ng14 en 090930 helideck procedures manual rev1

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


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


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


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


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


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


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


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


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


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



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



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



Inform

1 Helideck Emergency Procedures


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.


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.


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.


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


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


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



Inform

1 Helideck communication

2 Weather Information

HLO

HLO

HLO

HLO

Radio-

Operator/OIM

Radio-

Operator

Radio-

Pilot/

OIM

Pilot

3 Hand marshalling signals



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


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



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


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


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.


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.


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


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


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


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.


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.


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.


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


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


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


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



Inform

1 Characteristics of fuel

2 Quality control checks

3 Components of the fuel system

HLO

HLO

HLO

HLO / Pilot Pilot / OIM



Pilot

Pilot

Pilot

4 Refueling procedures

5 Fuel spills

R = Responsible

A= Accountable

C = Consult

I= Inform


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


Zero fuel weight



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, 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


Empty weight, offshore equipped (average)



Auxiliary fuel tank capacity (boot)

Fuel consumption

Normal cruise speed


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


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



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




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)



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




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




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


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


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


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


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


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


appropriate

Conduct work safely


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:






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


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



Long items, dangerous

goods

Working Practices:




Offload bagage

Disembark passengers

Offload freight

Prepare helicopter

Load freight

Embark passengers

Stow bagage


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


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


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


Shutdown the operation and

inform HLO

Stow equipment


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.


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.


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.


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


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


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)


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 6 Helicopter Diagram

ng14 en 090930 helideck procedures manual rev1

Documents

potentially

absorbent

emergency

conduct work

shell water

safe working

crash position

bagage compartiment