ICS GUIDE TO HELICOPTER SHIP OPERATIONS 2005

Chapter 1 GENERAL GUIDANCE 8 1.1 Introduction 8 1.2 Selection of a Helicopter Operator 9 1.3 Provision of Helicopter Landing/Operating Area Information Chapter 2 PRINCIPLES OF OPERATING

Guide to

Helicopter /SHip

Operations

Fourth Edition

The cover photograph is reproduced with the kind permission of CHC Helicopter Corporation.

Guide to

Helicopter /SHip Operations

Fourth Edition

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 ICScover all aspects of maritime affairs, but it is particularly active in the field of marine safety, ship design andconstruction, pollution prevention and maritime law

ICS has consultative status with several inter-governmental organisations, including the International

Maritime 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 or organisation who or which has been in any way concerned with the furnishing of information or data, the compilation, publication or authorised translation, supply or sale of this guide, for the accuracy of any information or advice given herein

or for any omission or for any consequences whatsoever resulting directly or 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

Chapter 1 GENERAL GUIDANCE

8 1.1 Introduction

8 1.2 Selection of a Helicopter Operator

9 1.3 Provision of Helicopter Landing/Operating Area Information

Chapter 2 PRINCIPLES OF OPERATING SAFETY

10 2.1 General Principles

10 2.2 Marine Responsibilities

11 2.2.3 Deck Party Officer (DPO)

Chapter 3 HELICOPTER OPERATING GUIDANCE

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 3.7.2 Wind Conditions Limiting Helicopter Operations

CONTENTS

Chapter 4 GENERAL SHIP REQUIREMENTS

20 4.1 Ship Operating Areas

20 4.1.1 Types of Operating Area

20 4.1.2 Location and Size of Operating Area - Landing

26 4.1.3 Location and Size of Operating Area - Winching

26 4.1.5 Structural Considerations (Purpose Built and Non Purpose Built Landing Areas)

26 4.2 Environmental Effects

28 4.3 Details of Landing Area

28 4.3.1 General Guidance on Markings

28 4.3.2 Markings for a Landing Area Located at the Ship’s Side

29 4.3.3 Markings for Amidships Centreline Landing Area with or

without Restricted Access from the Ship’s Side

29 4.4 Details of Winching Area

29 4.4.1 Positioning a Winching Area

30 4.4.2 Winching Area on the Bridge Wing

31 4.5 Additional Considerations for Helicopter Operating Areas

32 4.6 Night Operations: Landing and Winching Area Lighting

33 4.7 Fire Fighting Appliances and Rescue Equipment

Chapter 5 COMMUNICATIONS AND SHIP OPERATING PROCEDURES

35 5.2.2 Departure of Helicopter from the Heliport

35 5.2.3 Pre-Arrival Checks on the Ship

36 5.2.4 Pre-Arrival Checks from the Helicopter

37 5.3 Navigation

37 5.3.1 Identification of the Vessel

37 5.4 Signalling Procedures

37 5.4.1 Ships’ International Signals

37 5.4.2 Visual Signals to Helicopter

38 5.4.3 Loss of Radio Communications

38 5.5 Basic Operating Procedures

38 5.5.1 Officer of the Watch

42 5.8 Helicopter Loading and Departure

42 5.8.1 Loading Passengers and Freight

46 5.10 Passenger/Freight Handling Procedures

46 5.10.1 Passenger Pre-Flight Briefing

46 5.10.2 General Freight Handling

46 5.10.3 Carriage of “Dangerous Goods”

46 5.10.4 Carriage of Freight and/or Baggage in the Passenger Cabin with Passengers

47 5.10.5 List of Items Prohibited for Carriage in Passengers’ Baggage or on Person

Chapter 6 REQUIREMENTS SPECIFIC TO DIFFERENT SHIP TYPES

50 6.2.2 Geared Bulk Carriers

51 6.2.3 Gearless Bulk Carriers

51 6.3 Containerships

52 6.4 Gas Carriers

52 6.4.2 Vapour Emission Control

53 6.5 General Cargo Ships

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

57 8.4.3 Crash on Deck Major Fuel Spillage - No Fire

57 8.4.4 Helicopter Incident on Landing

66 Appendix C Shipboard Safety Check List for Helicopter Operators

68 Appendix D 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

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 efficienthelicopter/ship operations, and while the guide is intended principally for the use of ships' masters, officersand crew, it also offers advice to helicopter pilots and operators The objective is to promote standardisedprocedures and facilities for helicopter/ship operations worldwide

This revision of the guide supersedes all previous versions It has been updated with extensive guidanceregarding the role and responsibilities of both the ship and helicopter Definitions of helicopter performancehave been both expanded and clarified, while information regarding the location and marking of landing andwinching areas has been completely revised to reflect the latest International Civil Aviation Organization(ICAO) requirements

It is recognised that in the years since the Third Edition was published, on some ships and on certain trades,the practice has developed of transferring by winch marine pilots directly to the Bridge Wing Such operationsshould not normally be conducted unless a thorough risk assessment has been conducted, particularly whenmore 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 theprovision 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 Landing/

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 aguide It is not intended to be binding, and shipping companies, ships' masters and officers, helicopteroperators and air crew are all responsible for acting in accordance with relevant national regulations andcompany instructions Ships may operate under codes or national requirements which may necessitate theapplication of alternative or higher standards than those advised in this guide Regulations for helicopteroperations are established by the authorities in the country of registration of the aircraft and/or where theoperation 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 provideassistance in developing shipboard operating procedures and requirements for the various helicopter

operations that may be undertaken on board

It should be recognised that certain 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 joint 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 shipand helicopter operators alike

Comment on the guide and suggestions for further improvement will be welcome, and should be addressed

to the International Chamber of Shipping, 12 Carthusian Street, London, EC1M 6EZ, United Kingdom.Email ics@marisec.org

FOREWORD

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 Helicopter/Ship 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 (SOLAS)

IMO International Fire 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 (ITU) Radio Regulations

International Civil Aviation Organization (ICAO) 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 (IATA) Regulations

IMO/ICAO International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual

UK Civil Aviation Authority (CAA) Paper 2008/03:

Helideck Design Considerations - Environmental Effects

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 guideattempts 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 guidereflects best practice at the time of publication There may be alternative means of ensuring safeoperations and these need to be considered on their merits

There are three main categories of helicopter/ship operations:

G Operations involving a contract between a shipping company and a helicopter operator It isthis category which is the principal focus of the guide

G 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 inparticular deals with the transfer of marine pilots

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

The operations department of a shipping company has to balance time, money, safety andexpediency Before deciding on helicopter/ship operations, it has to weigh the risks to the vesselinherent in approaching harbour limits and heaving-to for a launch transfer against those arisingfrom a helicopter transfer with the ship safely offshore and probably steaming on passage Inbalancing such factors, safety must be the prime consideration

Even though aviation, like shipping, has varying standards of operating practice, the “minimumrecommended 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 toheliports/helidecks) When planning an operation, advice should be sought from an independentexpert (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 andexperience to carry out the task to the highest level of safety and proficiency National aviationauthorities will normally assist by recommending an appropriate consultative body

The consultant may recommend to the shipping company that operating conditions more rigorousthan 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 technicalconsultant 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 technicalaviation knowledge Aircraft operators seeking business may claim to be able to perform a task forwhich their particular aircraft is not suitable and thus possibly reduce safety standards and the costeffectiveness of the operation The safety of the ship, the helicopter and personnel is paramount; areport specifying the operational requirements should therefore always be available before thehelicopter and operator are chosen and any contract is signed.

Helicopter operations should be conducted in accordance with the Operator’s Manual and incompliance with the helicopter Flight Manual

When an operator has been selected, a contract signed, and all is ready for service, the shippingcompany’s operations department should issue advice and instructions on the use of the service andensure that the ICS Guide to Helicopter/Ship Operations is available and adhered to by all staff

AREA INFORMATION

Helicopter operations to ships are, by their very nature, infrequent Most ships have not beenspecifically designed for helicopter operations The deck environment can be complex and shipscan have a large number of obstructions which present hazards for helicopters that are difficult tosee from the air It is likely that the helicopter pilot will see a particular ship only when operationshave to be conducted

Under these circumstances, and in order to prevent unpleasant surprises, it is important thatinformation 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 specificoperating site This authorisation requires either previous knowledge of the site or the provision ofinformation to permit the pilot to become self-briefed In order that compliance with the aviationrequirement can be achieved, Appendix F provides guidance and examples of “templates” to beused 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 revisedwhen changes are made to the helicopter landing/operating area Filed templates should beavailable for transmission to the aviation operator when any task is being arranged

2.1 GENERAL PRINCIPLES

Marine helicopter operations demand a clear understanding of safety requirements for both theship and the aircraft This guide seeks to specify the minimum requirements necessary to maintainstandards 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 engined helicopters are always to be preferred for helicopter/ship operations In some cases,national regulations may stipulate the use of twin engined helicopters or limit single enginehelicopters 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 thatthere is full understanding of and agreement between the ship’s master and the helicopteroperator/pilot on a clear and simple plan of arrangements both prior to and during operations

It is the responsibility of the ship operator to select a reputable helicopter operator, thus ensuringthat the necessary standards of operational safety are achieved There are advisory agenciesthroughout the world whose guidance should be sought in this regard

The ship operator is responsible for ensuring that all marine personnel associated with helicopteroperations are adequately trained and that marine equipment used in helicopter operations ismaintained to a satisfactory standard

The ship’s master is ultimately responsible for the safety of his ship If he is in any doubt whetherthe 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 Manningrequirements, including an immediately available and appropriate response in the event of ahelicopter 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 areathat meets the minimum criteria for helicopter operations as specified in this guide, and forproviding 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, thehelicopter must move clear of the ship immediately The master and helicopter pilot should ifpossible discuss appropriate further action.

e He is responsible for appointing the Deck Party Officer, Deck Party Crew and Administratorfrom among his officers and crew members, whose functions specifically related to helicopteroperations are additional to their other shipboard functions (see paragraphs 2.2.3 to 2.2.5)

f He is responsible for ensuring that ship’s crew members involved in helicopter/ship operationsare trained in standards and procedures necessary to maintain the safety of the ship, its crewand the helicopter aircrew He must ensure that the Deck Party Officer and the Deck PartyCrew are fully familiar with equipment for winching and landing operations and are trainedand 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, whenappropriate, and for warning the helicopter pilot if an unsafe situation develops

2.2.3 Deck Party Officer (DPO)

The Deck Party Officer is responsible to the master for:

a Management of the helicopter operating area

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

c The safe movement of passengers, supervision of baggage and freight handling, and assistingthe 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, documenteddangerous goods that are to be stowed in the helicopter

f Initiating fire fighting and rescue procedures in the helicopter landing area in accordance withthe ship’s emergency plan and using all appropriate resources The procedures should

incorporate experience gained during crew training and familiarisation

g Ensuring that fire fighting and rescue equipment is serviceable and reporting any defects ordeficiencies to the master

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 andsupervision 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 andfreight are accurately weighed, labelled and noted on the manifests Baggage and freight thathas not been weighed and labelled must not be loaded onto a helicopter

b Provision of a pre-flight safety briefing to all departing passengers

2.2.6 Officer of the Watch (OOW)

When support for helicopter operations can be combined with primary navigational duties, theadditional roles of the OOW may include:

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

b Advising the helicopter operator of current weather conditions at least an hour before thescheduled 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) helicopterposition reports when the helicopter is inbound or outbound, and raising the alarm if anyanticipated reports are not received

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

All personnel who are to be transported by helicopter have a duty to follow the instructions of theDPO and helicopter crew and act in accordance with information provided in the pre-flightbriefing If they observe anything during the flight that may affect flight safety, they should informthe helicopter pilot Passengers are responsible for ensuring that their baggage complies withrelevant baggage regulations

2.3.1 Helicopter Operator

The helicopter operator should ensure that operations are conducted in compliance with the ICAOStandards and Recommended Practices (SARPs), the regulations of the state of registration of thehelicopter, and the regulations of the state in whose waters the operation takes place

A helicopter winchman/crew member may be carried in some operations and is responsible to thehelicopter 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 thesafe conduct of the deck party in the vicinity of the helicopter

d Monitoring the pilot’s blind-spots (the tail and under-belly of the helicopter), directing the pilotover the required deck area and ensuring that it is all clear around and under the helicopterduring winching and before landing and take off

e Ensuring that all relevant documentation is completed by the ship’s crew and on board thehelicopter before its return to shore

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

responsibilities

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 whiledoing 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 inmanoeuvrability, 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 FlightManual, 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

3.2.1 Performance Class 1

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

3.2.2 Performance Class 2

Some twin engined helicopters spend a few seconds during the early stages of a take off, and thelate stages of an approach to landing, when they will be unable to continue flight in the event offailure of one engine These helicopters are said to be operating in Class 2

3.2.3 Performance Class 3

Some twin engined helicopters (and all single engined 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 described as Human External Cargo (HEC) or ClassD) requires the helicopter to have sufficient reserves of power to ensure that, if one engine fails, itcan continue to hover on the other engine

SINGLE ENGINED HELICOPTERS

National regulations may impose additional restrictions on helicopter/ship operations in adverseweather conditions or during hours of darkness, but otherwise the following conditions shouldapply:

a For transfer of personnel when winching is intended, twin engined helicopters with sufficientpower 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, twin engined 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 inexcess of Sea State 4, helicopters operating in Class 3 (twin engined or single engined)may be used (see paragraph 3.2.3 above)

In some harsh weather areas (e.g North Sea, North or South Atlantic, where “hostile” conditionsare 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 engined and singleengined helicopters:

HELICOPTER PERSONNEL STORES

LANDING WINCHING LANDING WINCHING

DAY NIGHT1 DAY NIGHT1 DAY NIGHT1 DAY NIGHT1

SINGLE ENGINED Yes3,4 Yes3,4 No No Yes3,4 Yes3,4 No No

(continued overleaf)

3 Single engined helicopters should not be used over accommodation spaces where these spaces form part of the superstructure of the vessel.

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

The size and type of helicopter that can operate to the helicopter landing area of a particular shipwill be determined by reference to the ship’s landing area “D” and “t” limitations, “D” being themaximum 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 ofthe size and weight details of helicopters in commercial use.)

The helicopter and its crew should comply with the operating standards required under Annex 6Part 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 amarine 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 Theyshould 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 offshoreoperations They should also be equipped with an emergency locator beacon operating on

f A qualified winchman should be carried whenever winching operations are envisaged Awinchman/cabin attendant may be carried in helicopters where the passenger/freight

compartment is separated from the flight deck

3.6 HELICOPTER LANDING GEAR

Wheel mounted helicopters are preferable to skid mounted helicopters for landing on a ship,especially if landing takes place when the vessel is moving slightly in a seaway, because the wheelswill provide improved traction The safety of skid mounted helicopters may be compromised by thepresence of even small obstacles located within the landing area, such as “Butterworth lids” ontankers Where immoveable objects are located on the landing area, the helicopter operator willneed to ensure that a safe touchdown can be carried out away from the presence of obstacles (seeSection 4.1.2 and Appendix F)

Weather conditions may restrict helicopter operations, depending upon whether the helicopter istwin or single engined, its certification status and the equipment it carries As a general rule, onlytwin engined helicopters that are certified and equipped to the highest standard and routinelyinvolved in marine operations should operate in conditions exceeding Sea State 4

Only helicopters certified and crewed for IFR operations should continue to operate when thecloud base is below 500 ft and when visibility is below 1 nautical mile Even these operationsshould normally cease when the cloud base drops below 200 ft and visibility below 0.75 nauticalmiles 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 ft vertical (clear of cloud) and 1 nautical mile horizontal

3.7.2 Wind Conditions Limiting Helicopter Operations

The accurate reporting of wind conditions, particularly when they are light and variable, cansignificantly 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 anddirection 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 isrelated to passenger and ground crew safety) However, under certain circumstances, it may benecessary 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 the deck during helicopter operations in high wind conditions.

3.7.3 Sea and Swell

Helicopter operations should not be carried out if there is a likelihood of sea or heavy spray on orabove the deck If possible, the master should ensure that spray, roll and pitch are kept to aminimum by selecting a suitable course and speed This is particularly important for preventingcircumstances where sea and spray may enter the helicopter’s engine (experience has shown thatsea spray ingestion can result in reduction of engine power or even engine failure) 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 tothe helicopter pilot Helicopter operations may need to be aborted in particular combinations ofship’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 ofhelicopter and the applicable operating rules (see Section 4.2.3)

When transfer of passengers by winch is necessary, control of excessive motion is particularlycritical, 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 Theship’s master should provide as stable a platform as possible, and a change of ship’s course may berequired 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 insuch circumstances if the helicopter operator is informed of the situation before the helicoptertakes off from base

If this results in the normal landing/winching facilities being unavailable, alternative arrangementswill have to be agreed between the master and the helicopter operator before the helicopterleaves its base

4.1 SHIP OPERATING AREAS

Note: When “D” is used in the following text, it represents the extent of the available operating area on or above the deck 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 suitable for landing helicopters The landing area

may consist of a purpose built structure located above the ship’s deck (referred to as a “purposebuilt landing area”) or a non purpose built area located on the ship’s deck (referred to as a “nonpurpose built landing area”) The landing area may be located on or over the bow or stern of theship, have an over-side or ship’s side location, or occupy an area amidships - usually on or near tothe ship’s centreline The landing area may also be used for winching operations provided that thewinching criteria described in paragraph 4.1.3 below can be satisfied However, where a landingarea 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 mostsuitable 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 availability of a suitable space on the ship.However, where there is more than one area identified and capable of accommodating the type ofhelicopter(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 ofobstacles and expected aerodynamic and ship 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 Noobjects should be located within the clear zone except aids whose presence is essential for the safeoperation of the helicopter, and then only up to a maximum height of 2.5 cm Such objects shouldonly be present if they do not represent a hazard to helicopters Where there are immoveable fixedobjects located in the clear zone such as a “Butterworth lid”, these should be marked

conspicuously and annotated on the ship’s operating area diagram (a document that providesvisual references to the helicopter pilot and supplements other information provided by the shipprior to commencing operations - see Appendix F)

In addition, a “manoeuvring zone” should be established, where possible, on the main deck of theship 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 whosepresence is essential for the safe operation of the helicopter, up to a maximum height of 25 cm

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 D at the ship’s side while the manoeuvring zoneshould extend to a distance of 2 D measured at the ship’s side Within this manoeuvring zone, theonly obstacles present should be those essential for the safe operation of the helicopter, with amaximum height of 25 cm (where there are immoveable fixed objects such as tank cleaning linesthey should be marked conspicuously and annotated on the ship’s operating area diagram) Anyrailing located on the ship’s side should be removed or collapsed along the entire length of themanoeuvring zone at the ship’s side (i.e over a distance of at least 2 D) The general arrangementsand markings for a non purpose built landing area on a ship’s side are shown in Figure 4.1, whilethe 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 thecentreline of the ship Where this is the case, the landing area should consist of a clear zonecapable of containing a circle with a minimum diameter of 1 x D No objects should be locatedwithin 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 ahazard to the helicopter (where, for a non purpose built landing area, there are immoveable fixedobjects 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 thecentreline of the landing area should be two symmetrically located 150 degree limited obstaclesectors with apexes on the circumference of the D reference circle (shown as Reference Points onFigure 4.2) Within the area bounded by these two sectors, containing the airspace used byhelicopters during the final stages of approach and/or departure and overshoot, and around theperimeter of the landing area D, there should be no obstructions above the level of the landingarea except obstacles whose presence is essential for the safe operation of the helicopter, and thenonly up to a maximum height of 25 cm To provide protection forward and aft from obstructionsadjacent to the landing area, an obstacle protection surface should extend both fore and aft of thelanding area to a distance of 1 x D 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 Themarkings 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 winching may be the only possibility (see Section 4.1.3).

Figure 4.1

Landing Area at the Ship’s Side

Figure 4.2

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

Figure 4.3

Markings for a Purpose Built Landing Area in an Amidships Centreline Location

Figure 4.4

Winching Operations Area

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 Awinching area should consist of a clear zone and a manoeuvring zone The clear zone should be atleast 5 metres in diameter and should have a surface capable of accommodating personnel and/orstores during winching operations In addition, the clear zone should be obstruction free Themanoeuvring 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 locatedbeyond the ship’s side Within the inner portion of the manoeuvring zone, extending to an overalldiameter of 1.5 D, obstructions may be permitted up to an overall height above the level of theclear zone of 3 metres Within the outer portion of the manoeuvring zone, obstructions may bepermitted up to an overall height above the level of the clear zone of 6 metres All obstructionsshould be clearly marked (see paragraph 4.5 (i)) The general arrangement for a winching area isshown 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 described in Section 4.4.3

Poop decks are generally subject to adverse aerodynamic effects and are susceptible to a greaterinfluence from wave motions A poop deck arrangement is therefore not recommended unless allother options have been exhausted

Where a poop deck arrangement is specified, potential problems may be eased by adopting gooddesign practices (see Sections 4.2.2 and 4.2.3) It may also help to manoeuvre the ship for helicopteroperations 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 areashould 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 theselected area can withstand the dynamic loads of the types of helicopter for which it is intended

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 ofthe influence of any aerodynamic and wave motion effects and in reality the objective should be toselect an appropriate area that, as far as possible, minimises these effects The principles and goodpractice in the following paragraphs will assist in this regard, always bearing in mind the need forclear access to the operating area and exit from it, preferably to the ship’s side

Note: For further information on relevant ship design considerations, readers are referred

to UK Civil Aviation Authority (CAA) Paper 2008/03 Helideck Design Considerations Environmental Effects, available from the Publications section of the website at

-www.caa.co.uk

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 anddisturbed airflow

b The flow of air around large items of the ship’s superstructure, such as the accommodationblock, which can create turbulence in their wake

c Hot gas flows emanating from funnel or exhaust outlets, which can create turbulence andhave thermal effects

The impact of such turbulence and thermal effects can be reduced by a number of design

considerations For example:

a In the case of a landing area located above the ship’s structure, an air gap separating thelanding area from the structure below should be provided to promote beneficial wind flowover the landing area

b The layout of the ship will usually include a number of tall, solid structures that rise above thelevel of the operating area These structures can generate significant wake downwind of thesource The operating area should therefore ideally be located upwind of significant sources ofturbulence, and any obstructions 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 ofhelicopters and so the aim should be to minimise the occurrence of temperature changes overthe operating area This can be achieved by ensuring that, wherever possible the operatingarea is maintained upwind of significant thermal sources Where significant thermal sourcessuch 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 effect on helicopterengine 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

The dynamic motions on ships caused by ocean waves - pitch and sway, roll and surge, and heaveand 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 Theselimits will depend on the following:

G The wave conditions and relative heading of the ship

G The size of the ship

G The motion characteristics of the ship

G Whether the ship is moored or underway

G Whether operations occur by day or night (see Section 4.6)

The principal factors in establishing motion limits for a safe helicopter landing are the verticalmotions of the ship (i.e rate of heave) in combination with its pitch and roll The heave motions atthe 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 beinfluenced by its location on the ship both longitudinally and transversely The pitching of a ship issuch that the vertical (heave) motion experienced at the landing area will generally be greatest ifthe landing area is located on the bow or stern of the ship, and least for a landing area locatedamidships Bow located landing areas can also be particularly vulnerable to damage from heavyseas unless mounted high above deck level Landing areas located on or over a ship’s side mayexperience large heave motions due to vessel roll, which will be more pronounced the further thelanding area is cantilevered off the ship’s side Landing or winching areas located on the bow orstern of the ship often present special difficulties for visual positioning especially during night timeoperations (see also paragraph 4.5 (h) regarding visual estimates).

Motion monitoring equipment is available that is compatible with the requirements of civil aviationauthorities and will detect, monitor, display and transmit motions experienced at the ship’s helicopteroperating 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 processclimatic information (see paragraph 4.5 (g)) in order that objective data is available to support andinform operational decision making Some authorities may also require systems for collection,retention and standard reporting of meteorological information by trained meteorological observers

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 reflectcurrent international standards and best practice However, as the colour of the main deck mayvary 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 conspicuous against the surface of the shipand 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 theship’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 theTD/PM circle should be 0.5 D The thickness of the TD/PM circle should be at least 0.5 m in widthand painted yellow The area enclosed by the TD/PM circle should be painted in a contrastingcolour, preferably dark green A white “H” should be painted in the centre of the circle, with thecross bar of the “H” running parallel to the ship’s side The “H” marking should be 4 m high x

3 m wide, the width of the marking itself being 0.75 m

The boundary of the clear zone, capable of enclosing a circle with a minimum diameter of 1 x Dand extending to a total distance of 1.5 D at the ship’s side, should be painted with a continuous0.3 m wide yellow line The actual D value, expressed in metres rounded down to the nearestwhole 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 totaldistance of 2 D at the ship’s side, should be marked with a 0.3 m wide broken yellow line with amark 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 withthe colour of the ship’s deck The perimeter of the landing area should be clearly marked with a0.3 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 andwith 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 thecentreline of the ship The dimensions of the “H” marking should be 4 m high x 3 m wide, thewidth 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 thepainted characters should be 1.2 m

Some additional considerations for helicopter operating areas are found in Section 4.5

4.4.1 Positioning a Winching Area

With the increasing use of helicopters for routine operations to ships, it is strongly recommendedthat, where it is impractical to provide a designated landing area, a winching area is provided overwhich the helicopter can hover safely while winching personnel or stores to or from the ship Thelocation of the operating area should enable the pilot 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 motioneffects described in Sections 4.2.2 and 4.2.3 Generally, it is not recommended to locate thewinching area near the bow of the ship In addition, it should not be located on the bridge wing inthe absence of a thorough risk assessment acceptable to the ship’s master and the helicopteroperator (see Section 4.4.2) The winching area should, if possible, be clear of accommodationspaces and provide adequate deck area adjacent to the manoeuvring zone where personnel canmuster, and provide for safe access to the area from different directions In selecting a winchingarea, 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 manoeuvring zone should, as far

as possible, be removed or retracted (see paragraph 4.5 (i) for marking of obstructions, paragraph4.6 (d) for night operations and Figure 4.5 for obstruction lighting)

The bridge wing will never be the ideal location for a winching area However, there may becircumstances where there is no practical alternative to use of the bridge wing, and in such cases athorough 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 theship’s bridge wing be permitted

4.4.2.1 Risk Assessment

Guidance on conducting a bridge wing risk assessment has been developed by a working group ofmarine and aviation experts established by ICS The resulting document, “Bridge Wing Operationsfor 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, ofmarine pilots to the bridge wing (BW) of ships under conditions where the size of the operationalsite precludes the application of the advice in this ICS Guide and the ICAO standards The

assessment applies both to the helicopter and ship elements of BW operations It represents ageneric risk assessment of BW operations and does not make any assumptions about any specificnational 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 theModel Risk Assessment Matrix of Annex 1 of Appendix H

BW operations can be conducted safely provided the controls, in the form of equipment, proceduresand conditions, are applied as recommended The risk assessment guidance document does notremove the necessity for individual risk assessments by ships and helicopter operators to ascertainwhether such operations can meet the standard intended by their Safety Management Systems

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 bepainted in a conspicuous colour, preferably yellow, to contrast with the surrounding paintwork ofthe ship The perimeter of the outer portion of the manoeuvring zone should be marked with aconspicuous 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)

Within the inner portion of the manoeuvring zone, based on a circle of diameter 1.5 D but outsidethe clear zone, should be painted the words “WINCH ONLY” in suitably large and conspicuouslettering (ideally 2 m - 5 m white characters) The inner portion of the manoeuvring zone may beindicated 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 in Section 4.5

HELICOPTER OPERATING AREAS

In addition to the marking arrangements described in Sections 4.3 and 4.4, the ship operatorshould ensure that:

a Provision is made to keep the landing or winching area free of contaminants, includingsurface water

b An overall coating of a non-slip material is applied over the whole of the marked area for thebenefit 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 removablesemi-recessed tie-down points should be considered, adequate to secure the largest helicopterfor 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 crewcan 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 bepainted in a contrasting colour 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, airtemperature and pressure settings used by pilots, visibility, cloud base, present weather andsea state (see also Section 3.7)

h The ship has a means of obtaining accurate pitch, roll and heave measurements at the landingarea 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 alsoSection 4.2.3) The use of visual estimates is not recommended (See also Section 3.7.)

i Obstructions close to or within the operating area, which may present a hazard to helicopteroperations, need to be readily visible from the air and should be highlighted Painting ofobstructions 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 beachieved either by the use of flood lighting or by other appropriate lighting methods1

Note: Unless adequate lighting is provided, landing/winching operations should be confined to daylight only.

b A wind direction pennant should be provided to indicate the wind conditions at the operatingarea 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 generallyover the ship

c The use of flash photography should be avoided during the landing or take off of helicoptersand during winching operations to avoid distracting the flight crew

d The ship’s master should ensure that floodlights are arranged to illuminate the whole of thestructure 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 4.5shows an example of an overall lighting scheme required for night helicopter operations

Figure 4.5

Representative Landing Area Lighting Scheme

Note: Other appropriate lighting schemes may be used.

1 Reference to: Annex 14 Volume II Chapter 5 of the ICAO Convention on International Civil Aviation and CAP 437 (Offshore Helicopter Landing Areas - Guidance on Standards) published by the United Kingdom CAA.

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 II-2 Regulation 18 which stipulates requirements for shipsfitted with special facilities for helicopters Such special facilities may include fixed helideck structuresand 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 bridge wing winching operations should give particular consideration to theprovision of appropriate fire fighting appliances and rescue equipment in the vicinity of thewinching operation and in light of the risk assessment conducted (see also Section 4.4.2.1)

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 allweather conditions in which helicopters can operate The system should becapable of delivering a discharge rate as identified below for at least fiveminutes

solution (litres/min)

H 2 From 15 m up to but not including 24 m 500

H 3 From 24 m up to but not including 35 m 800Fire 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

- grab or salving hook

- heavy duty hacksaw, completewith 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

5.1 COMMUNICATIONS

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 directly between the helicopter and the ship andnot 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 partyinvolved, a standard message format as set out in Appendix B is recommended A similar butabbreviated 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 shipcan provide for landing or for winching is exchanged and acknowledged between the ship and thehelicopter operator Information on the diameter of the clear zone of the landing area (or of themanoeuvring zone of a winching area) and its position on the ship must be provided by the ship tothe helicopter operator in the first exchange of messages and should receive formal

acknowledgement (see Appendix B)

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

When a flight is scheduled, the Officer of the Watch (OOW) should send a weather report to thehelicopter operator to arrive at least one hour before the scheduled time of departure from theheliport

Responsibility for monitoring and reporting the weather conditions rests with the ship If it is likelythat conditions will exceed the following, the helicopter operator should be advised:

G Mean wind speed greater than 40 knots

G Gusts greater than 50 knots

G Horizontal visibility less than 2 miles

G Vertical visibility less than 500 feet

G Significant wave height greater than 3 metres

Note: With regard to pitch, roll and heave, the maximum limits vary according to

helicopter type The master should check specific helicopter limits with the helicopter operator (see also Section 3.7).

SHIP OPERATING PROCEDURES

5.2.2 Departure of Helicopter from the Heliport

When the flight departs, the helicopter operator should inform the ship and provide the initialestimated time of arrival (ETA) at the ship, so that all necessary arrangements to receive the flightcan be conducted

The OOW should then notify the Deck Party Officer (DPO) of the incoming flight The OOW shouldalso 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 thehelicopter 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 4.7should 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 fightingequipment 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 andany 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 downdraughtfrom 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 inadvertentdischarge

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 beswitched 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 soledshoes to avoid shocks from static discharge

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

l 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 measures additional to those in 5.2.3.3 should be taken:

a The DPC should be made aware that a landing is to be made

b The DPO should satisfy himself that the operating area is free of heavy spray or seas on deck

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

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

5.2.4 Pre-Arrival Checks from the Helicopter

On initial radio contact between the helicopter and the ship (normally at least 15 minutes beforeETA), the helicopter pilot should give the updated ETA and request the latest weather Thehelicopter pilot should also ask the OOW to confirm the type of operations to be undertaken andshould check the following (see Appendix B, Section G.A):

a The ship’s exact 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 thewinching area, as appropriate

c That the DPC is ready and the operating area is clear of unnecessary personnel

d That the fire fighting equipment is ready

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

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

g The details of any return load

The DPO should be advised by the OOW of the updated ETA and should confirm that the DPC isready to receive the helicopter

After the initial contact, the helicopter pilot should make routine positioning calls every tenminutes 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.