HELIDECK OPERATIONS
AND PROCEDURES
MANUAL
Document Control Sheet
Control Information
Title Document (NL)
Title Document (UK) Helideck Operations and Procedures Manual
Type Document (NL/UK) Industrie Leidraad/Industry Guideline
Control Number: 14
Control Status: Controlled / Uncontrolled when Printed.
Issue Status This document has been published electronically on the NOGEPA Website.
In order to maintain this document as a “controlled copy" any formal revisions will
be published via this Website and should replace all previously issued revisions.
Document Review Timeframe for document review – C3
C1 - 12 Months C2 - 24 Months C3 – 36 Months
Revision History
Rev Date Description Author Reviewed. Reviewed Approved
0 First Issue M.Meskes
1 30-09-2009 Revision 1 J. Klootsema S.Floore R. Happé C. Guéritte
This document will be controlled by the NOGEPA Secretary.
This document will be sent to the NOGEPA Executive Committee for approval if:
- A new NOGEPA Guideline is issued.
- Significant changes are made to the content of a particular NOGEPA Guideline
All other changes and revisions will be approved by the Health and Safety Committee.
Introduction
Purpose
To provide information on the management and operation of offshore helidecks on mining installations
and vessels, and the provision of suitable arrangements to assure their availability under both normal
and emergency situations.
General Information
Since oil and gas exploration began on the Dutch Continental Shelf, the Offshore Industry has been
dependent on the efficient use of helicopters for logistics and emergency support. The primary role is
moving people to and from their workplaces on the offshore facilities. Other roles include freight
movement, emergency evacuation and search and rescue.
The helicopter’s evolution, over the years since the late 60’s, into a routine “workhorse” has inevitably
brought its operational support activities into sharper focus. The harsh operating environment, some
serious and fatal incidents and the emergence of goal setting offshore safety requirements, have all
contributed to a greater awareness concerning the problems associated with operating helicopters in a
maritime environment.
The greater awareness of operating is generally not matched by a clear understanding of the technical
requirements associated with the interface between aeronautical / oil and gas / marine operations.
Guidelines are intended to contribute to the level of technical understanding in the offshore oil and
gas industry and work in connection with it. They focus on the various elements of offshore helideck
operations and the achievement of higher standards of safety and operability.
They are:
• Regulatory requirements and auditing.
• Helideck inspection.
• Helideck operations.
• Maintenance.
• Competence and training.
• Comments are welcome to [email protected] After 1 year we will review comments received and
consider preparing a revision.
Copyright Statement
All rights reserved. No part of this publication may be reproduced in a retrieval system or transmitted
in any form or by any means including, but not limited to: electronic, mechanical or photocopying without the permission of:
NOGEPA
Koningin Julianaplein 30-05B
Postbus 11729
2502 AS – ‘s-Gravenhage
The Netherlands
Chapter 1
Table of contents
: Relevant Legislation
Chapter 2
Chapter 3
Chapter 4
Chapter 5
Chapter 6
Chapter 7
Chapter 8
Chapter 9
Chapter 10
Chapter 11
:
:
:
:
:
:
:
:
:
:
Helideck Regulations
Operating Procedures
Special Procedures
Communication
Helicopter Loading
Transportation of special loads
Refuel Facilities
Helicopters frequently used
Company Specific Requirements
Appendices
GLOSSARY OF TERMS AND ABBREVIATIONS
Most of the terms below are used in this document, however the list also includes other terms in common
use in Logistics and Air Logistics.
µ
150° sector
180° sector
210° sector
ADELT
AFFF
(Pronounced “mu”) measurement of friction.
Obstructed Sector of a helideck / Limited obstacle sector. (= LOS)
Vertical Obstacle free Sector of a helideck.
Obstacle free Sector of a helideck. (= OFS)
Automatically Deployable Emergency Locator Transmitter.
Aqueous Film Forming Foam.
Aircraft Operator Company operating helicopters.
CO2
CPI
“D”
“D” circle
dB(A)
DSV
ERP
ERT
ETA
HDA
HLO
HSE
IATA
IFR
IMC
Inbound Flight
Installation
NDB
NAI
NUI
O.C.
OIM
Platform
Rig
RO
R/T
SAR
VFR
VHF
VMC
Z
Carbon Dioxide.
Crash Position Indicator.
The largest overall dimensions of the helicopter when rotors are turning. This
dimension will normally be measured from the most forward position of the main rotor
tip path plane to the most rearward position of the tail tip path plane.
A circle, usually imaginary unless the helideck itself is circular, the diameter of which
is the “D” value of the largest helicopter the helideck is intended to serve.
Decibels – a measure of noise level.
Diving Support Vessel.
Emergency Response Plan.
Emergency Response Team.
Estimated Time of Arrival.
Helideck Assistant.
HLO.
Health and Safety Executive.
International Air Transport Association.
Instrument Flight Rules.
Instrument Meteorological Conditions.
Flight from offshore to onshore.
Oil/gas production platform or rig (also known as mining installation).
Non-Directional Beacon.
Normally Attended Installation.
Normally Unattended Installation.
Oil Company
Offshore Installation Manager.
Production platform.
Drilling Rig.
Radio Operator.
Radio Telephony.
Search and Rescue.
Visual Flight Rules.
Very High Frequency.
Visual Meteorological Conditions.
ZULU (Time Scale).
Chapter 1
Relevant Legislation
Chapter 1 – Relevant Leglisation
1. Introduction
This chapter is intended to provide the HLO
with a brief overview of the regulations on the Dutch North Sea. Emphasis is placed on the responsibilities of the HLO/HDA
1.1 International regulations
There are a number of international organizations,
that have established regulations, rules or guidelines that are used as basis by individual countries for the establishment of their own regulations.
1.2 Joint Aviation Authority
The Joint Aviation Authority (JAA) is an orga-
nization in which more than 20 countries in Europe cooperate to establish requirements for the safe operation of aircraft. The national aviation authorities of the countries bordering the North Sea offshore are all represented in the JAA.
1.3 ICAO
The International Civil Aviation Organization
(ICAO) is a worldwide organization, which has
established standards of practice, which are accepted as being normal for the aviation industry. The JAA and its member countries operate to the ICAO standards as a minimum.
1.4 EASA The European Aviation Safety Agency is the centerpiece of the European Union’s strategy for aviation safety. It monitors the implementation of standards through inspections in the Member States and provides the necessary technical expertise, training and research. Their mission is to promote the highest common standards of safety and environmental protection in civil aviation.
2
Chapter 1 – Relevant Legislation
1.5 The Netherlands
Which regulations do apply?
Regulations covering the duties of a Helicopter Landing Officer employed in areas under the control of the Netherlands are to be found in the following publications
• Dutch Mining Regulations
• Arbobesluit 2.41.3
• JAR Ops. 3
• ICAO annex 14/18 • CAP 437
1.5.1 Related duties.
There are a number of duties that may be
carried out by a person or persons working in support of the helicopter activities. All
personnel when carrying out such duties
shall be under the direct control of the HLO.
1.5.2 Nogepa training courses
The standards for HLO and HAD training can be found
in the NOGEPA Training Handbook:
1.1 HLO
1.3 HDA 2.6 Fire team member 2.8 Fire team leader 2.9 Fire team (NUI)
3
Chapter 2
Helideck Regulations
Chapter 2 – Helideck Regulations
2. Introduction
This section describes the regulations, guide-
lines and mandatory instructions for the
management, operation and equipping of
helidecks on offshore installations and vessels operating in the Dutch sector of the North Sea.
Obstacles with respect to the landing
area.
2.1 Obstacle free area above the
helideck level.
The upper side of the landing area and the
horizontal area leading to it is bordered by an imaginary circle with a radius of up to 500 meters. The center of this circle is situated on the arc of the inscribed circle "D". That imaginary circle is divided into two
sectors:
Sector "A" with an angle of 210°. Sector "B" with an angle of 150°.
In sector "A" there may be no obstacles
penetrating the plane of the circle "D" that are
higher than 0.25 meters.
In sector "B" out to a distance of 0.62 "D"
measured from the center of the helideck, objects shall not exceed a height of 1/20 "D" with a maximum height of 1.1 meters above the plane of the helideck. Beyond that arc, out to an overall distance of 0.83 "D", an imaginary plane slopes upwards
with a gradient of 1 in 2 from a height of 1/20 "D". Obstacles, situated outside the limited obstacle sector within a distance of 1/2 "D" from the edge of the helideck, must be correctly marked and provided with obstacle lighting (red).
Obstacle free area below the helideck
level.
This area must extend over an arc of at least
180° with the origin at the center of the Touch down and Lift Off area (TLOF), with a descending gradient at a ratio of one unit
horizontally to five units vertically (5:1) from the edge of the TLOF within that 180° sector.
2
Chapter 2 – Helideck Regulations
2.2 Illumination of the helideck and the
surrounding area.
During the hours of darkness, and if the visibility is 1500 m or less, helideck and obstruction lighting must be switched on not less than 5 minutes before
any expected helicopter operation.
Types:
2.2.1 Surface lighting (floodlighting)
The landing area must have non-dazzling surface
lighting (Flood Lights). They must allow the pilot to see the deck markings, not blind him.
2.2.2 Perimeter lighting
The regulations state that the landing area must be
delineated by green omni directional lights, spaced at intervals of not more than three (3) meters around the perimeter of that landing area.
2.2.3 Obstruction lighting
Red omni-directional obstruction lighting of at least
10 candelas, must be fitted to all high structures
including the jibs of cranes. High obstructions should where possible be illuminated by floodlights, shining upwards along the obstruction.
3
Chapter 2 – Helideck Regulations
2.3 The anti slip net
There must be an adequate friction coefficient in
both wet and dry conditions to allow the helicopter to remain in one place on the deck without slipping.
It must have friction coefficient of at least µ = 0.65.
If an “antislip net”, or “landing net”, is used to
achieve the required levels of grip for the helicopter, it must:
• be made of a material that is not a hazard for helicopter turbines.
• it must have at least ø 15 mm, but not more than Ø 20 mm
• cover the aiming circle
• have a mesh which is not less than 200 mm and not more than 250 mm and in such a way that it cannot slide or change size
• be secured every 3.0 meters around the landing area perimeter
• be tensioned to approximately 2225 N
(500 lbs). Where no device is available to
test the tension a simple test may be done by standing in the middle of the net (with the feet in the mesh of the net) and lifting the net. If the net does cannot be raised more than ± 25 cm and returns smartly to the deck then the tension is considered to be adequate
An alternative to the traditional landing net is to use frictape. When frictape is used chocks must be used to secure the helicopter on deck.
2.4 Clear landing area
The helideck must be kept free of any snow or ice
during helicopter operations. Equipment for this purpose must be available on the installation at all times.
2.5 Perimeter safety net
A flame retardant safety net must be installed
around the helideck, unless safety is ensured by another construction. The net should be made of fire resistant flexible material that is protected against the influences of weather, and have a mesh not more than 80 mm. The net should be secured in such a way that its
inboard edge is below the edge of the helideck and with its outboard edge at least 1.5 meters away from the edge of the helideck, sloping upwards with an angle of 10° and not exceeding a height of 0.25 m above the plane of the landing area.
4
Chapter 2 – Helideck Regulations
2.6 Access to the helideck
The helideck must be accessible from at least two
points, positioned as far as practically possible from each other.
2.7 Meteorological equipment
2.7.1 Wind sock
A windsock must be installed to give an indication of
the direction and condition of the wind over the landing area. The windsock should be positioned in the vicinity of the helideck and be clearly visible to the pilot of the helicopter during the approach.
For night operations the windsock must be clearly
illuminated.
2.7.2 Weather instruments
Permanently manned offshore installations must be
equipped with calibrated instruments to measure the current weather conditions in order to be able to
inform the pilot. The instruments must include at
least: • an anemometer - to measure wind speed
and direction • a barometer – to measure air pressure • a thermometer – to measure air temperature
2.8 Operational equipment
Offshore installations must have available, in the
immediate vicinity of the helideck, all the equipment
that will be needed for use in connection with helicopter operations including:
1. Rope, bonding material;
2. Chocks or sand bags (min. 4);
3. A scale for weighing the baggage;
4. An electrical power supply.
5
Chapter 2 – Helideck Regulations
2.9 Passenger safe areas
A poster indicating the safe areas that passengers
must use when leaving or approaching the helicopter
should be placed in a prominent position on the installation.
2.10 Emergency rescue equipment
(crash box)
The equipment which will be necessary in the event
of an accident involving a helicopter must be in the vicinity of the helideck and must be ready for use. This will include at least the following items:
1. Fireman's rescue axe.
2. Hacksaw with heavy duty blades.
3. Minimal two (2) spare heavy-duty blades.
4. Grab hook.
5. Crash knife.
6. Crowbar with a length of 100 cm.
7. Large bolt cutter 24". (60 cm.)
8. Fire blanket.
9. Fire resistant gloves. (2 pair)
10. Safety (rescue) line with a breaking strain of
250 Kilogram, length 15 meters and 15 mm in diameter.
11. Ladder. (Advice = 3 meters)
2.11 Personnel requirements.
On every installation, during helicopter operations
there must be a number of trained persons (at least 2) at or near the access points to the helideck.
Each person should be fully trained in helicopter fire
fighting and rescue procedures.
(Nogepa training course 2.6/2.8/2.9)
Firefighting personnel must wear the correct protec-
tive clothing.
6
Chapter 2 – Helideck Regulations
2.12 Fire fighting equipment requirements
The following fire fighting and rescue equipment
must be located, for immediate use in the event of
an accident. It is advised to have a system for
testing the equipment.
2.12.1 Foam forming agent
The minimum requirement for foam production is six
(6) litres of the solution per minute, per square meter of the landing area, for a duration of not less than five (5) minutes. In case of film forming foam the quantity maybe reduced with one third.
2.12.2 Dry powder extinguishers
There must be one (1) or more dry powder fire ex-
tinguishers having an overall capacity of not less than forty five (45) kg.
2.12.3 Other extinguishers
There must be other extinguishers (with long lance)
having a total content of not less than eighteen (18) kg of carbon dioxide (CO2).
2.12.4 Water hoses
There may be at least two (2) water hoses, with
adjustable nozzles.
2.12.5 Ring line system
The foam forming agents system mentioned above
may be replaced by a ring line system equipped with spray heads that the landing area can be covered with foam in all weather conditions. In such cases the two (2) hose lines mentioned above, must also be able to produce foam.
2.13 Safety notice boards
At the access points to the helideck there should be
Notice Boards prominently placed and written in the languages that are normally spoken on the platform.
"Safety Notice Boards" should contain at least the
following:
1) Safety Notice Board.
2) No smoking. 3) Beware of the tail rotor. 4) Use the safe approach routes. 5) Do not approach the helicopter while the Anti- collision lights are flashing. 6) No hard hats without chinstraps secured. 7) No loose headgear.
7
2.14 R.A.C.I. Chapter 2
Responsible Accountable Consult
Inform
1
Obstacles above/on the helideck
HLO
HLO
Pilot
OIM/ O.C.
2 Illumination of the helideck and the
surrounding area
HLO HLO/OIM - Pilot/
O.C.
3
Anti slip net / perimeter safety net
HLO
OIM
Pilot Pilot/
O.C.
4 Meteorological equipment
OIM
OIM
O.C. Pilot/
O.C.
5
Fire fighting equipment / crashbox HLO/OIM OIM
O.C. Pilot/
O.C.
6 Personnel requirements
R = Responsible A= Accountable C= Consult I = Inform
Chapter 2 – Helideck Regulations
OIM
OIM
O.C. Pilot /
O.C.
8
Chapter 3
Operating Procedures
Chapter 3 – Operating Procedures
3. Introduction.
Helicopter safety is the concern of all personnel
involved in helicopter operations. The helicopter
landing officer can make his particular contribution to
safety with helicopters, and safety in general, by his
good example. This includes:
• his ability to act as a leader of a team that
will work for and with each other to ensure a
safe and efficient operation.
• his ability to act as a source of information
concerning helicopter operations
• instilling safety awareness to installation staff
and passengers
• his ability to assist the helicopter crew
• his ability to respond quickly and efficiently
to any emergency situation
The HLO will as part of his daily routine organize toolbox
meetings with his crew.
Duties of the HLO.
The regulations (see chapter 1) define the
responsibilities of the HLO, but do not
necessarily name all of his duties. The allocation of
the duties and tasks to the HLO
is the responsibility of the Offshore Installation
Manager.
3.1 Routine precautions:
When a helicopter has landed on the helideck there
are a number of routine precautions that must be
observed by all personnel involved in the helicopter
operation:
3.1.1 Control of Crane Operations
The HLO should ensure that crane are not operated and
clear of the helideck during times when helicopters are:
landing, taking off or are on deck with rotors running.
If a crane is not in the parked position, its status should
be given to the pilot at the time of giving clearance to land.
3.1.2 Approaching the helicopter:
Only approach the helicopter when the "Anti-collision
Light(s)" have been switched "Off".(see Chapter 9
for location(s)). This will indicate that the pilot is
satisfied that it is safe to approach the helicopter via
the designated approach areas. The pilot will nor-
mal y confirm this by giving a hand signal “Thumbs
Up”.
2
Chapter 3 – Operating Procedures
3.1.3 Rotor blades:
The different forces of air produced by the turning
rotor blades can blow off helmets etc. and lift loose
articles into the air.
3.1.4 Static electricity:
Ensure that during the refueling operation the
correct bonding procedures are carried out at all
times. (Chapter 8)
3.1.5 Engine air intakes and exhausts:
Stay well clear of the engine air intakes and exhausts
at all times.
3.1.6 Fire fighting equipment:
Helideck fire fighting equipment must be ready for
use at all times during helicopter operations. It is the
responsibility of the HLO to
ensure that the periodic tests have been carried out
at the required times, and that the equipment
certifications are within date
3.1.7 Floatation gear:
Stay clear of the flotation gear where possible
3.1.8 High wind conditions:
Passenger safety is of prime importance at all times,
but special care must be taken during periods with
high wind speeds over the helideck.
3.1.9 Passenger information:
The person signing the manifest is expected to ensure that
the passengers have been properly briefed. (Safety
DVD). The HLO should ensure that the items listed
on the manifest have been transferred.
3.1.10 Before the flight:
The passenger briefing DVD should be shown
before each flight, unless the flight is continuing with
the same aircraft and the same passengers within 24
hours.
3.1.11 During the flight:
Safety features cards are available in the helicopter
to inform the passengers of the available emergency
facilities. During the flight, passengers are required
to follow the procedures as laid down by the
helicopter operator, and in particular to follow any
instructions given by a member of the helicopter
crew.
3
Chapter 3 – Operating Procedures
3.1.12 Seat belts:
Seat belts must remain fastened at all times during
the flight!
3.1.13 Smoking:
The "No Smoking" sign must be observed at all
times.
3.1.14 Survival suits.
Oil companies issue survival suits to be worn during
the flight. These suits must be worn correctly to
function properly. Change of the suits should be
done below the helideck!
3.1.15 Unusual occurrences:
Any unusual occurrences, such as noises, leaks or
smells should be reported to a member of the
helicopter crew immediately.
3.1.16 After the landing:
Passengers must remain seated with their seat belts
fastened. The seat belts may only be released when
the illuminated "fasten seat belts" sign has been
switched off and the cabin door has been opened by
a member of the helicopter crew or by the Helicopter
Landing Officer. Disembarking of the helicopter is
only allowed, when guided by the HLO/HDA.
3.1.17 Operation of Cabin Doors
Cabin doors on the different aircraft all have there
specific techniques for operating. The HLO should
receive operating instructions for the types of helicopters
landing on his installation. If not familiar the HLO should
ask instructions from the pilot. Never apply force.
3.2 Recommended checklists for the HLO
The following checks are recommended as a general
guide for the HLO, to assist him
in the daily duties concerning the helicopter
operations to and from his, or her, installation, or
vessel. The HLO normally
carries out most of the checks, but some checks may
be carried out by other personnel under his, or her,
direct control. (See appendix 1 & 2). 4
Chapter 3 – Operating Procedures
3.2.1 Daily Checks of Equipment and
Facilities.
The helicopter deck and landing area must be
checked each and every day. The following is a
suggested list of the items that are to be checked on
a routine basis:
• General condition of the landing area
• Condition and tension of the landing net
• Condition of visual aids, marking, lights, and
illuminated windsock
• Condition of perimeter safety nets
• Deck (operational) equipment including heli-
copter starting equipment
• Emergency equipment
• Refueling facilities (if appropriate)
• Availability of fire fighting equipment
• Safety notices
• Effect of bird dropping
For more information, see appendix 1& 2
Any deficiencies shall be corrected or reported in
the maintenance system and to the helicopter operators.
5
3.3 R.A.C.I. Chapter 3
Responsible Accountable Consult
O.C.
Inform
Pilot /
Passengers 1 Routine precautions 2 Daily/Weekly/Yearly checks of
HLO HLO/OIM OIM OIM/O.C.
Pilot/ Passengers
3
equipment and facilities
Pre Landing checks
HLO/OIM
HLO HLO
O.C.
O.C.
OIM/O.C.
Pilot
R = Responsible A= Accountable C= Consult I = Inform
Chapter 3 – Operating Procedures
6
Chapter 4
Special Procedures
4.1 Helideck emergency procedures
It is vital that the HLO has well
established procedures to deal with any emergency
that may arise. Special attention must be paid to
access the Company Emergency Procedures Manuals
to coordinate an efficient system of covering all
emergency situations.
4.1.1 Plan of action.
It is important to have a plan of action ready for
emergency situations; such a plan should include
items such as:
1.
2.
3.
4.
Briefing and alerting of personnel
Positioning of equipment
Communication
Consult the Emergency Response Plan of
the responsible oil company
4.1.2 Examples of potential emergency
situations.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Fire during the refueling operation.
Engine fire during start up.
Obstructed or damaged helideck.
Helicopter heavy landing developing into a
fire situation.
Helicopter ditching near your installation.
Fire alarm on another part of the installation
during helicopter operations.
Man overboard alarm during helicopter
operations.
Evacuation of the installation.
Evacuation of an installation close to your
own.
Chapter 4 – Special Procedures
10. Transport of sick or injured personnel.
11. Excepting survivors from another installation
or vessel.
12. Fire in helicopter cabin.
13. SAR duties and contingencies
14. Attempted “wheels up” landing
4.1.3 Control of helideck emergencies
See appendix 3
2
4.2 R.A.C.I. Chapter 4
Responsible Accountable Consult
Inform
1 Helideck Emergency Procedures
R = Responsible A= Accountable C= Consult I = Inform
Chapter 4 – Special Procedures
HLO
OIM
OIM
O.C.
3
Chapter 5
Communication
5.1 Communication responsibilities of the
HLO.
Scope of responsibility
Before and during the helicopter operations the
HLO has to maintain good
communications by one of the following methods:
A.
B.
C.
Radio messages.
Light signals.
Hand signals.
With possibly one or more of the following:
•
•
•
•
•
•
•
•
•
•
Helicopter pilot
Helicopter crew when on the helideck
Radio operator
Crane operators
Standby vessel
Fire and rescue crew
Passengers
Loaders
Refueling Crew
HMI or Ships captain
Chapter 5 – Communication
5.1.1 Communication radiotelephone
The HLO should be equipped
with a portable transceiver set, operating on the
same VHF frequency as the pilot of the visiting
helicopter and the Radio Operator.
The HLO may only act in advi-
sory capacity e.g. "Deck clear" or "crane up, but
stationary".
Note:
1. Radio operators and HLOs
will not assume the authority of air traffic
control, but will only act in an advisory capacity.
2. Correct handover procedures between the Radio
Operator and the HLO
must be followed at all times.
3. In practice the R.O. will constantly be in contact
with the pilot, starting 5 minutes before ETA.
The HLO has a headset with which he can
communicate with the pilot about practical issues
relating to the heli on deck
2
5.1.2 Phonetic alphabet.
When transmitting an helicopter call sign or spelling
words the "Phonetic alphabet" must be used at all
times.
A: Alfa.
B: Bravo.
C: Charlie.
D: Delta.
J: Juliet.
K: Kilo.
L: Lima.
M. Mike.
S: Sierra.
T: Tango.
U: Uniform.
V: Victor.
E: Echo. N: November. W. Whisky.
F: Foxtrot.
G: Golf.
H: Hotel.
I: India.
O: Oscar.
P: Papa.
Q: Quebec.
R: Romeo.
X: X ray.
Y: Yankee.
Z: Zulu.
5.1.3 Phonetic numbers.
When transmitting figures, the following pronun-
ciation must be used:
0: Ze-ro. 1: Wun. 2: Too. 3: Three.
4: Fow-er. 5: Fife.
8: Ait. 9: Nin-er.
5.1.4 Readability scale.
6: Six. 7: Seven.
Chapter 5 – Communication
The following scale should be used when reporting
on radio strength and clarity:
STRENGTH 1. = Means unreadable.
STRENGTH 2. = Means readable intermittently.
STRENGTH 3. = Means readable with difficulty.
STRENGTH 4. = Means readable.
STRENGTH 5. = Means perfectly readable.
3
5.1.5 Standard words and phrases.
The following list of words and phrases should
be used during normal radio communication
procedures
WORD OR PHRASE. =
THE MEANING.
ACKNOWLEDGE:
AFFIRM:
APPROVED:
BREAK:
CANCEL:
CHECK:
CLEARED:
CONFIRM:
CONTACT:
CORRECT:
CORRECTION:
DISREGARD:
HOW DO YOU READ:
I SAY AGAIN:
MONITOR:
NEGATIVE:
PASS YOUR MESSAGE:
GO AHEAD:
READ BACK:
REPORT:
REQUEST:
ROGER:
SAY AGAIN:
SPEAK SLOWER:
STANDBY
VERIFY:
WILCO:
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Let me know that you have received and understood the message.
Yes.
Permission for proposed action granted.
Indicates the separation between messages to different stations.
Annul the previously transmitted message.
Examine a system or procedure.
Authorized to proceed under the conditions specified.
Have I correctly received the message, or did you receive my
message correctly.
Establish contact with.
That is correct.
An error has been made in this transmission, the correct version is.
Consider the transmission as not sent.
What is the readability of my transmission.
I repeat for clarity or emphasis.
Listen out on (frequency)
No, or permission not granted, or that is not correct.
Proceed with your message.
Proceed with your message.
Repeat all, or specific part, of the message.
Pass requested information.
I would like to know, or I wish to obtain.
I have received all of your last transmission.
Repeat all after, give the last received word.
Reduce rate of speech.
Wait I will cal you(no onward clearance to be assumed)
Check and confirm.
I understand and will comply.
Chapter 5 – Communication
4
5.1.6 Frequencies used in the Dutch area of
the North Sea.
VHF:
North of 53° North, but with the exception of blocks
K18, L16 and L17.
Primary frequency =
125.175 MHz.
South of 53° North, but with blocks K18, L16 and
L17 included.
Primary frequency
=
122.950 MHz.
Chapter 5 – Communication
Den Helder frequency 131,5 MHz 5.1.7 Helicopter call signs.
The helicopter call sign will be the phonetic
pronunciation of the registration letters of the heli-
copter, or a specific company call sign.
Once communication has been established the
registration may be abbreviated to:
e.g.
Maple 1, 2, 5, 7, etc.
Bristow 53, 56, etc.
If your station is called but you are uncertain as to
the identity of the station calling, transmit the
following:
“Station calling (Platform name) say again”.
5.1.8 Message content
All messages must be short and to the point.
5.1.9 Time
Times used should be in UTC (Universal Time
Coordinated) but in some areas of the North Sea
local time is used, but always using the 24-hour
clock.
5
Chapter 5 – Communication
5.1.10 Departure message
If the next destination of the helicopter is an onshore
airfield, the installation Radio Operator passes a
"departure message" to operations on the airfield. Giving the
following information:
A. Helicopter call sign.
B. Destination and estimated time of arrival (ETA).
C. Persons on board (POB) /Passengers (PAX).
D. Amount of cargo.
Under certain conditions the helicopter pilot may
request a “radio watch” until radio contact has been
made with the Flight information region (FIR) or an
other offshore station.
5.1.11 Distress and urgency communications
(MAYDAY)
Distress and urgency traffic must receive absolute
priority over all other transmissions. A distress
message should first be passed on the frequency in
use. All stations that hear the distress message must
immediately cease all other transmissions that are
likely to interfere with the distress traffic. Always
acknowledge a distress message, and try to collect
as much information as possible including:
A. Aircraft call sign or name of ship.
B. Nature of the distress.
C. Present position.
D. Height (aircraft)
E. Heading.
F. Speed.
G. Number of persons on board. (POB)
H. Captains intentions.
I. Any other information that may help in the rescue.
All subsequent messages concerning the distress
should be preceded by the word MAYDAY. The
station that takes control of the Mayday should
impose silence on all other stations using that
frequency (or the distress frequency) by making the
following transmission:
”All stations this is (platform name) stop transmitting
mayday in progress.”
If and when the Mayday is over the "radio silence"
should be cancelled by:
“All stations this is (platform name) distress traffic
ended.”
6
Chapter 5 – Communication
5.1.12 Weather information
When the helicopter is approaching your platform the
pilot will request a “weather up-date” for specific
items of the weather conditions.
Weather up-date:
A. Wind direction
B. Wind speed
C. Any other last minute changes.
D. Visibility (best guess)
E. Cloud base (best guess)
5.1.13 Hand marshalling signals
See appendix 4
7
5.2 R.A.C.I. Chapter 5
Responsible Accountable Consult
Inform
1 Helideck communication
2 Weather Information
HLO
HLO
HLO
HLO
Radio-
Operator/OIM
Radio-
Operator
Radio-
Pilot/
OIM
Pilot
3 Hand marshalling signals
R = Responsible A= Accountable C= Consult I = Inform
Chapter 5 – Communication
HLO HLO Operator/Pilot Pilot
8
Chapter 6
Helicopter Loading
Chapter 6 – Helicopter loading
6. Introduction
The hlo is responsible for all those engaged in operations
on or near the helicopter landing area (not the pilots), including
those engaged in loading and unloading duties.
6.1 Loading duties
Correct loading of the helicopter is the responsibility
of the helicopter crew. Loaders may be detailed to
give assistance. Those engaged in loading operations
are required to be under the direct control of the
HLO.
6.1.1 The HLO is responsible
for the following operations:
A. Control the movement of all personnel (HDA)
on or near the helideck, including baggage, disemb-
arking and embarking passengers.
B. Control of all personnel engaged in the loading
and unloading duties
C. The HLO will have
control of the passengers donning survival
suits and after boarding the helicopter, the
correct way of wearing the life jacket and PLB
and before closing the doors that all the seat
belts are secured.
D. Providing the helicopter crew with the correct
manifest.
6.2 Baggage
Due to the limited payload and baggage capacity
available in most types of helicopters, it is advisable
to reduce personal baggage as much as possible,
both in weight and volume. Baggage may not be
carried in the cabin of the helicopter. It is not
recommended to carry loose baggage this could
cause injuries to passengers and crew during a
forced landing or hinder evacuation after a ditching.
6.3 Weight of passengers, baggage and
cargo
To insure that the available payload is efficiently
used and the maximum “take off weight” of the
helicopter is not exceeded. It is unacceptable to
estimate the weight of passengers, baggage or
cargo. Baggage and cargo must be weighed on
every occasion prior to being transported by air.
2
Chapter 6 – Helicopter loading
6.4 Cargo handling
All cargo is only loaded into the baggage com-
partment of the helicopter. (Not in the cabin!)
Care must be taken when loading baggage and
cargo to insure that the helicopter is not damaged
in any way
6.5 Manifest
6.5.1 A manifest should be available covering
destination of passengers & baggage/freight.
It is permitted to use a manifest produced via a
computer at your installation. But it is of great
importance that all of the information found on an
official manifest is also found on the computerized
version.
6.5.2 The HLO must always check
the incoming manifest, to insure that the correct
number of passengers, baggage & freight have in
fact disembarked from the helicopter.
3
6.6 R.A.C.I. Chapter 6
Responsible Accountable Consult
Pilot
Inform
1 Loading duties
2 Weight of passengers/baggage/cargo
HLO HLO Radio-
Operator / OIM
Radio-
Operator HLO HLO Pilot
OIM
Pilot
3 Passengers manifest
R = Responsible
A = Accountable
C = Consult
I = Inform
Chapter 6 – Helicopter loading
HLO HLO
Radio-
Operator/OIM
4
Chapter 7
Transportation of special Loads
7.1 Dangerous goods may not be shipped by helicopter unless this shipment has been authorized by a certified dispatcher. Dangerous cargo may only be transported in accordance with ICAO’s/IATA’s regulations. Dangerous goods may only be sent when accompanied by the form “Shippers Declaration for Dangerous Goods”. The form must be completed and signed by trained and authorized personnel. Trained and authorized personnel means personnel with and extended course.
For more information, see appendix 5.
Persons responsible for shipping goods on helicopters should be trained to recognize dangerous goods and the classification of dangerous goods i.e.: Class 1. Explosives. Class 2. Gases. (Compressed, liquefied, dissolved
under pressure or deeply refrigerated) Class 3. Flammable liquids. Class 4. Flammable solids. (4,1)
Substances liable to spontaneous combustion (4,2) Dangerous when wet, will emit flammable gases. (4,3)
Class 5. Oxidizing substances. (5,1) Organic peroxides. (5,2)
Class 6. Poisonous toxic substances (6,1) Infectious substance (6,2)
Class 7. Radioactive materials. Class 8. Corrosives. Class 9. Miscellaneous dangerous goods, including magnetic materials
Chapter 7 – Transportation of special loads 2
Chapter 8
Refuel Facilities
8. Introduction
All personnel who handle and dispense aviation fuel
must understand that the safety of the helicopter and its
passengers will depend on their ability to supply the
correct grade uncontaminated fuel to the helicopter.
Flight safety will depend on the skill and knowledge of
the personnel, and their carrying out this task correctly
and efficiently at all times.
Aviation fuels, equipment and handling methods are
continually being developed and improved to meet the
ever-increasing demand of the modern helicopter. One
thing will never change, that is the vital importance of
always supplying the correct grade of uncontaminated
fuel to the helicopter
This chapter will deal with:
•
•
•
•
The characteristics of the fuel
Quality control checks
Components of the fuel system
Refueling procedures
8.1 Jet A1 aviation fuel - fuel characteristics
The grade of fuel that is normally used by helicopters
operating to offshore installations and vessels in the
North Sea is “JET A1”. Jet A1 is a petroleum distillation
blended from kerosene fractions and manufactured to
closely defined specifications (D ENG.RD 2494)
All tanks and refueling system components must be
correctly marked and labelled as to the type of fuel they
contain. There are a number of other turbine fuels in
existence, but for helicopter operations in the North Sea,
Jet A1 is the type used.
Always ensure that only "on grade" JET A1 aviation fuel
is delivered to the helicopter, and that the correct
administration procedures are carried out at all times.
Fuel Characteristics Jet A1
Chapter 8 – Refuel Facilities
Flash Point
Self Ignition Temperature
Density
Freezing Point
≥38 ºC
200 ºC
775-840 Kg/m3
-47 ºC Max.
2
Chapter 8 – Refuel Facilities
8.2 Fuel Additives
8.2.1 Anti icing additive
In certain circumstances an "anti icing additive" may
have to be added to the fuel. As an example, the
Sikorsky S76 helicopter will require such an additive
when the air temperature reaches 4°C. or lower. It
might have to be added during refuel ing.
8.2.2 Dye
Other fuels may have a dye added to them to help
distinguish them from jet fuels.
8.2.3 Anti static additive
An "anti static additive" (ASA 3) may be added to the
Jet A1 fuel to assist the dissipation of static charges,
which may build up in the fuel as it is pumped.
8.3 Quality control.
Careful control and good documentation must be
maintained on all Jet A1 stocks at each stage of the
movement from the refinery to the local storage, and by
transportable tank to the offshore installation or vessel.
Great care is taken to ensure good quality fuel is
delivered to the offshore installation or vessel. Even with
this high level of quality control, the fuel will still require
special care at all times.
8.3.1 Visual check
This check is a simple field test to confirm the
acceptability of the fuel. The fuel is checked visually for
appearance / colour, particulate contamination, and the
presence of free water, and chemically for the presence
of suspended water.
Samples for a visual check should be drawn into
scrupulously clean, clear glass jars. The standard size is
1 Us gal. The jar is then swirled to create a vortex. Any
free water or sediment will tend to concentrate in the
bottom of the vortex, making it easier to see.
3
8.3.2 Chemical water detection kits.
The Shell Water Detector is currently the most common
system in the offshore industry. For this reason the
description in this manual is limited to this type
8.4 The Shell water detection kit.
8.4.1 Construction
The Shell water detection kit consists of a standard,
unbreakable, 5 ml syringe, which is fitted to accept a
plastic detector capsule in which contains a yellow,
water sensitive paper.
8.4.2 Method of use.
•
•
•
•
•
Fit the capsule to a closed syringe,
Immerse the capsule and approximately half of
the syringe into the fuel sample that is to be
tested,
Withdraw the plunger until the fuel in the
syringe reaches the 5 ml mark.
Any suspended water in the fuel will collect on
the yellow paper, dissolving the dye, thus
producing a distinctive color change. A test is
said to be positive if there is an observable color
change. The capsule should be strongly
discolored with as little as 30 PPM of suspended
water in the fuel.
The portion of the yellow paper that is protected
by the plastic moulding will remain unaffected, if
there is suspended water in the fuel this will
help in giving a clear color comparison.
Chapter 8 – Refuel Facilities
8.4.3 Storage life.
The storage life of the capsules is not longer than 9
months from manufacture. The expiry date is stamped
on the side of the box. This expiration date must be
strictly observed. Do not use the capsules after the date
marked on the tube.
4
8.5 Acceptable fuel
8.5.1 To be acceptable, jet A1 fuel must be:
•
•
•
•
“Undyed”: the acceptable color may vary from
water clear to a light straw color. The presence
of any other color may indicate contamination
with other fuels, which are “dyed” to aid in iden-
tifying them.
“Clear and bright”: The phrase is independent of
the natural color of the fuel. “Clear” refers to the
absence of sediment or emulsion. “Bright” refers
to the sparkling appearance of fuel having no
cloudiness, fogginess or haze.
Free of any particulate matter such as small
amounts of rust, dust, scale or fungus
Free from undissolved water.
Phrases used to describe this situation include:
•
•
•
Undyed, clear and bright
Clear, bright and uncontaminated
Clear, bright and free of water
8.5.2 Action if found to be contaminated:
•
•
•
If free water is present in the sample, continue
to draw off further samples until all the free
water has been drained off.
If suspended water is found in the sample, allow
a further settling time of 30 minutes per foot
(30 cm) of fuel in the tank. At the end of this
period re-sample and check if the fuel is still
contaminated. Repeat the process once more. If
the fuel is still contaminated seal off the tank
and return it to the fuel supplier onshore.
If dirt or sediment is present in the sample,
draw off a further two samples. If these samples
are still contaminated seal off the tank and
return to the fuel supplier onshore.
Chapter 8 – Refuel Facilities
8.6 Helicopter refueling system.
Typical arrangement of a fuel installation.
Each refueling installation as fitted on offshore installations
and vessels will differ in some way or other, but the operation
of the basic components will be the same.
Get to know your own system and be able to name the parts and their function. This is of great importance in faultfinding and in arranging for repairs or spare parts when required.
5
Chapter 8 – Refuel Facilities
8.6.1 Transportable tank
Each installation will have a number of transportable
tanks available. There are a number of different types in
use ranging from 1900 to 4560 or more litres capacity.
A release certificate indicating the quality and quantity of
the fuel should accompany each delivery of aviation fuel,
by transportable tank, from the supplying company to
the offshore installation, or vessel.
Suction hose
The suction hose from the tank to the pump is normally
made of stainless steel covered by a rubber sheath for
protection. The ends of the sheath should be clamped to
prevent water build-up in the space between the sheath
and the hose or the hose should be positioned in such a
way that any water can drain out of this space.
Figure shows the fuel flow arrangement from the
"transportable tank" via the "pumping cabinet" and
"filtration units" to the "refueling cabinet.
Note: All interconnecting pipe work must be of stainless
steel.
8.6.2 The pump unit
A pump unit contains one, or more, pumps which may
be driven by a compressed air motor or an electric
motor.
The pump controls will, normally, be duplicated in the
refueling cabinet. This permits an emergency shut down
capability from both positions.
Typically the capacity of the pump unit should be 200-
250 litres per minute.( 60 Imp.gal.)
8.6.3 Earth proofing unit
It is becoming increasingly common that the pump
controls are coupled to an “earth proofing unit” which is
designed to ensure that the fuel system has been
electrically bonded to the helicopter before starting the
fuel delivery.
6
Chapter 8 – Refuel Facilities
8.6.4 Filter water separator
This is a two-stage filter, designed to ensure a very high
degree of cleanliness in the JET A1 fuel.
The filter unit is fitted with a "pressure differential
gauge" as a method of checking the condition of the
filter elements. This pressure must be monitored to
ensure that servicing is carried out when required.
8.6.5 The filter monitor
The filter monitor combines filtration and clean up, with
the capability to monitor and shut down the refueling
system should an unacceptable amount of free water be
present in the flowing fuel.
The manufacturer specifies the life limits of the filter
elements. Commonly, the limits are 15 psi or 1.1 bar
differential pressure or 3 years since manufacture. Any
time that a sudden large change in the differential
pressure is noted the filters should be re-inspected
before further use.
8.6.6 Differential pressure gauges
Filters should always be fitted with a gauge designed to
measure the difference in pressure between the
upstream and the downstream sides of the filter. Such a
gauge can give a global indication of the condition of the
filter.
8.6.7 The dispensing cabinet
The refueling / dispensing cabinet contains the metering
unit, pressure gauges and control switches or levers,
also fitted into this cabinet is the hose reel and static
earthing reel.
8.6.8 Aviation fuel hoses
The hose, which is used to deliver fuel to the helicopter,
must meet the specification for aviation hoses for fuel
delivery. (BS3158-1985-C) It must not be replaced by
any other type of hose that does not conform to the
specification. The hose is normally made of rubber with
an internal nitril coating
7
Chapter 8 – Refuel Facilities
8.6.9 Gravity nozzle
The “gravity nozzle” is similar to the type used for
refueling automobiles. This type of nozzle may be
connected directly to the hose, or via an adapter to the
pressure coupling.
During “gravity refueling”, the fuel is allowed to fall
from the nozzle opening into the fuel tank of the
helicopter. The combination of high delivery rate and air
contact can result in significant amounts of vapor
coming free during gravity refueling. To minimize the
risks, special care must be taken when gravity refueling
to ensure that the bonding connection is correctly made
and that no spillage occurs.
8.7 Refueling equipment inspection and
maintenance.
The condition of the refueling system and the
transportable tanks is the responsibility of the Helicopter
Landing Officer. He or she must ensure that all items of
equipment are inspected and maintained at regular
intervals.
To ensure that high standards of maintenance are
maintained, regulations require independent inspections
of all offshore refueling systems to be carried out at 6
monthly intervals (NL).
8
8.8 Summary of routine equipment checks and
inspections. (Example)
Each company should have a schedule of routine
equipment inspections and checks for the refueling
system. What follows are typical examples of the checks,
which should be included:
8.8.1 Each day:
•
•
•
•
•
•
•
•
Drain the designated fuel system sumps daily
and keep it in store
for 24 hours.
Transportable tank – ventilate to remove any
Vacuum.
Filter water separator – check for visual damage
Filter monitor – sample?
Hose end or the clean side of the filter monitor –
check for visual damage.
Carry out the required quality control checks for
contamination of the fuel.
Shell Water Detector – available?
Measure or calculate the amount of fuel avai-
able for use.
If possible during the refueling operation,
maintain a constant check of the pressure
differentials. If there is any sudden change in
the readings, the system must be shut down
and an investigation made for the cause of the
pressure change.
If the unit is fitted with two pumps. The pumps
must be used alternately each day. This wil help
to prevent any build up of bacterial growth.
8.8.2 Each week:
• Record the pressure differentials across both the
filters. If the pressures are approaching the limits,
arrange for filter replacement. Consult the fuel
system supplier
• for the filter limits. (typically 15 psi).
• For pneumatic systems . Check air line lubricant and top
up if required
• Check air lines for pressure and leakage
• For electrical systems. Check the cabling for damage
• Remove any water that may have collected in the
bottom of the cabinets.
• Lubricate the roller doors if fitted.
• Check the fuel hoses for damage or leaks.
• Clean the strainers and hose end filters.
• If the unit is fitted with a “hand pump” the pump
must be operated at least once a week, this will help
to prevent the build up of bacterial growth.
Chapter 8 – Refuel Facilities
9
8.8.3 Weekly hose check.
The weekly hose check should be carried out in the
following way:
•
•
•
•
•
•
Fully extend the hose and apply full pump
pressure.
Form a loop in the hose so it can be walked
along for inspection
Inspect the hose for damage, soft areas,
cracking, blistering and leaks.
Pay particular attention to the first and the last 2
meters, also checking the coupling.
Check the end couplings for slippage and
misalignment.
Clean and check the hose end filters.
8.8.4 Each month.
Each month the following inspection and maintenance
checks must be carried out:
•
•
•
•
•
•
•
Remove the strainer and clean with JET A1 fuel.
Grease the fuel pump if required.
Check the pump unit for leakage.
Clean the air line moisture trap.
Top up the air line lubricator if fitted.
For electrical units check cables and junction
boxes.
Check the bonding jumpers along the fixed
piping for corrosion.
8.8.5 Upon receipt of a transportable tank
•
•
•
Each "transportable fuel tank" must be
inspected for damage and for contamination of
the fuel.
The contamination checks must be carried out
after the required "settling time" has been
observed.
Settling time is 1 hour for each 30 cm of fuel in
the tank with a minimum of 2 hours.
Chapter 8 – Refuel Facilities
8.8.6 Recording of the checks and inspections
After carrying out the above checks and inspections,
record the results in the fuel system administration, and
make it available on request to the fuel system
inspector.
The form "Daily fuel quality check and delivery coupon"
must be completed and available for inspection at all
times. A member of the helicopter crew as a method of
confirming that the required checks have been carried
out must also sign the form.
10
8.9 Helicopter refueling procedures
8.9.1 The refueling team
At least two persons must be available and briefed, to
carry out the refueling operation. The team will then
consist of:
•
•
•
The HLO. Who is in charge
of all the operations on the Helideck, and is
responsible for the fuel quality checks, and the
co-ordination with the helicopter crew.
Attendant No 1.- “The refueller” carries out the
actual refueling on instructions from the
HLO. Controls the hose
end, and bonding cable.
Attendant No 2.- “The refueling system
operator” Controls the pump and monitors
system instruments. A member of the fire team
may carry out this function / rescue crew
provided the person also has quick access to the
fire fighting system controls.
Chapter 8 – Refuel Facilities
A hand held powder extinguisher should be available
close to the refueling position of the helicopter. The
pilot will pass on information regarding the fuel
requirements of the helicopter to the Radio Operator
during the approach to the installation or vessel.
11
Chapter 8 – Refuel Facilities
8.9.2 Duties of the HLO
during the refueling.
A. The HLO is in charge of all
helicopter-refueling operations. (S)he should
position him or herself where (s)he can see the
pilot, the refueling system operator and the
refueller.
Note: The best place would be near the entrance/stairway to the helideck B. Immediately before refueling, takes a hose end
sample in the presence of a crewmember. If
pressure refueling is used, a sample may be
taken from the clean side of the filter monitor.
C. During the refueling (s)he ensures that the
operation is carried out in a safe and efficient
manner, checking items such as correct bonding
and the use of "safe routes".
D. On the completion of refueling, checks the fuel
caps.
E. Takes a hose end sample to confirm the quality
of the fuel loaded.
F. Completes the "Daily fuel quality check and
delivery coupon”. Records the amount of fuel
loaded, signs the daily log sheet and presents it
to a member of the helicopter crew for signature
G. After a member of the helicopter crew has signed
the coupon, checks that all refueling equipment
has been cleared from the helideck.
8.9.3 Duties of attendant no 1. – the refueler
A. On instructions from the Helicopter Landing
Officer connects the bonding cable to the
designated earthing point on the helicopter.
B. After the "hose end sample" has been
taken, runs the refueling hose out to the
helicopter, connects the nozzle bonding wire
to the correct point on the helicopter, opens
the tank cap and places the nozzle in the
tank.
C. On the signal from the Helicopter Landing
Officer commences the refueling.
D. On a signal from the Helicopter Landing
Officer, stops refueling – see also chapter 10
E. Removes the refueling nozzle, closes the
tank cap, removes the nozzle bonding lead
and rewinds the hose
F. On instructions from the Helicopter Landing
Officer, he or she disconnects the main
bonding cable and rewinds it. 12
Chapter 8 – Refuel Facilities
8.9.4 Duties of attendant no 2. – the refueling
system operator
A. Starts and stops the refueling pump on a signal
from the HLO.
B. Monitors the differential pressures across the
filters during refuel ing, and records them on the
"daily fuel quality checks and delivery coupon".
C. n the event of any sudden changes in
differential pressure, stops refueling.
D. Stands by to shut down the system, if so
required.
8.9.5 Duties of the fire and rescue team
Depending on the equipment or layout of the helideck it
may be necessary to have extra personnel man the fire
fighting equipment during refueling operations to
ensure that lag time is minimized in the event of a fire.
A. Acts quickly and efficiently following the
instruction of the HLO
according to the fire fighting procedures.
B. Always use the safe areas when refueling.
C. Extra personnel must be available in storm
conditions.
D. Always use the correct bonding procedures.
E. Always roll up the refueling hose and stow in
the correct manner.
F. Know your escape route
G. Refuel prohibited in case of lightning.
8.10 Refueling with passengers on board the
helicopter
Refuel with passengers on board the helicopter is allowed by
some offshore operators. If this is the case the refueling section
of chapter 10 applies.
8.11 Fuel spills
In the event of a fuel spill, whether on the airport ramp
or an offshore installation, each spill will have to be
treated as an individual case because of such variables
as size of the spill, type of liquid involved, wind and
weather conditions, aircraft occupancy, equipment and
personnel available.
Within the confines of every fuel spill, there is an area
where fuel and air have combined to form an explosive
mixture. The only element necessary to produce ignition
is a spark.
Every spill, no matter how small, should be treated as a
potential fire source.
13
Chapter 8 – Refuel Facilities
8.11.1 Fuel spills less than 0,5 meter in any
direction
Usually fuel spills of this nature are considered minor.
They can be spread and left to evaporate or can be
cleaned up with absorbent cleaning agents, depending
upon the particular situation.
Try to avoid all sparks or sources of ignition within 15
meter until the fuel is evaporated or cleaned up.
8.11.2 Spills over 0,5 meter but under 3 meter in
any direction and not of a continuous
flowing nature:
If the fuel spill is within 15 meter of an aircraft, or in an
area of high hazard, post a fireguard up-wind of the spill
with adequate fire extinguishing equipment at hand.
One 45 kg dry powder extinguisher is the minimum
required. Avoid all sparks or sources of ignition within 15
meter until the spilled fuel is made safe for cleaning up.
The fuel spill should be cleaned up with absorbent
cleaning agents.
8.11.3 Spills over 3 meter in any direction or of a
continuous flowing nature:
If the spill is within 15 meter of an aircraft, evacuate the
passengers and crew. Post a fireguard up-wind of the
spill with adequate fire extinguishing equipment on hand
(45 kg dry powder). Neither an idling aircraft, nor any
idling automotive, electrical, nor spark producing
equipment in the area should be started before the
spilled fuel is removed. The fuel spill can be cleaned up
with absorbent cleaning agents.
A good safety practice is to not to activate any electrical
switches unless absolutely necessary.
Fuel soaked absorbents should be placed in a closed
metal container and than removed to a safe area. Local
regulations will determine the final disposition of these
absorbents.
14
8.12 R.A.C.I. Chapter 8
Responsible Accountable Consult
Inform
1 Characteristics of fuel
2 Quality control checks
3 Components of the fuel system
HLO
HLO
HLO
HLO / Pilot Pilot / OIM
HLO / Pilot Pilot / OIM
HLO / Pilot Pilot / OIM
Pilot
Pilot
Pilot
4 Refueling procedures
5 Fuel spills
R = Responsible
A= Accountable
C = Consult
I= Inform
Chapter 8 – Refuel Facilities
HLO / Pilot HLO / Pilot
HLO / HDA HLO / HDA
Pilot
Pilot
Pilot
Pilot / OIM
15
Chapter 9
Helicopters Frequently Used
Eurocopter AS332L Super Puma Technical Specification
3.75m
12ft 4in HELICOPTER SERVICES
5.26m
17ft 3in
16.25m
53ft 4in
18.73m
61ft 5in
3.36m
11ft
15.08m
49ft 6in dia
Engine type
Maximum take-off weight (MTOW)
(Heavy lift operations)
Empty weight, offshore equipped (average)
Passenger seating configuration
Standard fuel tank capacity
Fuel consumption
Normal cruise speed
Maximum range, standard tanks
Maximum range, auxiliary tanks
Maximum hook load
The maximum weight in the tail compartment
is 55 kg’s. This must not be exceeded. 3.00m
4.87m
16ft
2 x Turbomeca Makila 1A
8600kgs
9350kgs
5475kgs
18
1846kgs
480kgs/h 1020lbs 580l
130kts
460nm
595nm
4500kgs
AS332L.02/SC 19 JAN 2000
9ft 10in Above performance based on 1000ft ASL, ISA, still air conditions.
Range calculated with IFR reserves.
HELICOPTER SERVICES
HELICOPTER SERVICES
General features • 2 tonne and 4.5 tonne cargo hook • Pressure refuelingg • Rescue hoist (optional) • Two movable landing lights • Central auxiliary fuel tank
Passenger and freight features • 18 airline comfort passenger seats with
upper torso restraints (UTR) • Individual lighting and ventilation system • Cabin heating • Enlarged windows • Light weight airline trim and additional soundproofing • Extended rear baggage bay • Cabin access through rear giving long load facility (26ft/8m long) • Inclined rear seat backs
Safety features • Emergency flotation system • Strong wind kit (rotors engage up to 55kts for
routine operations) • Full windshield and fuel de-icing system • Ice detection system • Dual 14 man externally mounted liferafts
(each with 21 man overload capacity) • Four search and rescue beacons (SARBEs) • Emergency locator beacon • Icing protection • Helicopter emergency egress lighting (HEEL) • Automatic height voice alerting device (AVAD) • Automatically deployable emergency
location transmitter (ADELT) • High visibility white strobe collision avoidance lights • Cockpit voice flight data recorder (CVFDR/IHUMS) • Autonomous secondary PA system
AS332L.03/SC 19 JAN 2000
Eurocopter AS332L Super Puma Specification
Sikorsky S61N Technical Specifications
18.90m
62ft
3.73m
3.14m
10ft 4in
5.76m
18ft 10in
2.59m
12ft 3in
5.36m
17ft 7in
HELICOPTER SERVICES
7.16m
23ft 6in
15.03m
49ft 4in
20.95m
68ft 9in
Engine type
Maximum take-off weight (MTOW)
Zero fuel weight
Passenger seating configuration
Standard fuel tank capacity
Auxiliary fuel tank capacity
CT58-
20,500 lbs
15,373 lbs
22
4200 lbs
1100 lbs
8ft 6in
3.64m
11ft 11in
2.32m
7ft 1in
Fuel consumption, fast cruise
Fuel consumption, best range
Fast cruise speed
Best range speed
Maximum range, standard tanks
Maximum range, auxiliary tanks
Maximum hook load
1100 lbs/hr
1050 lbs/hr
120kts
115kts
370
478
8000 lbs
S61N.02 19 JAN 2000
Above performance based on 1000ft ASL, ISA, still air conditions.
Sikorsky S61N Seating/Cargo Layouts 21 seat
configuration
Cargo Door
Liferaft
Cargo configuration
1.98m
6ft 6in
S61N.04 19 JAN 2000
Airstair Door
9.72m
31ft 11in
Liferaft
SERVICES
HELICOPTER
Sikorsky S76A+ Technical Specification 2.46m
8ft 0.8in HELICOPTER SERVICES
5m
16ft 5in
2.13m
7ft
Engine type
16m
52ft 6in
13.41m
44ft
2.31m
8ft 3in
13.22m
43ft 4in
2 x Turbomeca Arriel 1s
2.44m
8ft
4.41m
14ft 6in
1.98m
6ft 6in
3.05m
10ft
3.58m
11ft 9in
Maximum take-off weight (MTOW)
Empty weight, offshore equipped (average)
Passenger seating configuration
Standard fuel tank capacity
Auxiliary fuel tank capacity (boot)
Fuel consumption
Normal cruise speed
Maximum range, standard tanks
Maximum range, auxiliary tank
Maximum hook load
10,800lbs
7100lbs
12
1830lbs
350lbs
630lbs/hr
140kts
360nm
430nm
3300lbs
S76A+.02/SC 19 JAN 2000
Above performance based on 1000ft ASL, ISA, still air conditions.
Range calculated with IFR reserves
S76A+.03 19 JAN 2000
Sikorsky S76A+ Specification
Safety features • Emergency flotation system • Dual 10 man liferafts
(each wiht 15 man overload capacity) • Dual dinghy deployment system, with door jettison • Cabin emergency underwater escape lighting (EXIS) • Three search and rescue beacons (SARBEs) • Sonic locator beacons • Automatically deployable emergency location transmitter (ADELT) • Automatic height voice alerting device (AVAD) • High visibility white strobe collision avoidance lights • Engine ice/snow protection • Cockpit voice flight data recorder (CVFDR/IHUMS) • Additional passenger emergency push-out windows
General features • 3300lbs cargo hook • Two landing lights (one movable) • Auxiliary fuel tank (optional)
Passenger and freight features • 12 passenger comfort seats • Cabin heating and ventilation system • Cabin public address system • Airline trim and additional soundproofing • Quick-release passenger seats (for freight operations) • Large rear baggage bay (with two doors for ease of loading) • Four doors ensuring rapid and unrestricted passenger access • Wide access into cabin for freight • Large windows giving all-round visibility
H ELIC O PTER SER
VICES
Augusta Bell AB 139
Engine type 2 x Pratt&Whitney PT6C-67C (1679 hp)
MTOW 6400 kg
Empty Weight, offshore equipped (average)
4400kg
Passenger seating configuration
12
fuel tank capacity 1650 kg
fuel consumption 410 kg/h
Normal cruise speed 145 mph
Maximum range 550 nm
Augusta Bell AB 139
AB139 Safety features
• Emergency Flotation System • Dual 11 man liferaft (each with 17 man overload capacity) • Dual liferaft deployment system • 2 external emergency lights • Helicopter Emergency Egress Lighting (HEEL) • Emergency Locator Transmittor (ELT) • CPI (Crash Position Indicator) • AVAD • High Visibility White strobe collision avoidance lights • Cockpit voice data recorder HUMS • All windows Push-out / Push-in • 4 point seatbelts
Passenger and freight features
• 12 passengers confort seats • Cabin heating and ventilation system • Cabin public address system • Additional soundproofing • Individual lighting and ventilation system • Big slidingdoors (2) for passengers entrance • Large windows • Large rear baggage compartment (with 2 doors for ease of loading) • Smoke detection in bagage compartiment • Max. 300 kg freight in compartment
General features
• 5 main rotor blades • 1 point gravity refueling • 2 movable landing lights
Eurocopter EC 155 B1
Engine type 2 x Turbomeca Arriel 2C (935 hp)
MTOW 4950 kg
Empty Weight, offshore equipped (average) 3294 kg
Passenger seating configuration 10
fuel tank capacity 1011 kg
fuel consumption 320 kg/h
Normal cruise speed 155 mph
Maximum range 430 nm
Eurocopter EC 155 B1
EC155 B1 Safety features
• Emergency Flotation System • Dual 10 man liferaft (each with 15 man overload capacity) • Dual liferaft deployment system ? • 2 external emergency lights • Helicopter Emergency Egress Lighting (HEEL) • Emergency Locator Transmittor (ELT) • CPI (Crash Position Indicator) • AVAD • High Visibility White strobe collision avoidance lights • Cockpit voice data recorder HUMS • All windows Push-out / Push-in • 2 pilot doors are jettison type • 4 point seatbelts for passengers • 5 point seatbelt for pilots
Passenger and freight features
• 10 passengers confort seats • Cabin heating and ventilation system • Cabin public address system • Additional soundproofing • Individual ventilation system • 2 big slidingdoors for passengers entrance • Large windows • Large rear baggage compartment (with 2 doors for ease of loading) • Smoke detection in bagage compartiment • Fire extinghuiser in bagage compartiment • Max. 300 kg freight in compartment
General Features
• 5 main rotor blades • 1 side gravity refueling • 2 movable landing lights
Chapter 10
Company Specific Requirement
Subject: Hand Signal “Almost Full” During Refueling
Reason: In response to questions arising out of a fuel spillage on a offshore helideck.
Information: When filling the tanks of the helicopter completely, the rate at which the level of fuel rises may increase unexpectedly as the level of fuel in the tank approaches maximum. This is particularly so in the case of the S76 models. Because of a time lag in the fuel gauges in the
instrument panel it is difficult for the pilot to see that the tank is full until it is too late. With the EC 155 there is a similar issue. If refueling is stopped rapidly, there may be blow-back from the aircraft fuel system.
Hand Signal: In an effort to prevent fuel spills offshore the pilot will endeavour to give a warning that the
tank is approaching the critical level. He will do this by giving a hand signal as illustrated below: stretched thumb and forefinger in a pinching movement to indicate “a little bit more” or “almost full”. When the signal is given the refueller should reduce the flowrate.
Offshore
a) Fuel samples shall be taken before and after refueling (offshore only), to be checked for
presence of dirt or water; The Shell water detector-kit is recommended to be used to check the fuel for presence of water, no colour change from yellow or spots are acceptable;
b) A portable fire extinguisher shall be available and manned at the refueling side of the helicopter;
c) After refueling the HLO/Flight Attendant shall check that all fuel tanks have been properly closed and all grounding wires are removed, in the absence of a flight attendant the
Commander must positively confirm with the HLO that the fuel caps are secure. This positive check shall be done by a radio-call from the flight crew to the HLO “HLO – conform (both) fuel caps are closed”. The HLO may reply with a radio-call or positive thumbs up
signal. If there is the slightest doubt as to the security of the fuel filler caps then a crew member must visually inspect them ;
d) A crew member shall sign for the amount of fuel received and check that the amount stated on the receipt corresponds with the added amount derived from the fuel indicators.
e) In order to prevent damaging of antenna's and other exterior parts, it is not permitted to pass the fuel hose below the tail boom fuselage of the helicopter from one side to another. Helicopter Refueling with Passengers on board
When there are no limitations on helicopter refueling, it is routine that the helicopter pilot will indicate in his first communications with the Radio Operator of the offshore installation that he wants to refuel. The Radio Operator informs the HLO who will in turn inform and instruct the team about the request and discuss the roles depending on the wind directions and expected helicopter position prior to the arrival of the helicopter. The sequence of activities will be as follows:
1. The handling of passengers who have just arrived and their luggage. Transit passengers (and their luggage) will remain in their seat; • Passengers are to be briefed to remain seated, but with seat belts/harnesses
unfastened, until refueling has been completed; • Door(s) on the refueling side of the helicopter shall remain closed but unlocked,
where possible;
• Door(s) on the non-refueling side of the helicopter shall remain open, weather permitting; (hinged doors unlocked, sliding doors slightly opened);
• Sufficient qualified personnel shall be immediately available to move passengers
clear of the helicopter in the event of a fire; • Provision is made for a safe and rapid evacuation; • The ground area beneath the exits intended for emergency evacuation must be
kept clear. 2. Refueling of the helicopter;
• If the presence of fuel vapour is detected inside the helicopter, or any other
hazard arises during refueling, fuelling must be stopped immediately. 3. The handling of passengers who are departing and their luggage will only be done
when refuelling has been completed.. During refueling no other activities will take place around the Helideck.
Chapter 11
Appendices
APPENDIX 1
EXAMPLE OF HELIDECK EQUIPMENT WEEKLY CHECKLIST
Helideck Equipment Record
Weekly Check Form
GENERAL Yes No
1. Helideck clean and free from debris. Drains clear.
2. Landing net in good condition and correctly tensioned (if applicable).
3. Deck-edge safety net in good condition.
4. All helideck perimeter lights and floodlights operational.
5. Helideck correctly marked and paintwork in good condition.
6. Ground power unit operational.
7. Refueling system operational.
8. Pump running warning light operational
9. Fuel test equipment in adequate supply.
10. Wheel chocks and tiedown strops available.
EMERGENCY EQUIPMENT
11. Emergency equipment box in good condition.
12. Felling axe, aircraft type.
13. Firemens axe, aircraft type.
14. Safety knife, aircraft type (for each crew member).
15. Heavy duty hacksaw c/w 6 spare blades.
16. Crow bar (large).
17. Grab/boat hook.
18. Lifting strop, aircraft type
19. Pliers side-cutting (tin snips).
23. Bolt cutters.
24. ladder.
25. Fire resistant blanket.
FIREFIGHTING EQUIPMENT
27. 45kg dry powder extinguisher including 100% back-up - serviceable.
28. 22.5kg CO2 extinguisher c/w lance including 100% back-up - serviceable.
31. Branch/nozzle available and in good condition.
Platform:
Date:
REMARKS
All enumerated items should be visually inspected and checked daily, though the form should only be completed once a week.
Additional Remarks
Original (White) - Installation Supervisor / Copy (Blue) - Helideck Records Book
HLO Signature
Installation Supervisor Signature
Platform Name:Helideck owner: x XDate of inspection: x XInspector: x HELICOPTER DECK INSPECTION CHECKLIST
x 30/05/03 Version 2.2
Type of Installation (rig/vessel/platform):Manned/unmanned: MR=Mining Regulations
Location: MD=Mining Decree
OIM / Captain / HLO: Annex14 = ICAO Annex 14
No. Item Details (ref. also to comment-boxes)Reference
RequirementOk Answer & details. List type, number and condition
0 HISTORY0.1 Nogepa Helideck Information Sheets &
General informationCheck sheets are filled in MD-art. 51
0.2 Previous Helideck Inspection date, recommendations & follow-up list
Check outstanding items cleared
0.3 Certification, exemptions & limitations status
Due date Declaration, Exemptions Ministry EA, HLL MR-art. 4.3.3.6
1 HELIDECK CHARACTERISTICS MR-Art 4.2
1.1 Any recent modifications? Have dimensions and/ or markings and/or obstacles been modified since previous inspection?
1.2 Safe Landing Area Dimensions (Re-check if deck repainted) MR-art. 4.2.1
1.3 Overall helideck Dimensions JAR OPS 3
1.4 D Value D value Annex 14-3.3.2
1.5 Helideck height (amsl) For mobiles give variab le range and normal operating height
Annex 14-3.3.2
1.6 Maximum Platform height Top of tower or crane etc. JAR-OPS 3
1.7 Installation / Vessel side identification Full name displayed at the sideand visib le from all approaches
MR-art. 5.1
1.8 Helicopter Emergency Diagrams Location and types of helicopter covered JAR OPS 3
2 TURBULENCE MR-art. 4.2
2.1 Structures All obstructions, both non compliance's and items close to the sectors, to be detailed stating height above/below deck level
MR-art. 4.2.2
2.2 Hot and cold emissions State emissions e.g. vents, flares, turb ine exhausts (prescribe situation)
MR-art. 4.2.2
2.3 Air Gap beneath deck State height and obstruction environment MR-art. 4.2.2
2.4 Other turbulence Structures that might cause turbulence over the helideck (prescribe situation)
JAR-OPS 3
3 MR-art. 4.3
3.1 210° Sector obstructions Nothing above 0.25 cm out to 1000m MR-art. 4.3.3.1
Obstacles in A-area > 0,25 m marked in red/white?3.2 150° Sector obstructions Any obstacles max height = 0.05D, in area perimeter
line < obstacle < 0.62D (from center). Max 1.1. mtr.MR-art. 4.3.3.2MR-art. 4.3.3.3MR-art. 4.3.3.5
3.3 210° 5:1 falling gradient (11.4°) with min 180° sector
State items, locations, distances from the edge of SLA and below deck level.
MR-art. 4.3.3.5
3.4 Temporary items Enquire about temp. structures (e.g. Flare booms, Seismic booms) which may infringe protected surfaces.
JAR-OPS 3
3.5 Obstacle marking in B area Sufficient markings of obstacles in B-area < 1/2 D from edge safe landing area (Red/White) and illuminated?
MR-art. 4.3.3.4
3.6 Obstructions Towers etc. List and give colour scheme and distance from perimeter line
JAR-OPS 3
3.7 Cranes Colour red/white (if close to the helideck or 150* sector boundary).
MR-art. 4.Annex 8
OBSTACLES AND OBSTRUCTIONS
No. Item Details (ref. also to comment-boxes)Reference
RequirementOk Answer & details. List type, number and condition
4 HELIDECK SURFACE MR-art. 4.4.1
4.1 Type of deck Characteristics: steel, aluminum, rugged surface
4.2 Colour surface Dark green or dark grey MR-art. 4.4.3.1
4.2 Paint on surface Paint flame-retardent? MR-art. 4.4.1.1
4.3 Non slip characteristic Helideck friction test satisfactory (if no net)?. Mu >= 0.65; deviation <= 0.0. 6 measurement. Ref. procedure.
MR-art. 4.4.2.1
4.4 Drainage number of down pipes, debris filter fitted MR-art. 4.4.1.2
4.5 Aircraft tie down points Location & number. Fit for type of helicopter & for availab le lashings?
MR-art. 4.4.1.3
4.6 Condition of surface Both paint & cleanliness. No oil, rust etc.
4.7 Bird guano Assess bird droppings and markings degradation
4.8 Gutter or raised curb JAR-OPS 3
HELIDECK NET MR-art. 4.4.2
4.9 Material antislip-net Required if helideck surface is not sufficiently antislip. Sisal / Manila or other material non-hazardous for helicopter engines
MR-art. 4.4.2.2
4.10 Type net Knotted / Woven
4.11 Rope diameter 15 mm < dia. < 30 mm MR-art. 4.4.2.2
4.12 Mesh size 200 mm; max. 250 mm MR-art. 4.4.2.2
4.13 Net size Aiming circle + 0,25 m. Not covering name MR-art. 4.4.2.3
4.14 Method of securing Fastened to the edge of the landing site, every 1.5m? MR-art. 4.4.2.3
4.15 Tie down points Every 1.5m
4.16 Tightly stretched Max lift +25 cm. Consider rubber tensioners. MR-art. 4.4.2.3
4.17 Age/ condition Remaining lifetime?
5 HELIDECK MARKINGS MR-art. 4.4.3
5.1 Perimeter Line Colour: white. Dimensions: 0,3 meter. Chevron interrupt 2 m. Diameter markings interrupts 1.2 m.
MR-art. 4.4.3.1
5.2 Chevron Length of arms: 0.79 m. Colour: b lack. Swung max. 15 degrees. Angle: 210 degrees. Location
MR-art. 4.4.3.2
5.3 Installation / Rig name State name painted on deck MR-art. 4.4.3.3
Height & colour Min. 1.2. Metre high. Contrasting colour MR-art. 4.4.3.3
Position Not under helideck net, between chevron and aiming circle
MR-art. 4.4.3.3
5.4 Are other names on deck e.g. Blk No., Oil Company, Logo? Undesired. JAR OPS 3
5.5 Perimeter ‘D’ value 3x, on outboard edges. 60 high, 30 cm width, white, proper orientation.
MR-art. 4.4.3.4
5.6 Aiming Circle Colour: yellow. Width: 1m. Inner diameter: 0,5D. MR-art. 4.4.3.5
Offset? Max. 0.1 D MR-art. 4.4.3.6
5.7 ‘H’ State size 3m x 1.8m x 0.40m (4m x 3m x 0,75m if net fitted (Annex 14) colour white location (not concentric with aiming circle, bar parallel with b isector of 210* sector, Swung?)
MR-art. 4.4.3.7JAR OPS 3
5.8 Prohibited landing sector location, colours, reason JAR OPS 3
5.9 Maximum allowable mass t-value size, colour, location MR-art. 4.4.3.8
No. Item Details (ref. also to comment-boxes)
ReferenceRequirement
Ok Answer & details. List type, number and condition
6 LIGHTING MR-art. 4.4.4
6.1 Perimeter lights Max height 25cm, 3m. apart around deck edge MR-art. 4.4.4.1
Connected to emergency supply/UPS Distributed over 2 independent supplies
Invisible below surface of landing site? MR-art. 4.4.4.2
Switched on during darkness and fog? Less then 1500 m visib ility MR-art. 4.4.4.3
Colours yellow/orange? Strength Ref. Annex-14 MR-art. 4.4.4.4
Clean, in good service? condition of lens, brightness JAR-OPS 3
Limit of safe landing area Are red lights used to delineate unsafe sectors JAR-OPS 3
6.2 Helideck floodlighting Type and number of units. All working, condition of lens
MR-art. 4.4.4.5
Meets 10 lux, 8:1 ratio. MR-art. 4.4.4.5
Dazzle protection Means of prevention.I.e. directional lens or louvres Annex-14
Power distribution E.g. over 2 independent supplies.Serviceab ility? JAR-OPS 3
6.3 Status light Visib le from all approach directions. Check function JAR-OPS 3
Switching Automatic as well as manual activation JAR-OPS 3
Connected to emergency supply/UPS Distributed over 2 independent supplies JAR-OPS 3
Light signal e.g. Aldis lamp for day and night operations JAR-OPS 3
6.4 General lighting Installation floodlighting angled so as not to dazzle pilots
JAR-OPS 3
Light pollution General platform lighting JAR-OPS 3
Obstacles in 0.5D Red lights,30 Cd or white floodlights.
Obstructions Red lights, to incude in crane booms near flight path; White floodlights in or towards e.g. radio-towers, exhausts
Annex-14
Highest point Red, Omnidirectional 30 Cd. And every 10m if structure >15m
MR-art. 5.5.1
Cranes A frame and tip of boom JAR-OPS 3
Structures > 15m above deck Omnidirectional red lights 30 Cd. Number/location as per Annex 14.(every 10m above 15m)
MR-art. 5.5.2
Working during darkness and fog? MR-art. 5.5.4
Installation / Vessel side itentification lighting
All signs floodlit MR-art. 5.1
7 PERIMETER NETTING MR-art. 4.4.5
7.1 Condition Around helideck; not damaged by the crane; no loose ends or gaps
MR-art. 4.4.5.1
7.2 Covers drop down areas Unless adequate structural protection exists
7.3 Material Flame retadent material MR-art. 4.4.5.2
7.4 Dimensions min. width = 1.5 m. mesh width max. 80 mm MR-art. 4.4.5.2
7.5 Slope Slope, at least 10°, highest point above deck level 250 mm
MR-art. 4.4.5.2
7.6 Drop capability Strength drop load test 75 kg from 1 m height
7.7 Hammock effect JAR-OPS 3
ACCESS POINTS MR-art. 4.4.5
7.8 Accesspoints locations Location & suitab ility. Min. 1 access point + 1 emergency exit in opposite directions.
MR-art. 4.4.5.3
7.9 Are the access points blocked? E.g. by firefighting equipment or crashboxes (when opening doors)
MR-art. 4.4.5.3
7.10 Handrails Folding, marked (ref. CAP 437-art. 3.11.5)?
Control of passengers Chains at access stairs or warning sign to remain in control over embarking passengers?
Methods of controlling passengers HLO, Frangib le chain, marking line etc.
7.11 Safety notices e.g. by pictograms; complete, damaged
No. Item Details (ref. also to comment-boxes)
ReferenceRequirement
Ok Answer & details. List type, number and condition
8 MR-art. 4.4.6
8.1 Windsock Condition, proper shape and colours? MR-art. 4.4.6.2
8.2 Windsock location Visib le from the air as well as on landing site; not in turbulence (clean air)
MR-art. 4.4.6.3
8.3 White windsock Illumination Not dazzling? Lit when dark and fog (less then 1500 m)
MR-art. 4.4.6.4
9 ADDITIONAL EQUIPMENT MR-art. 4.4.8
9.1 Tie down strops/lashings Type, quantity, location. 3500/50 00 kg/lashing. MR-art. 4.4.8.a
9.2 Chocks Quantity (sandbags on decks with a deck net) MR-art. 4.4.8.a
9.3 Freightscale For baggage and freight. Type. Calib rated / correct readings?. Location?
MR-art. 4.4.8.c
9.4 Snow/ice clearing equipment and Availab le on platform? MR-art. 4.4.8.d
9.5 Bird Control Bird call, model b irds, no food over the side, check before landing,
JAR-OPS 3
9.6 Water Spray system, fixed connections, others
For anti-guano measures (cleaning facilities)
9.7 PPE (filtermasks) For anti-guano measures (bacteria)
9.8 Helicopter start unit Type / Voltage
10 RESCUE EQUIPMENT MR-art. 4.6.3
10.1 Rescue Equipment Accessibility from all helideck access points Arbo-Decree Art. 3.37t-4
10.2 Boxes Red, clearly labelled. Near each access-point. State number of rescue boxes
Check list All items in box listed Annex-14
10.2.a Large rescue axe Quantity, location MR-art. 4.6.3.a
10.2.b Bolt cutters Min. 60 cm. Quantity, location. MR-art. 4.6.3.b
10.2.c Large crowbar 100 cm. Quantity, location MR-art. 4.6.3.c
10.2.d Heavy duty hacksaw Quantity, location MR-art. 4.6.3.e
10.2.e Heavy duty spare blades Quantity, location MR-art. 4.6.3.e
10.2.f Fire blanket Quantity, location MR-art. 4.6.3.f
10.2.g Life-line/rescue harness 15 meter, 1.5 cm. Not of nylon. Quantity, location MR-art. 4.6.3.g
10.2.h Harness knife c/w sheath 1 per deck crew MR-art. 4.6.3.h
10.2.I Side cutting pliers Quantity, location JAR-OPS 3
10.2.j Set of assorted screwdrivers Quantity, location JAR-OPS 3
10.2.k Adjustable wrench JAR-OPS 3
10.3 Grab or salving pulldown hook With handle. Quantity, location MR-art. 4.6.3.d
10.4 Ladder for rescue of victims Quantity, location in vincinity of helideck MR-art. 4.6.3.I
10.5 Breathing apparatus Minimum 2 apparatus. Check condition.
Protective clothing MANNED MODE ONLY Arbo-R Art. 3.9
10.6 Stowage type Condition Arbo-Decree Art. 3.37t-4
10.7 Helmet with visor Quantity, Condition, Code (EN443/BS3864)
10.8 Fire-resistent gloves Min. 2 sets. Condition, Quantity, Code (EN659)
10.9 Fire-resistent boots Quantity, Condition, Code (EN345/BS1870)
10.10 Fire trousers and jacket/overall Quantity, Condition, Code (EN469/BS6249)
METEOROLOGICAL EQUIPMENT (SEE ALSO UNMANNED ADDITION)
No. Item Details (ref. also to comment-boxes)Reference
RequirementOk Answer & details. List type, number and condition
11 REFUELING STATION Annex-14
11.1 General comments only11.2 Certification status Within valid period; bi-annually certified by recognized
Inspector11.3 Fuel tanks in order? contained, remote, portab le, marked, connected to one
pump only, corrosion-proof.11.4 No ignition sources?11.5 Refueling equipment not on landing
site?
11.6 Pump Installation in good order?11.7 Fuel inspection procedure To be checked before & after refueling but at least
daily. Relaxation’s time 2 hrs.11.8 Details See separate detailed helifuel checklist
12 JAR-OPS 3
12.1 General Firefighting & emergency rescue training
Nogepa 2.6A/B (fireteam member) or 2.8A/B (FTL)
12.2 Training HLO Type NOGEPA 1.1.A (no helifuel) or NOGEPA 1.1B (with helifuel)
MR-art. 4.7.1.2
12.3 Vest HLO Illuminating, HLO Back and Front
12.4 Check validity of certificates Validity 2 years
12.5 HDA Type NOGEPA 1.7.A (no helifuel) or NOGEPA 1.7B (with helifuel)
MR-art. 4.7.1.2
Check validity of certificates Validity 2 years
12.6 Emergency manual12.7 Emergency scenarios described? Assess Firefighting philosophy
12.8 Emergency assignment List Assigned functions
12.9 Passenger briefings Videos available and shown?
a.
8.a MR-art. 4.4.7
8.a.1 Anemometer Type hand or fixed. Location MR-art. 4.4.7.1
8.a.2 Air Temp Location. Close to helideck MR-art. 4.4.7.1
8.a.3 Precision barometer Location of sensor relative to helideck level MR-art. 4.4.7.1
8.a The above in turbulence free environment?
MR-art. 4.4.7.2
8.a.4 Visibility and cloudbase measuring equiment
Viewmeter / fogdetector. Details of equipment, if availab le.
MR-art. 4.4.7.3
8.a.5 Cloud base & cover Visual estimate or measuring equipment MR-art. 4.4.7.3
8.a.6 Location of readouts All information instantly availab le to radio operator?
8.a.7 Meteostation calibrated yearly? State last calibration date (Anemometer, Temp, and Barometer)
SPECIFIC FOR MANNED PLATFORMS
METEOROLOGICAL EQUIPMENT IF NOT DEPEND FROM OTHER PLATFORM
ORGANIZATIONAL ARRANGEMENTS
No. Item Details (ref. also to comment-boxes)
ReferenceRequirement
Ok Answer & details. List type, number and condition
13.a COMMUNICATION EQUIPMENT MR-art. 4.4.8.e
13.a.1 Type of Installation Combinations Manned/unmanned. Dependent / Independent.
MR-art. 4.4.8.e
13.a.2 VHF Main Model type and approval MR-art. 4.4.8.e
Frequency in useConnected to UPS/Emergency generator
13.a.3 VHF Portable (Helicopter Quantity MR-art. 4.4.8.e
13.a.4 NDB beacon Ident MR-art. 4.4.8.e
FrequencyIVW accepted type.
13.a.4 Appointment of Radio-operator for communication with the helicopter
Including flightwatch for helicopters in vincinityState controlling platform
MR-art. 4.5
13.a.5 Nogepa Helicopter Movements logbook Record of Departure message to include:- Number of pax , Weight of pax (if actual), - baggage and freight.
JAR-OPS 3
14.a FIRE EXTINGUISHING EQUIPMENT MR-art. 4.6
14.a.1 Dry powder extinguishers (DP) No and capacity of each unit: (min 45kg total) MR-art. 4.6.1.a
Location (In perimeter net) Access to helideck:Certification valid until:
14.a.2 CO2 No. and capacity of each unit (Min 18kg with long MR-art. 4.6.1.b
Location (In perimeter net) Access to helideck:Certification valid until:
14.a.3 Film forming foam (protection) Type: MR-art. 4.6.1.c
Percentage:Delivery rate of applied foam:Capacity of tank :Quantity in tank :Frost protected (insulation /tracing / or additive)?Back-up quantity and storage location:
14.a.4 Foam quantity and Storage location Capacity for the above at least 5 minutes. See table in the inspection spreadsheet.
MR-art. 4.6.1.c
14.a.5 Pumps & location. Rated as such that immediate availab ility of water is guaranteed. Check capacity against tab le
14.a.6 Foam jet pipes At least 2 foam pipes. Away from each other. MR-art. 4.6.2.1
Actual delivery rate:14.a.7 Foam hand branch Quantity:
Delivery rate:Location:
14.a.8 Foam monitors Quantity MR-art. 4.6.2.1
Maximum height MR-art. 4.3
Delivery rate:Capable to cover the entire landing area:Location
14.a.9 Protection of firefighters Shielding guaranteed (e.g. fire-rated walls or below helideck)?
14.a.10 Hydrant points Quantity: MR-art. 4.6.2.2
Delivery rate:Can interior of helicopter be reached?Location:
14.a.11 Twin Agent Units Number of nozzles MR-art. 4.6.2.3
Condition of units
No. Item Details (ref. also to comment-boxes)
ReferenceRequirement
Ok Answer & details. List type, number and condition
14.a.12 Foam Test Certificate Cert. of conformity, test report on concentrate, and produced foam
JAR-OPS 3
b.
14.b FIRE EXTINGUISHING EQUIPMENT MR-art. 4.7
14.b.1 Dry powder extinguishers (DP) Min 45 kg.See also Twin agent unit remarksNo and capacity of each unit:
MR-art. 4.6.1.a
Access to helideck:Certification valid until:
14.b.2 CO2 Min 18 kg with long lance. No. and capacity of each unit:
MR-art. 4.6.1.b
Certification valid until:Access to helideck
14.b.3 Twin Agent units Quantity and type of foam: MR-art. 4.7.2.3
Quantity of powder:Certification valid until:
14.b.4 Foam jet pipes and water jet pipes Capacity at least 230 l/min AFFF + 2 kg/sec powderDelivery rate foam:
MR-art. 4.7.2.4
14.b.5 Users manual should be present
14.b.6 Operability Should be simple operab le by one person. Delivery rate powder:
MR-art. 4.7.2.4
14.b.7 Foam Test Certificate Cert. of conformity, test report on concentrate, and produced foam
MR=Mining Regulations
MD=Mining Decree
Annex14 = ICAO Annex 14
SPECIFIC FOR NORMALLY UNMANNED PLATFORMS
Supervise helicopter
landing and departure
Prepare for helicopter Prepare for helicopter
landing departure
Brief helideck crew Brief helideck crew
HLO Control Offshore Helideck Routine Operations
Control Offshore
Routine Operations Supervise cargo
handling
Supervise loading and
Co-ordinate preparation unloading passengers,
of freight baggage and freights
Confirm suitability Confirm helicopter is safe to approach
of freight
Prepare for refueling Ensure refueling
systems and equipment
are serviceable
Supervise the refueling
of the helicopter
Refuel the helicopter
Make the helicopter safe
Shutdown refueling
process
Monitor shutdown
sequence and inform appropriate people
Confirm equipment status
Inform appropriate people
of impending operations
and maintain
communications
Helideck area equipment
is manned and
operational
Conduct communication
with helicopter pilot
Take corrective action
Appropriate manner:
With authority and clarity
Procedures:
PPE, crew briefings, full
equipment confirmation,
communications,
loading, helideck
equipment
Communications
Personal radio, vocal,
visual
Appropriate persons:
OIM, RO, helideck
crews,
standby vessel officer,
crane operator
Impending operations:
Helicopter landing and
on deck, vessel or crane
movements, weather,
deck and airspace is
clear
Confirm equipment status
Inform appropriate people
of impending operations
and maintain
communications
Secure and stow
helicopter equipment
Secure and stow
helideck equipment
Rescue and firefighting
equipment is manned and
operational
Communicate departure
clearance
Conduct work safely
Crew briefings:
Equipment security and
stowage, safe working
practices, departure
clearance
Communication
manner:
With authority and clarity
Appropriate persons:
OIM, RO, helideck
crews, standby vessel
officer, passengers,
helicopter crew, crane
operator
Communication
methods:
PA system, telephone,
personal radio, vocal,
group meeting
Helideck equipment:
Chocks, fire
extinguishers, baggage
trolley, external power
Impending operations:
Helicopter on-deck,
cabin restrictions,
weather, deck and
airspace is clear, vessel
or crane movements
Move freight to
helideck area
Complete loading
preparations and notify
appropriate people
Move freight to helicopter
Loading preparations:
Manifest, freight,
personnel
Suitability: Cleanliness,
leakproof, labelling and
packaging, manifest,
load spreading, floor
loading, dangerous
cargo, radioactive,
magnetic
Freight:Large, small,
long
Procedures:
Manual handling,
mechanical handling
COSHH loading
Transfer manifests
Offload baggage
Disembark passengers
Offload freight
Load freight
Embark passengers
Stow baggage
Procedures:
Advising helicopter pilot,
confirming helicopter
safety, cargo,
passengers on helideck,
data collection and
processing, safe working
practices, manual
handling, loading and
unloading
Communications:
Radio, visual
Actual / Potential
conflicts:
Weather conditions, rotor
hazards
Passenger PPE:
Survival suit, lifejacket,
hearing protection
Conduct quality checks
Establish aircraft
requirements and notify
appropriate people
Deploy firefighting
arrangements
Record data and forward
to appropriate people
Monitor operations
Take corrective actions
where necessary
Record data and forward
to appropriate people
Equipment:
PPE
Procedures:
Helicopter bonding and
refueling, refueling
systems and equipment,
aircraft requirements,
quality checks, safe
working practices
Corrective action:
Spillage
Aircraft requirements:
Gravity, pressure,
quantity
Quality checks:
Fuel samples
Monitoring:
Differential pressure,
delivery pressure,
quantity
Stow equipment
Record data and forward
to appropriate people Conduct work safely
Procedures:
Equipment shutdown
sequence, equipment
storage, refueling hose
and bonding lead, data
collection and processing
safe working practices
Equipment:
Refueling package -
nozzle, hose bonding,
lead, fuel caps
Equipment storage:
Refueling hose and
bonding lead
Data:
Written, from meter on
system
Data accuracy limits:
100%, less than 100%
accuracy
Data collection:
Log sheets
Appropriate persons:
onshore, offshore
Refueling operations:
Bonding lead, refueling
hose removal, fuel caps
Monitoring:
Manual, electronic
EX
AM
PLE
– Appendix 2
Contribute to Routine
Offshore Helideck
Operations
(Helideck Assistant)
Handle Cargo Refuel
helicopter
Contribute to
helicopter landing
and departure
Assist with the
Preparation for helicopter
landing
Assist with the preparation for
helicopter departure
Assist with the preparation of
freight for loading
Assist with the unloading and
loading of bagage passengers
and freight
Assist with refueling the
helicopter
Assist with the shutdown of
the refueling operation
Assist with the preparation for
refueling
Inform HLO of status of
operation
Inform HLO of status of
equipment
Helideck area equipment is
manned and operated as
instructed
Prompt action is taken when
appropriate
Conduct work safely
Procedures:
Full equipment
confirmation,
communications,
helideck equipment
Equipment manned:
Rescue and firefighting,
chocks, baggage
handling equipment
Communications:
Personal radio, verbal,
visual
Appropriate persons:
HLO, RO, other helideck
crew member, crane
operator
Operations and
Conditions:
Helicopter landing and
on deck, vessel or crane
movements, weather,
deck and airspace is
clear
Working Practices:
Individual operation,
team operation, use of
PPE, use of equipment
Helideck Area
Equipment:
Landing net, lights,
rescue and firefighting,
wind sock, chocks,
baggage handling
equipment, helideck
lifeline
Actual or Potentially
Hazardous Situations:
Fuel leaks, oil leaks, fire,
smoke, abnormal noise,
other abnormalities
Secure and stow helicopter
equipment
Secure helideck equipment
Rescue and firefighting
equipment is manned
Observe helicopter operations
Prompt action is taken when
appropriate
Conduct work safely
Appropriate persons:
HLO, RO, other helideck
crew member, helicopter
crew
Communication:
Telephone, personal
radio, verbal, visual
Helideck equipment:
Chocks, portable fire
extinguishers, baggage
handling equipment,
external power supply
Helicopter Operations
observed:
Helicopter on deck,
weather, deck and
airspace is clear, vessel
or crane movement
Helicopter equipment:
Doors, panels, fuel caps
Working Practices:
Individual operation,
team operation, use of
PPE, use of equipment
Actual or Potentially
Hazardous Situations:
Fuel leaks, oil leaks, fire,
smoke, abnormal noise,
other abnormalities
Move freight to helideck area
Complete loading
preparations
Move freight to helicopter
Deliver food/ refreshments to
helicopter
Prompt action is taken when
appropriate
Conduct work safely
Loading preparations:
Freight, pallets, spreader
boards, loading
equipment
Freight: Large, small,
long, heavy, light, bulky
Procedures:
Manual handling,
mechanical handling,
COSHH loading,
positioning, underslung
loads
Actual or Potentially
Hazardous Situations:
Long items, dangerous
goods
Working Practices:
Individual operation,
team operation, use of
PPE, use of equipment
Offload bagage
Disembark passengers
Offload freight
Prepare helicopter
Load freight
Embark passengers
Stow bagage
Prompt action is taken when
needed
Conduct work safely
Procedures:
Advising HLO,
confirming helicoptersafety, cargo,
passengers on helideck,safe working practices,
manual handling,mechanical handlingloading and unloading
Communications:
Visual, verbal
Actual, /Potential
conflicts:Weatherconditions, rotor hazards,
underslung andwinching, static
discharge
Passenger PPE:
Survival suit, lifejacket,hearing protection
Working Practices:
Individual operation,team operation, use ofPPE, use of equipment
Confirm refueling systems
and equipment are
serviceable
Conduct quality checks
Receive aircraft requirements
Man fire fighting equipment
Record data and forward to
HLO
Operational
Requirements :
Weather, rotor hazards
Refueling
Requirements:
Quantity, gravity
pressure, filter location
Procedures: Fuel,
sampling and quality
Helicopter is borded
Refuel helicopter and monitor
operations
Take corrective actions where
necessary
Record data and forward to
HLO
Procedures :
Helicopter bonding and
refueling, refuelingsystems and equipment,aircraft requirements,safe working practice
Corrective actions:
Spillage, fire, equipmentMalfunction
Aircraft requirements:Gravity, pressure,
Quantity
Monitoring:
Differential pressure,delivery pressure,
Quantity
Data:
Differential pressure,delivery pressure,
quantity
Conduct quality checks
Shutdown the operation and
inform HLO
Stow equipment
Record data and forward to
HLO
Conduct work safely
Confirm refueling systems
and equipment are
serviceable
Procedures:
Shutdown sequence,
equipment storage,refueling hose, hose endand bonding lead, mainbonding lead, data
collection, safe workingPractices
Equipment storage:Refueling package -nozzle, hose bondingleads, fuel caps, fuelsamples, sampling
Equipment
Data:Written, deliverymeter, totaliser meter,differential pressuregauges, fuel pressuregauge, dipstick reading
30-9-09
Appendix 2
Operation
Appendix 4 STANDARD HAND SIGNALS
Description Meaning of signal
and action
Passenger
Disembarkation
Refueling
Preparation for Take-off
Signal made by the HLO.
Two fingers pointed
down and moved
backwards and forwards
in opposite directions as
if walking.
Signal made by pilot or
HLO. Forefinger pointed
horizontally and rotated
clockwise.
Signal made by pilot or
HLO. Hand horizontal,
palm facing down, hand
waved side to side.
Signal made by pilot.
“Thumbs up”.
Signal made by HLO.
Right arm fully extended;
“Thumbs up”.
Ready to disembark
passengers. Pilot
switches off “Fasten seat
belt” sign.
Given by the pilot,
commence refueling.
Given by the HLO,
refueling has
commenced.
Fuel sufficient/stop
refueling.
Pilot ready for take-off.
Helicopter cleared to
take-off.
NOTE: The HLO signal will be accompanied by an R/T call “cleared for take-off” and acknowledged by the pilot.
Appendix 4 STANDARD HAND SIGNALS
The following hand signals are recognized in communications between the pilot and HLO
START ENGINES
Left hand overhead with
the number of fingers
extended to indicate number
of engine to be started
(e.g. Port No. 1, Stbd No. 2)
STARTING ROTORS
Right hand overhead in
circular movement
CONNECT GROUND
POWER
One arm horizontal in front
of the body at shoulder level.
Other arm, fist clenched,
brought up to form a 'T' of
forearms
ENGINE FIRE
(No action required)
Pilot will hold up hands
as for police stop signal
CHOCKS INSERTED
Arms extended,
palms facing inwards,
then swung from the
extended position
inwards
SHUT DOWN
Cut throat action
MOVE UPWARDS
OR DO NOT LAND
Arms placed horizontally
sideways with palms up
beckoning upwards
REMOVE GROUND POWER
One arm horizontal in front
of the body at shoulder level.
Otherarm, fist clenched, held
vertical to form a 'T' of fore-
arms. Leaving the horizontal
arm in place, return the arm
forming the vertical smartly
tothe side of the body
ENGINE FIRE
Hands out, palms
uppermost with rapid
opening and clenching
fists. If action required
by pilot he will repeat
the same signal
CHOCKS AWAY
Arms down, thumbs
facing outwards, then
swung outwards,
inwards
APPENDIX 5
Transportation of special loads.
"Special load" is the collective term for those items of cargo
which, due to there nature or value will require special
treatment by all personnel during the stages of acceptance,
storage, stowage and transportation.
Under the heading of "special load" will fall:
- Dangerous goods.
- Live animals.
- Strongly smelling cargo.
- Human remains.
- Perishable cargo. (Including foodstuffs)
- Valuable cargo.
- Wet cargo.
- Living human organs and blood shipments.
- Spare parts for aircraft that are "AOG" coded.
- Undeveloped film.
All of the above items with the exception of "Valuable cargo"
must be entered in the part of the cargo manifest
designated "Special load notification to Captain" (NOTOC)
Either the operations department of the helicopter operator
or the approved dispatcher on an offshore installation or
vessel issues this.
Dangerous goods.
Definition of dangerous goods
Dangerous goods comprise of all articles or substances
which are capable of posing a significant risk to health,
safety or property when transported, and which are
classified according to I.C.A.O. Annex 18, Technical instruc-
tions for the safe transport of dangerous goods by air and
IATA.
For the purpose of transportation dangerous goods have
been divided into three (3) categories. They are:
1. Forbidden:
Those, which are forbidden for transportation by air
2. Acceptable:
Those items, which are acceptable for air transport,
provided all the special provisions concerning packaging;
quantity and compatibility are complied with.
3. Excepted:
Known items in general use such as, after shave lotions,
perfumes etc. this being directed at passengers and
their baggage.
Appendix 5 – Transportation of special loads
1
Classification of dangerous goods
Class 1.
Class 2.
Class 3.
Class 4.
Class 5.
Class 6.
Class 7.
Class 8.
Class 9.
Explosives.
Gases. (Compressed, liquefied, dissolved
under pressure or deeply refrigerated)
Flammable liquids.
Flammable solids. (4,1)
Substances liable to spontaneous
combustion (4,2)
Dangerous when wet, will emit flammable
gases. (4,3)
Oxidizing substances. (5,1)
Organic peroxides. (5,2)
Poisonous toxic substances (6,1)
Infectious substances (6,2)
Radioactive materials.
Corrosives.
Miscellaneous dangerous goods, including magnetic
materials
Marking and labelling
All packages containing dangerous goods must have the
correct marking and labelling, as laid down in the IATA
Dangerous goods regulations. In all cases the "Proper
shipping name the "UN" or "ID Number" and quantity must
be noted on the outer packing together with the correct
"Hazard labels".
Further to this a "Shippers declaration of dangerous goods"
is required.
Orientation labels.
In addition to the previous mentioned labels, special
attention must be paid to the following:
“Heavy Freight”
Packages bearing these labels must be stowed accordingly.
Single packages with end closures, containing liquids must
be stowed with the closures upwards.
Appendix 5 – Transportation of special loads
2
Packing.
Dangerous goods must be packed in containers that are
approved according to the packing instructions as laid down
in the I.A.T.A. Dangerous goods regulations. For this
purpose the regulations divide the dangerous goods into
three groups, depending on the degree of danger that they
may present.
Packing group I
Packing group II
Packing group III
=
=
=
Great danger.
Medium danger.
Minor danger.
Bilateral agreement.
This agreement made between the Civil Aviation Authority of
the Netherlands (Inspectie Verkeer en Waterstaat, divisie
luchtvaart) and the United Kingdom (CAA) ICAO.
Except when otherwise provided for in the "technical
instructions", no person may offer, or accept dangerous
goods of any class for transportation by air, unless those
goods are properly classified, documented, certificated,
described, packed, marked, labelled and in the correct
condition for shipment as required by the technical
instructions.
When all of the required precautions have been taken,
transportation by air of items, which possess potentially
hazardous characteristics, may be carried out in a safe and
acceptable manner.
Loading of dangerous goods.
Dangerous goods that are to be carried on board helicopters
will be stowed in the cargo area only. Special care must be
taken to insure that the dangerous goods are secured in the
correct position and manner.
Appendix 5 – Transportation of special loads
3
Handling of incidents and accidents with
dangerous goods.
For your own protection, and that of other personnel
involved in the transportation of special loads, if confronted
with a leaking or damaged packages containing dangerous
goods. The following procedures must be applied at all
times.
Damaged packages.
(All classes except class 7.)
Warning.
Never load damaged packages.
When a package or packages containing dangerous goods
are damaged but with no spillage, separate the package or
packages and warn a member of the helicopter crew or the
HLO.
Spillage of contents.
(Class 1 to 5 and 9.)
Warning.
Never load leaking packages.
In cases of spillage of the contents (liquids, solids, gases or
fumes) if possible place the package or packages in a safe
place preferably in open air, and inform a member of the
helicopter crew or the HLO.
Contamination of skin or clothing.
(Classes 1 to 5 and 9.)
Remove contaminated clothing as soon as possible prefer-
ably under a running shower and have the clothing cleaned,
wash the contaminated areas of the body for a period of at
least 10 to 15 minutes with running water. If so required
contact a physician as soon as possible.
Appendix 5 – Transportation of special loads
4
Spillage of contents.
(Classes 6 and 8.)
Never move a damaged package. Insure that contamination
does not spread. Protect your person and inform the Heli-
copter Landing Officer.
Class 6.
In cases of contamination of clothing replace as soon as
possible, if the contamination has penetrated to the skin
wash in running water with soap for a period of at least 15
to 20 minutes. Insure that another person opens doors and
operates taps etc. to prevent any further contamination.
Note.
If the skin is contaminated consult a physician as soon as
possible.
Class 8.
In cases of contamination with this class immediately douse
the affected person with large amounts of running water,
then with great care remove the clothing and continue to
douse the affected parts.
Note.
Use as much water as possible.
Do not rub the skin.
Consult a physician immediately.
Notification to captain (N O T O C)
The captain of the helicopter must be provided with written
information (manifest) as soon as practically possible prior to
the departure time, covering the "special load" that is to be
carried. If dangerous goods are to be transported from an
airfield to an offshore installation or vessel the goods will be
accompanied by a "shippers declaration".
IATA-ICAO Hazard & Handling labels
Appendix 5 – Transportation of special loads
5
IATA/ICAO HAZARD AND HANDLING LABELS
Except for Radioactive and Handling Labels, text indicating the nature of risk on label is optional.
Primary Hazard Labels Class 1
Class 4
Class 2
Class 3
*Articles bearing the Explosives labels shown above and falling into Divisions 1.1, 1.2, 1.4F, 1.5 and 1.6 are normally forbidden.
1.1 1
1.2 1
1.4 EXPLOSIVES
F 1
1.6
N 1
1.5
D 1
1.4 EXPLOSIVES
G 1
1.4 EXPLOSIVES
B 1
1.4 EXPLOSIVES
C 1
1.4 EXPLOSIVES
D 1
1.4 EXPLOSIVES
E 1
1.4 EXPLOSIVES
S 1
1.3 1
Non-flammable gas Flammable gas
Spontaneously
combustible
4
Flammable solid4
4
Dangerous when wet
4
Flammable liquid 2
3
Class 5
Oxidizer
5.1
Organic peroxide
5.2
Appendix 5 DANGEROUS GOODS
2
Toxic gas
2
IATA/ICAO HAZARD AND HANDLING LABELS (CONT.) Except for Radioactive and Handling Labels, text indicating the nature of risk on label is optional.
Primary Hazard Labels (cont.)
Class 6 Infectious substance
Secondary Hazard Labels
Toxic
6
RADIOACTIVE I
CONTENTS
ACTIVITY
7
Class 7
In case of damage or leakage
immediately notify Public
Health authority
6
RADIOACTIVE II CONTENTS
ACTIVITY
TRANSPORT INDEX
7
Flammable gas
Flammable liquid
Dangerous
when wet
Oxidizer
Class 8
RADIOACTIVE III CONTENTS
ACTIVITY
TRANSPORT INDEX
7
Class 9
Flammable
solid
Spontaneously
combustible
Toxic
CORROSIVE
CORROSIVE
8
Handling Labels N
W E
9
DANGER
S
MAGNETISED
MATERIAL KEEP AWAY FROM AIRCRAFT COMPASS DETECTOR UNIT
DO NOT LOAD IN PASSENGER AIRCRAFT
CONTAINS
CRYOGENIC
LIQUID
Appendix 5 DANGEROUS GOODS
SHIPPERS DECARATION FOR DANGEROUS GOODS
Shipper
Air Waybill No.
Page of
Pages
Consignee
Two completed and signed copies of this declaration must be handed to the operator
TRANSPORT DETAILS
This shipment is within the Airport of Departure:
limitations prescribe for
(delete non-applicable) PASSENGER CARGO AND CARGO AIRCRAFT AIRCRAFT ONLY
Airport of Destination:
NATURE AND QUANTITY OF DANGEROUS GOODS
Dangerous Goods Identification
Shippers Referencee Number (optional)
WARNING
Failure to comply in all respects with the applicable Dangerous Goods Regulations may be in breach of the applicable law, subject to the legal penalties. This Declaration must not, in any circumstances, be completed and/or signed by a consolidator, a
forwarder or an IATA cargo agent.
Shipment type (delete non-applicable)
NON-RADIOACTIVE RADIOACTIVE
(see sub-section of 8.1 of IATA Dangerous Goods Regulations)
Proper Shipping Name
Class UN or Pack- Subsi- Quantity and type of packing
or ID No. ing diary
Divi- Group Risk sion
Packing
Inst
Authorisation
Additional Handling Information
I hereby declare that the contents of this consignment are fully and
accurately described above by the proper shipping name, and are
classified, packaged, marked and labelled/placarded, and are in all
respects in proper condition for transport according to applicable
International and national governmental regulations.
Name/Title of Signatory
Place and date
Signature
(see warning above)
Appendix 5 DANGEROUS GOODS
Dangerous Goods - Notification T o Captain
DANGEROUS GOODS carried in accordance with Article 44 of the Air Navigation Order 1985 (as amended). Advice is given of the fol lowing DANGEROUS GOODS loaded. All materials loaded are in strict accordance with ICAO regulations for the safe transport of DANGEROUS GOODS by air .
Date: Installation: Flight No.: Aircraft Reg.:
Destination Number
of Packages
UN Number Proper Shipping Name
Class or
Division Subsidiary
Risk Packing Group
Nett Quantity or Transport Index No. IMP Code
Cargo A/C Only Loading Position
Additional Information:
Loaded as shown. There is no evidence that any damage or leaking packages have been loaded on the aircraft.
Name and Position: Signature
Signature of Captain:
IMP Code Label IMP Code Label IMP Code Label
REX, RCX, RGX *
RXB, RXC, RXD *
RXE, RXG *
RXS
REX
NRG or RCTL *
RFG
* denotes as applicable
Explosive
Explosive 1.4
Explosive 1.4
Explosive 1.4S
Explosive 1.5
Non-Flammable Gas
Flammable Gas
RPG
RFL
RFS
RSC
RFW
ROX (Oxidiser) or
ROP (Org. P erox)
Poisonous (T oxic) Gas
Flammable Liquid
Flammable Solids
Spontaneous Combustible
Dangerous When W et
Oxidiser or
Organic Peroxide
RPB
RHF
RIS
RR W
RR Y
MAG
RCM
CAO
Poison
Keep A way Frpm Food
Infectious Substance
Radioactive CA T. 1
Radioactive CA T 1 1/1 11
Magnetised Material
Corrosive
Cargo Aircraft Only
F/2848 (04 Aug 1999) White Copy - Pilot, Pink Copy - UESL/12, Yellow Copy - Retained in book
Appendix 5 DANGEROUS GOODS
APPENDIX 6 Helicopter Diagram