ICF-Guide_to_Helicopter-Ship_Operations.pdf

GUIDE TO HELICOPTER/SHIP OPERATIONS FOURTH EDITION

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GUIDE TO HELICOPTER/SHIP OPERATIONS The International Chamber of Shipping (ICS) is a voluntary organisation of national shipowners' assoCiations . Established in 1921 , It represents about seventy-five percent of world merchant tonnage. The interests of ICS cover all aspects of maritime affairs, but it is particularly active in the field of manne safety, ship design and construction, pollution prevention and mantime law. ICS has consultative status with several inter-governmental organisations, Including the International Mantlme Organization.

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 Chamber of Shipping or by any person, firm, corporation ar arganisation who or which has been in any way concerned with the furnishing of in forma tian or data, the compilation, publicatian ar authorised translation, supply or sale of thiS guide, for the accuracy of any information ar advice given herein or for any omission or far any consequences whatsoever resulting directly ar indirectly from compliance with or adoption of guidance contained herein even if caused by a failure to exercise reasonable care.

GUIDE TO HELICOPTER/SHIP OPERATIONS Published by Marisec Publications 12 CarthUSian Street London EC 1 M 6EZ Tel +442074178844 Fax +442074178877 Email [email protected] WebSite www.mansec.org First Published Revised Edition Third Edition Fourth Edition

1979 1982 1989 2008

© Marisec Publications 2008

GUIDE TO HELICOPTER/SHIP OPERATIONS

CONTENTS Page

6

FOREWORD

CHAPTER 1 GEl'.lERAl GUIDANCE 8 8

1.1 1.2

Introduction

9

1.3

Provision of Helicopter landing/Operating Area Information

Selection of a Helicopter Operator

CHAPTER 2 PRINCIPLES OF OPERATING SAFETY 10

2.1

General Principles

10

2.2

Marine Responsibilities

10

2.2.1

Ship Operator

10

2.2.2

Master

11

2.2.3

Deck Party Officer (DPO)

11

2.2.4

Deck Party Crew (DPC )

12

2.2.5

Administrator

12

2.2.6

Officer of the Watch (OOW)

12

2.2.7

Passengers

12

2.3

Aviation Responsibilities

12

2.3 .1

Helicopter Operator

13

2.3.2

Helicopter Pilot

13

2.3 .3

Helicopter Winchman/Crew Member

CHAPTER 3 HELICOPTER OPERATING GUIDANCE 14

3.1

Introduction

14

3.2

Designation of Helicopter Performance

14

3.2 .1

Performance Class 1

14

3.2.2

Performance Class 2

14

3.2.3

Performance Class 3

15

3.2.4

Performance for Winching

15

3.3

The Use of Twin Engined and Single Engined Helicopters

16

3.4

Helicopter Size and Weight Restrictions

16

3.5

Equipment and Crewing

17

3.6

Helicopter landing Gear

17

3.7

Weather and Sea Conditions

17

3.7 .1

General

17

3.7.2

Wind Conditions Limiting Hel icopter Operations

18

3.7.3

Sea and Swell

18

3.7.4

SpeCIal Conditions


CHAPTER 4 GENERAL SHIP REQUIREMENTS 20

Ship Operating Areas

20

4.1 4.1 .1

Types of Operating Area

20

4.1.2

Locat!on and Size of Operating ,A;rea - Landing

26 26 26 26 26 27 27 28 28 28 29

4 .1.3 4.1.4

Location and Size of Operating Area - Winching

4.2.2 4.2.3 4.3 4.3 .1 4.3 .2 4.3.3

29 29 30 30 31 32 33

4.4 4 .4.1 4 .4.2 4.4.3 4.5 4.6 4.7

4 .1.5 4.2 4.2.1

Poop Deck Platforms Structural Considerations (Purpose Built and Non Purpose BUilt Landing Areas) Environmental Effects General Considerations AerodynamiC Effects Wave Motion Effects Details of Landing Area General Guidance on Markings Markings for a Landing Area Located at the Ship's Side Markings for Amidships Centreline Landing Area with or Without Restricted Access from the Ship's Side Details of Winching Area Positioning a Winching Area W inching Area on the Bridge Wing Marking a Winching Area Additional Considerations for Helicopter Operating Areas Night Operations: Landing and Winching Area Lighting Fire Fighting Appliances and Rescue Equipment

CHAPTER 5 COMMUNICATIONS AND SHIP OPERATING PROCEDURES 34 34 34 34 34 35 35 36 37 37 37 37 37 37 38 38

5.1 5.1.1 5.1.2 5.2 5.2.1 5.2.2 5.2.3 5.2.4 5.3 5.3.1 5.3.2 5.4 5.41 5.42 5.4.3 5.4.4

Communications General Guidance Communications Equipment Normal Operating Procedures - Pre-Arrival Weather Conditions Departure of Helicopter from the Heliport Pre-Arrival Checks on the Ship Pre-Arrival Checks from the Helicopter Navigation Identification of the Vessel Manoeuvrability Signalling Procedures Ships' International Signals Visual Signals to Helicopter Loss of Radio Communications Warning Signal


38 38 38

5.5

Basic Operating Procedures

5.5.1

Officer of the Watch

5.5.2

Deck Party

39 39 39 39 39

5.5.3 5.5.4 5.5.5 5.5.6

Fire Fighting The Operating Area The Helicopter Emergency Shutdown

5.6

Helicopter Landing and Unloading

39 40 41

5.6.1

Landing

5.6.2 5.6.3

Disembarking Passengers and Freight from the Helicopter Operational Safety

41 41 42 42 42 42

5.7

Helicopter Hovering

5.7.1 5.7.2

Winching Operations

5.8

Helicopter Loading and Departure

5.8.1 5.8.2

Take Off

43 43 43 44 44 46 46 46 46 46 47

5.8.3

Departing

5.9

Instructions to Helicopter Passengers

Underslung Loads Loading Passengers and Freight

5.9.1

General

5.9.2 5.9.3

Landing Winching

5.10

Passenger/ Freight Handling Procedures

5.10.1

Passenger Pre-Flight Briefing

5.10.2 5.10.3 5.10.4 5.10.5

General Freight Handling Carriage of "Dangerous Goods" Carnage of Freight and/or Baggage

In

the Passenger Cabin with Passengers

List of Items Prohibited for Carriage In Passengers' Baggage or on Person

CHAPTER 6 REQUIREMENTS SPECIFIC TO DIFFERENT SHIP TYPES 48 48 48 48 49 49 49

6.1

Tankers

6.1.1 6.1.2

Oil Tankers

50 50 50 51

6.2

Bulk Carriers and Combination Carriers

6.2.1 6.2.2 6.2.3 6.2.4

General

51 51 52 52 52 53

6.1.3 6.1.4 6.1.5 6.1.6

Chemical/Parcel Tankers Vapour Dispersal Vapour Emission Control Safety Freeboard

Geared Bulk Carriers Gearless Bulk Carriers Combination Carriers

6.3 6.4

Gas Carriers

6.4.1 6.4 .2

Vapour Emission Control

6.5

General Cargo Ships

Containerships Design Limitations

GUIDE TO HELICOPTER/ SHIP OPERATIONS

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CHAPTER 7 EMERGENCY EVACUATION BY AIR 54

7.1

General

54

7.2

Illness or Injury Evacuation

54

7.2.1

Requesting ASSistance

54

7.2.2

Preparation of Patient

55

7.3

Emergency Operating Areas

CHAPTER 8 HELICOPTER INCIDENT/ACCIDENT 56

8.1

General

56

8.2

Helicopter Accident Procedure

56

8.3

Fire Procedures

57

8.4

Helideck Emergency Procedures

57

8.4.1

Crash on Deck

57

8.4.2

Emergency/Precautionary Landing

57

8.4.3

Crash on Deck Major Fuel Spillage - No Fire

57

8.4.4

Helicopter Incident on Landing

58

8.4.5

Man Overboard (MOB)

58

8.4 .6

Helicopter Ditching

58

8.5

Personnel in Water - Emergency Procedures

58

8.6

Plan of Action

APPENDICES 60

Appendix A

Commercial Helicopters in Marine Use

61

Appendix B

Communications

66

Appendix C

Shipboard Safety Check List for Helicopter Operators

68

Appendix 0

Instructions to Helicopter Passengers Transferring to and from Ships

70

Appendix E

Marine Pilot Transfer

71

Appendix F

Helicopter landing/Operating Area Plan (to be used with accompanying CD)

79

Appendix G

Duties and Suggested Action Plan for Helicopter Accident

80

Appendix H

Bridge Wing Operations for Marine Pilot Transfer - A Risk Assessment

FIGURES 22

Figure 4.1

landing Area at the Ship's Side

23

Figure 4.2

Amidships Centreline landing Area (Purpose Built and Non Purpose Built)

24

Figure 4.3

Markings for a Purpose Built landing Area in an Amidships Centreline location

25

Figure 4.4

Winching Operations Area

32

Figure 4.5

Representative landing Area Lighting Scheme

40

Figure 5.1

Representative Diagram of Helicopter Safe Approach Sectors

... GUIDE TO HeliCOPTER/SHIP OPERATIONS

FOREWORD This guide has been published after wide consultation with both marine and aviation experts, whose contribution to this new edition is acknowledged with thanks. Its purpose IS to encourage safe and effiCient helicopterlshlp operations, and while the guide IS Intended prinCipally for the use of ships' masters, officers and crew, it also offers advice to helicopter pilots and operators. The objective is to promote standardised procedures and facilities for helicopterlship operations worldwide. This reviSion of the gUide supersedes all previous versions. It has been updated With extensive gUidance regarding the role and responsibilities of both the ship and helicopter. Definitions of helicopter performance have been both expanded and clarified, while Information regarding the location and marking of landing and winching areas has been completely revised to reflect the latest International Civil Aviation Organization (lCAO) reqUirements. It is recognised that In the years Since the Third Edition was published, on some ships and on certam trades, the practice has developed of transferring by winch marine pilots directly to the Bridge Wmg. Such operations should not normally be conducted unless a thorough risk assessment has been conducted, particularly when more conventional transfer arrangements can be provided . GUidance and advice regarding a risk assessment to be conducted when planning for the winching of marine pilots to the Bridge Wing of ships forms Appendix H. GUidance regarding emergencies has been supplemented with advice addressing the actions to be taken in case of a helicopter inCident/accident. A new Appendix F provides guidance regarding the provision by the ship of specific Landing/Operating Area data to the helicopter operator. To provide additional value and utility, this new edition of the Guide is accompanied by a CD containing the full text in electronic form with a "search " function and the facility to print the check lists included in the Appendices. Importantly, the CD also includes an electronic template for preparing Helicopter Landingl Operating Area Plans for transmission from the ship to the helicopter operator. For full instructions, see Appendix F. All possible care has been taken in the preparation of thiS gUide, 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 actmg m accordance with relevant national regulations and company Instructions. Ships may operate under codes or national requirements which may necessitate the application of alternative or higher standards than those advised m this guide. Regulations for helicopter operations are established by the authorities In the country of registration of the aircraft and/or where the operation takes place, and may vary In detail from one country to another. For those vessels to which the International Safety Management (ISM) Code applies, this guide may provide assistance In developing shipboard operating procedures and requirements for the variOUS helicopter operations that may be undertaken on board. It should be recognised that certam sections of this gUide may be found to be of value by ship deSign teams, and for many users technical Information Within the gUide may need to be accessed only occasionally. Retaining advice for both the helicopter and ship regarding Jomt operations In one publication IS considered by the authors to be appropriate, and It is antICipated that thiS consistency Will be found to be useful to ship and helicopter operators alike. Comment on the gUide and suggestions for further Improvement will be welcome, and should be addressed to the International Chamber of Shippmg, 12 Carthusian Street, London, EC 1M 6EZ, United Kingdom . Email [email protected]

GUIDE TO HEliCOPTER/SHIP OPERATIONS

Special appreciation is expressed to the following organisations and companies who provided particular assistance to the development of this the Fourth Edition of the Guide to HelicopterlShip Operations: BW Shipping Managers PTE Civil Aviation Authority (UK) Helideck Certification Agency Maersk Ship Management Maritime and Coastguard Agency (UK) Shell (Aviation and STASCO) Stolt-Nielsen UK Ltd

REFERENCE MATERIALS The documents, regulations and instruments listed below are referenced In this gUide: IMO International Convention for the Safety of Life at Sea (SO LAS) IMO International Fife Safety Systems (FSS) Code CAP 437 - Civil Aviation Authority publication: Offshore Helicopter Landing Areas - Guidance on Standards IMO International Regulations for Preventing Collisions at Sea (COLREGS) International Telecommunication Union (lTU) Radio Regulations International Civil AViation Organization (lCAO) Convention on International Civil AViation Annex 14 Volume II (Heliports) and Annex 6 Part III (International Operations - Helicopters) ICAO Heliport Manual IMO Resolution A.855(20) Standards for On-Board Helicopter Facilities International Air Transport Association (lATA) Regulations IMO/ICAO International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual UK Civil Aviation Authority (CM) Paper 2008/03: Helideck Design Considerations - EnVIronmental Effects


1

GENERAL GUIDANCE

1.1

INTRODUCTION The purpose of this guide is to advise shipping companies and ships' staff on the safe performance of helicopter/ship operations. Because of their different backgrounds, qualifications and experience, mariners and aviators are often unfamiliar with even the most basic technical aspects of each other's profession. This lack of mutual understanding can be dangerous, and this guide attempts to remedy it. The guide provides advice on best practice obtained from many aViation and maritime sources. Best practice IS a constantly evolving process, and it should be borne In mind that the guide reflects best practice at the time of publication. There may be alternative means of ensuring safe operations and these need to be considered on their merits. There are three main categories of helicopter/ship operations: •

Operations involving a contract between a shipping company and a helicopter operator. It IS thiS category which is the principal focus of the guide.

•

Operations involVing a contract between some local organisation, such as a pilotage authority, and a helicopter operator. The guide is also suitable for these applications, and Appendix E in particular deals with the transfer of marine pilots.

•

Emergency/rescue operations. Although the guide has been written with planned operations chiefly In mind, many sections provide helpful information which is relevant to the use of helicopters in emergencies. In particular, time taken to establish an appropriate landing or winching site for use in the event of an emergency could save time and reduce unnecessary risks if such operations are ever required.

The operations department of a shipping company has to balance time, money, safety and expediency. Before deciding on helicopter/ship operations, it has to weigh the risks to the vessel inherent In approaching harbour limits and heaving-to for a launch transfer against those arising from a helicopter transfer with the ship safely offshore and probably steaming on passage. In balancing such factors, safety must be the prime consideration.

1.2

SELECTION OF A HELICOPTER OPERATOR Even though aviation, like shipping, has varying standards of operating practice, the "minimum recommended standards" are contained in Annex 6 Part III of the ICAO Convention on International Civil Aviation (for operations) and Annex 14 Volume II (for design issues relating to heliportslhelidecks). When planning an operation, advice should be sought from an independent expert (e.g. a qualified consultant With first-hand experience of marine helicopter operations) who, having ascertained the exact requirements, will be able to identify an operator With the ability and experience to carry out the task to the highest level of safety and proficiency. National aviation authorities will normally assist by recommending an appropriate consultative body. The consultant may recommend to the shipping company that operating conditions more rigorous than those required by the national regulations or by the helicopter operator are applied contractually. Advice on the form of the contract should be sought from an expert. A technical consultant will not necessarily be expert on contracts but should be able to recommend a specialist. In particular, the shipping company should always consult its P&I Club on the liability, indemnity and insurance clauses of the contract.


The choice of a helicopter for a particular task IS one that 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, the helicopter and personnel is paramount; a report specifying the operational requirements should therefore always be available before the helicopter and operator are chosen and any contract IS signed . Helicopter operations should be conduded in accordance with the Operator's Manual and In compliance with the helicopter Flight Manual. When an operator has been selected, a contract signed, and all is ready for service, the shipping company's operations department should issue adVice and instrudlons on the use of the service and ensure that the ICS GUide to HelicopterlSh,p Operations is available and adhered to by all staff.

1.3

PROVISION OF HELICOPTER LANDING/OPERATING AREA INFORMATION Helicopter operations to ships are, by their very nature, infrequent. Most ships have not been speCifically designed for helicopter operations. The deck environment can be complex and ships can have a large number of obstrudlons which present hazards for helicopters that are difficult to see from the air. It is likely that the helicopter pilot will see a particular ship only when operations have to be conducted. Under these circumstances, and In order to prevent unpleasant surprises, It IS Important that Information IS provided such that: a.

The ship can be Identified.

b.

The location of the operating site (for landing/winching) on the ship IS known.

c.

Obstructions that are near to the operating site are identified .

d.

The presence and nature of markings are understood .

e.

Any limitations on operations are known .

A number of commerCial aviation regulations require that a pilot be authOrised to fly to a specific operating site . This authorisation requires either previous knowledge of the site or the provIsion of Information to permit the pilot to become self-briefed . In order that compliance With the aviation requirement can be achieved, Appendix F proVides gUidance and examples of "templates " to be used to proVide detailed Information to support the helicopter pilot. Masters are encouraged to prepare and complete helicopter operating area templates In accordance with the gUidance In AppendiX F. Templates should be reviewed and promptly revised when changes are made to the helicopter landing/operating area . Filed templates should be available for transmission to the aViation operator when any task IS being arranged.


2

PRINCIPLES OF OPERATING SAFETY

2.1

GENERAL PRINCIPLES Marine helicopter operations demand a clear understanding of safety requirements for both the ship and the aircraft. This gUide seeks to specify the minimum requirements necessary to maintain standards of safety. These requirements should be adhered to at all times for routine operations. Transfer of personnel or stores to or from ships by helicopter should also be conducted in accordance with any relevant national safety standards . TWin englned helicopters are always to be preferred for helicopter/ship operations. In some cases, national regulations may stipulate the use of twin englned helicopters or limit single engine helicopters to winching operations and/or use In favourable weather conditions. The most Important factor In the successful conduct of safe helicopter operations IS good communications. It is essential that all parties understand their respective responsibilities and that there IS full understanding of and agreement between the ship's master and the helicopter operator/pilot on a clear and simple plan of arrangements both prior to and dUring operations.

2.2

MARINE RESPONSIBILITIES

2.2.1

Ship Operator It IS the responsibility of the ship operator to select a reputable helicopter operator, thus ensuring that the necessary standards of operational safety are achieved . There are adVISOry agencies throughout the world whose gUidance should be sought In thiS regard . The ship operator IS responsible for ensuring that all marine personnel assoCiated with helicopter operations are adequately trained and that marine equipment used In helicopter operations IS maintained to a satisfactory standard .

2.2.2

Master The ship's master IS ultimately responsible for the safety of his ship. If he is In any doubt whether the proposed helicopter service meets the requirements of hiS shipping company concerning safety, liability, Indemnity and Insurance, he should seek company advice before operations commence . In the planning of helicopter operations, he should give conSideration to Bridge Team Manning requirements, Including an Immediately available and appropriate response In the event of a helicopter related inCident. The ship's master should be aware that: a.

He must reach agreement with the helicopter pilot on any proposed operation before It commences.

b.

Clearance for the proposed helicopter operation IS entirely at hiS discretion .

c.

In the absence of a dedicated operating area, he will be responsible for designating an area that meets the minimum criteria for helicopter operations as speCified In this gUide, and for prOViding the helicopter operator/pilot with all necessary information .

Note: If the criteria cannot be met, the master should consult with the helicopter operator and establish if (and how) the operation can be conducted.


d.

He may stop or curtail the operation at any time for reasons of ship safety. In this event, the helicopter must move clear of the ship Immediately. The master and helicopter pilot should If possible discuss appropriate further action .

e.

He is responsible for appointing the Deck Party Officer, Deck Party Crew and Administrator frnrT'l :lr'nr"'lnn hie nffirorc :Jnrl rro.\/I/ rnornharc "V,"

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operations are additional to their other shipboard functions (see paragraphs 2.2.3 to 2.2.5).

2,2.3

f.

He is responsible for ensuring that ship's crew members involved in helicopter/ship operations are trained in standards and procedures necessary to maintain the safety of the ShiP, its crew and the helicopter aircrew. He must ensure that the Deck Party Officer and the Deck Party Crew are fully familiar with equipment for winching and landing operations and are trained and regularly drilled in the tasks required of them in both routine operations and emergencies.

g.

He is responsible for monitoring the agreed radio frequency to give landing clearance, when appropriate, and for warning the helicopter pilot if an unsafe situation develops.

Deck Party Officer (OPO) The Deck Party Officer is responsible to the master for:

2.2.4

a.

Management of the helicopter operating area.

b.

Ensuring that, on receipt of information regarding helicopter arrival, the operating area IS prepared, and that all non-related shipboard activities that might adversely affect the safety of the planned helicopter operation cease .

c.

The safe movement of passengers, supervision of baggage and freight handling, and assisting the helicopter crew with helicopter loading operations .

d.

Ensuring correct manifest procedures are used .

e.

EnSUring that the helicopter captain is advised of, and is willing to accept, documented dangerous goods that are to be stowed in the helicopter.

f.

Initiating fire fighting and rescue procedures In the helicopter landing area In accordance With the ship's emergency plan and using all appropriate resources. The procedures should Incorporate experience gained dUring crew training and fami liarisation .

g.

Ensuring that fire fighting and rescue equipment is serviceable and reporting any defects or deficienCies to the master.

Deck Party Crew (OPe) The Deck Party Crew are responsible for : a.

Assisting the DPO in the management of the helicopter landing area .

b.

Assisting passengers to and from the helicopter under direction of the helicopter crew.

c.

Loading and unloading freight and baggage from the helicopter under the direction and supervision of the helicopter crew.

d.

Preparation of fire fighting and rescue equipment.

e.

Operation of fire fighting and rescue equipment under the direction of the DPO .


2.2.5

Administrator The Administrator IS responsible for: a.

Preparation of the manifests for both passengers and freight, and ensuring that baggage and

freight are accurately 'vve:ghed, labelled and noted on the manifests. Baggage and freight that has not been weighed and labelled must not be loaded onto a helicopter. b.

2.2.6

ProvIsion of a pre-flight safety briefing to all departing passengers.

Officer of the Watch (OOW) When support for helicopter operations can be combined with primary navigational duties, the additional roles of the OOW may Include: a.

Liaising with the master regarding prevailing and forecast local weather conditions, so that a timely decIsion can be made on whether to commence helicopter operations.

b.

AdvIsing the helicopter operator of current weather conditions at least an hour before the scheduled departure time of any flight.

c.

Maintaining radio contact with the helicopter pilot and the DPO during helicopter operations.

d.

Maintaining a helicopter operations log, recording regular (usually 10 minute) helicopter pOSition reports when the helicopter IS Inbound or outbound, and raising the alarm If any anticipated reports are not received.

When support for helicopter operations cannot be combined with primary navigational duties of the OOW, the above duties should be assigned to other personnel.

2.2.7

Passengers All personnel who are to be transported by helicopter have a duty to follow the Instructions of the DPO and helicopter crew and act In accordance with Information proVided In the pre-flight briefing. If they observe anything dUring the flight that may affect flight safety, they should Inform the helicopter pilot. Passengers are responsible for ensuring that their baggage complies with relevant baggage regulations.

2.3

AVIATION RESPONSIBILITIES

2.3.1

Helicopter Operator The helicopter operator should ensure that operations are conducted In compliance with the ICAO Standards and Recommended Practices (SARPs), the regulations of the state of registration of the helicopter, and the regulations of the state In whose waters the operation takes place.


,

.

2.3.2

Helicopter Pilot The safety of the helicopter remains at all times the responsibility of its pilot, who should comply with the operator's standard operating procedures. 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 .

2.3.3

Helicopter Winchman/Crew Member A helicopter winch man/crew member may be carned in some operations and is responsible to the helicopter pilot for: a.

Passenger handling and safety dUring the flight and when entering and leaving the helicopter.

b.

Passenger supervision dUring emergencies.

c.

Supervising the loading and unloading of the helicopter and assisting the DPO to ensure the safe conduct of the deck party In the VICinity of the helicopter.

d.

Monitoring the pdot's blind-spots (the tad and under-belly of the helicopter), directing the pdot over the required deck area and ensuring that it IS all clear around and under the helicopter dUring winching and before landing and take off.

e.

Ensuring that all relevant documentation IS completed by the ship's crew and on board the helicopter before its return to shore.

In the absence of such a helicopter crew member, the helicopter pilot will assume these responSibilities.


..

3

HELICOPTER OPERATING GUIDANCE

3.1

INTRODUCTION Contrary to general belief, a helicopter cannot climb vertically or carry out high hovering manoeuvres under all conditions. The performance of a particular helicopter while taking off, hovering and landing is adversely affected by: a.

Increasing weight or payload

b.

Increasing atmospheric temperature

c.

Decreasing air pressure

d.

Decreasing wind speed .

The ability of a helicopter to climb vertically, to hover at variOus heights and to manoeuvre while dOing so is dependent upon the amount of power that IS available under the prevailing conditions of air density, air temperature, gross weight conditions and wind. The greater the power available, the greater the flexibility the pilot will have when manoeuvring the helicopter. Under conditions including high loads, low winds or high temperatures, the pilot may be limited in manoeuvrability, and could be restricted in landing and take off directions. To maximise the payload but still conduct flights safely, the pilot must choose the appropriate Class of Operations consistent with the local regulations, limitations imposed by the Aircraft Flight Manual, prevailing conditions and the application of sound deCision making . At all times, whether by day or by night, and in all operating conditions, the helicopter should comply with the minimum requirements of the ICAO Convention on International CiVil AViatIOn .

3.2

DESIGNATION OF HELICOPTER PERFORMANCE

3.2.1

Performance Class 1 Some twin engined helicopters can be flown In such a way that, if an engine fails Immediately after take off or immediately before landing, they can make a controlled landing on the landing Site, or continue to fly and climb safely away on the other engine, establishing a safe altitude for a return to base . These helicopters are said to be operating In Class 1.

3.2.2

Performance Class 2 Some tWin englned helicopters spend a few seconds dUring the early stages of a take off, and the late stages of an approach to landing, when they will be unable to continue flight In the event of failure of one engine. These helicopters are said to be operating in Class 2.

3.2.3

Performance Class 3 Some tWin englned helicopters (and all single englned helicopters) cannot sustain flight in the case of an engine failure and will be forced to land . These helicopters are said to be operating in Class 3.


3.2.4

Performance for Winching The routine winching of passengers (sometimes descnbed as Human External Cargo (H EC) or Class D) requires the helicopter to have sufficient reserves of power to ensure that, If one engine falls, it can continue to hover on the other engine.

3.3

THE USE OF TWIN ENGINED AND SINGLE ENGINED HELICOPTERS National regulations may Impose additional restrictions on helicopter/ship operations In adverse weather conditions or dUring hours of da rkness, but otherwise the following conditions should apply: a.

For transfer of personnel when winching IS Intended, tWin engined helicopters with sufficient power to hover on one engine should be used (see paragraph 3.2.4 above).

b.

For transfer of personnel when landing on deck is intended and sea conditions are in excess of Sea State 4, twi n englned helicopters operating at least in Class 2 should be used (see paragraphs 3.2.1 and 3.2 .2 above).

c.

For transfer of personnel when landing on deck is intended and sea conditions are not In excess of Sea State 4, helicopters operating In Class 3 (twin englned or single englned) may be used (see paragraph 3.2 .3 above).

In some harsh weather areas (e.g. North Sea, North or South AtlantiC, where "hostile" conditions are prevalent) regulations may prohibit operations In Class 3 for transfer of personnel. Note: Conditions are considered to be " hostile" when wind and sea conditions are in excess of Sea State 4 (wind speed 17·21 knots and significant wave height 4·8 feet). The following table indicates the operations which may be conducted by tWin englned and single englned helicopters:

HELICOPTER

PERSONNEL LANDING

STORES

WINCHING

LANDING

WINCHING

DAY

NIGHT'

DAY

NIGHT'

DAY

NIGHT'

DAY

NIGHT'

TWIN ENG IN ED

Yes

Yes

Yes'

Yes'

Yes

Yes

Yes'

Yes'

SINGLE ENGINED

Yes3 ,4

Yes"

No

No

Yes3.4

Yes 3.4

No

No

Note: 1.

Helicopters used in night operations must be fully certificated, equipped and manned for such operations.

2.

A winching area may only be used if a recommended landing area is not available or cannot be used; winching should only be conducted at night if the winching area and dominant obstructions are adequately lit.

(continued overleaf)


3.4

3.

Single engined helicopters should not be used over accommodation spaces wh ere these spaces form part of the superstru cture o f th e vessel.

4.

Some states prohibit single engined heli copter operations in a hostile environment, (adverse/harsh weather conditions/areas - see Note above) and/or at night.

HELICOPTER SIZE AND WEIGHT RESTRICTIONS The size and type of helicopter that can operate to the helicopter landing area of a particular ship will be determined by reference to the ship's landing area "D" and "t" limitations, "D " being the maximum permitted overall length of a helicopter when its rotors are turning, and "t" the maximum weight of the helicopter rounded to the nearest 100 kg . (See Appendix A for a table of the size and weight details of helicopters in commercial use.)

3.5

EQUIPMENT AND CREWING The helicopter and its crew should comply with the operating standards required under Annex 6 Part III of the ICAO Convention on International Civil Aviation . In addition: a.

Helicopters to be used for operations on ships should be fitted with equipment including a marine VHF radio-communications transceiver and a radio altimeter.

b.

Helicopters certified for instrument flight rules (IFR) and night operations should, in addition, be provided with the operational equipment specified for IFR or night time operations. They should also be equipped with radar capable of short range display indication .

c.

All helicopters should be fitted with and carry the emergency equipment specified for offshore operations . They should also be equipped with an emergency locator beacon operating on 406 Mhz.

d.

Helicopter pilots engaged in marine operations should be trained and qualified for operations to moving ships.

e.

Helicopters used at night or in reduced visib ility should carry two pilots who have current IFR ratings on helicopters, are certified to internationally accepted standards, and are qualified for helicopter operations to moving ships at night.

f.

A qualified winchman should be carried whenever winching operations are envisaged. A winch man/cabin attendant may be carned in helicopters where the passenger/freight compartment is separated from the flight deck.


f

3.6

HELICOPTER LANDING GEAR Wheel mounted helicopters are preferable to skid mounted helicopters fo r landing on a ship, especially if la nding takes place when the vessel is moving slightly in a seaway, because the wheels will provide improved traction. The safety of skid mounted helicopters may be compromised by the presence of even small obstacles located within the landing area, such as "Butterworth lids" on tankers. Where immoveable objects are located on the landing area, the helicopter operator will need to ensure that a safe touchdown can be carried out away from the presence of obstacles (see Section 4 .1.2 and Appendix F).

3.7

WEATHER AND SEA CONDITIONS

3.7.1

General Weather conditions may restnct helicopter operations, depending upon whether the helicopter is twin or single engined, its certification status and the equipment it carnes. As a general rule, only twin engined helicopters that are certified and equipped to the highest standard and routinely Involved in marine operations should operate In conditions exceeding Sea State 4. Only helicopters certified and crewed for IFR operations should continue to operate when the cloud base is below 500 It and when visibility IS below 1 nautical mile. Even these operations should normally cease when the cloud base drops below 200 ft and vIsibility below 0.75 nautical miles. Helicopters or crews which are not certified for IFR operations should not undertake helicopter/ship operations at night. and in daytime should comply with visual flight rule limits, I.e. 500 It vertical (clear of cloud) and 1 nautical mile honzontal.

3.7.2

Wind Conditions Limiting Helicopter Operations The accurate reporting of wind conditions, particularly when they are light and vanable, can significantly enhance the safety of helicopter/ship operations. Vessels should be fitted with equipment that can measure and record all wind conditions, and should fly a pennant or windsock, illuminated at night, to give the helicopter pilot a visual indication of the speed and direction of the wind relative to the ship's deck. Routine operations can generally be conducted at a wind speed of up to 60 knots (a limit which is related to passenger and ground crew safety). However, under certain CIrcumstances, It may be necessary for the ship to change direction at the request of the helicopter pilot. In emergenCies, operations can be carried out with certain helicopters In wind speeds of up to 70 knots.

Note: It is the responsibility of the master to ensure the safety of personnel on th e deck during helicopter operations in high wind conditions.


3.7.3

Sea and Swell Helicopter operations should not be carned out if there is a likelihood of sea or heavy spray on or above the deck. If possible, the master should ensure that spray, roll and pitch are kept to a minimum by selecting a suitable cou rse and speed. This is particularly important for preventing circumstances where sea and spray may enter the helicopter's engine (experience has shown that sea spray ingestion can result in reduction of engine power or even engine fai lure). Ships antiCipating helicopter operations should be provided With equipment to measure vessel movements, and details of the pitch, heave and roll of the ship should be notified as required to the helicopter pilot. Helicopter operations may need to be aborted in particular combinations of ship's motions, which may Jeopardise the safety and stability of the helicopter once It has landed on the ship's deck . The maximum permitted average rate of heave will depend on the type of helicopter and the applicable operating rules (see Section 4 .2.3). When transfer of passengers by winch IS necessary, control of excessive motion IS particularly critical, especially in respect of roll and heave. An updated report of these motions should therefore be passed to the helicopter pilot Immediately before commencing such operations. The ship's master should provide as stable a platform as possible, and a change of ship's course may be required for this purpose.

3.7.4

Special Conditions In special circumstances, e.g. when at anchor, the ship may be unable to manoeuvre and may not be able to satisfy the conditions outlined above. Helicopter operations may however take place In such circumstances if the helicopter operator IS Informed of the situation before the helicopter takes off from base. If thiS results In the normallandlng/winchlng faCilities being unavailable, alternative arrangements will have to be agreed between the master and the helicopter operator before the helicopter leaves ItS base.


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..

4

GENERAL SHIP REQUIREMENTS

4.1

SHIP OPERATING AREAS Note: When " D " is used in the following tex t, it represents the extent of the available operating area on or above the de ck of the ship. Only helicopters whose maximum overall length with rotors turning is D or less (see Appendix A) may be used for operations to the ship in question.

4.1.1

Types of Operating Area Ship operating areas fall into two distinct types: a. landing Area: defined as an operating area sU itable for landing helicopters. The landing area may consist of a purpose built structure located above the ship's deck (referred to as a "purpose built landing area") or a non purpose built area located on the ship's deck (referred to as a "non purpose built landing area"). The landing area may be located on or over the bow or stern of the ship, have an over-side or ship's side location, or occupy an area amidships - usually on or near to the ship's centreline. The landing area may also be used for winching operations provided that the winching criteria described in paragraph 4.1.3 below can be satisfied. However, where a landing area with adequate size and obstacle clearance for the helicopter in question is provided, landing IS always the preferred option. b.

Winching Area: defined as an operating area which may only be used for winching operations.

The guidance in Sections 4.1 and 4.2 will assist ship operators when deciding upon the most sUitable location for a landing or winching area on their ship. The optimum position for a landing or winching area will normally be determined by the avai lability of a suitable space on the ship. However, where there is more than one area identified and capable of accommodating the type of helicopter(s) expected to be used, the ship's master, in consultation with the helicopter operator, should assess the merits of each location, taking particular account of the size and position of obstacles and expected aerodynamiC and sh ip motion effects (see Section 4.2).

4.1.2

Location and Size of Operating Area - Landing

4.1.2.1

landing Area at the Ship's Side A non purpose built landing area located on a ship's side should consist of a "clear zone" and a "manoeuvring zone" as shown in Figure 4. 1. The clear zone should be capable of containing a circle with a minimum diameter of 1 x D. No objects should be located within the clear zone except aids whose presence is essential for the safe operation of the helicopter, and then only up to a maximum height of 2.5 cm. Such objects should only be present if they do not represent a hazard to helicopters. Where there are immoveable fixed objects located in the clear zone such as a "B utterworth lid", these should be marked conspicuously and annotated on the ship's operating area diagram (a document that provides visual references to the helicopter pilot and supplements other information provided by the ship prior to commencing operations - see Appendix F). In addition, a "manoeuvring zone" should be established, where possible, on the main deck of the ship. The manoeuvring zone, intended to provide the helicopter with an additional degree of protection to account for rotor overhang beyond the clear zone, should extend beyond the clear zone by a minimum of 0.25 D, at any pOint. The manoeuvring zone may only contain obstacles whose presence is essential for the safe operation of the helicopter, up to a maximum height of 25 cm.


r L

In order to improve operational safety, where the operating area is coincident with the ship's side, the clear zone should extend to a distance of 1.5 0 at the ship's side while the manoeuvring zone should extend to a distance of 2 0 measured at the ship's side. Withi n this manoeuvring zone, the only obst acles present should be those essential for the safe operation of the helicopter. with a maximum height of 25 cm (where there are immoveable fixed objects such as tank cleaning lines they should be marked conspicuously and annotated on the ship's operating area diagram). Any railing located on the ship's side should be removed or collapsed along the entire length of the manoeuvring zone at the ship's side (i .e. over a distance of at least 2 D). The general arrangements and markings for a non purpose bUilt landing area on a ship's side are show n In Figure 4.1, while the markings themselves are described more fully in Section 4.3.2. 4.1.2.2

Amidships Centreline landing Area (Purpose Built and Non Purpose Built) For some vessels. where it is not possible to accommodate the ship's side arrangement, It may only be possible to provide a landing area located In an amidships POSition, usually on or near to the centreline of the ship . Where this IS the case, the landing area should consist of a clear zone capable of containing a circle With a minimum diameter of 1 x D. No objects should be located within the clear zone except aids essential for the safe operation of the helicopter, and then only up to a maximum height of 2.5 cm . Such objects should only be present if they do not represent a hazard to the helicopter (where, for a non purpose built landing area, there are immoveable fixed objects located in the clear zone such as a " Butterworth lid", these should be marked conspicuously and annotated on the ship's operating area diagram). Forward and aft on the centreline of the landing area should be two symmetrically located 150 degree limited obstacle sectors with apexes on the circumference of the 0 reference circle (shown as Reference POints on Figure 4 .2). Within the area bounded by these two sectors, containing the airspace used by helicopters dUring the final stages of approach and/or departure and overshoot, and around the perimeter of the landing area 0 , there should be no obstructions above the level of the landing area except obstacles whose presence IS essential for the safe operation of the helicopter, and then only up to a maximum height of 25 cm . To provide protection forward and aft from obstructions adjacent to the landing area, an obstacle protection surface should extend both fore and aft of the landing area to a distance of 1 x 0 on a 1:5 gradient. The general arrangement and markings for an amidships centreline landing area are shown below in Figures 4.2 and 4.3 respectively. The markings are deScribed more fully in Section 4.3.3 .

Note: Where the requirements for the limited obstacle sector and obstacle free sector cannot be fully met - i.e. the 1:5 gradient is infringed or the " funnel of approach " is compromised due to the presence of obstacles greater than 25 cm above the level of the landing area, any infringements should be conspicuously marked and annotated on the ship 's operating area diagram and assessed by the helicopter operator. The helicopter operator may need to impose appropriate restrictions and/or limitations to ensure that flight safety is not compromised. Where the nature of the infringement is significant. the use of the landing area may be severely limited or prohibited altogether and w inching may be the only possibility (see Section 4. 1.3).

I


II

Figure 4.1 Landing Area at the Ship's Side

MANOEUVRING ZONE· EXTENDED AT SHIP'S SIDE

Preferably 2D minimum at the rails. No obstructions higher than 25cm. Rails should be collapsed or removed over the entire length. CLEAR ZONE - EXTENDED AT SHIP'S SIDE

Preferably' 1.50 minimum at the rails. No obstructions higher than 25cm. Ralls should be collapsed or removed over the entire length.

CLEAR ZONE (Diameter D)

No obstructions hi~her than 2.Scm . Circumference painted In white or yellow 0.3 metre wide line. TOUCHDOWNfPOSITIONING MARKING CIRCLE (Diameter 0.50)

Background painted in dark contrasting non-reflecting colour (preferably dark green). 'H' painted in white 4m x 3m (O .75m thick).

O.3mwJde

nuitldno.

whltear yeUOw

I

I I

,, ,

,, ,,

,,

,

I

"

,,

,

, ,,

,

I~~

Notes: The diameter In metres of the clear zone '0' to be marked in white figures of O.6m at each of the points shown, so as to be easily visible to the helicopter pilot. NB: The diameter (in metres) of the clear zone must be equal to or greater than the overall length of a visiting helicopter with rotors running.


Figure 4.2 Amidships Centreline landing Area (Purpose Built and Non Purpose Built)

Limited obstacle

sector

Obstacle free

zone)

(clear zona)

Limited obstacle

sector

sector

(manoeuvring

(manoeuvring

zone)

Reference Points

Central

clear zone

lS00

Landing

area 0

..,.------------. Funnel of approach Plan view

o = Helicopter largest overall dimension

OBSTACLE HEIGHT LIMITS: 2.Scm on the landin~ area 2Scm around the landmg area

~ :s

,

D

,

0

,~ ..s

,,••t - - - - - - - -....;,, , ,

,"••t - - - - - - -.... ,

Landing area

••

D

.. ,,


Figure 4.3 Markings for a Purpose Built landing Area in an Amidships Centreline location 0.50

4m x 3m (O.75m thick)

1m yellow

touchdown/ posltlonin9 marking CIrcle

el l of ship

Characters of O.6m height

a.3m white perimeter line

-

-

-

GUIDE TO HeliCOPTER/SHIP OPERATIONS

Figure 4.4 Winching Operations Area

ClEAR ZONE

Smmlnlmum

diameter dlde painted yellow

WINCH ONLY to be marked In white so a$ to be easily visible to the helicopter pilot

O.3mwldebroken line with mark to

space ratio of approximately I

INNER

4:1 I

., _________M~~O~~.-G------~ ZONE -; I,

... I

:

, I

I

Diameter: 1.50 I

:

,

OUTER

I

IWlOEUVRIikG ZONE -:~-----.......-~

No

!+--'-------'-:Diameter, I

,

obstructions higher than

6m No obstruction" higher than 3m

-

2D

No obstructions higher than 3m

No obstructions higher than 6m

. GUIDE TO HELICOPTER/SHIP OPERATIONS

4.1.3

Location and Size of Operating Area - Winching Where it is impractical to provide a landing area for helicopters as described in Section 4.1.2 above, It may be possible to provide an operating area capable of supporting winching operations only. A winching area should consist of a clear zone and a manoeuvring zone. The clear zone should be at ieast 5 metres in diameter and shouid have a surface capabie of accommodating personnel andlor stores during winching operations. In addilton, the clear zone should be obstruction free. The manoeuvring zone, diVided into an inner and outer portion, should extend beyond the clear zone, With a minimum overall diameter of 2 D. A portion of the manoeuvring zone may be located beyond the ship 's side . Within the inner portion of the manoeuvring zone, extending to an overall diameter of 1.5 D, obstructions may be permitted up to an overall height above the level of the clear zone of 3 metres. Within the outer portion of the manoeuvnng zone, obstructions may be permitted up to an overall height above the level of the clear zone of 6 metres. All obstructions should be clearly marked (see paragraph 4 .5 (i)). The general arrangement for a winching area IS shown in Figure 4.4, and further adVice on positioning a winching area IS provided In Section 4.4.1 . The markings for a winching area are descnbed In Section 4.4.3.

4.1.4

Poop Deck Platforms Poop decks are generally subject to adverse aerodynamic effects and are susceptible to a greater Influence from wave motions. A poop deck arrangement IS therefore not recommended unless all other options have been exhausted . Where a poop deck arrangement is speCified, potential problems may be eased by adopting good deSign practices (see Sections 4.2.2 and 4 .2.3). It may also help to manoeuvre the ship for helicopter operations so that the wind is within 35 degrees of the beam, preferably on the port side.

4.1.5

Structural Considerations (Purpose Built and Non Purpose Built Landing Areas) Where a purpose built structure IS prOVided, the structural features of a purpose built landing area should take full account of the relevant applicable codes, whether from the ICAO Heliport Manual or IMO, ISO or CAP 437 requirements. In the case of a non purpose built landing area, It must be established before marking that the selected area can Withstand the dynamic loads of the types of helicopter for which it is intended .

4.2

ENVIRONMENTAL EFFECTS

4.2.1

General Considerations When considering the location of a landing area or a winching area, due account should be taken of the potential effects on helicopter operations of both aerodynamic factors (see Section 4 .2.2) and wave motion (see Section 4 .2.3). It IS unlikely that a location can be found that will be free of the influence of any aerodynamic and wave motion effects and in reality the objective should be to select an appropriate area that, as far as possible, minimises these effects . The principles and good practice in the following paragraphs will assist in thiS regard, always bearing In mind the need for clear access to the operating area and eXit from It, preferably to the ship 's Side .


r

r

Note: For further information on relevant ship design consid erations, readers are re ferred to UK Civil Aviation Authority (CAA) Paper 2008103 Helideck Design Considerations Environmental Effects, available from the Publications section of the website at www.caa.co.uk

4.2.2

Aerodynamic Effects There are three prinCipal aerodynamic effects to be considered: a.

The flow of air around the hull, which has the potential to create areas of distorted and disturbed airflow.

b.

The flow of air around large Items of the ship's superstructure, such as the accommodation block, which can create turbulence In their wake.

c.

Hot gas flows emanating from funnel or exhaust outlets, which can create turbulence and have thermal effects .

The impact of such turbulence and thermal effects can be reduced by a number of design considerations. For example:

4.2.3

a.

In the case of a landing area located above the ship's structure, an air gap separating the landing area from the structure below should be provided to promote beneficial wind flow over the landing area.

b.

The layout of the ship will usually include a number of tall, solid strudures that rise above the level of the operating area. These structures can generate significant wake downwind of the source. The operating area should therefore Ideally be located upwind of significant sources of turbulence, and any obstrudlons that have to be located upwind of the operating area should be as far away from It as possible.

c.

Increases in ambient air temperature are a potential hazard to the performance capability of helicopters and so the aim should be to minimise the occurrence of temperature changes over the operating area. ThiS can be achieved by ensuring that, wherever possible the operating area IS maintained upwind of significant thermal sources. Where significant thermal sources such as engine exhausts are located upwind of the operating area, they should be as far away as possible from the operating area and the helicopter flight path .

d.

Cold gas emissions, even In small concentrations, can have an adverse effed on helicopter engine performance and, where cold gas release pOints are present on a ShiP, they should be as remote as possible from the operating area and away from the helicopter flight path .

Wave Motion Effects The dynamiC motions on ships caused by ocean waves - pitch and sway, roll and surge, and heave and yaw - are a potential hazard to helicopter operations. Consideration should therefore be given to establishing motion limits acceptable for executing a safe landing or winching operation . These limits will depend on the following: •

The wave conditions and relative heading of the ship

•

The size of the ship

•

The motion characteristics of the ship

•

Whether the ship is moored or underway

•

Whether operations occur by day or night (see Sedlon 4.6).


The prinCipal factors in establishing motion limits for a safe helicopter landing are the vertical motions of the ship (i.e. rate of heave) in combination with Its pitch and roll. The heave motions at the landing area depend largely on the location of the landing area and how the vessel's heave, roll and pitch motions combine at this location. The sUitability of the landing area will therefore be influenced by ItS location on the ship both longitudinally and transversely. The pitching of a ship is such that the vertical (heave) motion experienced at the landing area will generally be greatest If the landing area IS located on the bow or stern of the ShiP, and least for a landing area located amidships. Bow located landing areas can also be particularly vulnerable to damage from heavy seas unless mounted high above deck level. Landing areas located on or over a ship's Side may experience large heave motions due to vessel roll, which will be more pronounced the further the landing area IS cantilevered off the ship's side. Landing or Winching areas located on the bow or stern of the ship often present special difficulties for visual positioning especially dUring night time operations (see also paragraph 4.5 (h) regarding visual estimates). Motion mOnitoring equipment is available that is compatible With the requirements of Civil aViation authOrities and Will detect, monitor, display and transmit motions experienced at the ship's helicopter operating area Including heave, roll and pitch. It is strongly recommended that serious consideration is given to the fitting of such equipment, which by an automated means can also record and process climatiC Information (see paragraph 4.5 (g)) in order that objective data IS available to support and inform operational deCision making. Some authOrities may also require systems for collection, retention and standard reporting of meteorological information by trained meteorological observers.

4.3

DETAILS OF LANDING AREA

4.3.1

General Guidance on Markings Sections 4.3.2 and 4.3.3 provide gUidance on the markings required for a helicopter landing area on the ship's Side and amidships respectively. The recommended colours of the markings reflect current International standards and best practice. However, as the colou r of the main deck may vary from ship to ship, there IS some discretion In the selection of deck paint schemes, the objective always being to ensure that the markings are consp'cuous against the surface of the ship and the operating background.

Note: Non-slip paint should be used for all markings.

4.3.2

Markings for a landing Area located at the Ship's Side ThiS section prOVides guidance on the markings applicable to a helicopter landing area on the ship's Side, and should be read In conjunction with Section 4.1.2.1 and Figure 4.1. A Touchdown/Positioning Marking (TD/PM) CIrcle, denoting the touchdown pOint for the helicopter, should be located centrally Within the clear zone. The diameter of the clear zone should be 1 x D (D being the extent of the available operating area), while the Inner diameter of the TO/PM CIrcle should be 0.5 D. The thickness of the TO/PM CIrcle should be at least 0.5 m In Width and painted yellow. The area enclosed by the TD/PM circle should be painted In a contrasting colour, preferably dark green. A white "W should be painted in the centre of the CIrcle, With the cross bar of the "W running parallel to the ship's side. The "W marking should be 4 m high x 3 m Wide, the Width of the marking Itself being 0.75 m.


r

The boundary of the clear zone, capable of enclosing a orcle with a minimum diameter of 1 x D and extending to a total distance of 1.5 D at the ship's side, should be painted with a continuous 0.3 m wide yellow line. The actual D value, expressed in metres rounded down to the nearest whole number should also be marked in three locations around the perimeter of the clear zone in a contrasting colour, preferably white. The height of the numbers so marked should be 0.6 m, i.e. tWice the width of the line Itself. The boundary of the manoeuvring zone, located beyond the clear zone, and extending to a total distance of 2 D at the ship's side, should be marked with a 0.3 m wide broken yellow line with a mark to space ratio of approximately 4: 1. Where practical, the name of the ship should be painted In a contrasting colour (preferably white) on the Inboard side of the manoeuvring zone In (minimum) 1.2 m high characters. Some additional considerations are found In Section 4.5.

4.3.3

Markings for Amidships Centreline landing Area with or without Restricted Access from the Ship's Side ThiS section provides gUidance on the markings applicable to an amidships centreline landing area, and should be read in conjunction With Section 4.1 .2.2 and Figures 4.2 and 4.3 . The landing area should be painted In a colour, preferably dark green, that contrasts clearly with the colour of the ship's deck . The perimeter of the landing area should be clearly marked With a 0.3 m wide continuous white line . The D value of the landing area, expressed In metres rounded down to the nearest whole number, should be marked In port and starboard locations Within the perimeter line In a contrasting colour (preferably white), the characters themselves haVing a height of 0.6 m. A Touchdown/PosItIOning Marking (TD/PM) circle, With a thickness of 1.0 m painted yellow and With an Inner diameter of 0.5 D, should be centrally located Within the landing area. A white "H" should be painted In the centre of the CIrcle With the cross bar of the" H" running parallel to the centreline of the ship. The dimensions of the" H" marking should be 4 m high x 3 m wide, the width of the marking Itself being 0.75 m. Where practical, the name of the ship should be painted In a contrasting colour (preferably white) within the landing area, aligned across the centreline (see Figure 4.3). The minimum height of the painted characters should be 1.2 m . Some additIOnal considerations for helicopter operating areas are found in Section 4.5.

4.4

DETAILS OF WINCHING AREA

4.4.1

Positioning a Winching Area With the Increasing use of helicopters for routine operations to ShiPS, it IS strongly recommended that, where It is impractical to provide a deSignated landing area, a winching area is provided over which the helicopter can hover safely while winching personnel or stores to or from the ship . The location of the operating area should enable the pdot to adopt a position In the hover that allows an unimpeded view of the whole of the clear zone while also facilitating an unobstructed view of


the ship. The winching area should be located so as to minimise the aerodynamic and wave motion effects described in Sections 4.2.2 and 4.2.3 . Generally, it is not recommended to locate the winching area near the bow of the ship. In addition, it should not be located on the bridge wing In the absence of a thorough risk assessment acceptable to the ship's master and the helicopter operator (see Section 4.4.2). The winching area should, if possible, be clear of accommodation spaces and provide adequate deck area adjacent to the manoeuvring zone where personnel can muster, and provide for safe access to the area from different directions. In selecting a Winching area, the desirability of keeping the Winching height to a minimum should also be borne In mind. 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 manoeuvnng zone should, as far as possible, be removed or retracted (see paragraph 4.5 (i) for marking of obstructions, paragraph 4 .6 (d) for night operations and Figure 4.5 for obstruction lighting).

4.4.2

Winching Area on the Bridge Wing The bridge wing will never be the ideal location for a Winching area. However, there may be circumstances where there IS no practical alternative to use of the bridge wing, and in such cases a thorough risk assessment of the operation must be conducted . Only if the results are acceptable to, and approved by, both the ship's master and the helicopter operator should winching to the ship's bridge wing be permitted .

4.4.2.1

Risk Assessment

Guidance on conducting a bndge wing risk assessment has been developed by a working group of marine and aviation experts established by I(S. The resulting document, " Bridge Wing Operations for Marine Pilot Transfer - A Risk Assessment", has been Included at Appendix H. Further information regarding marine pilot transfer may be found in AppendiX E. The gUidance In Appendix H contains a risk assessment for the transfer, by helicopter hOist. of marine pilots to the bridge wing (BW) of ships under conditions where the size of the operational site precludes the application of the advice in this I(S GUide and the I(AO standards. The assessment applies both to the helicopter and ship elements of BW operations. It represents a generic risk assessment of BW operations and does not make any assumptions about any speCific national operational requirements, helicopter operator, type of helicopter, shipping line or ship . Threats and controls are discussed In the general text but are considered in greater detail In the Model Risk Assessment Matrix of Annex 1 of AppendiX H. BW operations can be conducted safely provided the controls, In the form of equipment, procedures and conditions, are applied as recommended . The risk assessment guidance document does not remove the necessity for ,nd,v,dual risk assessments by ships and helicopter operators to ascertain whether such operations can meet the standard Intended by their Safety Management Systems.

4.4.3

Marking a Winching Area ThiS section provides gUidance on the markings applicable to winching areas, and should be read In conjunction with Section 4.1 .3 and Figure 4 .4 . The clear zone of the Winching area, a central circle With a minimum diameter of 5 m, should be painted in a consp'cuous colour. preferably yellow, to contrast with the surrounding palntwork of the ship. The perimeter of the outer portion of the manoeuvnng zone should be marked With a conspicuous broken yellow line 0.3 m in Width, the ratio of the solid line to spaces being approximately 4 :1 (i.e. With 80% of the CIrcle painted In - see Figure 4.4).


f (

Within the Inner portion of the manoeuvring zone, based on a CIrcle of diameter 1.5 D but outside the clear zone, should be painted the words "WINCH ONLY" in sUitably large and conspicuous lettering (ideally 2 m - 5 m white characters). The inner portion of the manoeuvring zone may be indicated by painting a thin white line no more than 0.1 m wide.

Note: Markings outside the clear zone could be obscured by temporary obstacles which should not exceed the height limits of Section 4. 1.3 and Figure 4.4. Some additional considerations are found

4.5

In

Sed ion 4.5 .

ADDITIONAL CONSIDERATIONS FOR HELICOPTER OPERATING AREAS In addition to the marking arrangements described In Sections 4.3 and 4.4, the ship operator should ensure that: a.

Provision is made to keep the landing or winching area free of contaminants, Including surface water.

b.

An overall coating of a non-slip material is applied over the whole of the marked area for the benefit of helicopters and personnel.

c.

Where appropriate, safety nets for personnel protection are installed around the landing area. The outboard edge of the safety netting should not rise above the level of the landing area.

d.

If It IS anticipated that the helicopter may shut down Its engines, flush fitting or removable semi-recessed tie-down POints should be considered, adequate to secure the largest helicopter for which the landing area IS designed.

e.

If pOSSible, a minimum of two access/egress routes to and from the landing area are available, to ensure that, In the event of an incident on the landing area, helicopter passengers and crew can escape upwind of the incident.

f.

Any handrails exceeding the height limitations set out in Section 4.1 .2 are made retractable, collapsible or removable and do not impede access/egress routes. Such handrails should be painted in a contrasting colou r scheme and procedures should be in place to retract, collapse or remove them prior to the arrival of the helicopter.

g.

The ship has a means of ascertaining, recording and reporting wind speed and direction, air temperature and pressure settings used by pilots, visibility, cloud base, present weather and sea state (see also Sedion 3.7).

h.

The ship has a means of obtaining accurate pitch, roll and heave measurements at the landing area . It IS strongly recommended that the ship is equipped With motion sensing systems, which will produce accurate pitch, roll and heave information at the landing area (see also Sedlon 4.2.3). The use of Visual estimates is not recommended. (See also Section 3.7.)

I.

Obstrudions close to or within the operating area, which may present a hazard to helicopter operations, need to be readily visible from the air and should be highlighted. Painting of obstructions should follow the scheme advised in Appendix F, Sections 4, 5 or 6 as appropriate.


4.6

NIGHT OPERATIONS: LANDING AND WINCHING AREA LIGHTING The following points should be taken Into account for night operations: a.

The landing or winching area should be adequately lit for night operations. This can be achieved either by the use of flood lighting or by other appropriate lighting methods'.

Note: Unless adequate lighting is provided, landing/winching operations should be confined to daylight only b. A wind dlredion pennant should be provided to Indicate the wind conditions at the operating area. The pennant should be Illuminated for night operations. Some vessels may benefit from a second device to indicate when the wind over the operating area differs from that generally over the ship.

e.

The use of flash photography should be avoided during the landing or take off of helicopters and du ring winching operations to avoid distracting the flight crew.

d. The ship's master should ensure that flood lights are arranged to Illuminate the whole of the structure they are intended for, and are angled and shielded (as necessary) to ensure that they do not dazzle the pilot on his approach to or take off from the operating area. Figure 4.5 shows an example of an overall lighting scheme required fo r night helicopter operations.

Figure 4.5 Representative Landing Area Lighting Scheme

Note: Other appropriate lighting schemes may be used. Reference to: Annex 14 Volume II Chapter 5 of the I(AD Convention on International Civil AViation and CAP 437 (Offshore Helicopter landing Areas· GUidance on Standards) published by the United Kingdom CAA


l

4.7

FIRE FIGHTING APPLIANCES AND RESCUE EQUIPMENT The fire fighting and rescue equipment recommendations shown In the table below are closely based on the requirements of SOLAS Chapter 11-2 Regulation i 8 which stipulates requirements for ships fitted with special facilities for helicopters. Such special facilities may Include fixed helideck structures and refuelling and hangar faCilities. Ships Without such special faCilities but with deck based landing or Winching arrangements should also proVide the follOWing appliances and equipment. Ships conducting brid ge wing Winchin g operations should give particular consideration to the proviSion of appropriate fire fighting appl iances and rescue equi pment in the Vicin ity of the Winching operation and in light of the risk assessment conduct ed (see also Section 4.4 .2. i).

Summary of Required Fire Fighting and Rescue Equipment In close proximity to the helicopter landing area, the following fire fighting appliances should be provided : Dry powder

One or two SUitable extinguishers with a total capacity of not less than 45 kg .

Carbon dioxide (CO2)

One or two extinguishers with a total capacity of not less than 18 kg .

Foam system

An application system consisting of monitors or foam making branch pipes, capable of delivering foam to all parts of the helicopter operating area In all weather conditions in which helicopters can operate. The system should be capable of delivering a discharge rate as identified below for at least five minutes. Category

Helicopter overall length

Discharge rate foam solution (litres!min)

HI

Up to but not including 15 m

250

H2

From 15m up to but not including 24 m

500

H3

From 24 m up to but not including 35 m

800

Fire hoses

At least two nozzles of an approved dual purpose type (e.g. jet/spray) and hoses sufficient to reach any part of the helicopter operating area.

Fire fighters' outfits

At least two complete fire fighters' outfits as required by the IMO Fire Safety Systems Code.

Emergency tools! equipment

As a minimum, the following equipment, ready for immediate use and stored in a manner that provides for protection from the elements: -

red emergency signalling lamp large axe crow bar adjustable wrench fire resistant blanket 60 cm bolt/wire cutters grab or salving hook heavy duty hacksaw, complete with 6 spare blades

- ladder - lifeline, 5 mm diameter x 15 m in length - side cutting pliers - set of assorted screwdrivers - harness knife complete with sheath - first aid kit.


5

COMMUNICATIONS AND SHIP OPERATING PROCEDURES

5.1

COMMUNICATIONS

5.1.1

General Guidance The success of any helicopter/ship operation depends on establishing and maintaining good communications. This applies not only to the communications between the helicopter and the ship, but also to messages passed between the ship operator, the ship's agent and the helicopter operator. Communications during the operation itself must be diredly between the helicopter and the ship and not relayed through any third party. The International language of shipping and aViation is English . To aVOid any misunderstandings, especially If the language being used is foreign to any party involved, a standard message format as set out in Appendix B is recommended . A Similar but abbreviated form of message may be suitable for VHF communications. Before the operation can be agreed, it is essential that information on the facilities which the ship can provide for landing or for winching is exchanged and acknowledged between the ship and the helicopter operator. Information on the diamet er of the clear zone of the landing area (or of the manoeuvring zone of a winching area) and its pOSition on the ship must be provided by the ship to the helicopter operator in the first exchange of messages and should receive formal acknowledgement (see Appendix B).

5.1.2

Communications Equipment The helicopter must be fitted with a marine VHF FM radio able to transmit and receive on at least Channel 16 and two other Simplex working frequenCies. Unless other arrangements have been agreed in advance, the ship should set watch on VHF Channel 16 for the arrival of the helicopter.

5.2

NORMAL OPERATING PROCEDURES - PRE-ARRIVAL

5.2.1

Weather Conditions When a flight is scheduled, the Officer of the Watch (OOW) should send a weather report to the helicopter operator to arrive at least one hour before the scheduled time of departure from the heliport . Responsibility for monitoring and reporting the weather conditions rests With the ship. If It IS likely that conditions Will exceed the followmg, the helicopter operator should be adVised : •

Mean wmd speed greater than 40 knots

•

Gusts greater than 50 knots

•

Horizontal visibility less than 2 miles

•

Vertical visibility less than 500 feet

•

Significant wave height greater than 3 metres.

Note: With regard to pitch, rolf and heave, the maximum limits vary according to helicopter type. The master should check specific helicopter limits w ith the helicopter operator (see also Section 3.7) .


f

5.2.2

Departure of Helicopter from the Heliport When the flight departs, the helicopter operator should Inform the ship and provide the initial estimated time of arrival (ETA) at the ship, so that all necessary arrangements to receive the flight can be conducted . The OOW should then notify the Deck Party Officer (DPO) of the Incoming flight. The OOW should also Inform the master and arrange for the lifeboat/rescue boat to be prepared ready for launch .

5.2.3

Pre-Arrival Checks on the Ship The DPO should check all operational requirements on deck shortly before the arrival of the helicopter. Some ships may require special checks (see Chapter 6). A check list which may be used IS set out in Appendix C. The following general reqUIrements apply to ships of all types :

5.2.3 .1

Equipment All fire fighting and rescue equipment relevant to helicopter operations as required In Section 4.7 should be immediately to hand and checked to ensure that It is serviceable .

5.2.3.2

Manning The deck party for landing operations should consist of the DPO, carrying a portable radio transceiver (walkie-talkie) for communicating With the bridge, and the Deck Party Crew (DPC ), comprising sufficient personnel for the intended operation. The DPC attending the fire fighting equipment should wear fire protective SUitS.

5.2.3.3

Measures and Checks - General Before landing or winching operations, the following measures should be taken : a.

All loose objects Within and adjacent to the operating area must be secured or removed and any Ice or snow cleared. Special care should be taken With lightweight articles.

b.

All aerials and standing or running rigging above or in the vICinity of the operating area should be lowered or secured .

c.

A pennant or windsock should be hOisted where It can be seen clearly by the helicopter pilot.

d.

Where necessary, the deck should be washed to aVOid dust being raised by the downdraught from the helicopter rotors .

e.

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

f.

Fire hoses and foam equipment should be ready, near to but clear of the operating area, and If possible upWind and with nozzles pointing away from the area In case of Inadvertent discharge.

g.

The ship's rescue boat should be ready for Immediate lowering .

h.

The correct lighting and signals (including any reqUired special navigation lights) should be sWitched on prior to night operations (see paragraph 4.6 (d) and Figure 4.5).

i.

The DPC should be ready, and all passengers clear of the operating area .

j.

A hook handler should be equipped with electricians' strong rubber gloves and rubber soled shoes to aVOid shocks from static discharge.


k.

All the crew working on the deck should be wearing bright ly coloured tabards (waistcoats), non-slip shoes or boots, and protective helmets securely fastened with a chin strap.

I.

Access to and egress from the operating area should be clear.

m. The OOW on the bridge should be consulted about the ship's readiness.

5.2.3.4

Before Landing - Additional Measures Before landing operations, the following measu res additional to those in 5.2.3.3 should be taken:

5.2.4

ope should be made aware that a landing

a.

The

is to be made.

b.

The OPO should satisfy himself that the operatrng area

c.

Stanchions and derricks and, if necessary, side rails should be lowered or removed.

d.

Rope messengers should be to hand in case the aircrew wish to secure the helicopter.

e.

Portable pipes/risers should be removed and ends blanked off as appropriate .

I.

All personnel should be warned to keep clear of rotors and exhausts.

IS

free of heavy spray or seas on deck.

Pre-Arrival Checks from the Helicopter On initial radio contact between the helicopter and the ship (normally at least 15 minutes before ETA), the helicopter pi lot should give the updated ETA and request the latest weather. The helicopter pilot should also ask the OOW to confirm the type of operations to be undertaken and should check the followi ng (see Appendix B, Sedion G.A): a.

The ship's exad position, course, speed with wind direction and velocity, relative wind, pitch, roll and condition of the landing/winching area (e.g . dry, wet with spray etc).

b.

The diameter (in metres) of the clear zone of the landing area, or manoeuvring zone of the winching area, as appropriate .

c.

That the

d.

That the fire fighting equipment is ready.

e.

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

I.

That passengers have been briefed (where appropriate) on winching procedures.

g.

The details of any return load .

ope

IS

ready and the operating area

IS

clear of unnecessary personnel.

The OPO should be advised by the OOW of the updated ETA and should confirm that the ready to receive the helicopter.

ope

After the initial contact, the helicopter pilot should make routine positioning calls every ten minutes. The OOW should maintain a listening watch and the details should be recorded .

Note: The absence of two consecutive calls should be notified immediately to the helicopter shore base.


is

5.3

NAVIGATION

5.3.1

Identification of the Vessel The helicopter pilot should Identiiy the ship by all appropriate means Including the picture of the vessel contained on the data sheet (see also Appendix F) and the position as shown on the navigation equipment and radar (if carned). The ship may also use ItS radar to locate and track the helicopter, although even large helicopters may not be detectable at great radar range. In poor visibility or congested waters, the vessel may assist the helicopter by advising it of the helicopter's true bearing from the ship once It has been identified .

5.3.2

Manoeuvrability If practicable, the ship should be fully manoeuvrable throughout the whole operation . In circumstances where this may not be possible, such as when the ship IS at anchor, the situation should be discussed between the ship's master and the helicopter pdot with a view to deCiding whether the operation may take place safely without the ship being underway. Should it be necessary for the ship to alter course or speed dUring a helicopter operation, the helicopter pilot should be Informed immediately. In such circumstances, the pilot may have to postpone operations and hold off. In particular, to maintain the stability of the helicopter, the ship should maintain course while the helicopter IS on deck .

5.4

SIGNALLING PROCEDURES

5.4.1

Ships' International Signals The ship should display the signals required by Rules 27(b) (i) and (ii) of the IMO International Regulations for Preventing Collisions at Sea . Alternatively, International Code Flag "D " may be flown . In advance of night operations In congested waters, the follOWing type of safety message may be transmitted In conformity With Chapter IX of the ITU Radio Regulations : By vOice : SECURITt ........................ ...... (ship's name) Will be engaged in night helicopter operations in pOsition ........ N/S ..... . . EIW (or In relation to a clearly defined geographic point) at ......... hours for approximately ... ....... minutes. Please give a Wide berth . (Signed) ............... ................ Master

5.4.2

Visual Signals to Helicopter Helicopter pilots engaged In ship operations do not expect to see sophisticated hand signals . The only signals necessary are the universally recognised "thumbs up " , " thumbs down" and a "wave off " (usually a wave of the arms In a horizontal movement). The DPO Will be responsible for signalling to the helicopter.


5.4.3

loss of Radio Communications In the event of a radio communications failu re, the following procedure should apply:

5.4.4

a.

The helicopter should CIrcle the ship; and

b.

The ship should make contact by signalling lamp as follows: •

Steady white light - ready to receive helicopter.

•

Series of short flashes - reception of helicopter delayed for a period of not more than 15 minutes.

•

Prolonged series of the letter "N" in Morse code (- 0) indicating reception of helicopter delayed for an indeterminate period in excess of 15 minutes.

Warning Signal A flashing red light in the operating area w ill indicate to the helicopter pilot that operations are to cease immediately.

5.5

BASIC OPERATING PROCEDURES

5.5.1

Officer of the Watch On arrival of the helicopter, the OOW should advise the helicopter operator of the fact in order that the flight plan can be closed in accordance with normal aviation pradice.

Note: The OOW should maintain radio contact with the helicopter pilot while the helicopter is on deck or winching. The pilot should be informed immediately of any alarm or hazard that arises, as any such condition may require the helicopter to abort the mission and leave the ship.

5.5.2

Deck Party The deck party should normally consist of the Deck Party Officer (DPO) and the Deck Party Crew (DPC), comprising of sufficient persons commensurate with the requirements of the operation about to take place (see Sedion 5.2.3.2). The deck party should be carefu lly instructed beforehand as the noise of the helicopter will make oral communications in the vicinity difficult. The movements of the deck party in the general area of the helicopter should follow the guidance for passengers given in Section 5.9.1. Personnel should exercise great care if working or moving between the helicopter and the collapsed guardrail. The deck party should wear brightly coloured tabards (waistcoats) and non-slip shoes or boots. Protective helmets or other headgear should be worn, securely fastened with chin straps connected to the outer shell of the helmet. The DPO should carry a portable radio transceiver, preferably fitted with a headset and noise cancelling microphone, in order to maintain communication with the bridge. If winching is to take place, one member of the deck party should be appointed as a hook handler. Hook handlers should wear electricians' strong rubber gloves and rubber soled shoes or boots to avoid the danger of shock from static electricity which may have accumulated in the hook.

GUIDE TO HEliCOPTER/ SHIP OPERATIONS

5.5.3

Fire Fighting If sufficient crew members are available, the fire fighting party should form a dedicated group with no routine helicopter operations duties. The fire fighting party should be standing by, clear of but reasonably close to the operating area. For command and control purposes, the fire fighting party shouid be considered to be part of the DPC. On those ships with small crew numbers, the fire fighting party may be fully Integrated with the DPC. The equipment speCified in Section 4.7 should be ready. Foam or water monitor nozzles should not be pOinting at the helicopter dUring normal operations.

5.5.4

The Operating Area In addition to the pre-arrival checks (see Section 5.2.3), the DPO should ensure that:

5.5.5

a.

Any stores, freight or mail to be despatched With the helicopter are clear of but accessible to the operating area.

b.

Any passengers leaVing with the helicopter are sUitably briefed and standing clear of but accessible to the operating area (see also the warning In Section 5.5.6 concerning emergency shutdown).

c.

All documentation, Including that for stores landed, can be speedily dealt With and returned to the helicopter.

The Helicopter The helicopter will normally be crewed by one or two pilots and, If winching or carrying an underslung load, a winchman. During hovering, landing and take off operations, there will be a high level of Interaction between them. Communications between the ship and the helicopter should be avoided dUring these operations except In an emergency. However, the DPO should be In view of the pilot and should watch closely for any signals he may make.

5.5.6

Emergency Shutdown The helicopter will not normally shut down except in a helicopter emergency. If shut down In an emergency, the rotor blades will be subject to flexing while slowing and can present a serious danger to personnel In the vicinity. Personnel should be told of thiS beforehand and must stay well clear of the blades until the rotors have stopped turning.

5.6

HELICOPTER LANDING AND UNLOADING

5.6.1

Landing The deck party should remain clear of the operating area until the helicopter has landed, the helicopter pilot has switched off his anti-collision lights and given an all clear signal (usually a thumbs up sign) to indicate that it is safe to enter the area. Personnel must not approach the helicopter until a positive signal has been received from the pilot. The DPO should position himself In a consp'cuous pOSItion to Windward of the landing area and in view of the pilot In order to give any necessary signals to the helicopter pilot.


5.6.2

Disembarking Passengers and Freight from the Helicopter Under the direction of the helicopter crew, the DPO should signal the DPC to move in to assist with offloading passengers' baggage and freight, w hich should be taken clea r of the helicopter operating area.

Note: If any package appears suspicious, the DPO should follow the instructions in the Ship Security Plan . After baggage and stores have been offloaded, the helicopter crew will signal passengers to disembark under the direction of the DPO and collect their baggage. The wlnchmanlcabln attendant (where carned) should assist the DPO to control movements around the helicopter.

Note: Since rotors will invariably be turning, personnel should always approach or leave the helicopter from the 2 o 'clock or 10 o'clock position forward arc, thereby remaining within the view of the helicopter pilot. Safe approach sector cards or information should be provided by the helicopter operator to the ship. In the absence of aircraft speCific Information being made available, the generic safe approach diagram (Figure 5.1) should be followed. The helicopter pi lot should be advised by the ship, prior to his arrival, as to whether specific or generic safety approach information is available.

Figure 5.1 Representative Diagram of Helicopter Safe Approach Sectors

Approach sector

Danger zone

Danger zone

Danger zone

Danger zone

Approach sector

II


5.6.3

Operational Safety The following should be borne in mind to ensure safe operations while the helicopter is on deck : a.

Great care should be taken when under the rotor system to prevent any part of the body, long pipes or long objects being placed up into the rotor system.

b.

All slings should be removed from the Immediate vicinity of the helicopter before being emptied and the stores stacked well clear of the rotor downwash .

c.

Helicopters fitted With fixed flotation gear should be boarded only by use of the rigid steps provided on the structure for this purpose . At no time should passengers use the unprotected floats for a foothold or put any undue load on them .

d.

Before the helicopter lifts off, the deck party must move well clear. The DPO must check that the surrounding area IS clear before giVing the pilot clearance for 11ft off.

5.7

HELICOPTER HOVERING

5.7.1

Winching Operations When a helicopter carries out a transfer of stores or passengers while hovering over the deck, the actual transfer is made by the use of a winch operated by a winch man.

Note: 1. The winch hook must never be attached to any part of the ship. 2. The hook handler must w ear a protective helmet and strong rubber gloves and rubber soled shoes. The hook handler on deck and wlnchman 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 ascending, the hook handler should ensure that the strop IS being worn correctly and should steady them as they are lifted off the deck. The rotor blades of the helicopter usually generate a very powerful static charge which can cause serious injury. For that reason, there is usually a static line hanging below the Winch hook that, when Winching, touches the ship first to disperse the charge . SpeCial care should be taken at all times to ensure that the Winch hook/cable IS under control and does not become snagged on any object on the ship. This IS especially important In Windy conditions. When winched nets of stores or freight are being handled, the hook handler should steady each load as it lands on deck and then Immediately disengage It from the hook. Members of the deck party do not need to assist In thiS. The hook handler should ensure that freight being returned to the helicopter is properly stowed and that the load is properly hooked on and the safety hook shut.

Note: Only the hook handler should unhook or hook on loads. A thumbs up sign indicates that the hook has been secured or released from the load . The hook should be hand-held until it is hoisted clear of the deck.


III

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. If 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.

5.7.2

Underslung Loads a.

Heavy loads may be carried under a helicopter which has a specially designed hook. In an emergency (e.g. an engine failure), the load can be released immediately.

b.

The deck party should remain well clear of the dropping area until the helicopter pilot has released the supporting 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 helicopter operator should be consulted when such a load is to be carried .

d.

The cargo net should be unloaded as quickly as possible. Where multiple loads are delivered, the " drop zone" should be cleared after each load In preparation for the next.

e.

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.

f.

In the case of underslung loads, care should be exerCised by the deck crew to ensure that empty nets and sling strops are clear of the landing area and are not permitted to blow into the helicopter's rotor system .

\

5.8

HELICOPTER LOADING AND DEPARTURE

5.8.1

Loading Passengers and Freight Under the direction of the helicopter crew and on Instruction from the DPO, the DPC should load passengers' baggage and freight, and the DPO will provide the helicopter pilot With a manifest (see Sections 2.2.5 and 5. 10.2). The helicopter crew should direct passengers to board the helicopter, be seated and fasten their seatbelts, and should check passenger numbers against the manifest before securing the cabin door. The helicopter crew Will brief passengers before the helicopter departs.

5.8.2

Take Off The helicopter pdot should transmit the details of the operational flight plan to the ship's OOW while on deck . The message should contain some or all of the follOWing information :

II

a.

Call sign or flight number

b.

Route and final destination

c.

Flight time


r

d.

Altitudel"flight level " for Initial cruise

e.

Number of persons on board

f.

Endurance In hou rs and minutes

g.

Weight of bags/freight

h.

Weight of fuel.

These details should be recorded by the OOW, read back to the pilot. and retained for three months.

Note: These details are part of a requirement to establish the configuration and loading details of the helicopter in the unlikely event that an incident/accident occurs (they are not routinely required to be forwarded to the aircraft operator). Once the helicopter operations area is cleared of all personnel and it IS safe to depart, the DPO shou ld give a " thumbs up " signal. The pilot should acknowledge this signal. Before taking off, the pilot will call (transmit) " lifting ". After this call, the ship should maintain radio contact with the helicopter, recording any position reports until informed tha t the radio watch has been taken by another authority.

5.8.3

Departing Immediately after take off (or when departing after hOisting), the pilot will transmit a departure message consisting of the following : a.

Call sign or flight number

b.

Departure pOint

C.

Time of take off

d.

Initial track to base

e.

Initial en route cruising height/altitude .

The OOW should immediately contact the helicopter operator (or nominated con tact) forwarding these details .

5.9

INSTRUCTIONS TO HELICOPTER PASSENGERS All personnel travelling to or from a ship by helicopter are reqUired to be In possession of a valid passport or other Internationally recognised Identity document . Passengers should be made aware of and comply with the instructions set out below to ensure a safe and expeditious operation . These Instructions should be displayed in a prominent position on board the ship and are set out In the form of an instruction list in Appendix D.

5.9.1

General Instructions should explain that passengers should : a.

Not approach or leave the helicopter without being cleared to do so by the DPO, who will himself have received clearance for this from the helicopter crew.


b. When approaching or leaving the helicopter loading door, always adopt a crouching posture. They should walk briskly but not run . They should keep within the safe approach sector of the helicopter and always keep In full view of the helicopter pilot or crewman . No clot hing should be worn that is loose or could become detached or entangled dUring the transfer operation .

Keep "''Jell dear of the helicopter tail rotor. They should remember that the tail rotor is difficult to see because 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 life Jacket at all times dUring flights over water. On ly approved " aViation" life Jackets supplied by the helicopter operator should be worn inSide the helicopter.

Note: An inflated life jacket may hinder escape from the helicopter. Life jackets should therefore be worn uninflated and only be inflated once outside the helicopter. Clothing which inflates automatically or with built-in buoyancy should not be worn.

5.9.2

f.

As reqUired In some locations, wear surviva l SUitS, which should be of a type approved for helicopter operations .

g.

All wear ear defenders/ear protection, which should be provided by the helicopter operator.

Landing

, t

If embarking, passengers should : a.

Enter the operating area when Instructed to do so by the DPO follOWing clearance by the helicopter crew, and keep well down .

b.

Sit where directed by the helicopter crew.

e.

Fasten seat belt and study the In-flight safety regulations.

If disembarking, passengers should :

5.9.3

a.

Remain seated until instructed to leave by the helicopter crew.

b.

Adopt the crouching position when leaving and walk briskly away from the helicopter as directed .

f

Winching Persons being Winched should take great care to aVOid the possibility of becoming " hooked up " on the ship at any time. Such persons should therefore: a.

Ensure that they maintain the maximum distance from obstructions.

b.

Ensure that bags, hand-held radios or any other objects are secured and carried close to the body.

e.

Be prepared to signal to the winch operator to stop the Winch . ThiS signal IS given by extending one arm out to the hOrizontal position, palm down .

A member of the deck party should hold and steady passengers on their departure from the deck ,


L

Persons being winched from the deck to embark the helicopter should : a.

Position themselves In the middle of the winch area, make eye contact with the winch operator and be ready to follow his instructions. They should attempt to stay directly under the winch .

b.

Avoid touching the hook/strop until the static hne has grounded on the desk .

c.

When the winch hook/strop arrives, retrieve the hook/strop in one hand and move to the winching position, keeping an eye on the winch operator.

d.

Once In position, quickly put the strop over their head and place It under their arms. When ready, they should give the winch operator the " thumbs up" signal.

e.

Keep their elbows well tucked in and either hold onto the strop with both hands or keep their arms by their sides (the helicopter operator should advise the preferred technique).

f.

At the helicopter doorway, be aware that the wlnchman will turn them to face outboard, and will then assist them into the helicopter. They must not try to help him as he has a set routine to follow, and passengers must not remove the strop until instructed to do so .

g.

Sit where the winch man di rects them.

h.

Fasten safety belt and study the in-flight safety regulations.

Persons being Winched from the helicopter to the ship should : a.

Not leave their seat until Instructed to do so.

b.

Allow the winchman to check that the strop IS properly fitted .

c.

Follow the winch man 's Instructions for eXiting the helicopter. Passengers Will usually be required to sit in the doorway and give the " thumbs up" sign when they are ready.

d.

When they reach the deck, qUickly remove the strop and hold It away from their body until it IS recovered from their hand by the wlnchman. They should be careful of any excess Winch cable on the deck at their feet.

Note: If passengers are using a full harness that takes some time to remove, they should unclip from the winch hook immediately on arrival on deck . The hook should be passed to a member of the Deck Party Crew to hold while the harness is removed. Once out of the harness, passengers should attach it back to the winch hook and allow the winch operator to recover it from their hand. e.

Leave the operating area briskly, keeping their head and arms well down .


S.10 PASSENGER/FREIGHT HANDLING PROCEDURES 5.10.1 Passenger Pre-Flight Briefing Before flight (and sometimes before entering the helicopter), the passengers should be briefed on the location and use of the following equipment. Passengers should be required to give particular attention to the Information on the following: a.

Seat belts

b.

Ufe Jackets, which must not be removed until Instructed

c.

Ufe rafts

d.

Survival equipment

e.

Emergency escape hatches.

5.10.2 General Freight Handling The ship's master should ensure that the helicopter operator's procedures for carnage of baggage or freight are understood and followed . A freight manifest should be completed and a copy provided to the helicopter pilot.

5.10.3 Carriage of "Dangerous Goods" The carnage of " dangerous goods" by air IS regulated under International agreements (ICAOIIATA). Further details can be obtained from national authonties. No dangerous goods may be loaded onto a helicopter, unless approval has been received from the helicopter operator; this is normally done 24 hours In advance of any flight. Dangerous goods must be correctly labelled . The ship must advise the helicopter operator of : •

The Identity of the goods

•

The danger to which they give rise

•

The weight and quantity of the goods .

ThiS Information should also be prOVided to the helicopter pilot when the helicopter arrives. Under exceptional circumstances, dangerous goods may be carned Without the 24 hour notJfJcatlon If the helicopter operator/pilot agrees to thiS.

5.10.4 Carriage of Freight and/or Baggage in the Passenger Cabin with Passengers The helicopter operator may permit the carnage of freight In the cabin With passengers. Any such freight must be stowed with the agreement of the aircraft crew In a way that will not obstruct any exit routes. The only item of personal baggage that should be permitted in the cabin is reading material.


(

•

5.10.5 List of Items Prohibited for Carriage in Passengers' Baggage or on Person The following is a non-exhaustive list of items that are prohibited in personal belongings; they must be removed before boarding the helicopter: •

Adhesives

•

Aerosols

•

Alcohol of any kind

•

Canned drinks of any kind

•

Cigarette lighters

•

Controlled drugs (except those on prescription)

•

Explosives/fireworks

•

Firearms/ammunition

•

Flammable gas or liquids, tear gas, CS gas

•

Magnetic materials

•

Matches of any kind

•

Mercury in equipment or containers

•

Oils and greases

•

Pai nts and solvents

•

Personal electronic deVices, unless batteries are removed

•

Poisons, weed killers, pestiCides and insectiCides

•

Radioactive materials

•

Weapons, including pocket knives

•

Wet batteries.

Note : Mobile telephones/cell phones must be switched off prior to boarding and must remain switched off until after disembarking and well clear of the aircraft.

GUIDE TO HElICOPTER/ SHIP OPERATIONS

6

REQUIREMENTS SPECIFIC TO DIFFERENT SHIP TYPES Where appropriate, additional items for individual types of ship are contained in the Shipboard Safety Check List (see Appendix C).

6.1

TANKERS

6.1.1

Oil Tankers In spite of the hazardous nature of their cargo, 011 tankers are normally suitable ships for helicopter operations due to the large area of deck space that IS comparatively free from obstrudions. Correct vapour emission control procedures backed up by adequate safety precautions reduce the associated risks to a level that is as low as reasonably pradlcable. Larger tankers are among the few commercial ships able to provide a landing area for the largest helicopters in normal marine service, and they will often be able to provide a winching area on the opposite side of the ship in addition to a landing area . When landing areas are provided, the preferred mode of operation is always to land the helicopter. ThiS is a quicker and much less hazardous operation than winching. It therefore puts both ship and helicopter at risk for the shortest time. The deck space on small tankers is usually obstructed and manoeuvring areas are restricted by derrick posts, cranes, masts, gas risers etc. However, those ships which have space suitable for routine operations shou ld provide the relevant deck markings for landing or winching area facilities.

6.1.2

Chemical/Parcel Tankers Because of their speCial construdion, many of these ships are not suitable for routine helicopter operations. The large number of cargo lines, ventilator pipes and deck tanks usual ly leaves no clear space available to establish a landing or winching area, and in such cases helicopter operations should only be carried out in exceptional circumstances or when particular arrangements can be made (see also Section 6.4).

6.1.3

Vapour Dispersal When space permits, helicopter operations should preferably be conducted on or above the main decks of tankers. If the precautions recommended in the sections below are adhered to, any hazards associated with helicopter/tanker operations will be reduced significantly. Investigations have shown that : •

A helicopter when hovering produces such a strong downdraught that any vapour on deck will be dispersed rapidly.

•

If the rotor is not stopped when a helicopter lands on the main deck, the turbulent airflow around the landing area will be sufficient to disperse any vapour/air mixture before it might otherwise reach the helicopter.


1

6.1.4

Vapour Emission Control If a tanker is not "gas free" when at sea, it is standard pradice for all cargo tanks to be completely secured. Thus, the only possible source of vapour should be that released from pressure/vacuum (PN) valves or from minor leaks from glands or tank aperture packing . In any helicopter operations, this vapour will be dispersed by wind across [he ship's deck and by the downdraught from the helicopter. However, to ensure that even this source of vapour is minimised, vessels should release vapour pressure from cargo tanks and then re-secure them not more than 30 minutes before the helicopter operation is to begin . When this has been done, there should not be sufficient vapour generated from the cargo to cause the PN valves to lift and it can be safely assumed that the valves Will remain closed . Even If the valves were to be defedive or If the vapour were to escape from leaking seals, the vapour should be under low pressure and should disperse rapidly. Ships fitted with inert gas systems will be subjed to special instrudions which should recommend that the pressure within the cargo tanks IS reduced to a slight positive pressure. In addition, all tank lids and other openings must be closed and tightened down . This applies particularly to gas free ships which might often have tank lids open . Closing the lids beforehand should, in the event of an accident, help to restrict the incident to the upper deck.

6.1.5

Safety 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 accumulate when the effed of the rotor downdraught IS lost. Permission to restart engines or to switch on electrical power should only be given by the master to the helicopter pilot after: a.

The atmosphere around the helicopter has been monitored for flammable gas.

b.

The officer in charge of the deck party has established that in all other respeds It IS safe to restart.

In such circumstances, the ship should if possible be manoeuvred so that the helicopter is to windward of potential vapour sources.

6.1.6

Freeboard The freeboard of loaded tankers is generally less than that of other ships of similar size. Sea spray and water Will sweep over the main deck at a lower wind speed and sea state than for most other types of ship and this may limit the master's scope for heading the ship In the optimum dlredlon for helicopter operations. Helicopter pilots should be aware of thiS as one of the constraints which may limit the heading of a smaller tanker.


6.2

BULK CARRIERS AND COMBINATION CARRIERS

6.2.1

General Bulk carners are designed so that much of the main deck area is taken up with large hatch covers which leave relatively small clear deck spaces on either side of the hatches. This usually means that helicopter operating areas must be located on the hatch covers themselves. It IS essential that the strength of such hatch covers has been approved by, for example, the vessel's classification sOCiety to accept the heaviest helicopter for which landing operations are Intended. It IS unlikely that even large vessels will be able to provide a very large landing area because the clear zone must be wholly located on the hatch cover and not overlap onto the deck areas each side. Some bulk carners will be able to provide landing areas sUitable for the smaller helicopters In marine use, but many vessels will be able to meet only the reqUIrements for a winching area (see Sedion 4.1). Similar design constraints also apply to both types of combination carner, I.e. OrelBulk/OII carners (OBO) and OrelOil carriers (010) . Bulk carners should not pose many safety problems during routine helicopter operations provided the hatch covers are always firmly secured . The same applies to combination carriers when trading In dry bulk as any slops contained on board should be stored well clear of the helicopter operating area and Inerted. When trading In 011 however, combination carriers must be regarded as tankers and all the guidance relating to tankers (see Section 6.1) strictly applied . When bulk or combination carners conduct helicopter operations while loaded with a dry bulk cargo which requires surface ventilation to prevent spontaneous combustion or the bUild up of flammable vapours (e.g . coal), they should ensure that hold ventilation and all other openings are fully battened down well In advance of the helicopter's arnval.

6.2.2

Geared Bulk Carriers These ships are generally of a relatively small size and normally can only provide a winching area . Their design varies considerably but most have a number of tall obstructions In the form of cargo handling 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 it to be located on the main deck so that a significant portion of the manoeuvring zone extends outboard of the ship's side . The following points should be considered: a.

The area should not be located well forward, because of the air turbulence around the ship's bow coupled with the potential problems of excessive movement and spray or breaking seas due to the relatively low freeboard In the laden condition .

b

The presence of tall obstrudlons on the main deck makes It Important to establish a clear approach to the operating area.


6.2.3

Gearless Bulk Carriers These ships are usually free of tall obstructions on deck and offer both a clear approach and flexibility for positioning an operating area, normally on the hatch covers . These may have some minor obstructions on them, such as ventilator trunkings, which can affect the location of the clear zone. Paragraph 6.2.2 (a) aiso applies to these ships. The following points should be considered If positioning helicopter areas on a ship's hatch covers :

6.2.4

a.

Fore and aft opening - these hatch covers are normally substantially flat or transversely corrugated . The flat configuration IS ideal both for landing and winching operations. Transversely corrugated hatch covers are not usually suitable for helicopter operations and operating areas should usually be located on the main deck .

b.

Side opening - these hatch covers are sUitable for landing or winching although they are sometimes not completely flat and can slope by as much as 5° towards each end . This slope is even more critical when It is added to the rolling motion of the ship. If a helicopter is to land, the precise slope should be clearly established before the operation commences.

Combination Carriers Operating areas will normally be positioned on the hatch covers although it may be possible on larger 010 ships to site the area on the main deck where greater clear deck space is often available . Minor obstructions on the hatch covers (e.g . vent hatches or tank cleaning equipment) may determine where the operating area can best be positioned . Since combination carners are almost Invariably fitted With side opening hatch covers, the remarks In paragraph 6.2.3 (b) also apply. When trading In 011, combination carners must be regarded as tankers and all the provIsions relating to tankers (see Section 6.1) 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 hatch covers. As there can be a risk of vapour leakage, scrupulous attention should be paid to the gUidance on vapour emission control and safety in Sections 6.1.4 and 6.1.5 respectively.

6.3

CONTAINERSHIPS For routine operations With container vessels, a purpose built platform IS recommended . A containership does not otherwise lend Itself to routine helicopter operations as maximum use IS made of the weather deck for the stow age of containers . In most cases, thiS precludes helicopter w inching or landing operations except on hatches which are clear of containers. Hatches should be able to meet the recommendations for the space required for landing and winching (see Chapter 4), although a containership seldom has a hatch space which IS clear of stacked containers. If used, hatch covers should be approved by the claSSification sOCiety as haVing suffiCient strength for the proposed helicopter operation .


6.4

GAS CARRIERS

6.4.1

Design Limitations Although design charactenstlcs may differ between liquefied petroleum gas (LPG) and liquefied natural gas (LNG) carriers and between different types of LPG and LNG vessels, the general provisions for helicopter operations are common to both . The potential hazards inherent in helicopter operations Involving gas carriers must be clearly recogntsed by all concerned and the owner's prerogative to protect Its ship by refusing to permit routine helicopter operations must be respected . The express consent of both the owner or operator and the master must be obtained before helicopter operations take place. The major problem with helicopter operations to gas carners is the lack of clear space available for operating areas, coupled With the extreme vulnerability to damage of the deck Installations and the difficulty of controlling any resulting fire. Since most gas carriers will be unable to provide a SUitable clear space In the cargo area or on the forecastle head to site a helicopter operating area, the only suitable and safe space In which to conduct operations is the poop deck. This area has advantages for helicopter operations in ItS remoteness from the cargo tank area but it has the following disadvantages (see also Section 4.1.4): a.

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

b.

The reqUIrement to protect the accommodation against the potenlial hazards of a helicopter aCCIdent, e.g. burning fuel and flYing debns

c.

Problems such as excessive pitch, roll and heave.

d.

Turbulent air flow above the accommodation block and funnel which may make control of the helicopter difficult.

(

If a gas carrier is fitted with a purpose built helicopter platform speCifically designed to alleViate the problems of (a) and (b) above, this represents the optimum solution to providing a helicopter operating area on these ships. It IS therefore strongly recommended that gas carners should not undertake routine helicopter operations unless such a platform is provided .

6.4.2

Vapour Emission Control In both LNG and LPG carriers, venting to the atmosphere dunng normal carriage should not occur unless there has been some malfunction or maloperatlon of the cargo system . The only pOSSible sources of vapour on deck should therefore be minor, such as leaking glands on pipelines or valves or Improperly seated pressure relief valves. In any case, the conduct of operations from the poop deck should alleViate vapour problems except where there IS a stern loading/discharge line. In order to el iminate any possibility of a major vapour escape dunng helicopter operations due to the lifting of the cargo tank safety relief valves, the master of LPG ships with rellquefaclion plants should : •

Ensure the lowest appropriate cargo tank pressures are established prior to the arrival of the helicopter, and

•

Suspend all reliquefaction operations and shut down the system until helicopter operations have been completed .


,

LNG ships may similarly ensure that cargo tank pressures are reduced prior to the arrival of the helicopter. However, due to the design function and safety procedures inherent in the gas burning system, there is no requirement for these ships to suspend gas burning during helicopter operations. All tank lids and other openings must nevertheless be closed and battened down in order to restrict the effects of any accident to the upper deck.

6.5

GENERAL CARGO SHIPS The majority of general cargo ships, including modern ships of relatively large Size, may be unable to meet all the requirements for an operating area (see Chapter 4) for routine helicopter operations. Their design IS such that obstructions In the form of deck houses and cargo handling gear severely limit the deck space available and offer little scope for the provision of a clear approach to a landing or Winching area. Cargo handling gear IS normally stowed across hatches in a fore and aft direction when at sea and this therefore precludes the siting of a winching area on the hatch tops. It IS possible that some ships fitted with cranes may be able to luff the crane jibs and swing them athwartships, thus making it possible to provide a winching area either on the hatch or on the main deck adjacent to the hatch. A large part of the manoeuvring zone may then extend over the ship's Side. Th is procedure is not sUitable for ships fitted with derricks because of the difficulty of securing derricks stowed in a vertical position . Where general cargo ships carry containers on both the hatch covers and on the main deck, problems of safe access to and from the operating area are presented. However, If suffiCient space is available, hatch covers offer a sUitable clear zone for Winching operations because they invariably present a flat surface (see Section 6.3) .

.. GUIDE TO HElICOPTER/SHIP OPERATIONS

7

EMERGENCY EVACUATION BY AIR

Zl

GENERAL This chapter Includes guidance on procedures to be followed in the event of a shipboard emergency in which a helicopter may assist. It incorporates recommendations contained in the " Notices to Mariners" in a number of countries and ,n Volume III of the IAMSAR Manual (IMO/ICAO) which proVides detailed guidance regarding International Aeronautical and Maritime Search and Rescue. The recommendations In this chapter should be regarded as supplementary to those In other sections of this guide. Emergency procedures following a helicopter aCCIdenV incident are covered in Chapter 8.

Z2

ILLNESS OR INJURY EVACUATION In cases of Illness or injUry when It IS necessary to arrange for the evacuation of a patient by helicopter, the following essential pOints should be noted .

7.2.1

Requesting Assistance When requesting helicopter assistance, the master should :

7.2.2

a.

DeCide and arrange a rendezvous position as soon as possible If the ship is beyond helicopter range and a diversion is therefore necessary.

b.

Give as much medical Information as possible, particularly about the patient's mobility.

c.

Advise immediately of any changes In the condition of the patient.

Preparation of Patient Before the helicopter arrives, steps should be taken to: a.

Move the patient as close to the operating area as hlslher condition permits .

b.

Ensure the patient IS tagged to show details of any medication which has been administered .

c.

Prepare the patient's seafarer papers, passport, medical record and other necessary documents In a package ready for transfer With the patient.

d.

Ensure that personnel are prepared in case It proves necessary to move the patient to a speCial stretcher (which will be lowered by the helicopter). The patient should be strapped In the stretcher face up, In a life jacket If hlslher condition permits.


7.3

EMERGENCY OPERATING AREAS On ships which, because of their size or design or the nature of their cargoes, are not suited for routine helicopter operations, consideration should nevertheless be given to the best position for a helicopter to take off or to land people and/or equipment in an emergency. Such an emergency might consist of taking off a sick or injured seafarer, landing a doctor on board, or perhaps landing a repair specialist or some piece of equipment vital to the safety of a ship disabled offshore . This type of emergency operation will normally be carried out by winching, and whenever possible the requirements for a winching area speCified In Section 4.4 should be met. However, there will be many ships which cannot provide even these minimum requirements. In such cases, the ship must look for the highest area clear of obstructions to which a helicopter can safely manoeuvre and over which it may hover safely. The Winching area should be as near to the ship's side as possible and there should not be any obstructions greater than 3 metres in height in the area in which the helicopter will manoeuvre. Obstructions such as aerials and stays must be lowered or removed . If possible, two positions should be selected, one on each side of the ship, to compensate for wind direction if the ship IS unable to manoeuvre. Having chosen the safest position(s) which could be used for emergency helicopter winching operations, the upper parts of any tall obstacles in the vicinity should be painted in a conspicuous colour (see paragraph 4.5 (i)). No attempt should be made to mark the emergency winching area permanently as by so doing It may be confused with a full winching area for routine operations. A record and diagram of the arrangements chosen should be displayed in a prominent position In the wheel house. Where none of these arrangements can be made safely, helicopter operations should be considered (weather and other 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, where the rescue boatllifeboat should be well to windward . Operations of this nature, which may not prove practicable with ships which carry only totally enclosed lifeboats, should only be considered when there IS no practical alternative.


8

HELICOPTER INCIDENT/ACCIDENT

8.1

GENERAL Investigations have shown that a helicopter making an emergency landing from the hovering position is unlikely to penetrate the ship's deck.

The following advice is intended to assist when developing shipboard training drills and procedures using the skills competencies and equipment available. Procedures and emergency response preparations should be developed to cover all likely scenarios and should encourage the full use of available fire fighting/rescue equipment and resources, adapted as necessary to the circumstances of each particu lar ship/helicopter operating interface .

8.2

HELICOPTER ACCIDENT PROCEDURE In the event of an incident, Initiate the ship's emergency response plan . The following should be borne in mind : a.

The aircraft should be evacuated of all passengers and crew members as rapidly as possible.

b.

If possible, all electrical power on the helicopter should be switched off.

c.

Careful attention should be paid to any fuel spillage, and fire figh ting precautions should be taken to avoid spilled fuel catching fire and spreading to other parts of the ship (e.g. draining down the scuppers).

Even If a helicopter crashes without rupturing its fuel tanks, fuel may still be spilled if the wreckage distorts on being lifted. Likewise, the damaged structure may pierce a fuel tank . Wherever possible, the wreckage should be left In SitU and secured to await the arrival of air accident and investigation aut horities.

8.3

FIRE PROCEDURES In the event of a helicopter fire, the following points should be noted: a.

The type and location of fuel tanks vanes only slightly between aircraft types. In large helicopters, the tanks are normally positioned beneath the cabin floor, substantially in line With the rotor mast. In smaller helicopters, the fuel tanks may be either beneath the floor aft of the cabin structure or in some cases beneath the rear row of passenger seats.

b.

The operation of doors and hatches vanes with aircraft type . Doors may be jettlsonable or it may be possible to jettison some doors but not others. In larger helicopters, doors normally slide back to open . The method and direction of operation of the release mechanism for doors and escape hatches is normally clearly Indicated on the helicopter. If the doors cannot be opened, access to the interior of a crashed helicopter should be fairly straightforward as the structure IS fairly light and easy to cut into with an axe.

c.

A crash on deck can be expected to take place at low speed and could be accompanied by the break up of the rotors, gearbox and engine, with subsidiary damage to the fuselage from impact and blade strike. Sh ip's personnel should seek cover to aVOid being hit by such debris.


\

d.

The main fire risk IS of fuel leaking from a tank ruptured by the force of Impact being Ignited following contact with engine parts.

e.

Since the amount of fuel in the engine area is not great. any fi re in this area IS likely to be smal l at first. Even if the aircraft lies upside down with fue l running down into the engine

from a ruptured tank, there VlJi ll be a short lapse of time (some 1-2 minutes) before the fire spreads from the engine area and develops into something larger. If a helicopter catches fire on deck, rapid use of the ship's fire fighting facilities should contain the fire.

8.4

HEll DECK EMERGENCY PROCEDURES Periodic training exerCises should be organised so that the ship's crew becomes familiar with the range of responsibilities they may have depending upon the type of aCCIdentJinCident. Drills should Include the fol lowing scenarios and actions:

8.4.1

8.4.2

8.4.3

8.4.4

Crash on Deck •

Raise alarm

•

Initiate fire fighting operations

•

Maintain communications between deck and bridge team .

Emergency/Precautionary Landing •

Raise alarm

•

Establish availability and location of deck space for helicopter

•

Prepare fire fighting team and equipment

•

Maintain communications between deck, bridge team and helicopter.

Crash on Deck Major Fuel Spillage - No Fire •

Raise alarm

•

Lay fire fighting foam blanket around and under helicopter

•

Commence evacuation procedure from helicopter

•

Maintain communications between deck, bridge team and, so far as possible, the helicopter.

Helicopter Incident on Landing •

Keep helicopter on deck

•

Communicate with helicopter via bridge team.


8.4.5

8.4.6

Man Overboard (MOB) •

Raise alarm

•

Instigate shipboard MO B response

•

Advise helicopter of inCident and discuss su itability and capability of helicopter to assIst.

Helicopter Ditching •

Raise alarm

•

Instigate shipboard MOB response/launch rescue boat

•

Maintain communications between deck, bndge team, rescue boat, and helicopter If appropnate.

r I

See also Section 8.5 .

,r

8.5

PERSONNEL IN WATER - EMERGENCY PROCEDURES If for any reason a helicopt er ditches on take off or on landing, whet her It stays upnght or even afloat will be a function of the sea state and the efficacy of th e helicopter flotation equipment. However, no rescue effort should be attempted until the rotors have been stopped - either by the pilot, If the helicopter remains upnght, or as a side effect of the helicopter rolling over. It IS unlikely that evacuation from the helicopter can be assisted from outSide, but expenence has shown that most personnel find their way out of a ditched helicopter through the windows or emergency doors and, because they are already wearing their life Jackets, remain afloat.

Note: Whether or not the helicopter remains afloat, crew members of the rescue boat should keep clear of the immediate area from which personnel may escape and remain clear of the arc of turning rotors.

, 8.6

PLAN OF ACTION When helicopter/ship operations are conducted according to the recommendations contained In this gUide, the nsk of accidents IS small. However, If there is an aCCIdent, the plan of action Illustrated In AppendiX G IS strongly recommended and should be borne In mind when draWing up ships' muster lists and planning pen odic dnlls.

l


r

APPENDICES


APPENDIX A COMMERCIAL HELICOPTERS IN MARINE USE

Tuno ....

"0" Value (metres)

Rotor Diameter (metres)

Max Weight (kg)

"." \1 .... 1.....

Agusta A 109

13.05

11.00

2,600

2.6 t

Agusta Westland 139

16.66

13 .80

6,400

6.4 t

AS 355 N

12.94

10.69

2,600

2.6 t

Bell 2 12

17.46

14.63

5, 080

5.1 t

Bell 214 ST

18.95

15.85

7,936

8.0 t

Bolkow 11 7

13.00

11.00

3, 200

3.2 t

Dauphin SA 365 N2

13.68

11.93

4,250

43 t

EC 135

12.20

10.20

2,9 10

2.9 t

EC 155 B1

1430

12.60

4,850

4.9 t

EC 225

19.50

16.20

11,000

11 .0 t

EH 101

22.80

18.60

14,600

14.6 t

MD 902

11.84

10.30

2,9 50

3.0 t

Sikorsky S6 1N

22.20

18.90

9,298

93 t

Sikorsky S76

16.00

13.40

5,307

53 t

Sikorsky S92

20.88

17.17

12,020

12.0 t

Super Puma AS332

18.70

15.00

8, 599

8.6 t

Super Puma AS332 L2

19.50

16.20

9,300

93 t

.~,..

,

value

1

Note: This is not an exhaustive list of helicopters which may be encountered in marine use. It is essential that the type and overall length of a helicopter are known before it is accepted by the ship. The information in the above table is understood to be correct. However, the specifications of particular helicopters should be confirmed by operators prior to planning a helicopter/ship operation. The figure quoted " 0" is the overall length of the helicopter with its rotors turning (see Chapter 4). The figure quoted " t " is the maximum weight of the helicopter rounded to the nearest 100 kg.

\.

\ ( l


r

APPENDIX B COMMUNICATIONS GENERAL The success of any helicopter/ship operation depends on establishing and maintaining good communications. This applies not only to communications between the helicopter and the ship, but also to messages passed between the ship's owners or operators, the ship's agent and the helicopter operator. Communications during the operation Itself must be directly between the helicopter and the ship and not relayed through any third party. To avoid any misunderstandings, especially If the language being used is foreign 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 communications. Before the operation can be agreed, It IS essential that information IS exchanged and acknowledged between the ship and the helicopter operator on the faCilities which the ship can provide for landing or for winching . Information on the diameter of the clear zone of the landing area (or of the manoeuvring zone of a winching area) and its position on the ship must be provided by the ship to the helicopter operator In the first exchange of messages and should receive forma l acknowledgement as shown in the following sections.

COMMUNICATIONS EQUIPMENT The helicopter must be fitted with a marine VHF FM radio able to transmit and receive on at least Channel 16 and two other simplex working frequencies. Unless other arrangements have been agreed in advance, the ship should set watch on VHF Channel 16 for the arrival of the helicopter.

MESSAGE FORMAT It IS recommended that the format, style and content of messages IS based on the following examples.

A. MASTER TO AGENT (AT LEAST 24 HOURS BEFORE ANTICIPATED OPERATION) 1.

Request Helicopter Operation in

*LATITUDE ...... ..... .. . LONGITUDE . *STANDARD RE NDEZVOUS POSITION ........ .... ... (e.g. CHARLIE) ETA (GMT) ....... DATE ............... . ANTICIPATED COURSE ................ DEGREES ANTICIPATED SPEED .... KNOTS

2.

Vessel has Facilities

*FOR LANDING WITH A CLEAR ZONE OF ............... . METRES *FOR WINCHING ONLY WITH A MANOEUVRING ZONE OF ............. METRES

3.

Helicopter Facilities are on Port Side* /Starboard Side'lCentre Line'

4.

I have ........ ... crew member(s) to embark' /disembark' weighing .............. kg

5.

I have ........... to land (e.g. mail, stores) weighing .............. kg

6.

Please ensure all this information is passed to Helicopter Operators concerned

(*Whichever is applicable)


II

Note: Th e section indicating personnel to be picked up by the helicopt er might be expanded to include name, nationality, passport number, visa etc. The description of items to land might include their weight, volume and the type of load. A message of acknowledgement should be sent from the agent to the ship when these

requirements have been approved by the helicopter operator. A copy of the data sheet completed In accordance With Appendix F should be attached to this message.

B.

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. The helicopter operator should confirm that the rendezvous position IS sUitable; If not, the master must be advised accordingly. In passing the message of confirmation from the agent to the ShiP, the Identical format and content of the message sent by the agent to the helicopter operator should be used.

1.

Name of Vessel, IMO Number and Call Sign

2.

ETA (GMT/Date)

3.

Position *

4.

Course

5.

Speed

l

6. Type of Ship's Operating Area

7.

Dimensions of Clear/Manoeuvring Zone

8.

Position of Operating Area

9.

Number of crew to embark on Ship

10. Number of crew to disembark from Ship 11 . Other requirements 12. Will Helicopter carry Underslung Load? (* Latitude/Longltude or Standard Rendezvous Position (e.g. Charlie) for the proposed helicopter/ship operation) A copy of the data sheet completed In accordance With Appendix F should be attached to this message. C.

AGENT TO MASTER

Your request for Helicopter Operation acknowledged by Helicopter Operator as follows:

1.

Rendezvous In

*LATITUDE ................ LONGITUDE ............... . *STANDARD RENDEZVOUS POSITION ........ . PROVISIONAL ETA ................ GMT/DATE


(e.g. CHARLIE)

L

2.

Helicopter Operator acknowledges vessel has facilities

'FOR LANDING WITH CLEAR ZONE OF ............. METRES DIAMETER OR 'FOR WINCHING ONLY ON PORT SIDE'/STARBOARD SIDE' WITH MANOEUVRING ZONE OF ... METRES DIAMETER 3.

Helicopter Facilities are on Port Side' /Starboard Side' /Centre Line'

4.

Helicopter will' /will not' carry an Underslung Load

5.

There are ................ personnel to be embarked on Ship

6.

There are ................ personnel to be disembarked from Ship

7.

Other relevant information

('Delete as appropnate) D.

MASTER TO AGENT (6 HOURS PRIOR TO ARRIVAL)

The following revised or additional Information should be sent from the master to the agent SIX hours pnor to arrival at the rendezvous: 1.

Revised ETA'/Confirmed ETA' at rendezvous is ................ (GMT/Date)

2.

The Operating Area is expected to be clear of' /subject to' seas or spray on deck

3.

Watch will be maintained on VHF Channel 16

('Delete as appropnate) E.

AGENT TO HELICOPTER OPERATOR (REVISED OR ADDITIONAL INFORMATION)

On receipt of the information In Section D (above), the agent must communicate the follOWing information to the helicopter operator In the order given, and have It repeated back by the helicopter operator to ensure that there is no misunderstanding: 1.

Name of Vessel, IMO Number and Call Sign

2.

Revised' Confirmed' ETA (GMT/Date) at rendezvous

3.

Information on sea and spray conditions at Operating Area

4.

Any Additional Requirements

('Delete as appropriate) F.

AGENT TO MASTER (SUBSEQUENT COMMUNICATION)

The agent must then communicate again with the master as follows: 1.

Your revised'/confirmed' ETA at Rendezvous Position ..... (GMT/Date) received and passed to Helicopter Operator at Time/Date

2.

Helicopter will contact you on VHF Channel 16

('Delete as appropriate)


G.

COMMUNICATIONS BETWEEN SHIP AND HELICOPTER

Having established direct con tad between the ship and the helicopter, actual communications will follow a pattern dictated by individual circumstances. However, in the interests of conformity and in order to aVOid any misunderstandings, the follOWing IS a seledion of phrases which may be

used as and \'Vhen appropr:ate. A.

Helicopter to Ship

1.

Join me on VHF Channel

2.

Query - what IS your exad position?

3.

Query - What is your course?

4.

Query - What is your speed?

5.

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

6.

Query - What are the pitch, roll, sea and spray condi tions at the operating area?

7.

I understand that your vessel: a.

has a landing area with a clear zone of ... . ........... metres diameter on the port/starboard Side/centre line, or

b.

has a winching area with a manoeuvring zone of port/starboard side.

.......... metres diameter on the

I propose to work on the port/starboard/centre line landing/winching area. (Not required if the data sheet (see Appendix F) has been sent to helicopter operator.) 8.

I will be overhead your vessel in ................ minutes.

9.

I have you in sight.

10. Query - Is the ship ready? 11. Query - Is the deck party ready? 12 . Query - Is the operating area clear of unnecessary personnel?

,.

13 . Query - Is the fire fighting equipment ready? 14. Please confirm that there are no obstructions above the operating area. 15. Please confirm that all passengers have been briefed on hoisting procedures. 16. Please confirm permission to land. 17. I am standing by. 18. I expect you to be ready in ................ minutes. 19. Please maintain your course and speed (if possible). 20. Can you alter course to ................ degrees? 21. Can you reduce speed to .. ' ............ knots? 22. Please advise when you have steadied on your new speed/course. 23. Can you resume your original course and speed? 24. Acknowledgement.

L L

II


r

B.

Ship to Helicopter

1.

My vessel's position IS ............... nautical miles from ................ (prominent pOint).

2.

My vessel: a. Has a landing area with a clear zone of ... .. .... ... ... . metres diiJmeter on the porVstarboard sldelcentre line, or b. Has a winching area with a manoeuvring zone of ...... ........ metres diameter on the porVstarboard side. (Not required If the data sheet has been sent to helicopter operator - see Appendix F.)

3.

My vessel islis not ready for you to approach .

4.

Stand-by. I expect to be ready for you to approach In .... ............ minutes.

5.

My present course IS ....

6.

My present speed IS .......

7.

The relative wind IS ... ..... . ..... degrees

8.

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

9.

I am pitching/roiling moderately/heavily.

. .. degrees . .... knots . .. knots.

10. Query - Do you wish me to alter course? 11 . Query - Do you wish me to reduce speed? 12 . The ship IS ready - all preparations have been made. 13. Passengers have been briefed with aircraft specific/generic "safe approach" data . 14. Affirmative: You have permission to proceed with the operation . 15. Affirmative: You have permission to land . 16. Acknowledgement.


APPENDIX C SHIPBOARD SAFETY CHECK LIST FOR HELICOPTER OPERATIONS To be checked by the Deck Party Officer (DPO)

r

1.

GENERAL

./

a.

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

b.

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

0 0

c.

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

0

d.

Has the Officer of the Watch (OOW) been consulted about the ship's readiness?

e.

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

0 0

f.

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

g.

Are fire hoses ready (hoses should be near to but clear of the operating area)?

h.

Are foam hoses, monitors and portable foam equipment ready?

I.

Are dry powder fire extinguishers available and ready for use?

J.

Is the deck party complete, corredly dressed and In position?

k.

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

I.

Has a rescue party been detailed?

m. Is a man overboard rescue boat ready for lowering? n.

Are the following items of equipment to hand? i.

red emergency signalling lamp

ii.

large axe

iii.

crowbar

iv.

adjustable wrench

v.

fire resistant blanket

vi.

60cm bolt/wire cutters

vii.

grab or salving hook

viii. heavy duty hacksaw, complete with SIX spare blades IX.

ladder

x.

lifeline, 5 mm diameter x 15 m in length

XI.

side cutting pliers

xii.

set of assorted screwdrivers

XIII. harness knife complete with sheath xiv. first aid kit.


0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

....

../

2.

o.

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

0

p.

Is the deck party ready, wearing brightly coloured tabards (waistcoats) and protective helmets, and are all passengers clear of the operating area?

0

q.

Has the hook handier been equipped with heimet, strong rubber gioves and rubber soled shoes to avoid the danger of static discharge?

r.

Is access to and egress from the operating area clear?

0

o

LANDING a.

Is the deck party aware that a landing is to be made?

b.

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

c.

Have side ralls and, where necessary, awnings, stanchions and other obstructions been lowered or removed?

d.

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

e.

Are rope messengers to hand for securing the helicopter, If necessary?

0 0 0 0 0

Note: Only the helicopter pilot may decide whether or not to secure the helicopter. f.

3.

Have all personnel been warned to keep clear of rotors and exhausts 7

o

TANKERS Additional Items for Check Ust:

4.

a.

Ships not fitted with an Inert gas system: has pressure been released from tanks within 30 minutes of commencement of helicopter operations?

0

b.

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

0

c.

Al l tankers: have all tank openings been secured following venting operations?

0

BULK CARRIERS AND COMBINATION CARRIERS Additional Item for Check Ust: Has surface ventilation to dry bulk cargoes ceased, and have all hatch openings been fully battened down prior to helicopter operations?

5.

0

GAS CARRIERS Additional item for Check Ust: Have all precautions been taken to prevent vapour emission on deck?


o

APPENDIX D INSTRUCTIONS TO HELICOPTER PASSENGERS TRANSFERRING TO AND FROM SHIPS 1.

GENERAL Passengers should be fully aware of, and comply w ith, the procedures set out below to ensure a safe and expeditious operation .

•

Do not approach or leave the helicopter w!thout being cleared to do so by the Deck Party Officer (DPO), who will have received clearance for this from the helicopter crew.

•

When approaching or leaving the helicopter loading door, always adopt a crouching posture. Walk briskly but do not run . Keep within the safe approach sector of the helicopter and always keep in full view of the helicopter pilot or crewman . No clothing should be worn that is loose or could become detached or entangled du ring the transfer operation .

•

Keep well clear of the helicopter rotors. Remember that the tail rotor IS difficult to see because of the speed at which it rotates.

•

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

•

Wear a life jacket at all times during flights over water. Only approved" aviation" life jackets supplied by the helicopter operator should be worn inside the helicopter.

Note: An inflated life jacket may hinder escape from the helicopter. Life jackets should therefore be w orn uninflated and only be inflated once outside th e helicopter. Clothing which inflates automatically or with built-in buoyancy should not be worn .

2.

•

In some locations, personnel may be required to wear survival SUitS which should be of a type approved for helicopter operations.

•

Ear defenders/ear protection should be provided by the helicopter operator and should be worn by all passengers.

•

Mobile telephones/cell phones must be switched off prior to boarding and must remain switched off until after disembarking and well clear of the aircraft.

•

Personal electronic devices should have the batteries removed or be switched to flight safe mode, as required by the helicopter operator.

LANDING a.

Embarking

•

Enter the operating area when Instructed to do so by the DPO following clearance by the helicopter crew. Keep well down.

•

Sit where directed by t he helicopter crew.

•

Fasten seat belt and study the in-flight safety regulations .

b.

Disembarking

•

Remain seated until instructed to leave by the helicopter crew.

•

Adopt the crouching position when leaving and walk briskly away from the helicopter as directed.

t GUIDE TO HELICOPTER/SHIP OPERATIONS

l

3.

WINCHING a.

Embarking

•

Position yourself in the middle of the winch area, make eye contact with the winch operator and be ready to follow his instructions. Attempt to stay directly under the winch .

•

Avoid touching the hook/strop until the static line has grounded on the deck

•

When the winch hook/strop arrives, retrieve the hook/strop In one hand and move to your winching position . Keep an eye on the winch operator.

•

Once in position, qU ickly put the strop over your head and place It under your arms. When ready, give the winch operator the "thumbs up" signal.

•

Keep your elbows well tucked In and either hold onto the strop with both hands or keep your arms by your sides (the helicopter operator should advise the preferred technique).

•

At the helicopter doorway, the winch man will turn you to face outboard, and will then assist you 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·fl,ght safety regulations.

b.

Disembarking

•

Do not leave your seat until Instructed to do so.

•

Allow the winchman to check that the strop IS properly fitted .

•

Follow the wlnchman's instructions for exiting the helicopter. You will usually be reqUired to Sit In the doorway and give the "thumbs up" sign when you are ready.

•

When you reach the deck, qUickly remove the strop and hold It away from your body until It IS recovered from your hand by the winchman. Be careful of any excess winch cable on the deck at your feet.

Note : If you are using a full harness that takes some time to remove, unclip from the winch hook immediately on arrival on deck. Pass the hook to a member of the deck party to hold while you remove the harness. Once out of the harness, attach it back to the winch hook and allow the w in ch operator to recover it from your hand. •

Leave the operating area briskly, keeping your head and arms well down.


APPENDIX E MARINE PILOT TRANSFER This Appendix contains addillonal,nformat,on on the transfer of marine pilots by helicopter. As the potential benefits to both ship operators and pilotage services come to be recognised, so more ports are encouraging the use of helicopters for embarking and disembarking pilots. Most of the services offered are undertaken by 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 marine pilot between helicopter and ship should take place only when the conditions set out in the appropriate sections of this guide are met and the helicopter pilot and master are satisfied that the transfer can be conducted safely.

b.

The transfer of marine pilots by helicopter has become a routine operation and familiarity must not be allowed to compromise safety standards for the helicopter, the pilot, the ship or ItS personnel.

c.

The helicopter operator must confirm that It carnes suffiCient third party Insurance to cover all pOSSible liabilities in helicopter/ship pilot transfer.

d.

In order that a safe and effective rendezvous can be agreed, it IS Important that sufficient advance notice of the Intended helicopter/ship pilot transfer is given to all parties concerned.

e.

Adherence to the recommended procedures for continuous communications contact, for rendezvous and for ship identification, is essential for helicopter/ship operations. It must be remembered that a helicopter may have to service a number of Widely separated vessels In the course of a Single flight.

f.

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 choice of time and place for the transfer to the ship. The marine pilot should be party to the agreement reached between the master and the helicopter operator and helicopter pilot before the transfer operation commences. There may be speCial CIrcumstances affecting the SUitability of time or location of a proposed rendezvous on which the marine pilot may be able to advise .

g.

Marine pilots should be reqUired to take an approved course of training in helicopter flight procedures, embarkation and disembarkation (Including Winching) and safety and emergency dnlls before undertaking helicopter transfers (see Section 5.9). The safety, operational and organisational procedures and arrangements set out in Chapter 5 must be fully understood .

h.

When embarking or disembarking either by winch or from the landing area, the manne pilot should wear protective clothing similar to that recommended for the deck party (see Section 5.5 .2), and while in flight a life Jacket, ear defenders/ear protection and if necessary a survival SUit (see paragraphs 5.9.1 (e), (I) and (g)). No clothing should be worn that IS loose or could become detached or entangled dunng the transfer operation .

I.

A member of the deck party should be detailed to assist and guide the manne pilot between the landing area and the bridge.

J.

Operations Involving helicopter touchdown on ships equipped With helicopter landing areas marked as In Section 4 .1 and Section 4.3 are preferred by helicopter operators for marine pilot transfers.

The advantages of helicopter transfer of marine pilots can only be fully realised when the service IS reliable and capable of being maintained with almost all ships under all but the most adverse weather conditions. While commercial pressure to see helicopter/pilot services operating universally Will be a consideration In the proVision of helicopter landing areas on ships of most types, the mtlcal examination of space on board many ships for safe landing or for facilities for helicopter winching operations should be undertaken ,n the light of Industry gUidance.


APPENDIX F HELICOPTER LANDING/OPERATING AREA PLAN (TO BE USED WITH ACCOMPANYING CD) 1.

PROVISION OF HELICOPTER LANDING/OPERATING AREA PLAN The accompanying CD Includes electronic versions of templates based on the format found on the following pages of this Appendix. Creation of the Helicopter Landing/Operating Area Plan utilising the electronic tools provided on the CD is the preferred method for creating the "plan" . This Appendix provides gUidance regarding the completion, filing and forwarding of the Helicopter Landing/Operating Area Plan to helicopter operators. The Helicopter Landing/Operating Area Plan provides additional information regarding the ship and its helicopter operating area . It should be prepared well in advance of any Intended helicopter operations and should be stored on the ship and company file systems. Helicopters conducting landing or winching operations to ships require accurate and appropriate information In order that operations can be planned efficiently and conducted safely. In this regard, the gUidance In Chapter 5, Appendix B and Section 4.23 IS of particular Importance. When helicopter operations are planned, a copy of the Helicopter Landing/Operating Area Plan should be forwarded to the helicopter operating company with other required documentation and will help to ensure that planning and execution of ship/helicopter operations are conducted with access to appropriate and timely data . Amendments to the plan should be made when appropriate, in good time and filed accordingly. GUidance for completion of Helicopter Landing/Operating Area Plan digital templates IS also provided on the accompanYing CD. Such use of the CD simplifies and standardises production of these Important documents and will assist In the provision of safe helicopter services to ships. However, In other circumstances, paper copies of the templates may be created either by photOCOPYing relevant pages from thiS Appendix or printing the corresponding pages from the CD, and annotating the resulting pages as per the follOWing instructions. Whichever method IS used to create and file the Helicopter Landing/Operating Area Plan, It should Include templates annotated with ship speCific data, regarding any obstruction(s). In the case of a ship's side landing/operating area, within the "D" CIrcle (clear zone) or the manoeuvring zone, templates should be annotated With data on obstructions that exceed the height limits advised for such areas in Chapter 4. The template should also include a photograph showing the ship's helicopter operating area . Such landing/operating area information provides the helicopter pilot With a quick reference guide to the ShiP, the operating area(s) and notable obstructions. Care In recording the location of obstructions on the templates IS very important, and it IS strongly recommended that accurate measurements are taken of the position and height of obstructions relative to helicopter deck markings to ensure the accuracy of the plan . The follOWing gUidance IS provided for completion of paper versions of the templates (either photocopied from this Appendix or printed from the accompanying CD). Colour coding IS used on all verSions of the templates to Indicate obstructions. Where possible, objects that are marked, and colour coded on templates, should be Similarly coloured on the ship's deck .

Note: Helicopter Landing/Operating Area Plans, which are to be forwarded to the helicopter operator, are created for the purpose of identifying and recording the location of obstructions which may exist on deck. The plans should be devised by reference to the requirements of Chapter 4 which addresses the establishment and marking of such areas on board ship .

. GUIDE TO HELICOPTER/ SHIP OPERATIONS

2.

HELICOPTER LANDING/OPERATING AREA PLAN Figure Fl .l provides a sample completed Helicopter Landing/Operating Area Plan. In addition to ship and company details, the plan includes a scale drawing of the helicopter operating area including operating area markings as detailed in Chapter 4. Obstructions within the operating area that exceed the maximum height advised in SeC1lons 4.1.2 or 4.1.3 and Figures 4.1 or 4.2 or 4.4, as appropriate, should be accurately marked on the scale drawing, and their characteristics also recorded In the table for recording "Obstructions".

3.

COMPLETION OF HELICOPTER LANDING/OPERATING AREA PLAN Figure Fl .2 provides information regarding completion of the Helicopter Landing/Operating Area Plan .

4.

SHIP'S SIDE HELICOPTER LANDING/OPERATING AREA PLAN Figure Fl.3 shows the template to be used when the landing/operating area is located at or close to the ship 's side. The grid should be accurately marked In colour, showing obstructions Within the landing/operating area (see Figure Fl .1). The following procedure should be followed when Indicating obstructions on the Figure F1.3 template. 1.

2.

Red and white stripes should be used for marking the position of notifiable objects within either the manoeuvring zone or clear zone that exceed the height limits for those zones (see Figure 4.1 ): •

ObjeC1s within the clear zone of height exceeding 2.5 cm

•

Objects outside the clear zone but within the maneuvering zone of height exceeding 25 cm .

Yellow should be used for marking the position of objects beyond the manoeuvring zone to which it IS considered appropriate to draw the attention of the helicopter pilot. Yellow may also be used to mark objects within the manoeuvring zone and clear zone below the height limits for either the clear zone (2.5 cm) or the manoeuvring zone (25 cm) and to which It is considered appropriate to draw the attention of the helicopter pilot.

Ship details should be Included on the template and a photograph that clearly shows the location of the landing/operating area on the ship should be attached. On completion, the template should be scanned (in colour) and filed so that It may be forwarded to a helicopter operator as required . An indication of the scale used should be provided .

5.

CENTRELINE/AMIDSHIPS HELICOPTER LANDING/OPERATING AREA PLAN The following procedure should be followed when indicating obstruC1ions on the Figure Fl.4 template . 1.

Red and white stripes should be used for marking the location of notifiable obJeC1s w ithin either the central clear zone or the obstacle free sector for the breadth of the sh ip's deck (see Figures 4.2 and 4 .3):


r r r

, • Objects within the central clear zone of height exceeding 2.5 cm • Objects around or outside the central clear zone but within the obstacle free sector described as the funnel of approach for the breadth of the ship's deck of height exceeding 25 cm. 2.

Yellow should be used for marking ihe posiilon of objects In the forward and aft limited obstacle sectors for the width of the ship's deck to which It IS considered appropriate to draw the attention of the helicopter pilot. Yellow may also be used to mark objects Within the manoeuvring zone below the height limits speCified for the funnel of approach (i.e. 25 cm) and to which it is considered appropriate to draw the attention of the helicopter pilot (see Figure 4.2).

Notifiable objects should be recorded: • Within the landing area (central clear zone) - CIrcle of diameter 0 • Within the funnel of approach represented as a rectangle of the ship's breadth extended 0.250 on each side of the 0 Circle • W ithin the limited obstacle sector represented as a rectangle of the ship's breadth extended 0.50 on each Side of the 0 CIrcle Notifiable objects outside the viSible grid should be recorded In the 'Obstructions' table and the code OG (outside grid) should be additionally Inserted under the 'Item' column. Ship details should be Included on the template and a photograph that clearly shows the location of the landing/operating area on the ship should be attached. On completion, the template should be scanned (In colour) and filed so that it may be forwarded to a helicopter operator as required. An Indication of the scale used should be proVided.

6.

"WINCH ONLY" HELICOPTER LANDING/OPERATING AREA PLAN The following procedure should be followed when Indicating obstructions on the Figure F1.5 template. 1.

Red and white stripes should be used for marking the position of notifiable objects of height exceeding 3 m that lie outside the clear zone (which should be clear of all obstructions) but that lie within the inner manoeuvring zone and should be used for marking the position of notifiable objects where the height exceeds 6 m In the outer manoeuvring zone (see Figure 4.4).

2.

Yellow may also be used to mark the position of objects within the manoeuvring zone below the height limits for either of the inner manoeuvring zone (3 m) or the outer manoeuvring zone (6 m) and to which it IS considered appropriate to draw the attention of the helicopter pilot.

Ship details should be included on the template and a photograph that clearly shows the location of the Winching area on the ship should be attached. On completion, the template should be scanned (in colour) and filed so that it may be forwarded to a helicopter operator as required. An indication of the scale used should be proVided.


Figure Fl.l Helicopter Landing/Operating Area Plan

Ship details

Obstructions

Date compiled

18 November 2008

Name of Ship

Item

Description

Height

SAMARINDA

Tank Wash Line

O.6m

Company Name

Carthusian Shipping Line

Vent

2.3m

Max Deck Height

26m

Control Box

30cm

o Value

19m

Vent

2.3m

Contact Name

Capt David Wilkinson

0.II.

IV" .,? /)

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1/

IJ f/

V

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IJ

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Indicate scale used:


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:::....

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~

"

II

/l

1=

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o

1'\

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Figure F1 .2 How to complete the Helicopter Landing/Operating Area Plan

Proceed as follows:

CD

Copy Figure Fl.3, Fl.4 or Fl.5 as appropriate. Alternatively print the corresponding file from the accompanying CD. Digital templates (which remove the requirement to produce paper copies) and instructions for their completion may be accessed from the accompanying CD.

(3)

Accurate ly plot obstructions, using colour as described in Sections 4, 5 or 6 as appropriate within the grid area of Figure Fl.3, Fl.4 or Fl.5 as appropriate. Identify in space provided, the scale of grid used.

®

Using the 'Obstructions' table, provide details of obstructions, record heights and colour code used . __________---,

CD ®

Record your own ship details in the section provided.

Attach an overall photograph of your ship, in the space provided with the helicopter operating area clearly identified.

bstructions

Ship details "P ~

OBIi' ,,~

,! 5~'1)

Coml)ilnv .... 3~ ~,.

Pte. tl .. tqm

16 No.... embel 2008

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SAMARJNOA ~rthuslan

Shipping line

26m

ova~~

19m

ContoKt N.'t'e

Capt Da ... 1CI Wilkinson

X

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t1e,"ht

hnk WiI$h Une

O.6m

Vent

2.Jm

Control 8011

JOcm

Vent

2.Jm


Figure F1.3 Helicopter Landing/Operating Area Plan (Ship's side arrangement)

Obstructions

Sh i p deta ils

Item

Date compiled

Description

Height

Name of Ship

l

Company Name Max Deck Height D Value Contact Name

o

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Insert ship's photograph here


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r Figure F1.4 Helicopter Landing/Operating Area Plan (Centreline/amidships arrangement)

Ship details

Obstructions Item

Date compi led

Descripti on

Height

Name of Ship Company Name

Max Deck Height

o Value Contact Name

a

.. . ...

// ~

~

~

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a

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a

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II

Figure Fl.S Helicopter landing/Operating Area Plan (Winch only arrangement)

Sh i P deta ils

Obstructions Item

Date compiled

Description

Height

Name of Ship Company Name Ma x Deck Height D Value Contact Name

o

h ~

~

,c

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V

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o

APPENDIX G DUTIES AND SUGGESTED ACTION PLAN FOR HELICOPTER ACCIDENT FIRE OUTBREAK

Deck Party Crew (Ope)

Other Ship'S Personnel

Rescue operations

Fire response

not routinely involved in helicopter operations

When ordered, approach helicopter to effect rescue

Officer detailed for medical duties

Deck Part

Alter course and speed as necessary to keep fire clear of deck

Constant situation

report to master

Go to specific emergency response location

(See note 1)

Spray with portable extinguishers

Broadcast details of accident

(Smatl outbreaks of

"n!,

Crew not involved in helicopter operation Go to emergency

stations

Advise shore Including helicopter operator

Provide water cover for helicopter occupants and rescue

Start foam system

party

(See note 2)

Order stand down from general emergency

With chief engineer, Investigate damage and check relgnition risk

Lay foam blanket over helicopter and deck

Stop water spray

Stop foam system

(Remain in readiness)

Secure and replenish foam plant

l

Advise shore including helicopter operator

Await orders

Notes: , Equipped With axe, wlrecutters and crowbar 2 Water spray should be controlled/stopped so as not to destroy foam blanket


APPENDIX H BRIDGE WING OPERATIONS FOR MARINE PILOT TRANSFERA RISK ASSESSMENT

EXECUTIVE SUMMARY 1.

The Bridge Wing (BW) will never be the ideal location for a hoisting/winching area. However, there may be circumstances where there is no practical alternative to use of the BW, and in such cases a thorough risk assessment of the operation must be conducted. Only if the results are acceptable to, and approved by, both the ship's master and the helicopter operator should hoisting/winching to the BW be considered.

2.

This Appendix contains a risk assessment for the transfer, by helicopter hoist, of marine pilots to the BW of ships where the size of the operating site precludes the application of existing ICS guidance and the ICAO standards. The assessment applies both to the helicopter and ship elements of BW operations.

3.

This risk assessment has been produced by a working group constituted by ICS to revise the Guide to Helicopter/Ship Operations. It represents a generic risk assessment of BW operations and does not make any assumptions about any specific national requirements, helicopter operator, type of helicopter, shipping company or ship.

4.

These risk assessment recommendations reflect both operational and regulatory requirements of the aviation as well as the shipping industry. Due to specific technical Issues discussed in these recommendations, shipowners should give consideration to utilising appropriate expertise from the aviation industry to assist in developing individual risk assessment documents.

5.

Threats and controls are discussed in the general text but are considered in greater detail in the Model Risk Assessment Matrix of Annex 1 of this Appendix which is based on established risk assessment methodology.

6.

The BW should be used for the transfer of marine pilots only if no other safe and suitable alternative exists, and appropriate mitigation - in procedures and equipment - is put into place. However, the conclusion of the ICS working group is that BW operations can be conducted safely provided that special controls - relating to equipment, procedures and conditions - as recommended in this Appendix are applied.

7.

The risk assessment contained in this Appendix does not remove the necessity for individual risk assessments to be conducted by shipowners and helicopter operators to ascertain whether such operations can meet the standards specified in their Safety Management Systems.


r

1

STATEMENT OF THE ISSUES 1.1

In recent years, it has become increasingly convenient to transfer marine pilots by helicopter

rather than by boat due, for example, to the rapid turnaround of ships at busy

pOitS,

the

meeting of the ship before reaching the coast, more efficient use of valuable resources, or the reduction in time on task. Transfer by helicopter can also be achieved with less risk to the marine pilot, although "comparative risk" is not considered in this assessment. 1.2

For a number of years, marine pilot transfer has been undertaken by landing a helicopter on the deck. However, the feasibility of providing a safe landing site on the deck has, in some cases, reduced as ships have become more specialised, space on board has been restricted (particularly on containerships) or modern construction has otherwise reduced the amount of "clear" deck area.

1.3

Reduction of clear deck space on ships has also had an effect on the ability to provide compliant hoisting/winching' sites, i.e. it has become more difficult to provide the 5 m clear zone, flat and clear of all obstructions, with a manoeuvring area (containing obstacles no higher than 3 m or 6 m as appropriate, see Figure 4.4) of twice the size of the operating helicopter specified in the ICS Guide to Helicopter/Ship Operations and the ICAD Standards Annex 14 Volume II - Heliports.

1.4

During the same period, light twin engined helicopters, with a gross weight of less than 3,175 kg, have become more sophisticated and powerful and can now be certificated for flight in instrument conditions, fitted with a hoist to the latest standards, and can remain in the hover following an engine failure'. The size of this group of helicopters' is just over half that of the 561 N - the helicopter used in the past as the basis for the provision for helicopter/ship guidance.

1.5

The usual location for landing and hoisting/winching operations on ships is the deck. Decks have an inherent high structural strength. For the landing site, it is standard practice to establish not only that it can provide static loading, equivalent to the mass of the helicopter, but can also withstand the dynamic loading resulting from a forced landing due to an engine failure of the helicopter at the early stage of take off or late stage of landing.

1.6 Where hoisting/winching operations are considered, deck surface loading is not normally established. The strength of structures to support passengers and required deck crew members should be considered together with other relevant safety aspects. Helicopters conducting passenger transfer by hoist are expected to be able to withstand a power unit failure without jeopardising the passengers or the ship; this is usually specified in national regulations. However, even if this is not an element of the applicable helicopter regulations, it must be a requirement for any BW operations. 1.7

Operations to ships which can provide a helicopter operating site meeting the dimensions contained in the ICS Guide or ICAO Annex 14 are not further considered here nor are the vagaries of specific ship types such as vapour emission control from tankers. The risk assessment is confined only to that situation where there is no alternative to conducting hOisting/winching operations to bridge wings'.

2

In the following text, the word "hoist(ing)" is used to denote the helicopter part of the operation and "wlnch(lng)" when referring to the site on the ship The certification of hOist installations and the provision of graphs to permit the he!rcopter pilot to calculate and assure power for the maintenance of the hover following an engine failure, required when carrying passengers, is known as Human External Cargo (HEe) Class D.

3

These helicopters Include the Al 09, MD902. EC 135 and AS35SN.

4

ThiS does not preclude the use of a nsk assessment in those situations where a 5 m clear zone for Winching is not possible. for example where a 3 m Wide gangway or other similar Sized space on the deck can be made available


Note: In the following sections, reference is made to the ship's template. Due to challenges that are associated with operations to the BIN, it is important that the pilot is able to pre-brief the helicopter crew and marine pilot on the specific hoisting/winching location, obstacles, surroundings, and any other factors that may limit operations. For this reason, it is essential that the ship prepares, and makes available to the helicopter operator, a document containing this information . The document should contain a picture or diagrammatic representation of the hOisting/winching site on the BW - the diagram in Figure 1 could satisfy such a requirement if suitably annotated and scaled.

Figure 1 - Diagram of bridge wing

2.

BRIDGE WINGS 2.1

There are a variety of forms and layouts fo r bridge wings and Figures 2 to 8 provide a reasonable idea of features on different ship types. These figures show the bridge wing and/or "monkey island" - the area above the bridge - from a number of ships illustrating the constraints and opportunities for hoisting/winching operations.

2.2

Bridge wings are extensions of the bridge p roviding a gangway on each side out to distances - sometimes in excess of 15 m - which could provide space for hoistinglwinching operations (see Figures 2, 3 and 4).

2.3

Bridge wings/monkey islands have not traditionally been designed for helicopter operations. It is therefore likely that ship's equipment is permanently located there and rails may be open and/or supported by stanchions, all of w hich are potentia l snagging hazards (see Figures 5 to 8).


Figure 2 - Chemical tanker

Figure 3 - Containership


Figure 4 - Bulk carrier

r r

.!.~...,

.~ .-

I

r

Figure 5 - A port side bridge wing


Figure 6 - View to a port side bridge wing/monkey island

Figure 7 - View from a port side bridge wing/monkey island

GUIDE TO HEliCOPTER/ SHIP OPERATIONS

Figure 8 - Remaining obstacles on port side bridge wing/monkey island

1


3.

THREATS AND CONTROLS

3.1

Threats and general mitigating elements

3. i. i

From Figures i to 8 above, it can be seen that operations to BWs provide both threats and opportunities.

3.1 .2

General threats:

3.1.3

3.1.4

•

Proximity of operations to command centre of ship

•

Possible lack of fire fighting foam at bridge wing levels

•

Variable size and form of bridge wing areas

•

Elevation above sea level magnifies any ship movement, and consequential possibility of obstacles moving into operating area

•

Proximity to hot gases and other emissions from funnel

•

Limited visual cues

•

Minimal space for provision of lights for night operations

•

Danger to ship's personnel of static discharge

•

Sh,plhelicopter communication may be less than adequate because of language problems

•

Ship/helicopter co-operation may be less than adequate due to lack of understanding or insufficient briefing .

General mitigating elements: •

Clear air

•

Reduction in air turbulence

•

Uttle risk of salt spray

•

Reduced on task time (access is quick and simple)

•

Reduction of tail rotor strike risk

•

Reduction of deck crew risk

•

Obstacles are only situated on one side of the helicopter (and so all in sight to the pilot and hoist operator)

•

Convenient location for master and marine pilot.

Only threats are further discussed here, as the list of general mitigating elements shown above should be seen as general benefits for operations to the BW. Risk reduction and mitigation for individual elements of the operation are discussed in the context of the threats in the sub-sections below and covered in more detail in the Model Risk Assessment Matrix at Annex 1.

.. GUIDE TO HEliCOPTER/ SHIP OPERATIONS

r

r 3.2

Proximity of operations to command/nerve centre of ship

3.2.1

The BW extension is not usually an integral part of the ship's structure and is designed only to support its own weight. Consequently, impact by a helicopter is likely to cause extensive damage to or destruction of the BW: The consequence of a helicopter crashing onto the bridge deck is potentially catastrophic because the resultant explosion/fire/release of high speed debris would affect the bridge as well as the accommodation block, putting the lives of personnel at great risk. For that reason, engine failure accountability is an essential requirement for the helicopter. The following guidance establishes a framework for limitations/mitigation that should ensure that the probability of a catastrophe, due to collision with obstacles, is reduced to an acceptable level.

Control: The helicopter operator should ensure that compliance with requirements concerning Human External Cargo Class D is established, and that performance calculations, ensuring engine failure accountability, are completed in accordance with the graphs in the Rotorcraft Flight Manual as specified in the Operations Manual. 3.2.2

On tankers, fire fighting resources, foam monitors etc are located principally on the main deck.

3.2.3

On other ship types, foam fire fighting provision for helicopters may be achieved with portable resources and many ships will have access to foam applicators, hoses and drums of foam which could be located at the bridge level.

Control: Where BW operations are to be conducted, appropriate fire fighting measures should be in place and should include the provision of foam. 3.2.4

The BW should be used for transfer of marine pilots only if no other safe and suitable alternative exists, and appropriate mitigation - in procedures and equipment - is put into place. For a number of ships, this will already be the case, but there are concerns that some ships are carrying out BW operations when a safer alternative is available or where mitigating procedures are not being applied .

3.3

Varied size and form of BW hoisting/winching area

3.3 .1

As there is no standard size and form of BW areas, each one should be subject to an individual risk assessment before operations can be authorised . Hazards may be caused by the limited size of the BW site in association with obstacles close to the BW clear zone.

3.3 .2

There are two principal hazards associated with obstacles on the BW: •

Snagging of the winch cable or the marine pilot's clothing/equipment

•

Risk of injury to the marine pilot due to collision with an obstacle.

3.3.3

On the basis that BW operations are only being considered because there is no alternative, it is assumed that additional measures to create a relatively safe environment such as moving aerials, using hinged equipment, blocking in rails etc will be taken.

3.3.4

Some ships, and particularly some containerships, have been constructed to facilitate BW operations by having equipment positioned on the starboard BW, thus leaVing a clear zone on the port side. Even for these ships, a risk assessment is required and any equipment or construction that could result in a snagging hazard should be removed or covered.

Control: Snagging hazards in the vicinity of the BW clear zone should be removed or otherwise neutralised.


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..

Control: The ship's template should contain a photograph or drawing - similar to that shown in Figure 1 - annotated with the size and form of the BW and indicating obstacles which might present a snagging hazard.

3.4

Elevation above sea level

3.4.1

Elevation above sea level reduces the helicopter pilot's reference, and magnifies ship movement.

3.4.2

There are two main issues that have to be considered :

3.4.3

•

The difficulty of maintaining station over a reduced clear zone

•

The movement of the ship bringing obstacles into the area of operation .

Because the hoisting/winching operation is conducted with the hoisting/winching site and all obstacles on one side of the helicopter (see Figure 9), and because of the reduced visual cue environment, it is important that the handling pilot and hoist operator are on the same side of the helicopter sharing the same uninterrupted view, although the hoist operator will have a better view than the pilot.

Control: The handling pilot and hoist operator should both operate from the same side of the helicopter, i.e. the side of the helicopter on which the BW and obstacles are located.

3.5

Weather and sea conditions

3.5 .1

All involved in the conduct of the risk assessment should be aware that Flight Manuals include speed, wind and crosswind limitations for hoisting/winching operations which must be observed . This is critically important because the combination of a crosswind component and excessive roll rate could take a specific helicopter out of safe operating limits. Because BW operations are restricted in the direction and orientation of the helicopter to the hoisting/winching site (see Figure 9), the ship's cou rse, speed and the relative wind become critical factors In the ability to operate safely - i.e. there will be some conditions which will render hoist operations unsafe unless the ship is orientated in a certain direction with regard to the wind.

Control: The ship should be aware that in some wind conditions, operations to a specific site might not be possible. This might necessitate a change of course to bring the site back into operational use. 3.5.2

One risk resulting from excessive heave or roll is that the helicopter could strike an obstacle, either below or to the starboard side of the helicopter. Another is that the marine pilot could sustain an injury during lowering or lifting if he/she misses the reduced hoisting/winching area, - i.e. the width of the BW. These risks should be minimised/mitigated by provision of, and adherence to, the movement limits discussed below.

3.5.3

Due to the critical nature of movement at the BW site, it is important that accurate measurement of the ship's movement is carried out. A package of accelerometers with associated hardware/ software is used on most mobile installations/ships operating in the offshore oil industry. Such equipment can provide not only real time output but an averaged figure over an operational window so that the probability of completing the task within the window can be predicted. (See Section 4.2 .3 of the main guide on wave motion effects.)

.. GUIDE TO HELICOPTER/SHIP OPERATIONS

3.5.4

Angular movement of the ship has to be converted to linear displacement at the BW level in order to assess whether obstacles will penetrate the helicopter manoeuvring zone. As the manoeuvring zone is dependent upon the size of the helicopter, it w ill not be possible to set absol ute limits of operability for the ship, only for the helicopter. It is important not only that cri t ical obstacles are identi fied on the ship's template, but also the upper height limit on the BW is stated in order that linear displacement of these cri tical obstacles can be mapped and limits established (see a pa rtially annotated diagram with penetration limits marked fo r the EC 155 in Figure 9).

Control: Ships' operational templates should contain an annotated diagram indicating significant obstacles and their distance from the centre of the hOisting/winching clear zone; this could be achieved by having a series of concentric circles around the centre of the zone. The height of the BW should be indicated. 3.5.5

Serious consideration should be given to the fitting of an electronic means of ascertaining pitch/roillheave motions at the BW location (see Section 4.2.3 of the main guide).

Control: Ships which conduct BW operations should give serious consideration to the fitting of electronic motion recording devices. 3.5.6

Heave Limits: there are two risks t hat result from excessive heave, (a) striking obstacles below the helicopter, the BW itsel f or any obstacle of a height up to 3 m in t he ma noeuvring area and (b) injury to the marine pilot if the deck rises while he/she is being lowered. Because of the reduced size of the hoisting/winching site and the reduction of visual cu es due to the height of the BW above the deck, It is recommen ded that the operating height be based upon the visual environment and the wid th of the clea r zone. In a reduced visual cue environment and narrow clear zone, this could resul t in an operating height of 4 m; where there are good visual cues and a 5 m wide clear zone, the operating height might be increased to 8 - 10m. The limit of heave should be based upon a vertical clearance from obstacles of 2 m, at the top of the heave cycle, and a heave rate that would not result in Injury to the marine pilot dUring the lift.

Control: The operational height should be based upon the visual cue environment and the width of the clear zone. The heave limit should be based upon the operational height, a vertical clearance from obstacles of 2 m at the top of the heave cycle, and a heave rate that would not result in injury to the marine pilot. 3.5.7

Roll Li mit s: as with heave, there are two risks: obstacles moving towards the helicopter; and injury to the marine pilot caused by loweri ng outboard of the bridge wing . The limit of operation should be the smaller of either the angle of roll, convert ed to a linea r distance at the BW that preserves the margin of 0.5 RD (rotor diameter) between the rotor disc and the closest obstacle (thus meeting the intent of clea rance from obstacles of 2 D in the manoeuvring zone) or the angle of roll which permits the marine pilot to be landed within the extent of the clear zone.

Note: There will be an optimum lateral position for hoisting/winching which should reflect the balance of the amount of space in the clear zone and the distance to the nearest significant obstacle. In Figure 9, the clear zone is established at the end of the BW. While this does maximise the distance to the nearest significant obstacle (about 8 m to the edge of the no penetration manoeuvring zone - permitting a roll of 10° to port with the fC155 - shown for demonstration purposes), a roll of 10° to starboard would position the marine pilot 6 m off the end of the BW. Such considerations should be taken into account when the operator establishes the limit of operation for the specific ship/helicopter combination.


Control: The roll limit should be the smaller of either the angle that preserves a margin of 0.5 RD between the nearest significant obstacles and the helicopter rotor disc, or the angle that permits the marine pilot to be landed within the extent of the clear zone. Control: If an accurate electronic motion recording device is not fitted, the basis of

measurement of the ship's movement should be stated on the ship's template. If accurate measurement is not considered possible, a reduction in the roll limit, based on the operator's assessment of the risk, should be applied. 3.5.8

Pitch Limits: one risk associated wi th pitch is injury to the marine pilot. Because of this, the limit of pitch should be 2.5 x the wi dth of the hoisting/winching site (BW) or 5 m - whichever is the lesser (because of the longer lever arm, it is likely that the pilot will be able to follow any fore and aft movement of the BW, the so called "flying the hook"),

Control: The pitch limit should be the smaller of either the angle that produces a linear distance of no more than 2.5 x the width of the hoisting/winching site, or 5 m. (See Section 4.2.3 of the main guide).

Figure 9 - Partially annotated diagram (using an EC155 scaled model)


3.6

Proximity to hot gases and other emissions from the funnel

3.6. 1

The exhaust from the funnel could result in reduced visibility, reduced performance, increased turbulence, and potential for engine surge or flame out, anyone of which could result in a loss of control of the helicopter. The presence of these hazards is not always immediately apparent to the pilot when approaching the ship, especially at night.

3.6.2

The ship should be on a course that takes the exhaust away from the BW site when operations are about to be conduded. A change of speed by the ship may have an effed on the exhaust, and possibly on smoke or soot particles that may be generated. For that reason, once a steady course and constant speed have been established, neither should be changed unless it IS agreed between the ship and the helicopter pilot.

Control: The ship's template should have the location and height of the funnel annotated. Control: Once the ship's course and a constant speed for operations, avoiding flight into the funnel exhaust, have been agreed, they should not be changed without contacting the helicopter pilot. If, because of traffic routeing or other navigational constraints, it is likely that there will be a course change within the operational window, an alternative window should be established. Note: This is an unlikely event as marine pilot transfer to the BW is a task that is usually completed very quickly (a minute or two) . Therefore, if it is likely that ship manoeuvring will occur within a task window (typically four minutes), consideration should be given to providing an alternative window. This should be addressed in the helicopter operator's and the ship's Standard Operational Procedures (SOPs).

3.7

Night operations

3.7.1

Night operations present additional challenges of redudion of visual cue enVIronment and clearance from obstacles. However, the location of the BW site on the side of the ship permits a clear approach for the helicopter pilot and does not requi re flight over obstacles. Operations should not be considered, or authorised, unless the operational site is well lit and relevant obstacles marked and lit but in such a way as not to dazzle the helicopter crew member and pilot.

Control: The ship's template should indicate that lighting is present - including floodlighting of the hoisting/winching site and lighting of any obstacles that are above 3 m. Not all obstacles need to be illuminated, provided the nearest obstacle above 3 m is marked and lit as well as the dominant obstacle if Significantly higher. 3.7.2

Once on station and hovering using the available Visual cues, the helicopter pilot will not immediately notice any change of course. As performance and/or limitations of the helicopter are predicated upon the relative wind diredion, any change of course could have serious implications.

Control: Once the ship's course for operations has been agreed, it should not be changed without contacting the helicopter pilot. 3.7.3

Safe night hoisting/winching requires certain levels of training and current experience. In the case of BW operations, this is more important because of the reduced visual cue environment - i.e. the absence of structure ahead of the pilot, from where most visual cues are usually obtained, and the limited visual cues to the side of the pilot.


L

Control: The helicopter operator should have a documented system of training and qualification, and should have evidence of recent night operations - all members of the crew should be included. Control: The helicopter operator should consider having operational limits for night operations that are more limiting than for day operations.

3.8

Ship/helicopter communication

3.8. 1

Communication between ship, helicopter, and helicopter base/port authorities is the most important factor in determining the success of a BW transfer operation. Even though the language for international shipping and aviation is English, difficulties in communication can sometimes exist.

3.8.2

Communication is conducted in two parts: one part which is associated with the provision of data about the ship, its location and details about the operational site; and the two-way radio contact when the helicopter is en-route, on task or returning to base.

3.8.3

The quality of ship's data can be improved and unnecessary communication eliminated through the use of basic pro-forma documents. It is recommended that use is made of a ship's template for BW operations which includes details about the ship, frequencies and facilities, together with a picture of the ship for identification and a suitably annotated plan of the operational site (see examples in Annex 3 of this Appendix).

3.8.4

Documents should be exchanged by email or fax well before the operation is scheduled to commence. Where the initial point of contact is the port authority "Port Control" structure, it should ensure that the data is passed to the helicopter operator well in advance of departure. Acceptance of the task by the helicopter operator should be dependent upon the data being appropriate - discussion of the actual content or the operational limitations should normally be conducted only up to the time that the helicopter is scheduled to depart.

Control: Ship's data should be entered on a ship's template and transmitted to the operator by email or fax before the operation is scheduled to commence. Where there are intermediate parties, they should ensure a timely transfer of documents to the helicopter operator. 3.8.5

Radio communication between the ship and helicopter in Engl ish or another pre-agreed language is essential for safe conduct of the task; if radio communication cannot be conducted, the task should not be undertaken .

Control: Inability of ship and helicopter to communicate on the radio in English or another pre-agreed language should constitute a no-go condition. Control: Communications should be conducted using the standard message formats in Appendix B in the main part of this guide.

3.9

Briefing of ship's crew

3.9.1

Because of limited space available for BW operations, the marine pilot has to be delivered to a relatively small site, unlike deck hoisting/winching operations. The presence of the deck crew will normally be required at the clear zone to avoid snagging the line, to assist the marine pilot on or off the ship, or to hold personal effects etc.


r 3.9.2

In order to avoid the situation where deck crew members themselves become a hazard, it is essential that they are briefed before the operation is commenced . If there IS any doubt about what the deck crew is expected to do, the master should check with the helicopter operator before the helicopter leaves its base or discuss it with the helicopter pilot before he arrives on station.

[

Control: The deck crevv must be briefed on their duties ahead of the arrival of the helicopter. Before the helicopter starts the lift, the duties of the deck crew in the vicinity of the clear zone should be confirmed. 3.9.3

In most atmospheric conditions, the rotor blades of the helicopter generate a very powerful static charge which, if not dispersed through contact between the cable and the ship, can cause serious injury. For that reason, there is usually a static line attached and hanging below the winch hook. This line is of sufficient length so that it touches the ship first when the marine pilot is being lowered in a sling.

l [

Control: The deck crew should be briefed and reminded - before the hoist operation commences - of the dangers of static discharges from the winch cable. A member of the deck crew should observe the grounding of the cable or static line before the cablel harness is captured and offered to the marine pilot, or before providing assistance to the marine pilot arriving at the winch site. Control: Th e ship must have first aid available so that immediate assistance can be provided to a deck crew member in the case of static shock. 3.9.4

The static charge discussed in 3.9.3 above is exacerbated in the following conditions: •

Snow showers with a temperature between +2 and -10 degrees C.

•

Storm activity reported or observed in the vicinity - with in a radius of 5 nautical miles.

•

Lightning activity reported or observed in the vIcinity - within a radius of 10 nautical miles.

Control: The helicopter operator must have procedures in the Operations Manual which indicate to the helicopter pilot the conditions under which the hoist operations should not be commenced.

3.10

BW hoisting/winching clear zone markings

3. 10. 1

It is not the purpose of this assessment to specify the minimum size for any Individual hoisting/winching site - clearly the clear zone w ill be less than the 5 m circle specified in the ICS Guide for normal operations. This is a matter for the helicopter operator and ship to determine.

3.10.2

From the pictures shown above (Figures 2 to 8), it is apparent that the clear zone of any BW site is unlikely to be a circle - more likely it will be a rectangle, greater in width than In length . This may not be an issue because, as discussed above, the rate of movement of the ship will be greater in roll than in pitch and it is in roll where the greatest risks lie.

3.10.3

There is no doubt that the clear zone should be marked . The question then is " should a " circle " be marked" or would it be more practical to mark a rectangle with the maximum declared width of 5 m?

3.10.4

Where the Width of the BW is less than 5 m, it is recommended that a clear zone be marked in yellow with a non-slip surface in the shape of a rectangle, ideally with a length of 5 m. The width of the marking will be dependent upon the BW itself .

Control: The physical dimensions and shape of the clear zone should be notified to the helicopter operator on the ship 's template.

II


,

4.

SUMMARY

4.1

The BW should be used for transfer of marine pilots only if no other safe and suitable alternative exists, and appropriate mitigation - in procedures and equipment - is put into place. For a number of helicopter operators/ships, this will already be the case.

4.2

As already stated, this risk assessment does not consider those elements - such as vapour emission control on LNG and LPG carriers - for which controls are already specified in the main body of this guide. When conducting the individual ship/operator risk assessment, it will be necessary to take these issues into account.

4.3

From the preceding text, it can be seen that BW hoisting/winching operations provide challenges to the shipowner and helicopter operator that are not present for operations to decks (landing and hoisting/winching). It can be seen from Section 3 of this Appendix, and the Model Risk Assessment Matrix at Annex 1, that most threats can be managed provided associated controls are put into place. Even when escalation factors are applied, observation and application of escalation controls should help ensure that a hazard is unlikely to be encountered.

4.4

The efficacy of the controls, and escalation controls, is dependent upon the acceptance by helicopter operators and shipowners of the procedures and conditions that have been provided in this assessment. Some of these conditions require preparatory work by the shipowner, such as removing snagging hazards, even before BW operations can be contemplated. For the helicopter operator, application of the specified controls represents the process that should already be undertaken as part of their accident prevention programme.

4.5

Helicopter operations to individual ships are, by their very nature, infrequent. Most ships have not been designed with helicopter operations in mind, particularly BW operations. Ships can have a large number of obstructions in the BW area which present hazards that are difficult for helicopters to see from the air. It is likely that the helicopter pilot will not have seen a particular ship until operations have to be conducted . Under these circumstances, and in order to prevent unpleasant surprises, it is important that information is provided such that: • The ship can be identified. • The location of the operating site for hoisting/winching on the ship is known. • Obstructions that are near to the BW operating site are identified . • The presence and nature of markings are understood . • Any limitations on operations are known.

4.6

A number of commercial aviation regulations require that a pilot be authorised to fly to a specific 4.5 operating site. This authorisation requires either previous knowledge of the site, or the provision of information to permit the pilot to become self-briefed. In order that compliance with the aviation requirement can be achieved, Annex 3 provides guidance and examples of a template to be used to provide detailed information to assist the helicopter pilot.

4.7

Masters are encouraged to prepare and complete a helicopter operating area template in accordance with this guidance. The template should be reviewed and promptly revised when changes are made to existing obstructions or when new obstructions are introduced into the helicopter operating area.


II

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r 4.8

Clearly, for the helicopter operator, BW operations require additional operational and Cockpit Resource Management (CRM) training. This is to compensate for the reduction in reaction time to avoid collision with obstacles particularly because linear displacement caused by pitch, roll and heave is magnified at bridge level. Such inter-crew co-operation is more critical than for any other hoist work, apart from search and rescue.

4,9

Deficiencies in communication and/or the inability to converse in a common language must be resolved. Although the scope of this risk assessment does not address this issue, adequate communication is a prerequisite for BW operations.

5.

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CONCLUSION 5,1

5.2

The conclusion of the risk assessment is that this type of operation can be conducted safely provided the controls in the form of equipment, procedures and conditions are applied as recommended . The information in this Appendix does not remove the necessity for individual risk assessments by ships and helicopter operators to ascertain whether such operations can meet the standard specified in their Safety Management Systems,


,

ANNEX 1 MODEL RISK ASSESSMENT MATRIX HAZARD 1 - COLLISION WITH OBSTAClES Risk· Area of Risk

Threat

Threat Control

Escalation Factor

Escalation Control

; .1 Loss of Power

Engine failure

Performance ,n accordance with HEC

EnVIronment conditions not as planned

BUild reserve Into calculations by

Class D "When hoverrng

factonng wind

at max OGE OEI hover weight, an engine failure should not result In an altitude loss of more than 10% or 4 ft, whichever IS

the greater, of the altitude established at the time of engine failure. In either case, suffiCIent power margin should be available from the operating englne(s) to regain the altitude lost dunng the dynamiC engine failure and to tranSition to

forward flight" Discretion at the site

only might be permitted If mass IS

within 2% • use of discretion should be reported Emergency procedures established and briefing carned out (including marine pilot) before ellery sortie Ingestion of salt water

No operations If spray Within 20 ft of Bndge

Unexpected breaking walle

Operation abandoned With RTB If spray IS suspected of being Ingested

Wind change

Break off from task and clear ship until new direction IS estabhshed • check power assurance before recommenCing operation

Wing (BW)

Ingestion of gases andlor soot particles

Operations permitted only if clear of funnel exhaust

GUIDE TO HeliCOPTER/SHIP OPERATIONS

Risk - Area of Risk

1.2 loss of Reference

Threat

Threat Control

Reduced visual cues

Operation started only If reference can be malntaln~d under standard procedures

(day) due to height of BW above the deck

Escalation Factor

Escalation Control

r

Operation to BW hmlted to operating height of 4 m unless the size of the site and the visual cues permit It to be higher Use of helicopters that have minimum distance between pilot and hOist will reduce the threat Pilot loses reference dunng winch cycle

Pilot indicates to hOist operator that contact lost, procedure for loss of reference followed Procedures for selection, training, quahflCatlon and checking of Helicopter HOist Operations (HHO) crew estabhshed and

followed Procedure for achieving and maintaining experience to ensure recent experience of all HHO crew established and followed Reduced Visual Cues

(night) due to lack of lighting and height of BW above the

de<:k

Operation accepted only If suffiCient lighting of winch site and obstacles IS provided and Indicated on ship's "template"

lights found to be not sufficient on arrival at site

Operation not commenced

lighting defICiency reported and filed with master and shipping company Pilot loses reference dunng winch cycle

GUIDE TO HElICOPTER/SHIP OPERATIONS

Pilot IndICates to hOist operator that contact lost; procedure for loss of reference followed

l

Risk · Area of Risk

Threat

Threat Control

Escalation Factor

Escalation Control

Procedures for selection, training

and checKing of HHO crew for night operations established and followed Procedure for achieving and maintaining night experience to ensure recent experience of aU HHO crew established and followed Strong wind requires pilot to Sit ahead of references so that empty harness can be delivered to small site

VISion Impaired by soot particles

Operation started only If reference can be maintained under these circumstances

Pilot now too far ahead of clear zone to lift martne pilot

Such complications are discussed as part of the CRM training Before lift IS commenced, pilot IS conned back to lifting poSition

Lack of current night experience

Procedures to maintain current night experience established

Break off from task and clear ship until new direction IS established - check power assurance before recommenCing hft

.. GUIDE TO HELICOPTER/SHIP OPERATIONS

f,

I Risk - Area of Risk

1.3 Loss of Position

Threat

Threat Control

Environmental

Establish wind ilmlts for

disturbance (wind, turbulence)

(recommended 60 kts)

Accentuated linear movement because of the height of the BW (sea conditions)

Escalation Factor

Escalation Control

BW hOisting/winching

r

Break off from task, clear

Inability to accurately

ship and re-establish

hold station on BW

position

due to conditions

Discontinue operation

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Establish obstacle linear displacement from the centre of the hoistlnglwinchmg site prepare ship's template

and make available to appropriate parties. Establish helicopter limits of operation - based upon the linear movement of the SignifICant obstacles outSide the manoeuvring

zone or obstacles surrounding the clear zone of the operational area Provide equipment that can accurately measure obstacle displacement at the BW location

EqUipment lS not proVided

Employment of more conservative limits of operation based upon the calculations Indicated below

EqUipment IS unserviceable

Employment of more conservative ilmlts of operation based upon the calculations Indicated below

Roll of ship erodes the lateral obstacles' clearance

The distance of the closest obstacle that will affed height of operations 4 m above BW should be established (measurement taken from the centre of the winch site); the relationship of the linear movement of thiS obstacle to the angular movement of ship should be established

I

I

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Risk · Area of Risk

Threat

Threat Control

Escalation Factor

Escalation Control

The limIt of operatIon should be the angle of roll (converted to a linear distance at the BW) that preserves the margin of 0.5 RD (rotor dIameter) between the rotor disc and the closest obstacle (thus meeting the Intent of clearance from obstacles of 2 D of the manoeuvnng zone) or the angle of roll whIch permits the marine pilot to be landed Within the extent of the dear zone

Ship movement (manoeuvnng)

Heave of the ship erodes the vertICal obstacle clearance

Operational height should be based upon the Visual cue enwonment and the Width of the clear zone. The heave limit should be based upon the operational height, a vertical clearance from obstacles of 2 m at the top of the heave cycle and a heave rate that would not result In injury to the manne pilot

Pitch of ship moves BW out of use for delivering manne pilot to the operational site

Establish limit of pitch to be the hnear displacement of 2.5 x Width of hOlsllnglwlnchlng site (BW) or 5 m whIChever IS the lesser (because of the longer lever arm, It is likely that the pilot Will be able to follow any fore and aft movement of the BW)

Break off from task and clear ship until new direction IS established


HAZARD 2 - HOISTING/WINCHING CLEAR ZONE LESS THAN 5 M Risk · Area of Risk

Threat

Threat Control

Escalation Factor

Escalation Control

2.1 Obstacles in immediate vicinity

harness/and or marine pilot snags obstacles

All snagging hazards to be removed from the width of, and up to 5 m from end of. the BW

Stanchions to rails remain a hazard

Where possible, all stanchions to be boxed

Ship's crew member to

StatIC discharge fisk

take possession of harness when It IS lowered for, or released by. marine pilot

to ship's crew member If harness

of clear zone are

HOist

potential snagging hazard

delivered cleanly to centre of clear zone

[

[

gathered before It has been grounded Ship's crew member not briefed on duties

2.2 Marine pilot not

(

Ship pitching results in marine pilot being dehvered outside ralls

Operauonallimltatlon on pitch of 2.5 x Width of clear zone and appropriate operating height should reduce such an occurrence

Master to ensure that deck crew are bnefed on the effect of statIC discharge

BW hOlstlngl winching should only be conducted If ship has, and complies with, BW procedures

Ship moves outside limits

Crew members watt until the ship moves back In pitching limit provided the roll remains within limits

Ship moves outside limits

Helicopter Immediately moved off to a safe POSition; crew members walt until the ship moves back in roll limits or aborts miSSion as reqUired

Ship's crew member not bnefed on duties

BW hOisting! Winching only conducted If ship has, and complies With, BW procedures

r I

J

Manne pilot recovered to a safe height before lowenng recommenced Roll of ship results in manne pilot being delivered outside ralls

Operational limits on roll of the length of the clear zone and chOICe of operating height should reduce such an occurrence

Helicopter moved off to a safe POSition and manne pilot recovered to a safe height before lowenng recommenced Ship pitching or rolling results In marine pilot clOSing to collision With rail

Ship's crew, one or two members as reqUired, gUides marine pilot to centre of clear zone

(


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Risk - Area of Risk

Threat

Threat Control

Escalation Factor

Escalation Control

PItch more than one

Ensure that more

ship's crew member can handle

than one ship's crew

member IS made available and bnefed before helicopter arnves on station

Ship heave results In acceleration down to

Crew co-operation to ensure that the manne

Ship heave occurs when manne pilot IS

attempts to cushion

clear zone

pilot 15 delivered In a period of minimum

below level of rail

landing

Ship's crew member

movement

2.3 Marine pilot not picked up cleanly

Snagging

from dear zone

Pilot and hOist operator must be prepared to cut

Manne pilot the wire

IS

on

cable If snagging occurs

Cable cut conSidered only while martne pilot IS below level

of rail HOist operator takes the strain on the wire to establish movement before continuing the hft to ensure that there IS no snagging

Manne pilot SWings to rail or obstacle

Ship's crew, one or two members as required, support marine pilot until clear pick up is achieved Additional call of "passenger clear" by hOist operator to Indicate that risk of snagging IS past

2.4 SW clear zone not wide enough for safe operation

Unable to deliver marine pilot to the clear zone In other than calm conditions

Operation should not be conducted unless there IS suffiCient Width to prOVide a safe clear area Ala minimum, thiS might be <2 m but could be larger If either the helicopter operator or the ship apply higher limits

Site IS found to be on arrival

too small

BW operations not conducted and report flied


HAZARD 3 - BRIDGE OPERATIONS INTERFERE WITH HELICOPTER Risk - Area of Risk

Threat

Threat Control

3.1 Proximity to RADAR

HIRF Interference with helicopter's electronic equipment. I.e . FADEC and other electronic controls.

Ship's RADAR set to standby while helicopter IS

on bridge

Escalation Factor

Escalation Control

I

on station

[

resulting in loss of control or firing of

sqUlbs 1 3.2 Proximity to ship's

whistle/ horn

Use of whlstlelhorn

Establish and agree

distracts helicopter

procedure for restriction

Cfew

on use of whlstlelhorn when helicopter IS on station

HAZARD 4 - HELICOPTER OPERATIONS INTERFERE WITH BRIDGE Risk· Area of Risk

4.1 Noise of helicopter results in loss of hearing acuity on

bridge

4.2 Downwash of helicopter affects bridge operations

4.3 Downwash of helicopter affects deck crew

Threat

Threat Control

Bndge cannot

Ship's bridge crew members adVised to wear

conduct normal operations when helicopter on station

headsets, when appropnate, when helicopter IS on station

Bridge suffers from disruption due to downwash

Master adVised to keep bndge doors closed

Downwash causes deck crew to lose footing

Deck crew not assisting marine pilot should keep In lee of bndge to reduce effect of downwash

Escalation factor

Escalation Control Time taken on task IS usually only measured In mmutes

, l

l

(

I

l Squibs are detonators that, when fired 10 a specific emergency, operate cable cutting equipment, such as for a hoisVwlnch cable from the helicopter structure


i

HAZARD 5 - INADEQUATE COMMUNICATION/LIAISON BETWEEN SHIP AND HELICOPTER Risk· Area of Risk

Threat

5.1 Inadequate language skills or inadequate

Helicopter pilot cannot exchange

or no communication

Information With

ship

Threat Control

Escalation Factor

Reduce on task

No data IS sent

communications to a minimum by conducting exchange of Information before helicopter IS launched_ Use of preprepared Information

andlor English understood

Escalation Control

Inability to provide IS

not

data or the Inability

to communICate In the chosen operating

language should result In a no-go Situation

sheets/ship's templates will

reduce communication when on task

Departure message not copied and transmitted, and flight fonowlng not maintained until another agency IS contacted

5.2 Inadequate co-operation between ship and helicopter when on task

Ship's crew not briefed or drilled

ThiS should happen only once With any ship; file report to master and shipping company; following such an inCident further operations to that ship should not be contemplated until defICienCies have been rectified

Complete tasks If they can be done safely and file report to master and shipPing company


HAZARD 6 - POTENTIAL OPERATIONAL RISKS Risk - Area of Risk

Threat

Threat Control

6.1 Tail rotor authority andlor limitations

If ship IS not Into wind and IS so cannot be put Into wind, crosswind

Ensure that operations are conducted within the limits set for tail rotor authority and crosswind limits for hOisting!

operations have to

winching are observed

constrained that It

Escalation Factor

Escalation Control

r

be considered

6.2 Size of helicopter

Use of larger helicopters for BW operations might

ConSider use of the

result in the need to achieve a high hover

smallest HEC Class D capable heltcopter for BW operations. There IS rarely any need to carry more

to remain dear of obstacle

crew, most smaller

enVIronment

than the manne pilot and

modern tWinS are qualified

6 .3 Inexperienced crew members

HelICopter crew not adequately traIned, qualified or having recent experience

All crews used for BW operations should be qualified, trained, have recent expenence, be CRM qualified and be adequately briefed for each miSSion

Deck crew not adequately trained andlor suffiCIently briefed

All deck crew used for BW operatIons should be trained, all duties should be assigned and members adequately brtefed before each mission

Deck crew grabs line before It IS grounded or grabs marine pilot before the hne has grounded

All deck crew must be brlefedlremlnded of dangers of hazard before the operation IS commenced

Deck crew inadvertently grabs ungrounded wire

Trained ftrst aid crew to be available to address any consequences

L


ANNEX2 MODEL RISK ASSESSMENT MATRIX (RELEASE OF HAZARD) RELEASE OF HAZARD 1 (Le. Event Occurs) COLLISION WITH OBSTACLES Hazard Released

Recovery Measures

,.,

Manne pilot

recovered and aircraft flown back to base on remaining engme

Loss of Power

Escalation Factor

Consequence

Mitigation

InsuffiCient power to

Helicopter crashes

constrain descent to BW

onto bridge

Ship emergency fire and recovery

procedures put Into action Helicopter crashes Into sea or ditches

Ship launches boat and recovery procedures put Into action

IAMSAR procedure initiated for recovery of crew

Ship Informs operator Operator Initiates emergency procedures Helicopter operator's emergency response plan put Into action

1.2 Loss of Position

POSition

recovered

InsuffiCient time or space

to aVOid ColliSion

Damage not suffloent to prevent recal/ery and safe landing

Ship Informs operator

Operator Inrtlates emergency procedures Helicopter operator's emergency response plan put into action Helicopter crashes onto bridge

Ship emergency fife and recovery procedures put Into action

Helicopter crashes Into sea or ditches

Ship launches boat and recovery procedures put Into action IAMSAR procedure Initiated for recovery of crew Ship Informs operator Operator Initiates emergency procedures Helicopter operator's emergency response plan put Into action


r

RELEASE OF HAZARD 2 (i.e. Event Occurs) HOISTING/WINCHING CLEAR ZONE LESS THAN 5 M Hazard Released

Recovery Measures

Escalation Factor

Consequence

Mitigation

2.1 Harness and/or marine pilot snags hazard

Cable cut

Manne pilot released to fall to BW

Manne pilot Injured

Deck crew re
[

r

Helicopter refitted. returns to pICk up marine pilot or

tAMSAR procedure Initiated for recovery

2.2 Marine pilot not delivered cleanly to

Deck crew assist

Manne pilot strikes rail

Manne pilot Injured

marine pilot to deck

centre of dear zone

Deck crew recovers marine pilot to accommodation Manne pilot taken

back to base If not seriously Injured

Manne pilot recovered at later stage If InJunes permit

2.3 Marine pilot not picked up cleanly from clear zone

Deck crew assist

Manne pilot strikes rail

marine pilot off deck

Manne pilot injured

Manne pilot taken back to base If not seriously Injured

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l

ANNEX 3 TEMPLATE FOR BW WINCHING OPERATIONS Ship name

Call sign

Length of hoistingl winching site

Company name

MMSI no

Width of hoistingl winching site

Template compiled

Closest 3 m obstacle from site

Max ship height


Max BW height

Type of lighting

Communications

Significant obstacles lit

Position check

Heave limit

Pitch limit

Roll limit Notes

[Insert annotated BW image]

Limitation/comment

Non-compliance

]Insert photograph of ship]


EXAMPLE OF TEMPLATE FOR BW WINCHING OPERATIONS WITH CLEAR ZONE AND OBSTACLES MARKED (WITH DISTANCE RINGS) Ship name

Cal! sign

Length of hoisting/ winching site

Company name

MMSI no

Width of hoisting/ winching site

Template compiled


Max ship height


Max BW height

Type of lighting

Communications

Significant obstacles lit

Position check

Heave limit

Pitch limit

Roll limit Notes

limit of significant obstacle penetration would permit about 8 m of ship movement (each side of the vertical) or 20° of roll before it reaches 0.5RD of the EC155 (as shown by hatched line).

Limitation/comment 1. Movement of significant obstacle (funnel superstructure - marked) into helicopter manoeuvring zone.

Non-compliance 1. Hoisting/winching clear zone 5 x 4.5 m

'-


ICF-Guide_to_Helicopter-Ship_Operations.pdf

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