FORWARD

5lgnal given to he licopter pilot to ind icate that thevessel is ready and the hel icopter may app roac h.(Arms repeatedly moved upward and" backward,beckon ing 0nward.)

F IN I SH ) N C OPE RA TION S

Signal given to helicopter pilot to indicate opera-

{ _ ~ ' a tions fin ished. (Arms repeated r y crossed above the

• head.)

6.3.3 Loss of Radiocommunications

In the event of a rad iocom mun icatio n s fa i Jure the foJ lowi ng p rocedu re shou Id apply=-

(a) The hel icopte r s hou ld c irde the ship; and(b) The ship should make contact by signalling lamp as follows:

Steady white light - ready to receive helicopter,

Seriesof short flashes- reception of helicopter delayed for a period of not more than 15min utes.Prolonged Series of the letter ~N' in Morse code (_.) - reception of helicopter defayed for anindeterminate period in excess of 15 minutes. . ~

6.3.4 Warning. Signal

A FLA SH ING R ED lIG HT IN THE OPERA nxc AREA W ilL IN D ICA TE TO THE HEL ICOPTER PILOTTHAT OPERA TION S AR E TO C EA SE I M M ED IA TELY~ .~ .:

•6 .4 O PERA T IONA L IN STRUCT ION S

6.4.1 Deck Party

The deck party should normaHy consist of an officer in charge and a minimum number of personscom mens u rate with the req u irements of the operat io n about to take p race {see Sect io n 6.1.1(b».: Th e dec kparty shou ld be carefu Il y instructed beforehand asthe noise of the helicopter wil r make 0ral commu nicationsin the v ic i n ity d if fi cu l t. !

The movements of the deck party in the general area of the helicopter should follow the guidance

for passengers given in Section 6.6.1. Personnel shou Jdexerc isegreat care if wo rklng 0 moving betweenthe helicopter and the collapsed guardrail. The deck party should wear bright coloured jackets or waistcoatsand anti-slip shoes or boots. When protective helmets or other headgear are worn, these shou fd be secureJyfastened with ch in straps con nected to the outer she] r of the helmet. .

The officer in charge should carry a portable radio transceiver, preferably fitted with a headset andnorse cancelling microphone, in order to maintain communication with the bridge.

21



One member of the deck party should be appointed asa hook handler if winching is to take place.Hook handlers shou ld wear electricians' strong rubber gloves and rubber soled shoes or boots to avoidthe danger of shock from static electricity which may have accumuJat~d in the hook.

6.4.2 Fire Fighting

A fire fighting party shou ld be standing by dear at but reasonably dose to, the operati ng area.The equipment specified in Section 4.8 shouJd be ready. Foam or water monitor nozzles should not bepointingat the helicopter during normal operations. .

6.4.3 The Operating Area

In addition to the operational checks (see Section 6.1) the officer in charge of the deck party shoulden sure that:

(a) Any stores, freig ht 0r ma iI to be despatc hed wit h the her icopter are cIear of but convenfen tto the opera t ing area. .

(b) Any passengers leaving with the helicopter are su itably briefed and stand i ng clear of butconvenient to the operati ng area (see abo the warni ng in Section 6.4.5 concern: ng emergencyshutdown).

(c) All docu mentation, induding that for stores landed, can b e speedi Iy dealt with and retu rncdto (he helicopter.

6.4.4 The Helicopter

The hel icopter wi II normally be crewed by one or two pi lots and if winch ing or carryi ng an underslungload, a winchrnan. During hovering, landing_ and take off operations there will be a high level of inter- •communication between them. Communications between the ship and the helicopter should be avoided .'

during these operations except in an emergency. However, the officer in charge..on deck should be ~nview of the pilot and should watch 'closely for any signals he may make.

6.4.5 Emergency Shutdown

The helicopter will not shut down except in a helicopter emergency. If shut down in an emergencythe rotor blades will be subject to flexing whi Ie slowing and can present a serious danger to personnelin the vicinity. Personnel should be told of this beforehand and must stay well clear of the blades untilthe rotors have stopped turning.

6.5 LANDING AND HOVERING

6.5.1 landing

The deck party should remain clear of the operating area until the helicopter has landed. The officerin charge shou ld, however, be ina consp icu0us pos ilion to wi ndwa rd of the land ing area andin viewof t he pilot in orde r to give (he signaIsshown in Section 6.3.2.When th e helicopter has Ianded r the aircrafr'santi-coil ision Iights will be switched off and the pilot or the winchman wi II signal that it is safe to proceed.

The deck party should then move in to assist disembarking the passengers and to unload any stores.The winchman/cabin attendant (where carried) should assist the officer in char.ge to control movementsaround the helicopter. Creat care must be exercised that personnel remain clear of the operating area •untiJ signalled to approach by the officer in charge. Since rotors will invariably be turning, personnel shouldalways approach or leave the helicopter from the forward arc, thereby remaining within view of the helicopter

pilot.

The tollowi ng shou ld be borne in mind:

(a) All slings shou t d be removed from the jmmed late viciniy of the hel icopter befa re being empti edand the stares stacked we I dea r of the roto r dow nwash.

. , . _

(b) Helico pte rs fi tted with fixed flotati 0n gea r sh0uId be boarded on Iy.by use of the ri gid stepsprovided on the structu re for this purpose. At no ti me should passengers use the unprotectedfloats for a foothold or pu t any und ue road on them.

(c) Before (he helicopter lifts off the deck party must move well dear. The officer in charge mu 51

check that the surround ing area is clear before givi ng the piJot clearance for Iitt off.

6.5.2 Hoveri ng

When a helicopter carries out a transfer of stores or passengers while hovering over the deck .theactual transfer is made by the use of a winch operated by a winchrnan. The winch itself may be poweredelectrically, hydraulically or pneumatically but its reliability is maintained by high safety working factorsand strict engineeri ng checks. .

·22



THE W[NCH HOOK MUST NEVER BE ATIACHED TO ANY PART OF THE SHIP

THE HOOK HANDLER MUST WEAR A PROTECT1VE HELMET AND STRONG RUBBER GLOVES

The hook handler on deck and winchman in the helicopter play the most important part in these

operations. When passengers are descending the hook handler should, if necessary, steady them as they

land, but he does not need to assist any fu rther. When passengers are ascendi ng, the hook hand ler shou Idensu re that the strop is bei ng worn correctly and should steady them as they are lifted .off the deck.

When wi nched nets of stores or freight are being hand led th e hook hand ler shou Id steady eachload as it lands on deck and then disengage it from the hook. Members of the deck party do not need

to a ssist in this. The hook hand ler should ensu re that freight being retu rned to the hel icopter is properlystowed and that the load is properly hooked on and the safety hook shut. Only the hook handler shouldunhook or hook on loads. A thu rnbs up sign ind icates that the hook has been secu red or released from

the load. The hook should be hand held until it is hoisted clearof the deck.

Freight being returned to the helicopter should be made up in loads not exceeding the maximum

safe hoist weight as advised by the helicopter operator.

f f more than one load has been delivered the empty winch nets should be placed inside one net

to make up the final hoist from the ship.

6.5.3 Undersl ung loads

(a) Heavy loads may be carried under a helicopter which has a specially designed hook. In an

em e rgency (e.g. an eng in e fa it u re) th e load can be released jmmed iate Iy .

..~h, (b) The deck party should remain well clear of the dropping area unti I the helicopter pi lot has.W released the support ing cables. The deck party should never attempt to receive or steady the

load before it is released as the heavy supporting cables could cause injury.

(c) The shape of some underslung loads may have untoward aerodynamic effects. The helicopteroperator should be consulted when such a load is to be carried.

(d) To return the underslung nets they should be folded and placed in the smaller winch nets

in order to be recovered by the hoist into the helicopter.

6 .6 IN STRU CT IONS TO HEL ICOPTER PASSENGERS

6.6.1 General

Passengers should be instructed in and comply with the procedures set out below to ensure a safeand expeditious operation. This information should be displayed in a prominent position on board the'ship and is set out in the form of an instruction list in Appendix C.

(a) Do not approach or reave the helicopter without being cleared to do so by the officer in charge.

(b) When approaching or leaving the helicopter loading door always do so 'at the crouch'. Keep

withi n the J forward arc of the helicopter and always in fu II view of the hel icopter pilot or

c rewm an. Do not run.

(c) Keep well dear of the helicopter rotors. Always remem ber that the tai I rotor is difficu It to secbecau se of the speed at which it rotates.

(d) To avoid being scorched by hot gases, stay well clear of the helicopter exhaust outlets.

(e } Wear a ti fe jacket at all times du ri ng flights over water.Note: An inflated I ife jacket will hamper evacuation if the hel icopter is ditched. life jackets

must therefore be worn un inflated in the hel icopter, and cloth ing wh ich inflates automaticallyor with bu i It-i n buoyancy must not be worn at all . Once clear of the hel icopter the IHe jacket

can be inflated. .

(0 In some locations person nel may be req u ired to wear survival su its.

f·.6.2 Landing

(a) Embark ing

Enter the operating area when instructed to do so by the officer in charge and cleared

by the helicopter winchman or pilot, Keep well down (see Section 6.6.1(b) and (c)).

Sit where the helicopter pilot or winchman di reets you.

Fasten seat belt and study the in-fl ight safety regu lations.

23



(b) Disembarking

Rernain seated unti l inst ructed to leave by the heIicopte r pi 10 tor winch rnan.

Keep well.down and walk briskly away from the helicopter asdirected (see Section 6.6.1(b)and (c)).

,

6.6.3 Winching

(a ) Em ba rk ing

Place st rop under arm p its.

Stand vertically under the helicopter wi nch.

When ready give the 'thumbs up' sign.

Hold 0 n to the strop with bot h hand 5 with elbows tuc ked we I I in.

At the het ico pter doorway the wi nchman w i II turn yo u to face ou tboard, and will thenassist you into the helicopter. Do not try to help him as he has a set routine to follow.

Do not remove strop untilin structed to do so.

Sit where the winchman directs you.

Fasten you r seat belt and study the in-fl ight safety regulations.

(b) Disembarking

Do not leave your seat until instructed,

The winch rnan wi~ check that the strop is pro perly fitted.

Sit in the doorway when the winchman instructs you to do so and give the 'thumbs up'sign when ready.

When you have reached the deck let the strop fall to your feet and step well c lear of it.

Leave the operating area briskly, keeping head well down.

.~-

24

. . .-F

., }....:.<.t

"~I

..

.;

".~.

.~.

~~i

~

~

. .



CHAPTER 7.

REQUIREMENTS SPEC IFIC TO D IFFERENT SHIP TYPES

Th is chapte r provi des gu idance 0 n the req uiements for spec ific 5hip types when ca rryi ng ou t

helicopter/ship operations. Where appropriate, items for ind ividual types of ship are included in theShipboard Safety Chec k l.ist (see Appen dix B).

7~1 TANKERS

7.1.1 Oil Tankers

In spite of the hazardou s natu re of thei r cargo, 0I tan kers are by virtue 0lheir size and deck spaceprobably the most suitable merchant ships for heticopter/ship operations. On ships with accommodationattl the Iarge area of deck space clear of accommodation and com paratively f ree fro m obst ructions providesa good operati ng area far hel icopters. Correct vapou r em i5S ion controf .proced ures backed up by safetyprecautions virtually eliminate any hazards deriving from the presence of vapour from the cargo.

larger tankers are among the few commercial ships able to provide a landing area for the largesth el icopters! n normal rnarine servi ce and t hey will ofte n be able to provide awinch ing·area 0nth e .0ppos iteside of the ship in addition to a landing area. When landing areas are provided the preferred mode ofoperation is always to land the helicopter. This is a quicker and much less hazardous operation thanwinch ing. 1 therefo re puts both ship and he Iicopte r at ri 5k far the shortest ti me.

The deck space on small tankers is usually obstructed and manoeuvri ng areas are restrieted by derrickposts, cranes, masts, gas risers etc. However, those ships which have space suitable for routine operationsshou Id provide the relevant deck markings for landing or winch ing area facilities.

7.1.2 Chern leal/Parcel Tankers

Because of thei r spec ial const ruction many of these ships are not su itab le fo r TO uti ne heIko pte roperations. The multitude of horizontal and vertical pipes, venti lator pipes and deck tanks usually leavesno dear space available to establish a landing or winching area, and in that case helicopter operationsshould only be carried out in exceptional circumstances.

7.1.3 Vapour Dispersal

Wh en space perm its hel icopter operation s shou ld preferablv be con ducted 0n or ahove the maindecks of tankers. -I the preca ution s recom men ded in the sections below are adhered to, any hazardsassociated wit h heIico pte rita nker operati on5 W j [I be red uced sign ificantly. Invest igatio nshave show n th at:

A helicopter when hovering produces such a strong downdraught that any vapour on deckwHI be dispersed rapidly,

If the rotor is not stopped when a helicopter lands on the main deck the tu rbulent ai rflowarou nd the fanding area will be sufficient to disperse any vapou r/air rnixtu re before it mightathe rwise reach the he Ij copte r..

y

.~-

7.1.4 Vapour Emission Control

lf a tanker is not "gas free' when at sea it is standard practice for all rcargo tanks to be completelysecured. Thus the only possible source of vapour wi1l be that released from pressure/vacuum (P/V) valves

or from minor leaks from glands or tank aperture packing. In any helicopter operations this vapour willbe dispersed by wind across the ship's deck and by the downdraught from the helicopter.

To ensure that even th is source of vapo uri s min imised I vessels shou Id release vapou r pressure fro mcargo tan ks and then re-secure them not more tha n 30 min utes befo re th e hel icopte r ope ration is to begin.When this has been done there should not be sufficient vapour generated from the cargo to cause thePN valves to lift and it can be safely assumed that the valves will remain dosed. Even if the varves wereto be defective or i f the vapour was to escape from leaking seals, it would be under low pressure andwould disperse rapidly.

Ships fitted with inert gas systems will be subject to special instructions which should recommendthat the pressure within the cargo tanks is reduced to a slight positive pressure.

In add ition, all tank Iids and other openings must be closed and tightened down. This appliesparticularly to gas free ships wh ich might often have tank lids open. In the event of an accident, the actionof dosing the lids will restrict the incident to the upper deck.

25



7.1.5 Safety

A helicopter making an emergency landing from the hovering position is most unlikely to penetrate

the main deck of the ship. If a heJicopter were to catch fire on deck the ship's fi re fighting tacil ities shou Idbe adeq uate.

In normal circumstances in helicopter/ship operations a helicopter's engines will never be stopped.

If, however, it is necessary to stop the rotor in an emergency then the helicopter pilot should "stop the

engines and switch off all electrical power before stopping the rotor. Once stopped, a flammable atmosphere

may accu mu late when the effect of the rotor downd raught is lost. Perm ission to re-start engi nes or to swi tchon eleetrical powe r 5hou Id on Iy be give n by the master to the hel icop ter pilot after:

(a) The atmos phe re rou nd the hel icopter has been mon ito red fo r flam mabie gas.

(b) The officer j n charge of the deck party has establ ished that in all other respects it is safe to restart.

ln such c ircu mstances the shi p shou ld i f possib Ie be manoeuvred so that the hel icoptcr is to wi ndward

of potential vapour sources.

7.1.6 Freeboard

The freeboard of loaded tankers is generally less than that of other ships of sim i lar size. Sea spray

and water wilJ sweep over the main deck at a lower wind speed and sea state than for most other types

of sh ip and this may lim it the master's scope for heading the ship in the opti mu m direction for helicopter

operat ion s. He Iico pte r pi rots shou Id be awa re of th is as 0ne of the const rai n ts wh ich may Jimit the head ing

of a smaller tanker.

•.2 BU LK CARR IE RS AND COM B INA T ION CARR IER S

7.2.1 General

Bulk carriers are des igned so that much of the rna in dec k a rea is taken up with la rge hatch cove rswh ichi eave relatively srna l I c le a r d eck s pa ce s on e ith e r side of the h atc he s- T h is u s u a ll v means that he l ieop teropera ling areas must be located on the hatch covers them selves. It j s essen Hal that th e strength of su ch

hatch covers has been approved by, for example, the vessel's classification society to accept the heaviest

hel icop ~er fa r wh ich land in g opera tio ns are inte nded. ltis un Ij kely t hat even la rge vessel s wi [I be ab Ieto provide a very large landing area because the dear zone must be wholly located on the hatch cover

and not overlap onto the deck areas each side. Some bulk carriers will be able to provide "landing areas

suitable for the smaller hel icopters in marine use (see Section 4.2) but many vessels wiH be able to meet

only the req uirernents for a winching area (see Sect jon 4.3).Simil ar designs constrai nts also apply to bot h types of com binat jon carri erJ i.e, 0 re/Bulk/O ilea rriers

(OBO) and Ore/Oil carriers (OIO)~

BuJk carriers should not pose many safety problems during routine helicopter operations provided

~ the ha I ch cove rs Jre always (i rm Iy sec u red. The same appl lCS to com bi na ti on carriers wh en t rad ing in d ryhulk as any slops contained on board should be stored well clear of the helicopter operating area and

inerted, When trading in oil however combination carriers must be regarded as tankers and all the guldance ~

relating to tankers (see Section 7.1) strictly applied. ~

When bu J k0 com bination carriers cond uct hel icopter operation swh iIe loaded with a dry bu Ik cargowh ich req u ires surface vent ilation to prevent spontaneous com bustion or the bu iId up o f f larnrnabl e vapou rs(e.g. coal), they should ensure that hold ventilation and all other openings are fully battened down w e " Iin advance of the helicopter's arrival.

7.2.2 Geared Bulk Carriers

These sh ips are generally of a relatively smalJ size and normaJly can only provide a winch ing area.Thei r des ign varies considera bly bu t most have a number of tal I obstructions in the form of cargo-han d [ing

gear which complicates the siting of a suitable helicopter operating area. Although it may be possible to

position an area on the hatch covers, the close proximity of such obstructions may require that it is located

on the main deck so that a significant portion of the manoeuvring zone extends outboard of the ship's

side. The followi ng poi nts should be considered:

(a) The area should not be located welJ forward because of the air tu rbulence arou nd the shi p's

bow cou pled wi th lhe potent ial prob lem s of excessive move ment and spray orb rea ki n g sea s

due to the re lat iv ery ro w free boa rd in the laden cond ition (see also Section 4.1.2);

(b) The presence of tall obstructions on the main deck makes it important to establish a clear

approach to the operating area.

26



7.2.3 Gearless 8ulk Carriers

These ships are usually free of tall obstructions on deck and offer both ac lear approach and Ilexi bility

fa r pos itio ning an operati ng area, no rrnal r y on the hate h cove rs. These may have som e minor obst ruc t ion s

on them, such as ventilator trunkings, which can affect the location of the clear zone. Section 7.2.2(a) also

applies to. these ships.

The following points shou Id be considered if positioning helicopter areas on a ship's hatch covers:

(a) Fore and Aft Opening - These hatch covers are normally substantially flat or transversely

corrugated. The frat configuration is ideal both for landing and winching operations. Transversely

corrugated hatch covers (e.g. the Magronest type) are not su itable for helicopter operation andoperati ng areas.shou Id usua Ily be located on the rna in dec k.

(b) Side 0 pen ing - These hat c h covers are su itable fa r land ing 0r w jnch t ng aIt houg h they are

someti mes not com pletelv f1at and can slope by as much as S° towa rd seat h end. Thi s stopeis even more critical when it is added to the rolli ng motion of the ship. lf a hel icopter is to

rand the p reci se slope sho u ld be dea rly estab lis hed before the ope ra t ion co mmen ces.

7.2.4 Combination .Carriers

Opera t ing areas wi r I no rrnal r y be posi tioned on the hate h covers altho ugh it may be pos si b leo n

larger 010 ships to site the area on the main deck where greater dear deck space is often available. Minor

obstructions on the hatch covers (e.g. vent hatches or tank c1eaning equ ipment) may determ ine where

the operating area can best be positioned.

Since combination carriers are almost invariably fitted with side openi ng hatch covers the remarks

in Section 7.2.3{b) also apply.

When trading in oil, combination carriers must be regarded as tankers and all the provisions relating

to tankers (seeSection 7.1)apply. The size of their hatch covers often makes them difficult to render gas-tight, particularly if working in a seaway when there may be significant movement of fully battened-down

hate h covers. As there can be a ri sk of vapou r leakage scru pu lou s atten tio n shou Id be pa id to the gu id an ce

on vapour emission control and safety in Sections 7.1.4 and 7.1.5 respectively. .

7.3 CONTAINER SHIPS

For routine operations with container vessels a purpose built platform is recommended. A container

sh ip does not otherwi se lend itsel f to routi ne hel icopter operatio nsas maxi mum use is made of the weat her

deck for the stowage of containers. In most cases this precludes helicopter winching or tanding operations

except on hatches which are dear of containers, or on top of the stacked containers.

Hatch es shou Id be abl e to meet the reco mmendation s fo r th e space req u ired for [and in g and

winching (see Sections 4.2 and 4.3), though a container ship seldom has a hatch space which is dear of

stacked contai ners. l( used f hatch covers shou ld be approved by the classification society as havi ng suffi den l

strength for the proposed helicopter operation.

The foJ lowi ng po ints need se riou s con sid eration if heIico pte rope ration S o on t he top oft he dec k

contai ne r stack are con tern plated:

(i) Containers on deck are often stacked as many as five high - i.e. to a height of up to 14metres

above the deck - and are also likely to extend the full width of the ship.

( i i ) Unless special arrangements can be made to suit the profile of the stack, access for personnel

onto the container stack to and from the weather deck can be hazardous. This can be a problem

even when the stack is only one container hrgh.

(iii) If the stack is more than three containers high and the·means of access " is a pilot ladder, the9 metre lim it on the use of pilot ladd ers wi II be exceed ed.

(iv) Personnel working on top of the stacked containers are very exposed to the elements. In roughweather the effects of the ship rolling will be greatly increased and hand holds or lifelines must

be provid ed.

(v) The contai ner roof is not itself strong enough for landing and is seldom enti rely rigid. It will

often be covered by greasy moi st depos its maki ng wi nch ing ope rations ext rem e Iy dange rous.Fu rthermore the 'platform' formed by the container stack is criss-crossed with the gaps·between

co nta iner rows and bays.

I n view of the foregoi n g it is recom mended that wheneve r cond it tons pe rm it 0perat ion s sh0uld

be cond ucted e Isewhe re. [f it is nevertheless decided that th e deck contai n er stack is the pas it ion fro m

which helicopter operations have to be conducted, special safety and access arrangements must be -provided

10 ensu re safe ope rat ions.

27



7~4 GAS CARR. ERS

7.4.1 Design Limitations

AI thou gh desig n characte risties may d iffe r between J iq uefied pet roIeum gas (LPG) and Iiquefi ednatural gas (LNG) carriers and between different types of LPG and LNG vessels, the general provisionsfo r helicc pte rope rations are commo n to both.

T he potential haza rds j n herent in heticopter operations invol vi ng g as carriers. must be c I ear l yrecognised by all concerned and the owner's prerogative to protect his ship by refusing to permit routinehelicopter operations must be respected. The express consent of both the owner or operator and the mastermust be obtained before helicopter operations take place.

The major problem with helicopter operations to gas carriers is the lack of clear space avai lablefor ope rati ng areas, cou pled with th e extrem e vu lnerab iJ t ty to damage of the dec k install ations a n d thedifficu Ity of controHi ng any resu lting fire. Sinee most gas carriers wi IJbe unable to provide a suitable dear

space in the cargo area or on the forecastle head to site a helicopter operating area, the only su itable andsafe space in which to conduct operations is the poop deck. ..

Th is area has advantages fo r he r icopter 0 perations j nits remoteness fro m the cargo .tank area bu lit has the foflowing disadvantages (see also Section 4.6):

(i) The lack of clear deck space because of the concentration of mooring equipment.

(1) The requ irement to protect the accommodation against the potential hazards of a helicopteraccident e.g. bu rn ing fuel and flying debris.

(iii) Problems such as excessive pitch, roll and heave.

(iv) Turbulent air trow above the accommodation block and funnel which may make control ofthe heIicopter difficu It.

If a gas carrier is fitted with a purpose-buiJt helicopter platform 'specifically designed to alleviatethe probf ems of (I) and (ii) above, this represe nts th e opti mum soIuti on to provi di ng a hel icopte rope rati ngarea in these ships. rr is therefore 51 rongl y recom mend ed that gas carri ers shou [9 not undertake routi neope rations unless sue h a platform is provided.

7.4.2 Vapour Emission Control

In both LNG and LPG carriers venting to the atmosphere during normaJ carriage should not occurun Iess there has been some malfu nction or malope ration of th e cargo system. Theon Jy PO$S ib r e soU feesof vapour on deck will therefore be minor, such as leaking glands on pipelines or valves or improperlyseated pressure relief valves. In a ny easel the conduct of operations from the poop should alleviate vapourproblems except where there is a stern loading/discharge nne. In order to eliminate any possibility of a

major vapou r escape during helicopter operations due to the I ifting of the cargo tank safety relief valves,l PC sh ips wi th re liquefactio n plants can red uce cargo tan k press ures prior to the arri val of the hel icopter j

suspend all reliquefaction operations and shut the system down until helicopter operations have beencompleted.

LNG ships may similarly ensu re that cargo tank pressu res are reduced prior to the arrival of thehelicopter. However due to the design function and safety procedures inherent in the gas burning systemthere is no requ irernent for these ships to suspend gas bu rning du ring hel icopter operations. A n tank lidsand other openings must nevertheless be dosed and battened down in order to restrict the effects of anyaccid ent to the upper deck.

" . . . . . .

7.5 DRY CARGO SH IPS

The majority of dry cargo ships, Including modern ships of relatively large size, may be unable tomeet aII the requiements for an0perati ng area (see Sections 4.2 and 4.3) for rou ti ne helicopte rope rations.Thei r design is such that obstructions in the form of deck houses and cargo handl ing gear severely limi tthe deck space available and offer littJe scope for the provision of a dear approach to a landing or winch ingarea.

Cargo handling gear is normally stowed across hatches in a fore and aft direction when at sea·andthis therefore precludes the siting of a wi nching area on the hatch tops. It is.possible that some shipsfitted with cranes may be able (0 luff the crane jibs and swing them athwartships, so making it possibJe

to provide a winching area either on the hatch or on the main deck adjacent to the hatch. A large partof the manoeuvring zone may then extend over the ship's side. This procedure is not suitable for shipsfitted with derricks because of the difficulty of securing derricks stowed in a vertical position.

Where cargo ships carry containers on both the hatch covers and on the main deck problems ofsafe access (0and from the operati ng area (see Section 7.~) are presented. However, if su(ficient spaceis available hatch covers offer a suitable dear zone for winching operations because they Invariably presenta Hat surface.

28

k 1 \ )\#

____ .. ... ds ll !r4;;:r....-==~====...rr,;;:;;;;_~..~=~......,.....~ = _ ; , g ~' f g " r nJlF RIIIII;" . _~~~ . rlll__ d .... "" ~__ II _d_4 ...._ ... __ .. _ ; 4 ._ . . . . . . . . ._1 t _n _ . _ 4 1 1 '1 1 _ " _ " '_ 4 . .. . .I_w _t ',_4P_#44_*.....A _



CHAPT[R 8

MARINE PILOT TRANSFER

This chapter contains additional information on the transfer of marine pilots by helicopter. As ihepotential benefits to both ship operators and pilotage services come to be recogni sed, SO·more ports aree ncou rag ing the use of hericopters for embark ing and d isem ba rking pilots. Most of the services offe red

involve experienced and professional personnel whose operations will meet in full the ·recommendations

in this guide. However, the following points should be borne in mind:

(a) The transfer of a mari ne pilot between hel i copter and ship should take place on Iy when theconditions set out in the appropriate sections of the guide are met and the ship operator andmaster are satisfied that the transfer can be conducted safely.

The transfer of marine pilots by helicopter is now a routine operation and familiarity must notbe allowed to compromise safety standards for the helicopter, the pilot, the ship or its person riel.

The helicopter operator must confirm. that he carries sufficient third party insurance to coverall his possible liabilities in helicopter/ship pilot transfer.

In order that a safe and effective rendezvous can be agreed it is important that sufficient advancenotice of the intended helicopter/sh ip pilot transfer is given to all parties concerned .

•

(b)

(c}

(d)

( e )

~O( f )

Adherence to the recommended procedures for continuous communications contact forrendezvou san d for ship identifi ca t ion is essent iaI for heIicopter/s hip 0pe ration s: it must beremembered that a helicopter may have to service a number of widely separated vessels inthe cou r se of a single flight. .

Although ultimate responsibility for the safety of the ship and its navigation in pilotage waters

rests with the master, the marine pilot has a direct interest in the choke of time and placefor his transfer to the ship. He should be party to the agreement reached between the masterand the helicopter operator and pilot before the transfer operation commences. There may

be special ci reumstances affecting the suitabi lity of time or location of a proposed rendezvouson wh ich the marine pilot may be able to advise. Sufficient prior notice will allow necessaryarrangements to be agreed (see Chapter 5).

(g) M a ri n e pi lots shou Id be requied to take an approved cou rse of t rain ingin heIicopter fl igh tprocedures, embarkation and disembarkation (including winching) and safety and emergencyd rills before undertaking helicopter transfers (see Section 6.6). The safety, operational andorganisational procedures and arrangements set out in Chapter 6 .must be fully understood.

(h) When embarking or disembarking either by winch or from the landing area, the marine pilotshould wear protective clothing similar to that recommended for the deck party (see Section6.4.1)~and while in fl ight a life jacket and if necessary a su rvival su it (see Sections 6.6.1(e) and(f)). On long fl ights in certai n aircraft the noise level may ternporari Iy impair headng and ins u c h eire u m s tances m a ri n e pilots shou Id w ear s u itab[e ea r protect ion.

~

(i) A member of the deck party should be detailed to assist and guide the marine pilot betweenthe landing area and the bridge.

(j) Operations involving helicopter touch-down on ships equipped with helicopter landing areasmark ed as in Sect ion 4.2 are prefe rred by heIicopter 0perato rs farrn arj ne pilot tra nsfers +

The advantages of helicopter transfer of marine pilots can only b e fully realised when the servicej s reliable and capable of being maintained with almost all ships under all but the most adverse weatherconditions. While commercial pressure to see helicopter/pilot services operating universally will be a.

consideration in the provision of helicopter landi ng areas on new ships of most types, the critical examinationof space on board existing ships for safe landi ng or for faciHties for helicopter wi nch ing operations shouldbe unde rtake n in the light of indu stry guidance.

29





A record and diagram of the arrangements chosen should be displayed in a prominent positionin the wheel house.

Where none of these arrangements can be made, operations should be considered (weather andother safety considerations permitting) with a rescue boat or lifeboat. This should be positioned to leeward.except in the case of vessels such as chemical tankers which may produce toxic cargo vapours, wherethe rescue boat/lifeboat shou Id be well to windward. Operations of th is natu re, which may not provepracticable with ships which carry onJy totally enclosed lifeboats, should only be considered when thereis no practical alternative.

9.5 H EU COPTER A CC ID EN T PROCEDURE

9.5.1 General

Investigations have shown that a helicopter making an emergency tanding from the hovering positionwill not penetrate the ship's deck. In the event of an accident, the following procedure should apply:

{a) The ai rcraft should be evacuated of al l passengers as rapidly as possible.

(b) All power should be switched off ..

(e) Careful attention should be paid to any fueJ spi l lage and fire fighti ng precautions shou Id betaken to avoid spilled fuel catchi ng fi re and spreadi ng to other parts of the ship (e.g. d rain ingdown the scuppers).

Even when a hcl icopter crashes withou t rupturing its fuel tanks, fuel may sti II be spilled i f thewreckage distorts on lifti ng. Likewise the damaged structure may pierce a tank. These poi nts shou ld be

borne in mind before starting to clear the wreckage.9.5.2 Fire Procedures

In the event of afire the following points should be noted:

(D The type and location of fuel tanks varies on Iy slightl y between aircraft types. In large he Iicoptersthe tanks are normally positioned beneath the cabin floor, substantially in line with the rotor·mast. In smaller helicopters the fueJ tanks may be either beneath the floor aft of the cabinstructu re or in some cases beneath the rear row of passenger seats.

(i0 The opera t ion 0 doors and hatches varies wi th airera ft type. Doors may be j ett isonab leo r itrn a y be poss ible to jetti son some doo rs bu t not othe rs. rn t he larger heIico pters d00rs no rmallyslide back to open. The method and direction of operation of the release mechanism for doorsand escape hatches is normaHy dearly ind icated on the helicopter. .lf the doors cannot be opened, access to the interior of a crashed helicopter should be fairly

straightforward and the method obvious as the structu re is fairly light and easy to cut into.(ii i) It is likely that any crash on deck wHI take pJace at low speed. Mas t damage can therefore

be expected to be associated with the break up of the rotors, gearbox and eng ine, with subsidiarydamage to the fuselage from impact and blade strike.

(ivl The most likely source of ignition is in the area of the cngi ne, with a slight chance of fuel leakingfrom a lank ruptu red by the force of impact.

(v) Since the amou nt of fuel in the engine area is not great~ any fi re in this area is likely to besmall at fi rst. Even if the aircraft I ies upside down with fuel running down into the cngi ne froma ruptured tank, there wil be a short lapse of time (some 1-2 minutes) beforethe fire spreadsfrom the engine area and deveJops into sornethi ng larger. If a hel icopter catches fi re on deck,the ship's fire fighting facilities. should therefore be able to cope.

9.5.J Plan of Act ion

When helicopter/ship operations are conducted according to the recommendations contained inthis guide, the risk of accidents IS small. However, if there is an accident the plan of action iIlu strated inAppendix 0 is strongly recommended and should be borne in mind when drawing up ships' muster listsand plan ning periodic dr i lis.

~tJl

32



A PPE ND -IX A

COMMERC IAL HEL ICOPTERS IN MAR INE lJSE

HEUCOPTER TYPE

(See note 1)

OVERALL LENGTH (0)

(metres)

Bell 206* 11.9

Bolkow 1050 11.9

Aerospatiale SA 316/319 Alouette 3* 12.8

Ae rospati ale AS 350 Sq u irre 1* 13.0

Ae ros pariafe AS 355 Twi n Squirrel 13.0

M BB-Kawasa k i BK117 13.0

BeH 206L* 13.0

0 Agusta 109 11.t

Acrospatiale SA-365C Dauphin 2 13.3

Aerospatiale SA-36SN Dau phin 2 13.S

Bell 222A 14.7

Bell 2 2 2UT 15.3

VVestland W30-100 15.9

Sikorsky 5-76 16.0

Bell 412 17.1

Bell 204/205 >I < 17.5

Bell 212 17.5

t

Aerospatiale 330J Puma 18.2

: · 0 Aerospatiale 332L Super Puma ·18.7

Befl 214ST 19.0

Sikorsky 558T 20.1

Sikorsky 561N 22.3

. . S 1 ngle engi ned

Notes

1) This ~snot an exhaustive I ist of helicopters which may be encou ntered in mari ne use. H is:essential

that the type and overall length of a helicopter are known before it is accepted by the shi p.

2) The figure quoted (D) is the overall length of the helicopter with its rotors turning (see Chapter 4).

33



'} , f.t',~'

APPENDIX B

I To be: checked by: the officer, in..charge,• f :

SH IPBOARD SAFETY CHECK L IST

For use with ICS Guide to Helicopter/Ship Operations

1.

(a}

(b)

(c)

(d)

(e)

(f)

( g )

{ h )

{i)

(j)

(k)

(f)

· · 0 (m)I I. .... ~

(n )

(0)

{ p }

(q)

(r)

2 .

- (a)

~ · O(b )

(c)

{d}

(c}

(f)

3.

(a}

(b)

(c.)

4~

GENERAL

Have all loose objects within and adjacent to the operating area been secured or removed?

Have all aerials, standing or running gear above and in the vicinity of the operating area been lowered or secured?

Has a pennant or windsock. been hoisted where it can be clearly seen by the helicopter piJot?

Has the offieer of the watch been consulted about the ship's readi ness?

Does the leader of the deck party have a portable radio transceiver (walkie talkie) for communicating with the bridge?

Are the fire pumps running and is there adequate pressure on deck!

Are fire hoses ready (hoses should be near to but dear of the operating area}?

Are foam hoses, monitors and portable foam equipment ready?

Are dry powder fire extinguishers available and ready for use?

Is the deck party complete, correctly dressed and in position?•

Are the fire hoses and foam nozzles pointing away from the operating area in case of inadvertent discharge?

Has a rescue party been detailed?

ls a man overboard rescue boat ready for loweri ngl

Are the following items of equipment to hand?

(i) large axe

{it} Crowbar

(iii) Wire cutters

(iv) Red emergency sign.al/torch

(v) Marshal li ng batons (at night)

(vi) First aid equ ipment

Has the correct I ighti ng (including special navigation lights) been switched on prior to night operations?

Is the deck party ready, wearing brightly coloured tabards (waistcoats) and protective helmets, and are all passengersclear of the operating area! :

Has the hook handler been equipped with helmet, strong rubber gloves and rubber soled shoes to avoid the dangerof static discharge]

ls access to and egress from the operati ng area clear?

LANDING ON

Is the deck party aware that a landing is to be madet

Is the operating area free of heavy spray or seas on deck?

Have side rai Is and, where necessary, awnings, stanchions and other obstruct ions been lowered or removed?

Where applicable, have portable pipes been removed and have the remaining apex ends been blanked off?,

Are rope messengers to hand for securing the helicopter, if necessary? (Note: only the helicopter pi l ot may decidewhether or not to secure the helicopter.)

Have all personnel been warned to keep clear of rotors and exhausts?

TANKERS: Additional Items fOT Check list

Sh ips not fitted with an inert gassystem: has pressu re been released from tanks withi n 30 minutes of commencementof helicopter operations? '

Ships fitted with an inert gas system: has pressure in cargo tanks been reduced to slight positive pressu re?

AU tankers: have all tank openings been secured foUowrng venting operations?

BULK CARRIERS AND COMBINATION CARRIERS: Additional Item for Check list

Has surface ventila tion to dry bul k cargoes ceased, and have all hatch openi ngs been fully battened down prior tohel icopter operations!

5. GAS CARRIERS: Additional Item for Check list

Have all precautions been taken to prevent vapour emission on deck!

35

··0·

o.0

···0

o.[J

.ri

. []

D

D

D -

O>D

o.ri.·0..::0·

· · · · L J · ·

·D··

·0··:- - . : · 0 · . . · ·:: .:. : . : :-, ::'.: ..._:.........

: .:." ..··0·.

1 ". " : . " :

·:··:0··

.·0·::·

.:0

· 0-:"... ":.

· :.,...

"... ~ '.;

··0:··..· .": :.

:·0:··. ..". I. ~••

~;: : _" . "..

...

· · . · : 0 · · :....

, ,

. .

···0·.

·0··". ".". ~ .



APPENDIX C

IN STRUCTIONS TO HEL ICOPTER PASSENGERS TRANSFERR ING

TO A N D FROM SH IPS

1. GENERAL

Passengers should be fully aware of, and comply with, the procedures set out below to ensure a safe andexped it iou S operat ion.

(a) Do not approach or leave the helicopter without bei ng cleared to do so by the officer in charge.(b) When approachi ng or leaving the helicopter loading door always do so 'at the crouch'. Keep within

th e forward arc of the helicopter and afways in fu II view of the"heIicopter pi rot" 0r crewman. Do not run.

(c) Keep well clear of the hel icopter rotors. Reme mber that the ta i1 rota r is d ifficu lt to see beca u se oft h espeed at which it rotates. "

(d) To avoid being scorched by hot gases~ stay well dear of the helicopter exhaust outlets,

(e) Wear a life jacket at all times during flights over water.Note: An inflated lite jacket wHI hamper evacuation i f the helicopter is ditched. life jackets musttherefore be worn uninflated in the helicopter, and clothing which inflates automatically or with bu ilt-inbuoyancy must not be worn at all. Once clear of the helicopter the life jacket can be Inflated.. "

(f ) In some locatio ns perso nnel may be requied to wear 5urvival SU its.

(I-,

2 . LANDING

Embarking

Enter the operating area when instructed to do so by the officer in charge and cleared by thehelicopter winchman or pilot. Keep well down.

Sit where the helicopter pilot or winchman di reets you.

Fasten seat beIt and study the in-fl ight safety regulat ions.

(b) Disembarking

Remain seated unti I instructed to leave by the helicopter pi lot or wi nchman.

Keep well down and walk briskly away from the helicopter as directed.

(a)

"0

36 WINCHING(a) Embarking

Place strop under armpits.

Stand vertically under the hel icopter winch.

When ready. give the 'thu mbs UpF sign.

Hold on to the strop with both hands with elbows tucked welJ in;

At the her icopter don rwav the winchman wi [I tu r n yo u to face outboa rd f and wi I then assistyou into the helicopter. Do not try to help him as he has a set routine to follow.

Do not remove strop until instructed to do so.

Sit where the winch man directs you.

Fasten safety belt and study the in-flight safety regu lations.

(b) Disembarking

Do not Ieave your seat until instructed.

The wi nchman will check that the strop is properly fitted.

Sit in the doorway when the winchman instructs you to do so and give the 'thumbsup' signwhen ready. '

When you have reached the deck let the strop fall to your feet and step well clear of i t . .

leave the operating area briskly, keeping head well down.

37



-

-.

~

'W

o

APPENDIX 0

DUTIES AND SUGGESTED ACTION PLAN

FOR HELICOPTER ACCIDENT

MASTERJOFF ICER

O F THE W ATCH

Sound genera!

emergency alarm.

IAlter courseand speed asnecessa ry tokeep fi n~andsmoke clear of

deck.

.

;1

it IOFFICER IN CHARGE

IN DECK

C o- ord 1n ~tc re sc u e

OFFICER DETAILED CREW NOT JNVQLVED INFO R MEDICAL D UTI E S HEl,lCOPTER O?ERATION

ast details and tire figh{jng • I !ldent,

Broadc

of acAdvi se shOre.

operations. Go to emergency station s. Co to emergency stations.

Constant

situation~ - - - - ~ ~ - - ~ - - - - - - - - -eport to

master.

With chiefengineerinvestigate

damage andcheck rf'ignition

ri..k.

Order standdown from

gene-rat emergency_

tAdv; <: , e <ho re.

1

I 1ECK ?ARTY

1 ) lESCUE FIR E II

When orderedapproach

helicopter toeffect rescue(See Note 1).

!Start foamsystem

Provide water

Stand by with spray cover forportable helicopter crewl Lay foam

extinguishers to passengers and bran ket overtackle small rescue party hel icopter

outbreaks of f reo (See Note 2). and deck.

I-----._-L- - - . ; . . . l_ - . - - . - _--,

RESCUE F\ t R E EXT I N G U ! SHE D ICOMPLETE t

L--1----T---- -1-- ---l-....J·

Await orders. Await orders. Stop water spray. Stop foamRemain in system,readiness

.. . -

.• .

Secure andreplenish

foam plant.

J

I,-

Nott"s

1) Fqulpped with axe, wire cutters and crowbar.

2) Water spray should be controlled/stopped so as not to destroy foam blanket.

Documents

Ics - Helicopter