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 CONTENTS
Page

Foreword 111

Chapler 1 GENERAL GUIDANCE 1

1.1 Introduction ·1
1.2 Selection of an Operator 1

Chapter 2 GENERAL Fl YING SAFETY 3

2.1 Principies 3
2.2 Respansibilities 3
2.2.1 User 3
2.2.2 Master 3
2.2.3 Helicopter Operator 3
2.2.4 Helicopter Pilot 4
2.2.5 Helicapter Winchman/Cabin Attendant 4

Chapter 3 HELlCOPTER OPERATING GUIDANCE 5

3.1 Helicopter Requirements far Routine Service 5

3.1.1 Twin Engined and Single Engined Helicapters 5
3.1.2 Helicapter Landing Gear 5
3.2 Weather and Sea Conditions 5
3.2.1 General 5
3.2.2 Wind Conditions limiting Helicopter Operations 6
3.2.3 Sea and Swell 6
3.2.4 Special Conditions 6

Chapter 4 GENERAL SHIP REQUIREMENTS 7

4.1 Ship Operating Areas 7

4.1.1 Types of Operating Area 7
4.1.2 Positioning of Operating Areas 7
4.2 Details of Landing Area 8
4.2.1 Landing Area at Ship's Side 8
4.2.2 Landing Area without Unobstructed Access from Ship's Side 9
4.2.3 Dimensions of Landing Area 9
4.2.4 Aiming Circle (Touch Down Zone) 10
4.2.5 Clear Zone 10
4.2.6 Manoeuvring Zone 10
 Page

4.3 Details 01 Winching Area 11

4.3.1 Positioning 01 Winching Area 11
4.3.2 Clear Zone 11
4.3.3 Manoeuvring Zone 11
4.3.4 Winching Area on or Adjacent to Accommodation Spaces 11
4.3.5 Alternative Facilities lor Emergency Helicopter Winching
Operations 11
4.4 Obstructions (General) 13
4.5 Markings (General) 13
4.6 Poop Deck Platforms 13
4.7 Night Operations: Lighting 14
4.8 Fire Fighting Equipment 14

Chapter 5 COMMUNICATIONS 15
5.1 General 15
5.2 Communications Equipment 15
5.3 Message Format 15
5.3.1 Master to Agent (at least 24 hours belore anticipated
operation) 15
5.3.2 Agent to Helicopter Operator 15
5.3.3 Agent to Master 16
5.3.4 Master to Agent (6 hou rs prior to arrival) 16
5.3.5 Agent to Helicopter Operator (revised or additional
information) 16
5.3.6 Agent to Master (subsequent communication) 16
5.3.7 Communications between Ship and Helicopter 17

Chapte,! 6 SHIP OPERATING PROCEDURES 19

6.1 Operational Checks 19

6.1.1 Ship Requirements 19
6.1.2 Checks lrom the Helicopter 20
6.2 Navigation 20
6.2.1 Identilication 01 the Vessel 20
6.2.2 Manoeuvrability 20
6.3 Signalling Procedures 20
6.3.1 Ships' International Signals 20
6.3.2 Visual Signals to Helicopter 21
6.3.3 Loss 01 Radiocommunications 21
6.3.4 Warning Signal 21
6.4 Operational Instructions 21
6.4.1 Deck Party 21
6.4.2 Fire Fighting 22
6.4.3 The Operating Area 22
6.4.4 The Helicopter 22
6.4.5 Emergency Shutdown 22
 Page

6.5 Landing and Hovering 22

6.5.1 Landing 22
6.5.2 Hovering 22
6.5.3 Underslung Loads 23
6.6 Instructions to Helicopter Passengers 23
6.6.1 General 23
6.6.2 Landing 23
6.6.3 Winching 24

Chapter 7 REQUIREMENTS SPECIFIC TO DIFFERENT SHIP TYPES 25

7.1 Tankers 25
7.1.1 Oil Tankers 25
7.1.2 ChemicallParcel Tankers 25
7.1.3 Vapour Dispersal 25
7.1.4 Vapour Emission Control 25
7.1.5 Salety 26
7.1.6 Freeboard 26
7.2 Bulk Carriers and Combination Carriers 26
7.2.1 General 26
7.2.2 Geared Bulk Carriers 26
7.2.3 Gearless Bulk Carriers 27
7.2.4 Combination Carriers 27
7.3 Container Ships 27
7.4 Gas Carriers 28
7.4.1 Design Limitations 28
7.4.2 Vapour Emission Control 28
7.5 Dry Cargo Ships 28

Chapter 8 MARINE PILOT TRANSFER 29

Chapter 9 EMERGENClES 31

9.1 General 31
9.2 Choice 01 Helicopter 31
9.3 IlIness or Injury Evacuation 31
9.3.1 Requesting Assistance 31
9.3.2 Preparation 01 Patient 31
9.4 Emergency Operating Areas 31
9.5 Helicopter Accident Procedure 32
9.5.1 General 32
9.5.2 Fire Procedures 32
9.5.3 Plan 01 Action 32
1 Page
1¡
Appendix A Commercial Helicopters in Marine Use 33
! Appendix B Shipboard Salety Check List 35

I Appendix C
Appendix O
Instructions to Helicopter Passengers Translerring to and lrom Ships
Duties and Suggested Action Plan lor Helicopter Accident
37
39
'1

FIGURES

figure 1 Pattern 01 Air Flow over Ship's Deck 7

Figure 2 Landing Area at Ship's Side 8
figure 3 Landing Area without Unobstructed Access lrom Ship's Side 9
figure 4 Landing Area - Permitted Height 01 Obstructions (Elevation) 10
figure 5 Winching Area 12
 CHAPTER 1

GENERAL GUIDANCE
1.1 INTRODUCTION
The lact that many helicopter operations take place throughout the world every day underlines the
inherent safety and usefulness of the helicopter. The advent 01 the gas turbine engine in the 1950s improved
the perlormance of helicopters and thereby contributed greatly to their acceptance in maritime operations.
This guide seeks to advise shipping companies and ships' stall on how to handle helicopter/ship
operations. Because 01 their diflerent backgrounds, qualilications and experience, mariners and aviators
are olten not conversant with even the most basic technical lacets of each other's profession. This lack
of mutual understanding can be dangerous and the guide attempts to remedy it.
There are three main categories 01 helicopter/ship operations:
Where there is a contract between a shipping company and a helicopter operator. It is this
category to which the guide is principally directed.
Where there is a contract between some local organisation, such as a pilotage authority, and
a helicopter operator. The guide is al so suitable lar these applications, and Chapter 8 in particular
deals with the transler 01 marine pilots.
Emergencylrescue operations. Although the guide has been written with planned operations
chiefly in mind, many sections provide helpful information which is relevant to the use of
helicopters in emergencies.
The operations department 01 a shipping company has to balance time, money, safety and expediency.
Befare deciding on helicopter/ship operations it has to weigh the risks to the vessel inherent in approaching
harbour limits and heaving-to lor a launch transler against those arising lrom a helicopter transler with
the ship safely oll-shore and probably steaming on passage. In balancing such factors, safety must be the
prime consideration.

1.2 SELECTION OF AN OPERATOR

Aviation, like shipping, has varying stanc!ards of operating practice. V\fhen planning an operation,
aelvice shoulel be sought from an independent expert (e.g. a qualified consultant with first-hand experience
of marine helicopter operations) who, having ascertainecJ the exact requirements, will be able to identify
the operator with the ability and experience to carry out the task to the highest level of safety and proficiency.
National aviatíon authorities will normal!y assist by recommending an appropriate consultative body.
The consultant may recommend to the use!' that operating constraints in excess of those required
by the administration or operator are applied contractually. Advice on the form 01 this contract should
be sought from an expert. A technical consultant will not necessarily be expert on contraets but should
be able to recommend a specialist. This is particularly relevant in consideration of Iiability, indemnity and
;nsurance clauses, on which the owner should always consult his P&I Club.
The choice of a helicopter for a particular task is one which requires a high degree of technical
aviation knowledge. Aircraft operators seeking business may claim to be able to perform a task for which
their particular aircraft is not suitable and thus possibly reduce safety standards and the cost effectiveness
of the operation. The safety of the ship, the helicopter and personnel is paramount and the consultant's
report should therefore always be available belore any contractual agreement is signed.
A helicopter must be operated in accordance with the instructions in the operations or flight manual
prepareel by the helicopter manufacturer, and approved by the administration, for the aircraft concerned.
The aireralt is maintained to a schedule recommended by the manulacturer and approved by the appropriate
aviatíon authority, some of whose requirements may be additional to those of the manufacturer. The aviatíon
authority will also have inspectors to check regularly that the operator is applying the rules and regulations
correctly.
When an operator has been selected, a contract signeel, and all is ready lar service, the operations
department should issue advice and instructions on the use 01 the service and ensure that the ICS Guide
to Helicopter/Ship Operations is available anel adhered to by all stafl.

. 3d. .. ~.L ¿ ..dL _1&& ¿ 2 i

 CHAPTER 2

GENERAL FlYING SAFETY

2.1 PRINCIPLES
Marine helicopter operations elemand a clear understanding 01 salety requirements lor both the
ship anel the aircraft. The aim of this guide is to specily the minimum requirements neeessary to maintain
stanelards of safety. These requirements should be adhereel to at all times for routine operations. Transler
of personnel or sto res to or from ships by helicopter should also be conelucted in accordance with any
relevant national safety stanelards.
Twin engineel helicopters are always to be preferred lar helicopterlship operations; in some cases
national regulations may stipulate the use of twin engineel machines.
The most important factor in the successful conduct of safe helicopter operations is good communica·
tions. It is essential that there is full understanding and agreement between the ship's master anel the
helicopter pilot on a clear anel simple plan of arrangements both priar to anel during operations.

2.2 RESPONSIBILlTIES
2.2.1 User
It is the responsibdity of the user to seleet reputable helicopter operators so as to ensure that the
necessary standards of operational safety are achieved. There are advisary agencies throughout the world
whose guidance should be sought.
2.2.2 Master
(a) The master is responsible for the overall safety of the ship. If he is in any eloubt whether the
proposed helicopter service meets the requirements of his owners concerning safety, liability,
inclemnityand insurance he should seek their advice befare operations commence.
(b) Clearance for the specific helicopter operations proposed and permission for the helicopter
to lanel on boarel are given entirely at the discretion of the master.
(e) The master may stop or curtad the operation at any time for reasons of ship safety. In this event,
the helicopter must move clear of the ship immediately. The master and helicopter pilot should
if possible eliscuss appropriate further action.
(el) The master is responsible for ensuring that crew members involved in helieopterlship operations
are trained in standards and procedures necessary to maintain the safety of the ship, its crew
and the helicopter aircrew. The master must ensure that the officer in charge and the members
01 the eleck party are fully familiar with equipment for winching and landing operations and
are trained and regularly drilled in the tasks required of them in both routine operations anel
emergencies.
2.2.3 Helicopter Operator
The helicopter operator must comply with the aeronautical requirements far helieopter operations
and pilot standards of both the country of registration 01 the helicopter and the country where it is operating.
In particular:
(a) Helicopters to be used for operations on ships should conlorm to certain criteria contained
in the helicopter company's operations manual but should never be equipped with less than
a marine VHF radiocommunications transceiver and a radio altimeter.
(b) Helicopters which are eertilied far instrument flight rules (IFR) and night operations should,
in addition to standard certified IFR requirements, also be equipped with radar capable of shart
range display indication, vertical gyroscopic indicatar (VGI) and instantaneous vertical speed
indicator (IVSI). It is also recommended that one of the landing lights should be fully articulating.
(c) The helicopter should carry the following rninimum equipment - flotation gear; life rafts; a
survival pack; first aid kit; and life jackets for all crew and passengers.
(d) Helicopters used at night or in reduced visibility must be equipped for instrument flying and
carry two pilots who have current IFR ratings on helicopters, are certified to internationally
accepted standards, and are qualified far helicopter operations over moving ships at night.
(e) A qualified crew member to serve as winchman must be carried whenever winching operations
are envisagecL A winchman/cabin attendant must be carried in certain helicopters and whenever
the passellger/freight compartment is separated from the flight deck (see Section 2.2.5).
i~
'1
'1
I 2.2.4 Helicopter Pilot
·'1 The safety of the helieopter remains at all times the responsibility of its pilot. In arder to carry out
·í their respective responsibilities the helieopter pilot and the master must agree on the proposed operation
before it eommenees. The helieopter pilot should be aware of the manoeuvring limitations of the ship.
2.2,5 Helieopter Winehman/Cabin Attendant
A helieopter winehman/eabin attendant is essential in larger aireraft and aireraft where the passenger
compartment is separated from the flight deek, and should ideally al so be earried in other situations. He
is responsible to the helieopter pilot for the following:-
(a) Passenger handling and safety during the flight and when entering and leaving the helieopter.
(b) Passenger supervision during ernergencies.
(e) Supervising the loading and unloading of the helieopter and assisting the offieer on deek to
ensure the safe eonduet of the deek party in the vieinity of the helieopter.
(d) Monitoring the pilot's blind-spots (the tail and under-belly of the helieopter), directing the pilot
over the required deck area, ensuring that it is all elear around and under the helieopter during
winehing and before landing and take-otí, and plaeing and rernoving wheel choeks.
(e) Ensuring that all relevant doeumentation is eornpleted by the ship's crew and on board the
helieopter befo re its return to shore.
 CHAPTER 3

HEUCOPTER OPERATING GUlDANCE

3.1 HELlCOPTER REQUIREMENTS FOR ROUTINE SERVICE
3.1.1 Twin Engined and Single Engined Helieopters
Twin engined helieopters are always to be preferred for marine operations. Single engined helicopters
may be used under eertain eonditions but only when landing on deek is intended. They must not be used
in hovering operations.
Single engined helieopters should only be used for transfers to ships on whieh a suitable recom-
mended landing area is available (see Seetion 4.2).
In harsh weather areas (e.g. North Sea in winter) regulations may limit the overwater lIight distanee
of single engined helicopters used for personnel transfer.
When any helicopter operation is being carried out aboye a winching area in the vicinity of accolll-
modation spaces, compliance with the requirements of Seetion 4.3.4 of this guide is espeeially important.
The following table indieates the operations whieh may be condueted by twin engined and single
engined helicopters:-

PERSONNEL STORES

LANDING WINCHING LANDING WINCHING

DAY NIGHT' DAY NIGHT' DAY NIGHT' DAY NIGHT'

.. ~

TWIN ENGINED Yes Yes Yes 2 Yes 2 Yes Yes Yes Yes

SINGLE ENGINED Yes 3 Yes] No No Yes 3 Yes 3 No No

Notes:
1. Helieopters used in night operations must be fully eertificated, equipped anel manned for su eh
operations (see Section 2.2.3(b) and (d)).
2. A winching area may only be used if a recomrnended landing area is not available or cannot
be used.
3. Single engined helicopters should not be used over accommodation spaces where these spaces
form part of the superstructure of the vessel.
3.1.2 Helicopter Landing Gear
Wheel mounted helicopters are preferable for landing on a vessel, especially if landing takes place
when the vessel is moving slightly in a seaway, because the wheels will provide improved traction. Skid
mounted helicopters may have difficulty in landing if the deck is ridged, or has small obstacles (such as
tank cleaning hatches on tankers) within the landing area. Nevertheless skid mounted helicopters may
be used with safety if these constraints are taken ¡nto account. During conditions of severe icing it may
be necessary for nets to be fitted to the deck if the helicopter is going to land, though the practical difficulties
of fixing these nets may outweigh their advantages. Where a purpose-built helideck is provided the nets
can be permanently fixed. The nets should preferably be of 20mm diameter ro pe with a maximum mesh
size of 200mm. The mesh should be knotted and not threaded. The net should be secured every 1.5 metres
around the landing area perimeter and drawn tight. The size of the net to be used will depend upon the
size of the helicopter for which the landing area is intended.

3.2 WEATHER ANO SEA CONDITIONS

3.2.1 General
Weather conditions which limit helicopter operations may vary according to the rules imposed by
the operations manual approved by the aviation board or authority for the particular helicopter and its
equipment. Helicopters which are equipped for IFR flight and carry a radar, VGI, radio altimeter and IVSI
and are manned by IFR crews trained in helicopter/ship operations will normally operate when visibility
is more than 150ft vertical and 0.5 nautical mile horizontal. Helicopters and crews which do not comply
with these requirements should not undertake helicopter/ship operations at night and should opera te to
day visual flight rule limits, i.e. 500ft vertical (clear of cloud) and 1 nautical mile horizontal.
j 3.2.2 Wind Conditions limiting Helicopter Operations
Routine operations can generally be conducted at a wind speed of up to 50 knots. However, under
certain circumstances it may be necessary for the ship to ehange direction at the request of the helicopter
pilot. In emergeneies operations can be carried out with certain helicopters in wind speeds up to 70 knots.
A pennant or windsock should be flown by the ship to give the helicopter pilot an indication of
the speed and direction of the wind relative to the ship's deck.
3.2.3 Sea and Swell
Helicopter operations should not be carried out if there is a likelihood of sea or heavy spray on
deck. If possible the master should ensure that spray, roll and pitch are kept to a minimum by selecting
a suitable course and speed. This is particularly important in preventing circumstances where sea and spray
may enter the helicopter's engine, and for the safety of the deck crew. Pitch or roll in excess of 5° may
well prevent helicopter landings.
When personnel are being winched to or from a vessel, the helicopter pilot may request that the
ship runs with the sea and usually with the wind, in order to reduce the relative wind speed as well as
the roll and piteh of the ship and risk of sea over the deck. Alternatively, if conditions so dictate he may
request that the ship heads into the sea.
3.2.4 Special Conditions
In special circumstances, e.g. when at anchor, the ship may be unable to manoeuvre and may not
be able to meet the conditions outlined aboye. Helicopter operations may however take place in such
eireumstances if the helicopter pilol is informed of the situation before he takes off fram base.
 CHAPTER 4

GENERAL SHIP REQUIREMENTS

4.1 SHIP OPERATlNG AREAS
4.1.1 Types of Operating Area
There are two types of ship operating area:
(a) Landing Area: a helicopter operating area which is suitable for landing helicopters. The landing
area may also be used for winching, but where a landing area of adequate size for the helicopter
in question is provided landing is always the preferred option.
(b) Winching Area: an operating area which may only be used far winching.
4.1.2 Positioning of Operating Areas
Operating areas shoulcl be located on the main deck and, if practicable, arranged on both port ancl
starboard sides, The operating afeas consist of an outer manoeuvring zone and an inner crear zone. It
is important that whenever possible the clear zone shoulcl be close to the ship's side. Any amount of the
manoeuvring zone may extend outboarcl but none of the elear zone may do so.
The first requirement i5 to identify a Jocation where there is clear access to the operating area and
exit from it to the ship's side. Once that location has been identified, the second requirement is lo establish
the best position within the area for the manoeuvring zone that will give the largest clear zone.
Positioning of lancling or winching areas close to the bow is not recommended due to the increased
air flow turbulence created by the ship's passage (see Figure 1).

RELATIVE WIND OIAECTION

.
AREA OF DECREASING
TURBULENCE

FIGURE 1: PATTERN OF AIR FlOW OVER SHIP'S DECK

1 '"- ---.-,---.-:.---=-----~---:------.---.

I
1
i
I 4.2 DETAllS OF lANDING AREA
I 4.2.1 landing Area at Ship's Side
¡ landing areas should be as large as possible and set out to provide safe access for helicopters from
the ship's side. Due accounl must be taken 01 possible helicopter slippage and wind and ship movement.
Where the boundary 01 the elear zone is close to or in line with the ship's side, and where the height
oi fixed obstructions so permits (see Section 4.4), helicopter salety will be improved by extending the clear
and manoeuvring zones to the ship's side symmetrically, thereby widening Ihe approach to the landing
area (see Figure 2). This extended landing area at the ship's side is thereiore the preferred operating area.

=== The di ame ter in metres

01 the clear zone JOI and
almong circle jO.501
o respeclively lO be
marked in while figures
at each 01 Ihe poinls
5hown so as to be easily
vis,ble to the helicoPler
pilo!.

I o 0,50
~ 0.50 o \ ,,

1
':\
,,
I ,1
3.Sm

\
1\
1
I 1\
1\
I \
I \
o.e~o.eo
-<'i-l.em~

/
\
I
1 \ /
I
I
,, I
,,
\
/
/
/
"1 '/
,
I
==========~~====~======:±=-~~~::~ ,
1'......

Thls sectlon 01 shipside faíl 10 be removable or __ !O

........-{

I '
collapse Irlwards.
I AIMING CIRCLE :
I .; jD,ameter O.501---J> I
No obSU<Jcuons hlgher than O. 1 metr~
Sackground Darnted rn cOfluaslIflg da,k non.,¡¡ltecung colour
H' paUlted Ul whue 0.4 "'e"e wlde Iones
C"c,",,,,fefence oa,nled ni yellow 0.2 metr" wode I;ne

< CLEARZONE------------------~.~
(Oiameler DI
No oosn<Jc(rons hlgher men 0,25 metre

, C"cumlelence pa,mad 'fl yallow O 2 mel'e wode line

I
1
1-<<------------------------ MANOEUVR1NG ZONE -------------------------~••
(Diameter 1.30 monimum)
Ma~lmum he'ght 01 oOstnlCuons tO be Ul plOpolllon !o d,stance
from corcumference 01 cleal zone and "ever mOr" ~han 1,25 ,n.,(reS
Crrcumler"nca p"nI!ed in yellow 0,2 melra w,de brok"" Ion~.

'~I-------------------------- CLEAR ZONE EXTENDED A T SHIP' S SI DE -------------------------~.~

(Prelerably 1.50 minimum a{ the rails)
No ObSlrucuons h'gh'" lhan O 25 melle

~.<-------------------------------- MANOEUVRING ZONE EXTENDED A T SHIP'S SIOE --------------------------------~.~

(Prele,ably 20 minlmum al the railsl
Ma~,,,,,,m he,gll! of obSI!UClOons lO be ,n p'opo'uon lO d,st""ce hom
clea! lOna and neve, mOr" than I 25 metras

N,B. D. the diametef (in me tres) 01 the cica, zone, must be greate, ¡han
Ihe overal1 length, wlth ro¡o,s lumll1g. 01 a helicopter which may
use !he area.

FIGURE 2: LANDING AREA AT SHIP'S SIDE

 4.2.2 landing Area without Unobstructed Access from Ship's Side
Where it is not possible to provide an operating area with clear access from the ship's side the landing
area should be set out as shown in Figure 3 and, if practicable, placed on the ship's centre-line.

The diarne!er In me tres

01 the clear lOne 101 and
anning elrele 10.501
respectivel,. to be
ll1arked In whlle figures
al e3eh 01 the po,nts
shown so as to be eaSlly
vIsible to the helicopter
pilo!

, ji
!/ '
~
,
:
,
I
:
I
,: ,
'
:
I~
I
D

~c:::::::::-----
~ ~
, /¡,,
I
I
I
I
,,I
,
....- - - AIMING CIRCLE Jn
(OiamBler 0.50)
No oosuuclmns h,gh~r 1ha" 0.1 metre
8ackgrourld ps",¡ed In cO'l{.asl"'9 dark non'fcilectOfl9 colour
"H' DeUlled In whuI! 0.4 metre ""de linas.
Ci,eurnfarence paloted In vellow 0.2 mel'" w,de !lne

~'<----------ClEARZONE----------->-.
IDiameler- DI
No obstrucliOns h'gh .. , lha" 0.25 melre
Ci,eumletence pa,nted Ir, yellow 0.2 melte \Vrda line.

• MANOEUVRING ZONE
(Diamela, 1.30 mínimuml
Max,mum he'ghl 01 anSI'UCllOnS to be on p,apa'(1Ofl to dislance
lrom Clfcumle,,,nce 01 clear lOna and f1eIJe' more trian 1.25 metreS
Ci'cumlerence p""'ted In vellow 0.2 melre w,de broken I,ne.

N.B. O, the diamela, (in metras) 01 ¡he clear ,Orle, must be greater than
lhe overall lenglh, wilh rotors turning. 01 a helicopter whieh may
use lhe area.

FIGURE 3: LANDING AREA WITHOUT UNOBSTRUCTED ACCESS FROM SHIP'S SIDE

4.2.3 Dimensions of landing Area

In establishing a landing area it is essential to ensure a safe correlation between
(a) the dimensions of the aiming cirele elear zone and manoeuvring zone and the maximum per-
J

mitted height of obstructions in these zones; and

(b) the sizes of helicopters expected to use the facility.
 In particular, the clear zone 01 the landing area should be as large as practicable. Its diameter D
must be greater than the overall length 01 a helicopter (with its rotors turning) which may use il. Other
dimensions of the landing area must be in proportion to the diameter of the clear zone, as il!ustrated in
Figures 2 and 3. An illustrative list 01 commereial helicopters in marine use will be lound in Appendix A.
4.2.4 Aiming Circle (Touch Down Zone)
The aiming cirele is an area concentric to the centre 01 the elear zone and has a eliameter hall that
01 the elear zone itsell. A eirele 01 some ·10 metres eliameter is required lor the aiming circle 01 a landing
area suitable lor the larger helicopters in normal marine use. The cirele shoulel accommoelate with salety
the landing gear 01 helicopters lor which it is intended anel should therelore il possible be completely
obstruction-free. If there are unavoielable obstructions, they should have rounded edges capable 01 being
traversed without damaging the landing gear 01 a helicopter, and must be no higher than 0.1 metre.
The aiming circle should be completely covered with a matt anti-slip surlaee painted in a dark non-
reflecting colour which contrasts with the other deck surlaces (see 5ection 4.5). Its circumference should
be marked with a yellow line 0.2 metre wide, with the diameter in metres of the aiming circle elearly indicated
in white ligures at lour points in the circumlerence line as shown in Figures 2 and 3.
The letter 'H' should be painted at the centre of the aiming circle in 0.4 metre wide white lines forming
a letter 01 dimensions 3.6 x ·1.8 metres. The parallels of the 'H' should be aligned to the prelerred direction
of approach (il any) or otherwise to the centre line 01 the ship.
4.2.5 Clear Zone
The diameter of the clear zone will depend upon the available operating area. The elear zone should
however be as large as practicable recognising that its diameter D must be greater than the overalllength,
with rotors turning, of a helieopter able to use the landing area. Where the landing area is at the ship's
side safe helieopter access will be enhanced by widening, where possible, the boundaries of the obstacle-
free elear zone at the ship's side to a dimension of at least 1.5D (see Figure 2). The circumference of the
clear zone should be marked by a yellow line of 0.2 metre width, with the diameter D in metres indicated
in white figures at points in the circumference line as shown in Figures 2 and 3.
There should be no obstructions in the elear zone higher than 0.25 metre.
4.2.6 Manoeuvring Zone
The manoeuvring zone 01 the landing area extends the area in which a helicopter may manoeuvre
with salety by enlarging, to a diameter of at least ·I.3D, the area over which the rotors 01 the helicopter
may overhang without danger from high obstructions. When the landing area is at the ship's side, safe
helicopter access will be enhanced by widening, where possible, the boundaries of the obstacle-free
manoeuvring zone at the ship's side to a dimension of at least 2D (5ee Figure 2).
ff it is impossib/e to rernove aH obstructions from the manoeuvring zone, a graduated increase in
the permitted height of obstructions, Irom 0.25 metre at the circumlerence 01 the clear zone 10 a maximum
oi ·1.25-metres at the circurnference of the manoeuvring zone, is acceptable. However, such height aboye
0.25 metre shollld not exceed a ratio of one to two in relation to the horizontal distanee of the obstruction
Irom the edge 01 the elear zone (see Figure 4). So, for example, an obstruction 01 1 metre in height (0.75
rnetre more than the maximum obstrllction height in the elear zone) must be at least 1.5 metres outside

Graduated Graduated
obstructions obstructions
permitted up No obstructions No obstructlOns permitted up
No obstructions higher than 0.1 metre
to maximum
1.25 metres
higher than
0.25 metre
,, higher than
0.25 metre
to maximum
1.25 metres
at 1.30 I al 1.30
I
120 at ship's I I (20 at ship's
side) , I side)
:~,~---- AIMING CIRCLE - - - - - - :
Diameter 0.50 ,,
I , - - - - - - - - - - - - - - CLEAR ZONE - - - - - - - - - - - - - - . :
I Oiameter O (preferab)y extending to mínimum 1.50 al ship's side)
:~,------------------ MANOEUVRING ZONE-----------------~,
I
i
Diameter 1.30 (preferably extending to minimum 20 al ship's sidel

FIGURE 4: LANDING AREA - PERMITTED HEIGHT OF OBSTRUCTIONS IELEVATION)

 the eireumlerenee 01 the clear zone. AII obstruetions in the manoeuvring zone should be elearly marked
in contrastlng eolours (see Seetion 4.5).
To assist the helieopter pilot in his positioning, the eireumlerenee 01 the manoeuvring zone should
be indieated by a broken yellow line 01 0.2 metre width (see Figures 2 and 3).

4.3 OETAILS OF WINCHING AREA

4.3.1 Positioning 01 Winehing Area
With the inereasing use 01 helieopters lor routine operations with ships it is strongly reeommended
that where it is impracticable to provide a prescribed landing area a clear winching area is provided ayer
whieh a helieopter can salely hover while winehing people or sto res to or Irom the ship.
As with a landing area, a winehing area should, lor operational elleetiveness and salety, be loeated
at the side 01 the ship so that a large part 01 the manoeuvring lone can extend over the ship's side. The
position 01 the operating area should enable the pilot 01 a helicopter hovering over the clear zone to have
an unobstructed view 01 the ship and be in a position whieh will minimise the elleet 01 air turbulenee
and Ilue gases. The area should il practicable be clear of aeeommodation spaees, provide an adequate
deek area adjaeent to the manoeuvring zone lor people to muster, and provide lor sale aceess to the area
Irom difierent direetions.
In seleeting a winehing area the desirability oi keeping the winehing height to a minimum should
3150 be borne in mind. In routine operations a winching height greater than 12 metres (40 feet) should
be avoided.
The winching area for helícopter operations consists of two concentric zones as illustrated in Figure 5.
4.3.2 Clear Zone
The clear zone of a winching afea is an afea clear of all obstructions and with a mínimum diameter
oi 5.0 metres. The elear zone should be painted yellow lo eontrast with the surrouncling painlwork 01 the
ship and should have a matt, anti-slip suriaee.
4.3.3 Manoeuvring Zone
The diameter 01 the manoeuvring lone 01 a winehing area should be 20 (O being the overalllength,
with rotors turning, 01 the largest helieopter able to use the area - see Appendix A). Ideally there should
be no obstructions in the manoeuvring zone higher than 3.0 metres, but when it is unavoidable obstructions
01 not higher than 6.0 metres may be permitted in the outer part 01 the manoeuvring zone between 1.50
anel 20 (se e Figure 5). AII obstructions in the manoeuvring lone should be painted distinctively in eolours
contrasting with other paintwork (see Seetion 4.5).
To assist the helicopter pilot in his positioning when manoeuvr¡ng over the area, the circumterence
01 the manoeuvring zone should be marked with a broken yellow line of 0.2 metre width. In addition,
lo remove any possibility 01 the helieopter pilot mistaking a winehing area lor a landing area, eonsideration
should be given to marking the words WINCH ONLY in suitably large white letters in the manoeuvring
zone (see Figure 5).
To reduce the risk 01 the winehing hook and cable beeoming louled, all guard rails, awnings,
stanchions, antennae and other obstructions in the vieinity 01 the manoeuvring lone should as lar as possible
be removed or eollapsed.
4.3.4 Winehing Area on or Adjacent to Aeeommodation Spaees
Some ships can only provide winehing facilities over aeeommodation spaces. In su eh cases only
twin engined helicopters may be used, and beeause 01 the dangers oi operating near aecommodation spaees
the lollowing procedures should be lollowed in addition to those relerred lo in Seetions 6.5.2 and 6.6.3:
(a) Personnel must be evaeuated Irom any spaee immediately beneath the operating area;
(b) A sale means 01 aeeess to the operating area must be provided Irom at least two widely difierent
directions;
(e) Al! doors, portholes, skylights etc. must be elosed in the operating area, its immediate vieinity
and on all deeks below it;
(d) Fire and reseue parties must be deployed well elear 01 and sheltered lrom the operating area,
yet within range lor immediate lire-lighting.
4.3.5 Alternative Facilities lor Emergency Helícopter Winching Operations (see al so Chapter 9)
Seareh and reseue operations in the wake 01 marine casualties Irequently demonstrate the valuable
assistanee helieopters can provicle to ships. In cases where a ship eannot provide either a landing area
in accordance with Section 4.2 or a winching area in accordance with Sections 4.3.1 to 4.3.3, alternative
fi
¡:
!I
I1
!
j
j
===== , ,
¡
J
j
\
\ WINCH ONL Y 10 be

~
rnarked in while 50 as to
be easily visible 10 ¡he
helicopter pilo!.

fl
I

1:
/
/
==== :
-
CLEAR I
ZONE -----,
'15 me""'; """"nurnl'
IC,,"le p~""ed v"lIow,

_.~----
-..0(- - - - - - - - - -:íD,ameter 1.501'
MANQEUVR1NG ZONE
i ¡Olamere, 201 I
C"C<Jrnl"'ence pa""ed m 'Icllow
-------Jo-.
.,
O 2 m"Ue ""de broken fme

No No
Ob'~:~~~',on5 I - - - - - - - - - - - j r
- - - - - - - - - - j obstruc¡,ons
h'9 her
than No obstrucnons NO obslruct,Qn$ (han
No
6 melles h'gher than h'gher (tlan 6 me(lp.s
obstruc¡,ons
3 metres 3 me tres

N.B. 015 Ihe overall length On metres!. wllh rotors turllEng.

01 a helicopter whlch may use Ihe area.

FIGURE 5: WINCHING AREA

arrangements lar emergency helicopter winching operations should be examined and implemented where
this can be done with safety.
An alternative winching area should il possible be located near the side of the ship so that most
of its manoeuvring zone extends over the ship's side, enabling the helicopter to have an unobstructed
view of the ship's side. Where practicable the area should be:
In a position which will minimise the ellect oi air turbulence;
Clear of areas likely to be affecteel by Ilue gases;
Readily accessible and if possible elear 01 accommoelation spaces;
Sited where there is a elear Ilight path along the ship's siele;
Capable 01 illumination by downward lacing Iloodlights at night.
 Significant obstructions such as a mast shoulel be illuminateel at night anel the upper part of any
tall obstacles shoulel be conspicuously painteel (see Section 4.5). A wind pennant shollld be hoisted so
as to be seen clearly by the helicopter pilot.
To avoiel possible confusion with full winching areas meeting the reeommendations of Sections 4.3.2
and 4.3.3, alternative emergency winching areas should not be permanently marked.

4.4 OBSTRUCTlONS (General)

The aiming cirele which is intended for helicopter toueh-down must contain no obstruction higher
than 0.1 metre anel any obstrllction of less than 0.1 metre in this area must have rouneleel eelges which
can be safely traverseel by the laneling gear 01 a helicopter.
In a clear zone of a laneling area no obstruction may be higher than 0.25 metre.
In a manoellvring zone of a landing area no obstruction may be higher than 1.25 metres. In oreler
to allow the rotors of a helicopter a safe overhang while manoeuvring, the height of any obstruction in
this zone must be related to its distance from the circumference of the clear zone. The vertical height
of any sueh obstruction in relation to its horizontal distanee from the eelge of the clear zone must not
exceeel a ratio of one to two - recognising that the maximllm permitted height remains 1.25 metres (see
Figure 4). AII obstructions in the zone shoulel be clearly markeel.
The clear zone for a winehing area (minimum e1iameter 5.0 metres) shoulel be clear of all obstructions.
In the manoeuvring zone for a winching area there should be no obstructions higher than 3.0 metres
in the area extending to a e1iameter of 1.50, and no obstructions higher than 6.0 metres in the area beyond
·1.50 to a diameter of 20 (see Figure 5). AII obstructions shoulel be clearly marked.

4.5 MARKINGS (General)

Landing anel winching areas (except emergency winching areas as described in Section 4.3.5) shoulcl
be permanently marked as described in this chapter. Areas to be used by the helicopter laneling gear or
by personnel shoulel have anti-slip surfaces even when wet. The colours used must contrast with the ship's
paintwork anel in general align with aviation practice wherever possible. Yellow lines with white letters
or numbers shoulel be useel. The toueh-down zone shoulel be painteel in a dark grey or dark green non-
reflecting surface. The clear zone of a winching area shoulel provide a matt anti-slip surface in a uniformly
yellow colour.
Any permitteel obstruetions (see Seetion 4.4) should be e1istinetively paintecl. Aviation praetice includes
the identification 01 obstructions by the use of alternate red and white painted horizontal banels. Oay-glow
high visibility paints can provide enhanceel visible warning to the helicopter pilot.

4.6 POOP DECK PLATFORMS

A poop deck platform is a possible arrangement if there is not enough space for a landing area
on the main e1eck. However, such a platlorm can have the following c1isadvantages:-
(a) Air turbulence caused by the superstructure will make the manoeuvring of the helicopter more
dillicult;
(b) Flue gases may adversely affeet the pilot or the performance of the helicopter engines;
(e) The platform may move excessively in a seaway because it is positioned at the extreme end
of the vessel.
These problems may be eased by the design of the platform, the aeeommoelation block and their
immediate environs. It may al so assist to manoeuvre the ship when a he!icopter is ta !and or hover so
that the winel is within 35° of the beam, preferably on the port side.

4.7 NIGHT OPERATIONS: L1GHTlNG

The lollowing general remarks apply in all cases:
(a) Lighting should be arranged so as to illuminate the operating area and should not be directed
• towards the helicopter;
(b) The winel pennant should be illuminated;
(c) Camera flashlight equipment should not be used as it will interfere with the night vision of
the helicopter crew;
(d) 1I it is intended to provide a form of permanent lighting for a ship's operating area, aviation
practice is for the perimeter of the helicopter deck/lancling area to be marked by alternate blue
and yellow lights, spaced three metres apart and having a luminous intensity of 5 candelas
for blue and 15 candelas for yellow.
I
I 4.8 FIRE FIGHTlNG EQUIPMENT
The lollowing lire lighting equipment or its equivalent shoulel be available as a minimum eluring

I
,,
all helicopter operations. In many cases these requirements will be covereel by regulations issuee! by the
aelministration 01 the Ilag state:
(a) At least two elry poweler extinguishers with an aggregate capacity 01 not less than 45kg;
(b) A suitable loam application system (fixee! or portable) capable 01 elelivering a loam solution
at arate 01 not less than 6 litres per minute lor each square metre 01 elear zone ancl suffieient
loam compounel to enable the rate lo be maintaineel lor at least live minutes;
(e) Carbon elioxiele (CO,) extinguishers with an aggregate eapaeity 01 nol les, than '18kg;
(el) A cleek water system eapable 01 clelivering at least two jets 01 water to any part 01 the helicopter
operating area;
(e) At least two lire hose nozzles whieh shoulel be 01 the clual purpose type;
(1) Fire resistant blankets ancl gloves;
(g) Sullieient lire proximity suits.
 CHAPTER 5

COMMUNICA TlONS

5.1 GENERAL
The sueeess of any helicopter/ship operation elepenels on establishing anel maintaining gooel eommun-
ieations. This applies not only to the communications between the helieopter anel the ship, but also to
messages passeel between the ship's owners or operators, the ship's agent anel the helicopter operator.
Communications cluring the operation itself must be elirectly between the helieopter anel the ship
anel not relayeel through any thirel party.
To avoiel any misunelerstanelings, espeeially if the language being useel is foreign to any party involveel,
the message format in the following seetions is reeommeneleel. A similar but abbreviated form of message
may be suitable for VHF eommunieations.
Before the operation can be agreed it is essential that information is exehanged anel acknowledgeel
between the ship anel the helieopter operator on the facilities whieh the ship can proviele for laneling or
for winehing. Information on the eliameter of the elear zone of the landing area (or of the manoeuvring
zone of a winehing area) and its position on the ship must be provieled by the ship to the helicopter operator
in the first exehange of messages and shoulel reeeive formal aeknowledgement as in the following seetions.

5.2 COMMUNICATIONS EQUIPMENT

The helieopter must be litted with a marine VHF FM radio able to transmit and reeeive on at least
Channel 16 and two other simplex working frequeneies. Unless other arrangements have been agreed
in advance, the ship should set wateh on VHF Channel 16 lor the arrival of the helicopter.

5.3 MESSAGE FORMAT

It is recommendeel that the format, style and content 01 messages is based on the lollowing examples.

5.3.1 Master to Agent (at least 24 hours befare anticipated operation)

1. REQUEST HElICOPTER OPERATION IN -
'LATITUDE .......... LONGITUDE ......... .
'STANDARD RENDEZVOUS POSITION .......... (e.g. CHARLlE)
ETA (GMT) .......... DATE ......... .
ANTICIPATED COURSE .......... DEGREES
ANTIClPATED SPEED .......... KTS
2. VESSEL 15 EQUIPPED -
'FOR LANDING WITH A CLEAR ZONE OF ......... METRES
'FOR WINCHING ONLY WITH A MANOEUVRING ZONE OF .......... METRES
3. HELlCOPTER FACILITIES ARE ON PORT SIDE'/STARBOARD SIDE'ICENTRE LlNE'
4. I HAVE .......... CREW MEMBER(S) TO EMBARK'IDISEMBARK'
5. I HAVE .......... TO LAND (e.g. MAIL, STORES)
6. PLEASE ENSURE AlL THIS INFORMATION 15 PASSED TO HElICOPTER OPERATORS
CON CERNED.
('Whiehever is applieable)
Note:
The seetion indieating personnel to be pieked up by the helicopter might be expanded to include
name, nationality, passport number, visa etc. The deseription of items to land rnight include
their weight, volume and the type 01 load.
A message 01 aeknowledgement should be sent from the agent to the ship when these requirements
have been approved by the helieopter operator.

5.3.2 Agent to Helicopter Operator

To ensure that all essential information is passed to the helieopter operator by whatever means,
the lollowing items should be sent in the order given anel repeated baek by the helieopter operator. The
helieopter operator should confirm that the rendezvous position is suitable: il not, the master must be
aelvised aeeordingly. In passing the message 01 eonlirmation Irom the agent to the ship, the identieal format
and eontent 01 the message sent by the agents to the helieopter operator should be useel.
 1. NAME OF VESSEL AND CALL SIGN
2. ETA (GMT/DATE)
3. POSITION*
4. COURSE
5. SPEED
6. TYPE OF OPERATING AREA
7. DIMENSIONS OF CLEAR/MANOEUVRING ZONE
8. POSITION OF OPERATING AREA
9. CREW TO EMBARK
10. CREW TO DISEMBARK
11. OTHER REQUIREMENTS
12. WILL HELlCOPTER CARRY UNDERSLUNG LOAD?
(*Latitude/Longitude or Standard Rendezvous Position (e.g. Charlie) for the proposed helicopter/
ship operation.)

5.3.3 Agent to Master

1. YOUR REQUEST FOR HELlCOPTER OPERATION ACKNOWLEDGED BY HELlCOPTER OPERATOR
AS FOLLOWS:
2. RENDEZVOUS IN -
'LATITUDE .......... LONGITUDE ......... .
'STANDARD RENDEZVOUS POSITION .......... (e.g. CHARLlE)
3. YOUR PROVISIONAL ETA .......... GMT/DATE
4. HELlCOPTER OPERATOR ACKNOWLEDGES THAT VESSEL HAS -
'LANDING AREA ON PORT SIDE*/STARBOARD SIDE'/CENTRE L1NE' WITH CLEAR ZONE OF
.......... METRES DIAMETER
OR
*WINCHING AREA ONLY ON PORT SIDE*/STARBOARD SIDE* WITH MANOEUVRING ZONE
OF .......... METRES DIAMETER
5. HELlCOPTER WILL'/WILL NOT* CARRY AN UNDERSLUNG LOAD
6. PERSONMEL TO BE EMBARKED'/DISEMBARKED'
7. OTHER RELEVANT INFORMATION
('Whichever is applicable)

5.3.4 Master to Agent (6 hOllrs prior to arrival)

The following revised or additional information shollld be sent from the master to the agent six
hours prior to arriva! at the rendezvous:
1. REVISED ETA'/CONFIRMED ETA' AT RENDEZVOUS 15 .......... (GMTIDATE)
2. THE OPERATING AREA 15 EXPECTED TO BE CLEAR OF*/SUBJECT TO' SEAS OR SPRAY ON DECK
(Note: Refer to Section 3.2.3)
3. WATCH WILL BE MAINTAINED ON VHF CHANNEL 16
('Delete as appropriate)

5.3.5 Agent to Helicopter Operator (revised Or additional information)

On receipt of the information in Section 5.3.4 the agent must communicate the following information
to the helicopter operator in the order given, and have it repeated back by the helicopter operator to ensure
that there is no misunderstanding.
1. NAME OF VESSEL AND CALL SIGN
2. REVISED'/CONFIRMED' ETA (GMTIDATE) AT RENDEZVOUS
3. INFORMATION ON SEA AND SPRAY CONDITIONS AT OPERATING AREA
4. ANY ADDITIONAL REQUIREMENTS
('Delete as appropriate)

5.3.6 Agent to Master (subsequent communication)

The agent must then communicate again with the master as follows:
1. YOUR REVISED'/CONFIRMED' ETA AT RENDEZVOUS POSITION .......... (GMTIDATE) RECEIVED
AND PASSED TO HELICOPTER OPERATOR AT TIMEIDATE
2. HELICOPTER WILL CONTACT YOU ON VHF CHANNEL 16
('Delete as appropriate)
 5.3.7 Communications between Ship and Helicopter
Having established direct contact between the ship and the helicopter, including il necessary the
sending 01 a signal for ADF homing (see Section 6.2.1), actual communications will lollow a pattern dictated
by individual circumstances. However, in the interests 01 conlormity and in order to avoid any misunder-
standings, the following is a selection 01 phrases which may be used as and when appropriate.
(a) Helicopter to Ship
1. Join me on VHF Channel
2. Query - what is your exact position?
3. Please transmit a long homing signal on 410kHz.
4. Query - What is your course?
5. Query - What is your speed?
6. Query - What is the present relative wind direction and speed across your decid
7. Query - What are the pitch, roll, sea and spray conditions at the operating area?
8. I understanel that your vessel has (a) a landing area with a clear zone of .......... metres eliameter
on the port/starboard siele/centre line or (b) has a winching area with a manoeuvring zone of
.......... metres eliameter on the port/starboard siele. I propose to serve yúu on the port/starboard/
centre Une landing/winching area.
9. J will be overhead your vessel in .......... minutes.

'lO. ! have you in sight.

'11. Query -- is the ship ready (see Section 6.1)?
Query - is the deck party reaely?
Query - is the operating area clear of unnecessary personnel?
Query - is the fire lighting equipment ready?
12. Please confirm that there are no obstructions aboye the operating area.
13. Please confirm that all passengers have been brielecl on hoisting procedures.
14. Please conlirm permission to land.
15. I am standing by.
16. I expect you to be ready in .......... minutes.
17. Please maintain your course and speed lil possible).
18. Can you alter course to .......... clegrees?
19. Can you reduce speed to .......... knots?
20. Please advise when you have steadied on your new speecl/course.
n Can you resume your original (ourse and speed?
22. Acknowledgement
(b) Ship to Helicopter
1. My vessel's position is .......... miles Irom .......... (prominent point).
2. My vessel has (a) a landing area with a clear zone 01 .......... metres diameter on the port/starboard
side/centre line or (b) a winching afea with a manoeuvring zone of ....... ,.. metres diameter on
the port/starboard side.
3. My vessel is/is not ready lor you to approach.
4. Stand-by. I expect to be ready for you to approach in .......... minutes.
5. My present course is .......... degrees.
6. My present speed is .......... knots.
7. The relative wind is .......... degrees .......... knots.
8. I am shipping light spray on deck/heavy spray on deck.
9. I am pitching/rolling moderately/heavily.
'10. Query - do you wish me to alter course?
11. Query - do you wish me to reduce speed?
, 12. The ship is ready - all preparations have been made (see Section 6.1).
\
13. Aflirmative: You have permission to proceed with the operation.
14. Aflirmative: You have permission to lancl.
I 15. Acknowledgement.
 CHAPTER 6

SHIP OPERATING PROCEDURES

6.1 OPERATIONAl CHECKS
The offieer in charge should check all operational requirernents on deck shortly belore the arrival
01 the helicopter. Sorne ships rnay require special checks (see Chapter 7). A check list whieh rnay be used
is set out in Appendix B.
The general requirernents for all types 01 ships are listed below.

6.1.1 Ship Requirements

(a) Equipment. As well as the lire-fighting equipment detailed in Section 4.8 the lollowing should
be immediately to hand in the operating area:
(i) Large axe
(ii) Crowbar
(iii) Wire cutters
(iv) Red ernergeney signal/torch
(v) Marshalling batons (at nightl
(vi) First aid equipment

(b) Manning. The deek party lor landing operations should consist 01 one leader carrying a portable
radio transceiver (walkie talkie) for eommunieating with the bridge, and lour ar more other
persons wearing lire proteetive suits. Narmally two should attend the lire lighting equipment
while two comprise a rescLle party. A reduetion to three persons may be practical far winching
operations or where remotely eontrolled loam nozzles are available provirJed that 3n equivalent
level 01 protection and salety can be assured.

(e) Pre-operational eonditions and checks. Belare landing ar winehing operations the following steps
should be taken:
(i) Allloose objeets within and adjaeent to the operating area must be secured ar removed.
(ii) AII aerials and standing or running rigging aboye or in the vicinity of the operating area
should be lowered or secured.
(jii) A pennant ar windsoek should be hoisted where it can be clearly seen by the helicopter
pilot.
(iv) Where neeessary the deck should be washed to avoid dust being raised by the down-
draught lrom the helicopter rotors.
(v) Fire pumps should be running and providing sufficient water pressure on deek.
(vi) Fire hoses and loam equipment should be ready, near to but elear 01 the operating area,
and if possible upwind anel with nozzles pointing away lrom the area in case 01 inadvertent
discharge.
(vii) The ship's rescue boat should be ready lor immediate lowering.
(viii) The correct lighting and signals (including speeial navigation lights) should be switehed
on prior to night operations (see Section 6.3.1).
(ix) The deek party should be ready and all passengers clear 01 the operating area.
(x) A hook handler should be equipped with eleetricians' strong rubber gloves and rubber
soled shoes to avoid shocks Irom static discharge.
(xi) AII the deek crew should be wearing brightly eoloured tabards (waistcoats) and protective
helmets seeurely lastened with a chin strap.
(xii) Access to and exit from the operating area should be elear.
(xiii) The offieer 01 the watch on the bridge should be eonsulted about the ship's readiness.
 (d) Landing. Before landing operations the following eheeks additional to those in (e) above should
be made:
(i) The deek party should be aware that a landing is to be made.
(ii) The operating area shol/ld be Iree 01 heavy spray or seas on deek.
(iii) Awnings, stanehions and derrieks and, il neeessary, side rails should be lowered or
removed.
(iv) Rope messengers should be to hand in case the airerew wish to seeure the helieopter.
(v) Portable pipes/risers shol/ld be removed and apex ends blanked 011 as appropriate.
(vi) AII personnel should be warned to keep elear of rotors and exhausts.
6.1.2 Cheeks Irom the Helieopter
When direet contaet has been made the helieopter pilot should ask the master to eonfirm the type
01 operations to be undertaken and should check the following (see Seetion 5.3.7):
(a) The ship's exaet position, eOl/rse, speed with wind direetion and veloeity, relative wind, piteh,
roll and eondition of the lancling/winehing area (e.g. clry, wet with spray ete.).
(b) The cliameter (in metres) 01 the elear zone 01 the landing area or manoeuvring zone of the
winching area, as appropriate.
(e) That the cleek party is reacly anel the operating area is elear of unneeessary personnel.
(el) That the lire-fighting equipment is ready.
(e) That there are no obstructions such as aerials or cargo gear above the operating area.
(1) That passengers have been briefecl (where appropriate) on hoisting proeeclures.
The helicopter pilot shol/lcI then give his ETA 10 the master.

6.2 NAVIGATION
6.2.1 Identilieation of Ihe Vessel
To assisl the helieopter pilot to fincl the vessel, it may be neeessary lor it to transmit a radio homing
signal to be used by the helieopter's automatic direetion finder (ADF).
This transmission will be made at the request of the helieopter pilot and will normally be on 410kHz.
To assist in identifieation of the translllission, the homing signal shol/ld be interspersed with the ship's
caH sign in morse at slow speed.
_The vessel may also use her radar to loeate and traek the helicopter although even large helicopters
will not be detectable at great radar range. In poor visibility or congested waters the vessel may assist the
helieopter by advising it 01 the helieopter's true bearing Irolll the ship once it has been identified.
6.2.2 Manoeuvrability
1I practicable the ship should be fully manoeuvrable throughout the whole operation. In eireum-
stanees where this may not be possible, sueh as when the ship is at anchor, the situation should be diseussed
and agreement reaehed between the ship's master and the helieopter pilot that the operation may take
place safely without the ship being underway.
Should it be neeessary for the ship 10 alter eourse or speed during a helieopter operation, the
helieopter pilot should be informed immediately and in sueh eireumstanees the pilot may have to postpone
operations and holel off.

6.3 SIGNALLlNG PROCEDURES

6.3.'1 Ships' Inlernational Signals
The ship shol/ld display the signals required by Rules 27(b)(i) anel (ii) of the International Regulations
for Preventing Collisions at Sea (1972); alternatively, International Code Flag 'D' Illay be flown.
In advanee of night operations in congested waters the following type of safety Illessage may be
transmitted in eonformity with Chapter IX of the ITU Radio Regulations:-
By voiee: SECURITE ...... (ship's name) will be engaged in night helieopter operations in position
...... N/S ...... E/W (or in relation to a clearly definecl geographic point) at ...... hours for approximately
...... minutes. Please give a wide berth.
Signed Master
T
I
I 6.3.2 Visual Signals lo Helicopter
The officer in charge will be responsible for signalling to the helicopter. The following visual signals
I should be used:-

FORWARD

Signal given to helicopter pilot to indicate that the

vessel is ready and the helicopter may approach.
(Arms repeatedly moved upward and backward, V
-
/ .... ....
I J
;r,.../_~
beckoning onward.) I ,

/
/ ,\
I ,
I \
:
I
I
'
J
I

FINISHING OPERATIONS

Signal given to helicopter pilot to indicate opera-

tions finished. (Arms repeatedly crossecl aboye the
heacl.)

6.3.3 loss of Radiocommunications

In the event of a radiocommunications failure the following procedure shoulcl apply:-
(a) The helicopter should cirele the ship; and
(b) The ship should make contact by signalling lamp as follows:
Steady white light - ready to receive helicopter.
Series of shor! flash es - reception of helicopter delayed for a period of not more than 15 minutes.
Prolonged Series of the letter 'N' in Morse code (_.) - reception of helicopter clelayed for an
indeterminate period in excess of 15 minutes.
6.3.4 Warning Signal
A FlASH/NG RED lIGHT /N THE OPERATING AREA W/ll INDICATE TO THE HElICOPTER PllOT
THAT OPERATIONS ARE TO CEASE IMMEDIATElY.

6.4 OPERAT/ONAlINSTRUCT/ONS
6.4:1 Deck Party
The deck party should normally consist of an officer in charge and a minimum number of persons
commensurate with the requirements of the operation about to take place (see Section 6.1.1(b)). The deck
party should be carefully instructed beforehand as the noise of the helicopter will make oral communications
in the vicinity difficult.
The movements of the deck party in the general area of the helicopter should follow the guidance
for passengers given in Section 6.6.1. Personnel should exercise great care if working or moving between
the helicopter and the collapsed guardrai!. The deck party should wear bright coloured jackets or waistcoats
and anti-slip shoes or boots. When protective helmets or other headgear are worn, these should be securely
fastened with chin straps connected to the outer shell of the helmet.
The officer in charge should carry a portable radio transceiver, preferably fitted with a headset and
noise cancelling microphone, in arder to maintain communication with the bridge.
 alle member 01 the deek party should be appointed as a hook handler il winehing is to take place.
Hook handlers should wear eleetrieians' strong rubber gloves and rubber soled shoes or boots to avoid
the danger 01 shock Irom statie electricity whieh may have aceumulated in the hook.
6.4.2 Fire Fighting
A lire lighting party should be standing by clear 01, but reasonably elose to, the operating area.
The equipment speeilied in Section 4.8 should be ready. Foam or water monitor nozzles should not be
pointing at the helicopter during normal operations.
6.4.3 The Operating Area
In addition to the operatiollal checks (see Seetion 6.1) the ollieer in charge 01 the deck party should
ensure that:
(a) Ally sto res, Ireight or mail to be despatched with the helicopter are clear of but conveniellt
to the operating area.
(b) Any passengers leaving with the helicopter are suitably briefed and standing elear of but
convenient to the operating area (see al50 the warning in Section 6.4.5 concerning emergency
shutdown).
(e) AII doeumelltatioll, including that for stores landed, can be speedily dealt with and returnecl
to the helieopter.
6.4.4 The Helicopter
The helieopter will normally be crewed by one or two pilots alld if winehillg or earrying allullderslullg
load, a winchman. During hovering, landing and take off operations there wil! be él. high level of inter-
communication between them. Comn1unications between the ship and the helicopter should be avoided
durillg these operatiolls exeept ill an emergeney. However, the offieer in eharge on deck should be in
view of the pilot and should wateh closely for any signals he may make.
6.4.5 Emergeney Shutdown
The helicopter will not shut down exeept in a helieopter emergeney. If shut down in all emergeney
the rotor blades will be subjeet to flexing while slowing and can presellt a serious danger to personnel
in the vieinity. Personnel shoulcl be told of this beforehand and must slay well clear of the blades until
lhe rotor5 have stopped turning.

6.5 LANDING AND HOVERING

6.5. '1 landing
The deck party should remain clear 01 the operating area until the helieopter has landed. The ollicer
in chdtge should, however, be in a conspicuous position to wincIwarcl of the landing area and in view
of the pilot in order to give ¡he signals shown in Seetion 6.3.2. When the helieopter has landed, the aireraf!'s
anti-collision lights will be switehed off and the pilot or the winehman will signal that it is sale to proeeeel.
The deek party shoulel then move in to assist elisembarking the passengers and to unload any sto res.
The winchman/eabill attendant (where earried) should assist the offieer in eharge to control movements
around the helicopter. Great eare must be exereiseel that personnel remain clear of the operating area
until signalled to approaeh by the oflieer in eharge. Sinee rotors will invariably be turning, personnel should
always approaeh or leave the helicopter from the forward are, thereby remaining within view of the helicopter
pilo!.
The following should be borne in mind:
(a) AII slings shoulel be removed from the immediate vieinity 01 the helicopter before being emptied
anel the sto res stacked well elear of the rotor downwash.
(b) Helieopters litted with fixed flotation gear should be boarded ollly by use of the rigid steps
provided on the strueture for this purpose. At no time should passengers use the unproteeted
floats for a footholcl or put any undue load on them.
(e) Before the helieopter lilts off the deek party must move well clear. The olfieer in eharge must
check that the surrounding area is clear befo re giving the pilot clearanee for lift off.

6.5.2 Hovering
When a helieopter earries out a transfer of stores or passengers while hovering over the deek the
actual transfer is made by the use of a wineh operated by a winehman. The wineh itsell may be powered
eleetrieally, hydraulieally or pneumatieally but its reliability is maintained by high safety working laetors
and strict engineering checks.
 THE WINCH HOOK MUST NEVER BE ATTACHED TO ANY PART OF THE SHIP
THE HOOK HANOLER MUST WEAR A PROTECTIVE HELMET ANO STRONC RUBBER CLOVES
The hook handler On cleck and winchman in the helicopter play the most important part in these
operations. When passengers are descending the hook handler should, if necessary, steacly them as they
land, but he does not need to assist any further. When passengers are ascending, the hook handler should
ensure that lhe strop is being worn correctly ancl should steady them as they are lifted off the deck.
When winched nets of sto res or freight are being hancllecl the hook hancller should steady each
load as it lands on deck and then disengage it from the hook. Members of the deck party do not need
to assist in this. The hook handler should ensure that freight being returned to lhe helicopter is properly
stowed ancl that the load is properly hooked on and the safety hook shu!. Only the hook handler should
unhook or hook on loads. A thumbs up sign inclicates that the hook has been securecl or released from
the loacl. The hook should be hand held until it is hoisted clear of the cleck.
Freight being returned to the helicopter should be made up in loacls not exceecling the maximum
safe ho;st weight as advised by the helicopter operator.
If more than one load has been cleliverecl the empty winch nets should be placecl inside one net
10 make up the final hoist frolll the ship.

6.5.3 Underslung loads

(a) Heavy loacls Illay be carried under a helicopter which has a specially clesignecl hook. In an
emergency (e.g. an engine failure) the load can be relea sed immediately.
(b) The deck party should remain well clear of the dropping area until the helicopter pilot has
released the supporting cables. The deck party shoulcl never attempt to receive or steady the
loacl before it is released as the heavy supporting cables could cause injury.
(c) The shape of some underslung loads may have untoward aerodynamic effects. The helicopter
operator should be consultecl when such a loacl is to be carried.
(d) To return the underslung nets they should be folded and placed in the smaller winch nets
in order to be recovered by the hoist into the helicopter.

6.6 INSTRUCTIONS TO HElICOPTER PASSENGERS

6.6.1 General
Passengers should be instructed in and comply with the procedures set out below to ensure a safe
and expeditious operation. This information should be displayed in a prominent position on boarcl the
ship ancl is set out in the form of an instruction list in Appenclix C.
(a) Do not approach or leave the helicopter without being cleared to do so by the officer in charge.
(b) When approaching or leaving the helicopter loading door always do 50 'at the crouch'. Keep
within the lorward arc 01 the helicopter and always in lull view 01 the helicopter pilot or
crewman. Do not runo
(c) Keep well clear 01 the helicopter rotors. Always remelllber that the tail rotor is difficult to see
because of the speed at which it rotates.
(d) To avoid being scorched by hot gases, stay well clear of the helicopter exhaust outlets.
(e) Wear a life jacket at all times during flights over water.
Note: An inflated lile jacket will hamper evacuation if the helicopter is clitched. Lile jackets
must therelore be worn uninflated in the helicopter, and clothing which inflates automatically
or with built-in buoyancy must not be worn at all. Once clear of the helicopter the life jacket
can be inllated.
(1) In some locations personnel may be required to wear survival suits.

6.6.2 landing
(a) Embarking
Enter the operating area when instructed to do so by the officer in charge and cleared
by the helicopter winchman or pilot. Keep well down (see Section 6.6.1(bl and (e)).
Sit where the helicopter pilot or winchman directs you.
Fasten seat belt and study the in-flight safety regulations.
 (b) Disembarking
Remain seated until instrueted to leave by the helieopter pilot or winehman.
Keep well down and walk briskly away from the helicopter as direeted (see Seetion 6.6.1(b)
and (e)).
6.6.3 Winching
(a) Embarking
Place strop under armpits.
Stand vertically under the helieopter winch.
When ready give the 'thumbs up' signo
Hold on to the strop with both hands with elbows tueked well in.
At the helicopter doorway the winehman will turn you to faee outboard, anel will then
assist you into the helieopter. Do not try to help him as he has a set routine to lollow.
Do not remove strop until instrueted to do so.
Sit where the winehman direets you.
Fasten your seat belt and study the in-flight safety regulations.
(b) Disembarking
Do not leave your seat until instructcd.
The winchman will check that the strop is properly fitted.
Sit in the doorway when the winehman instructs you to do so and give the 'thumbs up'
sign when ready.
When you have reachecl the deek let the strap lall to your leet and step well clear 01 it.
Leave the operating area briskly, keeping heacl well down.
¡
1.
CHAPTER 7

REQUIREMENTS SPECIFIC TO DIFFERENT SHIP TYPES

This chapter provides guidance on the requirements far specific ship types when carrying out
helicopter/ship operations. Where appropriate, items far individual types of ship are included in the
Shipboard Safety Check List (see Appendix B).

7.1 TANKERS
7.1.1 Oil Tankers
In spite of the hazardous nature of their cargo, oil tankers are by virtue of their size and deck space
probably the most suitable merchant ships for helicopter/ship operations. On ships with accommodation
aft, the large area of deck space clear of accommodation and comparatively free from obstructions provides
a goocl operating area for helicopters. Correct vapour emission control procedures backed up by salety
precautions virtually eliminate any hazarels cJeriving from the presence of vapour from the cargo.
Larger tankers are among the few commercial ships able to provide a landing area far the largest
helicopters in normal marine service and they will often be able to provide a winching area on the opposite
side of the ship in addition to a landing area. When landing areas are provided the prelerred mode of
operation is always to lane! the helicopter. This is a quicker and much less hazardous operatioll than
winching. It therelare puts both ship and helicopter at risk lar the shortest time.
The deck space on small tankers is usually obstructed ancl manoeuvring areas are restricted by derrick
posts, cranes, masts, gas risers etc. However, those ships which have space suitable far routine operations
shoulc/ pravide the relevant deck rnarkings far landing ar winching area facilities.

7:1.2 Chemical/Parcel Tankers

Because af their special construction many of these ships are not suitable far rautine helieapter
operations. The multituele of horizontal ancl vertical pipes, ventilator pipes anel deck tanks usually leaves
no clear space available ta establish a landing ar winching area, and in that case helieopter operations
should only be carried out in exceptional circulllstances.

7.1.3 Vapour Dispersal

When space perrnits helicopter operations shoulel preferably be conducted on or "bove the main
decks of tankers. If the precautions recoml11eneled in the sections below are adhered to, any hazards
associated with helieopterltanker operatians will be recluced significant!y. Investigations have shown that:
A helicopter when hovering produces such a strong downdraught that any vapour on deck
will be dispersed rapidly.
If the rotor is not stopped when a helicopter lands on the main deck the turbulent airflow
around the landing area will be sufficient to disperse any vapour/air mixture befare it rnight
otherwise reach the helicopter.

7.1.4 Vapour Emission Control

If a tanker is not 'gas free' when at sea it is standard practice for all cargo tanks to be completely
secured. Thus the only possible source of vapour will be that released from pressure/vacuurn (PIV) valves
or from minor leaks from glands or tank aperture packing. In any helicopter operations this vapour will
be elispersed by wind across the ship's deck and by the downdraught froln the helicopter.
To ensure that even this source of vapour is minimised, vessels snould release vapour pressure from
cargo tanks and then re-secure them not more than 30 minutes before the helicopter operation is to begin.
When this has been done there should not be sufficient vapour generated from the cargo to cause the
PIV valves to lift anel it can be safely assumed that the valves will remain closed. Even if the valves were
to be defective or if the vapour was to escape from leaking seals, it would be uneler low pressure anel
would disperse rapidly.
Ships fitted with inert gas systems will be subject to special instructions which should recommend
that the pressure within the cargo tanks is reduced to a slight positive pressure.
In adelition, all tank lids and other openings must be closed anel tightened down. This applies
particularly to gas free ships which might often have tank lids open. In the event of an accielent, the action
of closing the lids will restricl the incielent to the upper deck.
 7.1.5 Safety
A helicopter making an emergency landing from the hovering position is most unlikely to penetrate
the main deck of the ship. II a helicopter were to catch fire on cleck the ship's lire fighting facilities should
be adequate.
[n normal circumstances in helicopter/ship operations a helicopter's engines will never be stopped.
[f, however, it is necessary to stop the rotor in an emergency then the helicopter pilot shoulcl stop lhe
engines ancl switch off all electrical power belore stopping lhe rotor. Once stoppecl, a Ilammab[e atmosphere
may accumulate when the effect 01 the rotor clowndraught is lost. Permission lo re-start engines or to switch
on electrical power shoulcl only be given by the master to the helicopter pilot alter:
(a) The atmosphere rouncl the helicopter has been monitored lor Ilammable gas.
(b) The ollicer in charge 01 the deck party has established that in all other respects it is sale to restar\.
In such circumstances the ship should il possible be manoeuvred so that the helicopter is to windward
of potential vapour SOurces.

7.1.6 Freeboard
The Ireeboard 01 [oaded lankers is generally less than that 01 other ships 01 similar size. Sea spray
and water will sweep ayer the main deck al a lower wind speed and sea sta te than for mast other types
01 ship and this may limit the master's scope lor heacling the ship in lhe optimum direction lor helicopter
operations. Helicopter pilots shoulcl be aware 01 this as one 01 lhe constraints which may limit the heacling
01 a smal[er lanker.

7.2 BUlK CARRIERS ANO COMBINATION CARRIERS

7.2.1 General
Bulk carriers are designed so that much of the main deck area is taken up with large hatch covers
which leave relatively small clear deck spaces on either sicle 01 the hatches. This usually means that helicopter
operating areas must be located on the hatch covers themselves. [t is essential that the strenglh 01 such
hatch covers has been approved by, lor example, the vessel's classilication society to accept the heaviest
he[icopter lor which landing operations are intended. [t is unlikely that even large vessels will be able
to provide a very large landing area beC3use the clear zone must be wholly located 011 the hatch (aver
ancl not overlap onto the deck areas each sicle. Some bulk carriers will be able lo provicle lancling areas
suitable lor lhe smaller helicopters in marine use (see Section 4.2) but rnany vesse[s wil[ be able to meet
only the requirements lor a winching area (see Section 4.3).
Similar designs constraints also apply to both types 01 combination carrier, i.e. Ore/Bulk/Oil carriers
(OBO)_anel Ore/Oi[ carriers (O/O).
Bulk carriers shoulcJ not pose many salety problems during routine helicopter operations provided
the hatch covers are always lirrnly secured. The same applies to combination carriers when tracling in dry
bulk as any slops contained on boarcl should be sto red well clear 01 the helicopter operating area anel
inertecJ. When trading in oil however combinatían carriers must be regarcJecJ as tankers ancJ al! the guicJance
relating to tankers (see Section 7.1) strictly applied.
When bulk or combination carriers conduct helicopter operations while loacled with a dry bulk cargo
which requires surlace ventilation to prevent spontaneous combustion or the build up 01 I[ammable vapours
(e.g. coa!), they shoulcl ensure that holcl ventilation anel all other openings are lully battened clown well
in advance of the hel¡copter's arriva!.

7.2.2 Geared Bulk Carriers

These ships are genera[ly 01 a relatively small size and normally can only provicle a winching area.
Their design varies considerably but most have a number 01 tall obstructions in the form of cargo-handling
gear which complicates the siting 01 a suitable helicopter operating area. Although it may be possible to
position an area on the hatch covers, the close proximity 01 such obstructions may require that it is [ocatecl
on the main deck so that a signilicant portion 01 the manoeuvring zone extends outboard 01 the ship's
side. The 10[lowing points should be consielered:
(a) The area should not be located well forwarel because 01 the air turbulence around the ship's
bow couplecl with the potential problems 01 excessive movement and spray or breaking seas
due to the relatively low Ireeboarcl in the laden conclition (see also Section 4.1.2);
(b) The presence 01 tall obstructions on the main cleck makes it important to establish a clear
approach to the operating area.
 7.23 Gearless Bulk Carriers
These ships are usually Iree 01 tall obstructions on eleck and ofler both a clear approach and Ilexibility
lor positioning an operating area, normally on the hatch covers. These may have some minor obstructions
on them, such as ventila\or trunkings, which can allect the location 01 the clear lOne. Section 7.2.2(a) also
applies \0 these ships.
The lollowing points should be considered il positioning helicopter areas on a ship's hatch covers:
(a) Fore and Alt Opening - These hatch covers are normally substantially Ilat or transversely
corrugated. The Ilat conliguration is ideal both lor laneling and winching operations. Transversely
corrugated hatch covers (e.g. the Magronest type) are not suitable lor helicopter operation anel
operating areas should usually be located on the main deck.
(b) Siele Opening - These hatch covers are suitable lor landing or winching although they are
sometimes not completely Ilat and can slope by as much as 5° towards each end. This slope
is even more critical when it is added to the rolling motion 01 the ship. II a helicopter is to
lanel the precise slope should be clearly established belore the operation commences.
7.2.4 Combination Carriers
Operating areas will normally be positioned on the hatch covers although it may be possible on
larger 010 ships to site the area on the main deck where greater clear deck space is olten available. Minor
obstructions 011 the hatch covers (e.g. vent hatches or tank cleaning equipment) may determine where
the operating area can best be positioned.
Since combinatían carriers are almost invariably fitted with side opening hatch covers the remarks
in Section 7.2.3(b) also appl)'.
When trading in oil, combinatían carriers must be regarded as tankers anc! all the provisions relating
to tankers (see Section 7.1) apply. The size 01 their hatch covers olten makes them difficult to render gas-
tight, particularly if working in a seaway when there may be significant movement 01 lully battened-down
hatch covers. As there can be a risk of vapour leakage scrupulous attention should be paid to the guidance
on vapour emission control and salet)' in Sections 7.1.4 and 7.1.5 respectively.

7.3 CONTAINER SHIPS

For routine operations with container vessels a purpose built platform is recornmended. A container
ship does not otherwise lend itsell to routine helicopter operations as maximum use is made 01 the weather
deck lar the stowage of containers. In most cases this precludes helicopter winching or landing operations
except on hatches which are clear of containers, or on top 01 the stacked containers.
Hatches should be able to meet the recommendations lor the space required lor laneling anel
winching (see Sections 4.2 anel 4.3), though a container ship seldom has a hatch space which is clear 01
stackeel containers. II used, hatch covers should be approved by the classilication society as having sufficient
strength lar the proposed helicopter operation.
The lollowing points neeel serious consieleration il helicopter operations on the top 01 the deck
container stack are contemplated:

(i) Containers on deck are olten stacked as many as live high - i.e. to a height 01 up to 14 metres
aboye the deck - and are also likely to extend the lull wielth 01 the ship.
(ii) Unless special arrangements can be made to suit the prolile 01 the stack, access lor personnel
onto the container stack to and Irom the weather deck can be hazardous. This can be a problem
even when the stack is only one container high.
(iii) II the stack is more than three containers high and the means 01 access is a pilot ladder, the
9 metre limit on the use 01 pilot ladders will be exceeded.
(iv) Personnel working on top 01 the stacked containers are very exposed to the elements. In rough
weather the ellects 01 the ship rolling will be greatly increased and handholds or lilelines must
be provieled.
(v) The container rool is not itsell strong enough lor landing and is seldom entirely rigid. It will
olten be covered by greasy moist deposits making winching operations extremely dangerous.
Furthermore the 'platform' lormed by the container stack is criss-crossed with the gaps between
container rows and bays.
In view 01 the loregoing it is recommended that whenever conditions permit operations should
be conducted elsewhere. II it is nevertheless decided that the deck container stack is the position from
which helicopter operations have to be conducted, special salety and access arrangements must be provided
to ensure safe operations.
 7.4 GAS CARRIERS
7.4.1 Design limitations
Although design characteristics may differ between liquefied petroleum gas (LPG) and liquefied
natural gas (LNG) carriers and between diflerent types of LPG and LNG vessels, the general provisions
for helicopter operations are common to both.
The potential hazards inherent in helicopter operations involving gas carriers must be clearly
recognised by all concerned and the owner's prerogative to protect his ship by refusing to permit routine
helicopter operations must be respected. The express consent of both the owner or operator and the master
must be obtained befare helicopter operations take place.
The majar problem with helicopter operations to gas carriers is the lack of clear space available
for operating areas, coupled with the extreme vulnerability to damage of the deck installations and the
difficulty of controlling any resulting fire. Since most gas carriers will be unable to provide a suitable clear
space in the cargo area or on the forecastle head to site a helicopter operating area, the only suilable and
safe space in which to conduct operations is the poop deck.
This area has advantages for helicopter operations in its remoteness from the cargo tank area but
it has the following disadvantages (see also Section 4.6):
(i) The lack of clear deck space because of the concentration of moaring equipment.
(ii) The requirement to protect the accommodation agains! the potential hazards of a helicopler
accident e.g. burning fuel and flying debris.
(iii) Problems such as excessive pitch, roll and heave.
(iv) Turbulent air flow aboye the accommodation block and funnel which may make control of
the helicopter difficult.
If a gas carrier is fitted wilh a purpose-built helicopter platform specifically designed to alleviate
the problerns of (i) and (ii) aboye, this represents the optimunl solution to providing a helicopter operating
area in these ships. It is therefore strongly recomrnended that gas carriers should not undertake routine
operations unless such a platform is provided.
7.4.2 Vapour Emission Control
In both LNG and LPG carr'iers venting to the atmosphere during normal carriage should not OCCllr
unless there has been some malfunction or maloperation of the cargo systern. The only possible sources
of vapour on deck will therefore be minar, such as leaking glands on pipelines or valves or improperly
seated pressure relief valves. In any case, the conduct of operations from the poop should aJ!eviate vapour
problems except where there is a stern loading/discharge line. In arder to eliminate any possibility of a
major vapour escape during helicopter operations due to the lifting of the cargo tank safety relief valves,
LPG ships with reliquefaction plants can reduce cargo tank pressures prior to the arrival of the helicopter,
susper>.d all reliquefaction operations and shut the system down until helicopter operalions have been
completed.
lNG ships may similarly ensure that cargo tank pressures are reduced priar to the arrival of the
helicopter. However due to the design function and safety procedures inherent in the gas burning systern
there is no requirement for these ships to suspend gas burning during helicopter operations. AII tani< lids
and other openings must nevertheless be closed and battened down in arder to restrict the effects of any
accident to the upper deck.

7.5 DRY CARGO SHIPS

The majority of dry cargo ships, including modern ships of relatively large size, may be unable to
meet all the requirernents for an operating area (se e Sections 4.2 and 4.3) for routine helicopter operations.
Their design is such that obstructions in the farm of deck houses and cargo handling gear severely limit
the deck space available and offer little scope for the provision of a clear approach to a landing or winching
area.
Cargo handling gear is normally stowed across hatches in a fare and aft direction when at sea and
this therefore precludes the siting of a winching area on the hatch tops. Jt is possible that sorne ships
fitted with cranes may be able to luff the crane jibs and swing them athwartships, so making it possible
to provide a winching area either on the hatch or on the main deck adjacent to the hatch. A large part
of the manoeuvring zone may then extend over the ship's side. This procedure is not suitable for ships
fitted with derricks because of the difficulty of securing derricks stowed in a vertical position.
Where cargo ships carry containers on both the hatch covers and on the main deck problems of
safe access to and from the operating area (see Section 7.3) are presented. However, if sufficient space
is available hatch covers offer a suitable clear zone for winching operations because they invariably present
a flat surface.
 CHAPTER 8

MARINE PllOT TRANSFER

This chapter contains aelelitional information on the transfer of marine pilots by helicopter. As the
potential benefits to both ship operatars anel pilotage services come to be recogniseel, so more ports are
encouraging the use of helicopters for embarking anel disembarking pilots. Most of the services afie red
involve experienced and professional personnel whase operations will meet in ful! the recornrnendations
in this guiele. However, the lollowing points should be borne in minel:
(a) The transfer 01 a marine pilot between helicopter and ship should take place only when the
conelitions set out in the appropriate sections of the guide are met anel the ship operator anel
master are satislieel that the transler can be conducted safely.
(b) The transfer 01 marine pilots by helicopter is now a routine operation anel familiarity must not
be alloweel to compromise salety stanelarels far the helicopter, the pilot, the ship or its personnel.
(e) The heJicopter operator must confirrn that he carríes sufficient third party insurance to (Qver
all his possible liabilities in helicopterlship pilot transfer.
(el) In oreler that a safe anel effec!ive renelezvous can be agreeel it is important that sufficient advance
notice of the intended helicopterlship pilot transfer is given to all parties concerned.
(e) Adherence to the recornmended procedures far continuous comrnunications contact, for
rendezvous and for ship identiíication is essential for helicopterlship operations: it must be
remembered that a helicopter may have to service a l1umber of widely separated vessels in
the cOLlrse of a single flight.
(i) Although ultimate responsibility lar the salety of the ship anel its navigation in pilotage waters
rests with the master, lhe marine pilot has a direct interes! in the choice of time and place
lar his transfer to the ship. He shoulel be party to the agreement reacheel between the master
anel the helicopter operator anel pilot belare the transler operation commences. There may
be special circumstances affecting the suitability of time or location oí a proposeel rendelvous
on which the marine pilot may be able to advise. Sufficient prior notice wi!! allow necessary
arrangements to be agreed (see Chapter 5).
(g) Marine pilots should be requireel to take an approved course oí training in helicopter flight
procecJures, embarkation and disembarkation (including winching) and safety and ernergency
drills befare unelertaking helicopter translers (see Section 6.6). The safety, operational anel
organisational proceelures anel arrangements set out in Chapter 6 must be fully unelerstooel.
(h) When embarking or disembarking either by winch or Irom the laneling area, the marine pilot
should wear protective clothing similar to that recommendeel íor the eleck party (see Section
6.4.1), anel while in ílight a lile jacket anel il necessary a survival suit (see Sections 6.6.1(e) anel
(1)). On long Ilights in certain aircraft the noise level may tempararily impair hearing anel in
such circurnstances rnarine pilots should wear suitable ear protection.
(i) A member of the eleck party should be eletailed to assist and guide the marine pilot between
the landing area and the bridge.
(j) Operations involving helicopter toueh-down on ships equipped with helicopter landing areas
marked as in Section 4.2 are preferred by helicopter operators for marine pilot translers.
The advantages of helieopter transler 01 marine pilots can only be lully realiseel when the service
is reliable and capable oí being Illaintaineel with almost all ships under all but the most aelverse weather
conelitions. While eommereial pressure to see helicopter/pilot serviees operating universally will be a
consieleration in the provision 01 helicopter landing areas on new ships of most types, the critieal examination
of space on boarel existing ships far sale landing or lar lacilities lor helicopter winching operations shoulel
be undertaken in the light 01 industry guidance.
r
l.
CHAPTER 9

EMERGENClES
9.1 GENERAL
This chapter includes guidance on procedures to be lollowed in the event 01 a shipboard emergency
in which a helicopter may assist. It also covers emergency procedures lollowing a helicopter accidento
It incorporates recommendations contained in the 'Natices to Mariners' of a number of countries and
3150 in the IMO Search anel Rescue Manual (IMOSAR). The recommendations given here should be regareled
as supplementary to those in other seetions 01 the guide.

9.2 CHOICE OF HElICOPTER

Helicopters in commereial use and in military service have a good record 01 salety and masters should
not hesitate to request the use of helicopters in emergencies. The aircraft available in an emergency rnay
not be ideal, but il possible:
(a) A twin engined rather than a single engined helicopter should be used.
(b) A gas tllrbine helicopter should be lIsed rather than a piston engined helicopter.

9.3 IllNESS OR INJURY EVACUATlON

In cases of il!ness or injury when it is necessary to arrange for the evacuatíon of él patient by helicopter
the iollowing essential points should be noted.
9.3.1 Requesting Assistance
When requesting helicopter assistance the master shollld:
(al Decide and arrange a rendezvolls position as soon as possible il the ship is beyond helicopter
range ancl a diversion is therefore necessary.
(b) Give as much medical iniormation as possible, particularly about the patient's mobility.
(c) Advise irnrnediately 01 any changes in the condition 01 the patient.
9.3.2 Preparation Di Patient
Belore the helicopter arrives steps should be taken to:
(a) ¡\'1ove the patient as close to the operating afea as hisfher condition permits.
(b) Ensure the patient is tagged to show details of any medication which has been administered.
(c) Prepare the patient's seaman's papers, passport, medical record and other necessary documents
in a package ready for transfer with the patient.
(el) Ensure that personnel are prepared in case it proves necessary to move the patient to the special
stretcher (which will be lowered by the helicopter) as quickly as possible.
The patient should be strapped in the stretcher lace up, in a lile jacket il his/her conelition permits.

9.4 EMERGENCY OPERATING AREAS

On ships which, because of their size Or design or the nature of their cargoes, are not suited for
routine helicopter operations consideratiol1 should nevertheless be given to the best positiol1 ior a helicopter
to take off or to land people and/or equipment in an emergency (see also Section 4.3.5). Such emergency
might consist 01 taking olf a sic k or injured seaman, landing a doctor on board, or perhaps landing a repair
specialist or sorne piece 01 equiprnent vital to the salely oi a ship disabled oifshore.
This type 01 emergency operatian will normally be carried out by winching and whenever possible
the requirements ior a winching area specilied in Section 4.3 should be met. Hawever, there will be rnany
ships which cannot provide even these minimum requirements. In su eh cases the ship must look for the
highesl area clear oi obstructions to which a helicopter can saiely manoeuvre and over whieh it may salely
hover. The winching area should be as near to the ship's si de as possible and there should be no obstructions
greater than three metres in height in the area in which the helieopter will manoeuvre. Obstructions such
as aerials and stays must be lowered or removed. II possible two positions should be selected, one on
each side oi the ship, to allow ior wind direction il the ship is unable to manoeuvre.
Having chosen the salest posilion(s) which could be used for emergency helicopter winching
operations, the upper parts oi any tall obstacles in the vicinity should be painted in a conspicuous colour
(see Section 4.5). No attempt should be made to mark the emergency winehing area perrnanently as by
so doing it may be confused with a lull winching area ior routine operations.
 A reeorel and diagram of the arrangements ehosen should be displayed in a prominent position
in the wheel house.
Where none of these arrangements can be maele, operations shoulel be eonsidered (weather and
other safety eonsiderations permitting) with a reseue boat or lifeboat. This shoulel be positioned to leewarel,
exeept in the case of vessels sueh as ehemieal tankers whieh may produce toxie cargo vapours, where
the reseue boatllifeboat should be well to winelwarel. Operations of this nature, whieh may not prove
practicable with ships whieh carry only totally encJosed lileboats, shoulel only be eonsielereel when there
is no praetieal alternative.

9.5 HELlCOPTER ACCIDENT PROCEDURE

9.5.1 General
Investigations have shown that a helicopter making an emergeney laneling lrom the hovering position
will not penetrate the ship's deek. In the event of an aeeident, the lollowing proeedure shoulel apply:
(a) The aireralt should be evaeuated 01 all passengers as rapidly as possible.
(b) AII power should be switehed off.
(e) Careful attention should be paiel to any luel spillage anel fire fighting preeautions should be
taken to avoiel spilled fuel eatehing fire anel spreading to other parts of the ship (e.g. elraining
down the seuppers).
Even when a helicopter crashes without rupturing its fuel tanks, fuel may still be spilled if the
wreckage distorts on lifting. Likewise the damagecJ structure may pierce a tank. These points should be
borne in minel belore starting to elear the wreckage.
9.5.2 Fire Proeedures
In the event of a fire the following poil1ts shoulel be noted:
(i) The type al1d location of luel tanks varies only slightly betweel1 aireraft types. Il1large helieopters
the tanks are l10rmally positioneel beneath the cabin floor, substal1tially il1 line with the rotor
masto In smaller helicopters the fuel tanks may be either bel1eath the floor aft of the eabin
structure or in some cases beneath the rear rQW of passenger seats.
(ii) The operation of cloors and hatches varies with aireralt type. Doors may be jettisonable or it
may be possible to jettison some cloors but not others. In the larger helicopters doors 110rmally
slicJe back to open. The methocl and direction of operation of the release mechanislll tor doors
aocl escape hatehes is normally clearly indieatecl 011 the helieopter.
II the doors eannot be opened, deeess to the interior 01 a erashed helicopter should be lairly
straightlorward and the methocl obvious as the structure is lairly light anel easy to cut into.
oliii) It is likely that any erash 011 eleck will take place at low speed. /vIost clamage can therelore
be expeeteel to be associated with the break up 01 the rotors, gearbox and engil1e, with subsieliary
damage to the luselage Irom impaet ancl blacle strike.
(iv) The most likely source of ignition is in the area of the engine, with a slight chance of fuelleaking
Irom a tank ruptureel by the force 01 impact.
(v) Since the amount 01 fuel in the engine area is 110t great, any lire in this area is likely to be
small at iirst. Evel1 il the aireralt lies upside down with luel running down into the engine Ira m
a rupturecl tank, there wil be a short lapse 01 time (some 1-2 minutes) belore the lire spreads
Irom the engine area and develops into something larger. If a helicopter eatches fire on deck,
the ship's lire fighting laeilities should therelore be able to cope.
9.5.3 Plan of Aetion
When helicopter/ship operations are conelueted accoreling to the recommel1dations contained in
this guide, the risk 01 accidents is small. However, il there is an aecident the plan 01 aetion illustrated in
Appendix D is strongly recommeneled and shoulel be borne in mind when drawing up ships' muster lists
ancl planning periodic drills.
Jil
1¡

APPENDIX A

COMMERClAl HElICOPTERS IN MARINE USE

HELlCOPTER TYPE OVERALL LENGTH (D)

(5ee note 1) (metres)

Bell 206' 11.9

Bolkow 105D

Aerospatiale 5A 316/319 Alouette 3' 12.8

Aerospatiale AS 350 5quirrel' 13.0

Aerospatiale AS 355 Twin 5quirrel 13.0

1'v18B-Kawasaki BK'IF 13.0

Bell 206L' 13.0

Agusta 109 13.'1

Aerospatiale 5A-365C Dauphin 2 13.3

Aerospatiale 5A-365N Dauphin 2 13.5

Bell 222A 14.7

Bell 222UT 15.3

Westland W30-100 15.9

5ikorsky 5-76 16.0

Be114'12 17.1

Bel! 204/205' 17.5

Bell 212 17.5

Aerospatiale 3301 Puma 18.2

Aerospatiale 332L Super Puma 18.7

Bell 2'145T 19.0

5ikorsky 558T 20.1

5ikorsky 56'IN 22.3

'single engined

Notes
'1) Thi5 is not an exhaustive list of he!icopters which may be encountered in marine use. It 1s essential
that the type and overall length of a helicopter are known befo re it is accepted by the ship.
2) The figure quoted (D) is the overall length oí the helicopter with its rotors turning (see Chapter 4).
 APPENDIX B

SHIPBOARD SAFETY CHECK lIST

For use with les Cuide to Helicopter/Ship Operations

To be checked by the officer in charge.

1. GENERAL
(a) Have all loase objects within and adjacent to the operating area been secured or removed? O
(b) Have all aeria!s, standing or running gear aboye and in the vicinity of the operating area been Jowered or secured? O
(e) Has a pennant or windsock been hoisted where it can be dearly seen by the hel'lcopter pilot? O
(d) Has the officer of the watch been consulted about the ship's readiness? O
(e) Does the leader of the deck party ha ve a portable radio transceiver (walkie talkie) for communicating with the bridge? O
(f) Are the fire pumps running and is there adequate pressure on deck? O
(gl Are fire hases ready (hases should be near to but clear of the operating area)? O
(h) Are foam hoses, monitors and portable foam equipment ready? O
(i) Are dry powder fire extínguishers avaílable and ready for use? O
O) ls the deck party complete, correctly dressed and in position? O
(k) Are the fire hoses and foam nozzles pointing away from the operating area in case of inadvertent discharge? O
(!) Has a rescue party been detailed? O
(m) Is aman overboard rescue boat ready for lowering? o
(n) Are the fo¡lowing items of equipment to hand? O
(i) Large axe O
(ii) Crowbar O
(iii) Wire cutters O
(iv) Red emergency signal/torch O
(v) Marshalling batons (at night) O
(vi) First aid equiprnent O
(o) Has the correct lighting (including special navigation lights) been switched on prior to night operations? O
(p) 15 the deck party ready, wearing brightly coloured tabards (waistcoats) and protective helmets, and are al! passengers
clear of the operating afea? O
(q) Has the hook handler been equipped with helmet, strong rubber gloves and rubber soled shoes to avoid the danger
of static discharge? O
(r) Is access to and egress from the operating area clear? O
2, lANDING ON
(a) Is the deck party aware that a landing is to be made? O
(b) 15 the operating afea free of heavy spray or seas on deck? O
(e) Have side rails and, where necessary, awnings, stanchions and other obstructions been lowered or removed? O
(d) Where applicable, have portable pipes been removed and have the remaining apex ends been blanked off? O
(e) Are rope messengers to hand for securing the helicopter, if necessary? (Note: only the helicopter pilot may decide
whether or not to secure the helieopter.) O
(f) Have all personnel been warned to keep clear of rotors and exhausts? O
3. TANKERS: Additional Items for Check list
(a) Ships not fitted with an inert gas system: has pressure been released from tanks within 30 minutes of eommeneement
of helicopter operations? O
(bl Ships fitted with an inert gas system: has pressure in cargo tanks been redueed to slight positive pressure? O
(e) Al! tankers: have all tank openings been secured following venting operations? O
4. BUlK CARRIERS AND COMBINATlON CARRIERS: Additional Item for Check list
Has surface ventilation to dry bulk eargoes ceased, and have aH hatch openings been fully battened down prior to
helieopter operations? O
5. GAS CARRIERS: Additional !tem for Check List
Have al! preeautions been taken to prevent vapour emission on deek? o
 APPENDIX C

INSTRUCTIONS TO HElICOPTER PASSENGERS TRANSFERRING

TO ANO FROM SHIPS
1. GENERAL
Passengers should be lully aware 01, and comply with, the proeedures set out below to ensure a sale and
expeditious operation.
(a) Do not approaeh or leave the helicopter without being eleared to do so by the officer in eharge.
(b) When approaehing or leaving the helieopler loading door always do so 'at lhe eroueh'. Keep within
the lorward are 01 the helieopter and always in lull view 01 the helicopter pilot or erewman. Do not runo
(e) Keep well clear 01 the helieopter rotors. Remember that the tail rotor is diffieult to see beeause 01 the
speed at whieh it rotates.
(d) To avoicl being seorehed by hot gases, stay well clear 01 the helieopter exhaust outlets.
(e) Wear a life jacket at all times during Ilights over water.
Note: An inllated lile jacket will hamper evaeuation il the helicopter is ditehed. Lile jaekets must
therelore be worn uninllaled in the helicopter, ane/ elothing whieh inllates autornatically or with built-in
buoyancy must not be worn at all. Once clear 01 lhe helieopter the life jacket can be inflatecl.
(f) In so me locations personnel may be required to wear survival suits.

2. LANDING
(a) Embarking
Enter the operating area when instrueted to e/o so by the ollieer in eharge ancl elearee/ by the
helicopter winehman or pilot. Keep well down.
Sit where the helieopter pilot or winehman direets you.
Fasten seat belt and stue/y the in-flight safety regulations.
(b) Disembarking
Remain seated until insHucted to leave by the helicopter pilot or winchman.
Keep well clown and walk briskly away lrom the helicopter as directecl.

3. WINCHING
(a) Embarking
Place strop uncler armpits.
Stand vertically under the helicopter wineh.
When ready give the 'thllmbs up' signo
Hold on to the strop with both hands with elbows tuckee/ well in.
At the helieopter doorway the winchman will turn you to lace outboard, and will then assist
you into the helieopter. Do nol try to help him as he has a set routine to follow.
Do not remove strop unti1 instructed to do so.
Sit where the winchman direets you.
Fasten salety belt and stlldy the in-Ilight salety regulations.
(b) Disembarking
Do not leave yOLlr seat unti! instructed.
The winchman will check that the strop is properly litted.
Sit in lhe doorway when the winehman instruets you to do so and give the 'thumbs up' sign
when ready.
When you have reaehed the deck lel the strop lall lo your leet and step well clear 01 il.
Leave the operating area briskly, keeping heae/ well down.
 APPENDIX D

DUT/ES AND SUGGESTED ACTION PLAN

FOR HELlCOPTER ACCIDENT

MASTERJOFFICER
OF THE WATCH
Sound general
emergencyalarm,

I
Alter course
and speed as
necessary to
keep rire and
smake dear of
deck.

OFFICER DETAllED CREW NOT INVOlVED IN

FOR MEDICAl DUTIES HEl/COPTER OPERATlON
Co-ordinate reseue
Braadcast details and tire fighting
ai aceidenl. operations.
Advise shore. Cú to emergeney stations. Co to emergency stations.

DECK PARTY

FI RE

When ordered Start íoam

Constant approach
situation helicopter to
report lo effeet reseue
master. (See Note 1). Provide water
Stand by w'llh spray eover for
portable helicopter crew/ lay foam
extinguishers lo passengers and blanket over
tackle 5mall reseue party helieopter
outbreaks of ¡íre, (See Note 1.). and deck.
,--- ___ L
RESCUE
_-1 _ _ _ _ ~_,

I
FIRE EXTINCUISHEO
COMPLETE
____ ...J
I
L --I----T----¡--
,\wait orders. Await orders. Stop water spray Stop loam
Remain in system.
readiness

With chiei
engineer
investigate
damage and
eheck reignition
risk.

Seeure and
replenish
fo,m (,nt.
Order stand
down fram
general emergeney.

t
Advise shore.

Notes
.)) Equipped with axe, wire cullers and crowbar.
2) Water spray should be controlled/stopped so as not 10 destroy foam blanket.