Vertrep Final

8/13/2019 Vertrep Final

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STANDARD OPERATING PROCEDURES GOVERNING VERTICAL

REPLENISHMENT (VERTREP) BETWEEN JDF AIR WING HELICOPTERS AND

JDF COAST GUARD HMJ SHIPS

GENERAL

1. The JDF AW and JDF CG will conduct joint operations involving vertical replenishment

(VERTREP). This may be a requirement to place or remove different types of load to/from theShip at sea or alongside. These SOPs may also be used for vertical extraction of casualties and

extraction/insertion of personnel from/to the deck of the surface platform. VERTREP is a

method of supply to seaborne vessels utilizing helicopters. The general concept surrounding

VERTREP incorporates helicopters equipped with a cargo hook from which may be suspendedeither special ordnance slings or conventional cargo nets for less sensitive loads. A normal load

is two to four pallets, depending on weight. The load is placed in position on the deck of the

receiving ship by lowering the helicopter slowly from a high hover. The load can be released

manually by a helicopter air crewman or a VERTREP trained shipman positioned to watch the

load. At all times the load release is done in coordination with the Pilot.

VERTREP MISSION PLANNING.

2. The following are factors to consider when planning a VERTREP operation:

3. Cargo Size, Shape, Type and Weight. The size, shape, and weight of the cargodetermine how the cargo will be transported, and the number of trips required. Compact loadsmay be transported internally (subject to floor loading and centre of gravity restrictions), whilelarge, bulky loads must be externally transported. When transporting external loads, air speedmay be greatly restricted due to the aerodynamic characteristics of the load.

4. Distance to Be Flown and Meteorological Conditions. The distance the cargo is to betransported and the weather conditions will determine the amount of fuel to be carried andthe flight crew required. An increase in either will cause a decrease in the helicopterspayload (amount of crew members and cargo).

5. Location. The replenishment may take place either at sea (mother/supply ship tosecondary ships) or from land to sea. Due regard shall be had to the location of the vessel andaircraft in relation to other geographical xxxx

6. Wind/sea/current. The effect of wind/sea/current weighs heavily on the conduct ofVERTREP operations. A relative wind of Red 30 or Green 30 is usually desirable. Underhigh wind conditions sea state is usually sever enough to cause the ship to pitch and rollexcessively when headed into seas. If these conditions exist it may be better to proceed down

seas in order to provide a steadier deck.

7. Time Majority of the VERTREP missions to be conducted will be done duringdaytime hours. Night time missions will be conducted only if absolutely necessary.

8. Before any VERTREP operations, a thorough brief shall be conducted to include at aminimum the following items:

a. R/V details, Command, Control and Signals


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b. Navigational safety.

c. Pick up and drop off areas. shall be suitable to both the ship CO and the PIC.

d. Procedures for hooking/unhooking loads.

e. Load weight and disposition. The load weight shall be at least 150 lb.

f. Safety gear that is required for personnel working on the deck of the vessel.

g. The Ships crew shall conduct a FOD walk down of the entire topside areabefore commencing operations.

h. Procedures to follow in the event of an emergency.

i. Relative wind direction for drop off.

j. VERTREP equipment pallets, slings, nets, etc. shall be determined beforecommencing operations.

k. Cargo should be staged before VERTREP operations.

j. Ensure all VERTREP loads are properly secured and free of FOD.

k. The approach of the helicopter shall be announced over the vessels PAsystem.

l. Only personnel needed to conduct VERTREP operations should beallowed on deck.

m. Before moving in to deliver each load, the helicopter shall be clearedby the ship.

n. Hook-up crew shall never stand on the load or between the load beingpicked up and another load.

o. Hook-up crew shall be aware of the danger associated with static discharge anduse proper protective equipment.

p. Helicopter aircrew will give directions to the pilot to position the aircraft


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over the load.

VERTREP EQUIPMENT

9. Components having a different load capacity and/or different types of

sling assemblies are not interchangeable. Mixing components with differentload capacities and/or sling types can result in unpredictable liftingcharacteristics and/or failure of the sling assembly

10. Cargo Nets. The bulk of VERTREP cargo is transported in nylon cargonets. Rough treatment, such as dragging the net across the flight deck, causesdamage to the nylon webbing, and should be avoided.

11. Cargo Hooks. The cargo hook will vary from helicopter to helicopter. The hook-up

crew shall be briefed on the operation of the specific cargo hook in use before conductingVERTREP operations.

12. Stokes Litter/Jasons Cradle.These are the standard stretchers used to transportpersons during VERTREP. These should be properly checked out for defects prior to use.

13. Tether Lines. These are used as guiding lines by the Ships crew. Care should be takento ensure that positive control of the lines is maintained at all times and that they do notbecome entangled on the radar or mast. Lines should not be allowed to enter the water as theymay foul the vessels propellers.

VERTREP LOAD PREPARATION

14. The primary goal of load preparation is to provide a load that will ride safely in flight,and arrive at the destination undamaged. External loads are subject to extremely high windsduring transportation, and shall be prepared accordingly.

15. Load Weight and Identification. Loads should be combined to achieve the efficienttransfer of cargo. As each load is assembled, mark it with the weight and any other requiredinformation for the helicopter crew and receiver. Use chalk, a felt-tip marker, or securelyattached tags. Color-coding is recommended to ease identification. Loads can then be combinedto achieve the best distribution of weight for each lift, as determined by the pilots. Whencombining loads, the loads should be of the same approximate size and weight to reduce thepossibility of tipping over during pickup or delivery. The height of the load must allow the

hookup crew to complete the hookup without climbing on top of the load.

16. Cargo Net Loading (Loose Cargo). Use cargo nets for transporting awkward-sizedmaterial that cannot be secured to a pallet. The loads shall be prepared as follows:

a. Do not load small cartons on the bottom of the net where they could be forcedout of the openings in the net.


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b. Cover or secure together lightweight or small items to keep them fromblowing out of the net.

c. Secure the net corner rings with a becket:

(1) Once they are packed together, place them on top of the larger loads.

(2) One method of safeguarding small items against loss in flight is to secure the corners of

the net together by taking opposite corner rings and weaving them through at least two webstraps in the webbing below the opposite rings.

(3) Fasten the sling leg through all four corner rings.

(4) When the helicopter lifts the net, the weight of the load will cinch thenet tight and prevent losing items through the net. Lightweight loads can beblown up into the bottom of the helicopter, or fly up into the rotor blades.

17. Cargo Net Loading (Palletized Cargo). The following procedures shall be used whenloading palletized cargo in cargo nets:

a. Band or strap the cargo to the pallet.

b. Lay out the cargo net and place the loaded pallet in the centre.

c. Draw the net up around the load, and lay the corners of the net loosely on top.

d. Secure the net corner rings with a becket.

e. Do not place a palletized load contained in a cargo net, on top of another pallet.When the helicopter lifts the load, the rotor wash may cause the other pallet to becomeairborne.

18. Attaching Slings to Loads

a. Adjustable Pallet Slings. Individual, rectangular-shaped loads sized to fita pallet(such as palletized ordnance) may be transported without using a cargo netby using a pallet sling as follows:

(1) Select the proper sling length (color-coded) according to the height of theload.


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(2) Pass each loop of the sling under the overhang made by the upper boardson the sides of the pallet.

(3) Pass each sling basket leg under the wings on each side of the pallet.

(4) Pull the ends of the sling legs containing the swage stops through thesling tensioners until the bridle is tight across the top of the load and the slackis out of the sling.

(5) Adjust the sling to centre so that the lifting thimbles are of equal heightfrom the pallet.

(6) Place each tensioner over the nearest swage stop, lower the latch to thestirrup, and lock the tensioner.

b. Hoisting Slings. When attaching the hoisting sling to the load, a separateleg is used for each attachment point, and all of the extra legs are removed:

(1) Cargo nets are lifted by the eye of the becket, using a single leg.

(2) Ensure all of the legs are the same length.

(3) After the hooks are attached, ensure the legs cannot snag on theload and tip it over during pickup.

c. Safety Hooks. The safety hook is the only moving part on the hoistingsling. It is correctly operated as follows:

(1) To open the hook, grasp it in one hand, and the yoke in theother. Twist the hook and yoke sideways in opposite directions torelease the locking lug; then pull the hook and yoke apart until fullyopen.

(2) To close the hook, simply press the yoke down over the hook.

19. Never attach the safety hook to any point other than the designatedattachment point. Never connect a load in any way other than directly to the

safety hook. Kinking and chafing will damage the lifting equipment.

20. Non-Standard Loads. Large, bulky, or odd-shaped loads that cannot becarried on a pallet, in a cargo net, shall be provided with slings or lifting eyes sothe hoisting sling can be attached directly to the load. When rigging anonstandard load, carefully inspect the attachment points on the load to ensurethey are intended for that purpose. What appears to be a lifting eye orattachment point may be intended for another purpose, and may not be suitablefor helicopter lifting. Rotor wash from hovering helicopters, particularly from


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(3) The SSO designates and briefs the hook-up team.

(4) The delivery area is then cleared of non-essential personnel and reportsare made when the delivery area is manned and ready. Personnel are tobe properly attired in, at minimum, hard hats, steel toe boots, longsleeve shirt/coveralls and goggles. Personnel should have requisite

safety equipment, to include a knife, axe, handheld radio.(5) The bowthruster should be energized if possible.

(6) All deck items (liferaft etc) should be properly strapped down andloose straps secured. The .50 calibre weapons and jackstaff should betaken down and secured.

(7) The RHIB should be launched and will act as a safety vessel.

(8) The Radio Operator should make a safety broadcast on Marine VHFindicating that the vessel is restricted in her ability to manoeuvre andall shipping in the immediate vicinity should take early and appropriateaction to keep clear.

(9) The vessel will then proceed on the predetermined replenishmentcourse/speed. Once steady on course/speed this information will bepassed to the PIC by the Ships CO. Flag Code Hotel should be hoistedon the outer starboard yardarm and the Restricted in Manouvre shapeshould be hoisted where best can be seen.

(10) The Navigating Officer shall continuously check that the vesselscourse remains clear of navigational hazards and traffic. The courseand speed are to remain constant throughout the evolution.

(11) The helicopter will normally complete the approach into the wind,

arriving in a hover just off the ship.(12) When the approach of the helicopter is announced over the ship PA

system, all personnel shall clear the VERTREP area.

(13) Pilot, when ready, transmits on the radio, "REQUEST PERMISSIONTO HOVER FOR VERTREP

(14) CO replies, "ROGER, YOU ARE CLEARED TO HOVER FORVERTREP TAKE SIGNALS FROM THE DECK OFFICER.

(15) CO passes to the hoisting deck: "HELO IS CLEARED TOHOVER FOR VERTREP

(16) SSO begins giving advisory signals to position the helicopter for delivery.

(17) Pilot, using advisories from the SSO and commands from thehelicopter crewmember, manoeuvres the helicopter over the VERTREP area.

(18) Helicopter crewmember gives directions for spotting and lowering theload. As soon as the load is on deck, the crewmember informs the pilot.

(19) When the pendant slackens, the Deck Officer signals the pilot to


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release the load. The pilot or crewmember (as briefed) releases the cargohook.

(20) Releasing the load before there is slack in the pendant can causedamage to the aircraft, ship, load, and/or injury to personnel.

(21) The sling may not immediately release from the aircraft cargo hook. Ifthe sling hangs up, the pilot shall initiate a slow vertical climb, gradually applyingtension until it separates from the hook.

23. The SSO shall be positioned where best seen by the pilot. The pilot shallattempt to maintain visual contact with the so at all times. If the pilot loses sightof the deck officer, the pilot shall advise the helicopter crewmember who willrelay the deck officers signals.

24. The Hookup Crew Shall Never Stand On The Load Or Between TheLoad Being Picked Up And Another Load.

25. When not using hoisting slings, the cargo hook shall be grounded to theship before hooking up an external load. Furthermore, the grounding wand shallremain in contact with the cargo hook until the hookup is completed. Thedischarge of static electricity can exceed 200,000 volts, and, if dischargedthrough personnel, cause serious injury or death.

26. Radio communications with the helicopter while it is in a hover over theVERTREP zone are distracting, and should be limited to urgentcommunications only.

27. The helicopter crewmember is the primary director of the helicopteronce it is in a hover over the VERTREP area. However, the Deck Officer shallcontinue to give advisory signals in case of internal communications failure orother emergencies that the pilot or air crew is unaware.

NOTE: See Load pick-up check list at ANNEX A

d. Clearing the VERTREP Area:

(1) After the helicopter has delivered each load and departed, cargo handlersbreak down the load and relocate it clear of the VERTREP area.

(2) Empty nets, pallets, and cargo containers are relocated clear of theVERTREP area.

(3) If the helicopter returns with another load before the previous load iscleared, and if space is available for additional cargo, the load being workedshould be temporarily secured. All personnel shall then clear the area while thenext load is delivered. Speed is second only to safety in clearing the VERTREParea.


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(4) Secure loads delivered in cargo nets by pulling the net over the loadand threading a strap through the net ends.

(5) Secure loads on pallets by covering them securely with a cargo net.

(6) All equipment used should be properly re-stowed.

e. Personnel clearing cargo shall take extra precautions to remove banding straps,paper, and other debris from the VERTREP area before the next helicopter

approach, to preclude injury to personnel or damage to helicopter engines and rotorblades.

NIGHTTIME VERTREP

28. The primary difference between daytime and night time VERTREP is a reduction inthe speed of the operation because of reduced visibility. Night VERTREP is performed in thesame manner as day VERTREP subject to the limitations earlier highlighted

NOTE: The final decision regarding the helicopter ability to safely VERTREP a particularship at night rests with the pilot.

29. Factors Affecting Nighttime VERTREP:

a. Since night flying offshore is essentially instrument flying, the helicoptershall be capable of instrument flight.

b. Adverse weather conditions further reduce night VERTREP capabilities.

30. VERTREP Night time Procedures. The same procedures are used for both day andnight VERTREP but with a wider pattern being flown and greater care and precision beingexercised at night. Consequently, delivery rates at night are slower than during daylightoperations. In addition:

a. The vessel maintains a course, keeping the ship stack gases clear of theVERTREP area, and pilots avoid flying through the stack gases during the approach.

b. Deck Officer uses night signal wands for helicopter directions.

c.Information concerning destination, bearing and distance, load weight, etc., is

transmitted to the helicopter by radio.

d. Blue or green chem-lights are worn by the hook-up crew to help the helicoptercrewmember identify the correct load.

e. If practicable, a blue or green chem-light shall be securely attached tothe load to aid the Deck Officer in maintaining visual contact while ensuring the


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height of the load above the deck.

HOISTING OF PERSONNEL

a. Move patient as close to the hoisting area as possible.

b. Normally if a litter is being used, ensure that the patient is strapped in,face up, with a lifejacket on (if condition permits).

c. Ensure that the patient is tagged to indicate what medication wasadministered, and when.

d. Have the patients medical record and necessary papers packaged andready for transfer along with the paient.

e. Change the vessels course to permit the ship to ride as easily as possiblewith the wind on the bow (preferably on the port bow). Try to choose a course thewill keep exhaust clear of the hoist area.

f. Reduce speed to ease the ships motion, but maintain steerageway.

g. If radio contact with the helicopter is not available, invite the helicopter in,when the ship is ready, with hand signals, or at night with flashing signal lights.

h. Allow the basket or stretcher to touch the deck prior to handling in orderto avoid static shock.

i. When the patient has been strapped into the stretcher, signal the helicopterto lower the cable, attach the cable to the stretcher sling, and then signal the hoist

operator when the patient is ready to be hoisted. Steady the stretcher so that it willnot swing or turn.

j. If a trail line is attached to the basket or stretcher, use it to steady thepatient as he/she is hoisted. Keep feet clear of the line and keep the line frombecoming entangled.

EMERGENCY BREAKAWAY

31. During VERTREP if an emergency develops an emergency breakaway can beinitiated by the Pilot or CO HMJ Ship. The Deck Officer gives the emergency breakawaysignal, the Pilot or Ships CO calls BREAKAWAY, BREAKAWAY, BREAKAWAY on

the radio. Compliance is mandatory.


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ANNEX A to JDF CG

_______ SOPs VERTREP

DTD ___ NOV 13

Load Pickup/Delivery

_______ Set DC Stage 1 Condition Z.

_______Deck Officer designates and briefs Hook-up Team.

________Cargo staged and checked.

_______FOD walk down.

______ Deck equipment secure

_______Secure RADAR

_______ Proceed on appropriate heading and speed. (This should be such that the helicopter is

able to approach into wind at an almost perpendicular angle to the ships heading)

_______Firefighting/DC equipment broken out

_______RHIB launched

_______RAM shape hoisted (appropriate lights shown at night)

_______Comms check conducted

_______Deck manned and ready.

_______Inform helicopter of VERTREP certification status.

_______Inform helicopter of cargo weight and destination._______Helicopter ready for VERTREP.

_______Ship ready for VERTREP.

Clearance: YOU ARE CLEARED TO HOVER FOR VERTREP. TAKE SIGNALS FROMTHE SSO.

Documents

Vertrep Final