Guide To Helicopter Ship Operations

Guide to
HelicoP-ter/.ShiP-
O~erations
> • ' I•
Guide to
Helicopter/Ship
Operations
Fifth Edition
Gulde to Helicopter/Ship Operations
Fifth Edition
Pubr.shed by Mariseo P\Jbfooations

Walsingham House 36SoothingLaoo London EC3N4AH
Tel+44 20 70901460
Emait [email protected]
Web: Wl/1'1.V.iCSwshipping.org
RrstEdition 1979
Saoond Edition 1982
Third Edition 1989
Fourtl\ Edition 2008
Fifth Edition 20ZI
@ tnternaticnal Oia.m.b9rof Shipping2021
ISBN: 978+913997-04-6
Ebook ISBN: 978·1·913997·06-2
Cover photo courtesy of Sholl
Printed bywww.hardbackbooka.co.uk
While tho advice given in this Guide has boon developed using tt'K3 bast information available, it is
int.ended purely asguidanoe and to be used at the uWS own risk. No responsibility is accepted
by Marisac Publications or by the International ChamOOrof Shipping or by any person.firm.
corporation or organisation who or whioh has boon in any way oonoorned with the furnishing of
information or data. tha oompilation.publicationor any translation,supplyor aaleofthis Guide for
the aocuraoy of any information or advice given t\EH"ein or for any omission l\erofrom or from any
consequeooes whatsoever rl)Sulting dirootly or indirectly from oomplial'ICe\vith or adoption of
guidance oontaiood therein OVGI\ if caused by a failure to exercise roasonable care.
..
tot.¥! 1'11
The fntarnational Chamber ofShippiog (ICS) is the global trade association rGipreoonting· oat.ion.al
s.h.ipowna.rs• associations. from Asia, the Americas and Europe and more than 80% of the
world merchant fleet. Establishoo in 1921, ICS is concerned with all escecee of maritif"ne affairs
particularly maritime safety, environmentaJ protection, maritlmetaw and employm(mt affairs. !CS
enjoys oonsultative8l.atuswith the UN lnt&mationaJMaritime Organization (IMO) and lnt&mational
labour Organization (ILO).
Guide to
Helicopter/Ship
Operations
Fifth Edition
,. International
W Chamber of Shipping
- Shaf*\g the Fut\lre of Shipping
Foreword to the fifth edition 5
Foreword to the fifth edition

For more than 30 years. the ICS Guide to Helicopter/Sh.Ip Operations has boon rooognised
throughout the global shipping industry as the definitive best practice guk:lanoe on the subject. As
with previous versions, this nG\V and fuJly updated edition of the Guide has bean published after wide
consultation with both marine and aviation experts. Its purpose remains tha same: to enoouragQ
safe and efficient helicoptor/ahip ope-ations. While the Guide is intended rnalnly for the use of ships'
Masters. officers and crew, it also offers advice to helicopter pilots and operators. The objective is to
promote standardised prooedurea and shipboard facilities for helicopter/ship operations worichvide.
Tho fifth edition of the Gukte supersedes all previous editiooo.
Tha previous edition introduoodguidanoeon the practice of transferring personoet usually marine
pilots, directly LO the bridgo v,iogby winch. This new edition rM..ainscurrent ICS advice that bridge
\Vingoperations should not normalty be conducted, particularly wben more conventional transfer
arrangements can be provided. Nev&l'lhel'3SQ. reflecting the faot that for SOf"nBShips and trad9s bridga
,vingwinching of marine pllota has become more commonguidance on the practice has boon moved
to the main part oftOO publication with associated advloeon risk assessment retained as an appendix.
The Guide reflects the latest advice from indus.try experts together with feedback from marine
and aviation users.To improve thG Oow of information and access to topics. the opportunity nas
boon taken to restructure the layouL Some guidance previously included in appendices has boon
transferred to the main text.
Chapter 2 now includes guidance (conslstene with other ICS publications) on the conduct of risk
aseeesrrerue as wen as guidance previously inctuded. Chapter 6oontinues to place emphasis on
the import.aooe of communications ,vhile revised guidance in Chapters 6 and 7 addresses operating
prooedures and bridge wing operations for marine pilot transfer, respootivaly. Expanded guidance
on ship rype r&quir(M"'OQnts is now included in Chapter 8. A new Chapter 9 incorporates much of the
guidance on the Helicopter Landing/Opera.ting Area Plan that was previously in an appendix. Also
n6\v to this edition are lists of abbreviatioos and deflnitioM.
The practice. now common in tCS publication:s, of highlighting safety f"nGoSsages in ye.llmv boxes
has bean .adopted for the first time in this edition of thG Guide and draws particular attention to key
messages with.in the text.
The safety chookJists in Appendix C have boon revised to batter reflect human factors and are
in a style consistent with other recent IOS publications. All ohocklist lt<H'r\Srequire a positive
confinnation. If this cannot be given, the reason and mitigating actions shoukl be carefully
considered before the oper"ation can proceed.
All possible cars has been taken in the preparation of this Guide, but it must be stressed tl\at it is
only a guide. It is not intended to be binding. and shipping companies, ships• Masters and officers.
h~icopter operators and air crew are all responsible for acting in accordance v1ith all relevant
national and international regulations, as vtGII as company instruotlons. Sh.ip& may operate in areas
,vhera additional or different requirements appty other than the cnes advised in this Guide and
whh which compltance may be necessary, e.g. national requirements. Regulations for" helioopter
operations are eatablisood by the authorities in the aircra~'a country of registration and/or ,vhe.re the
operation takes plaoo and may vary in deta.t1 from one oountry to another.
For ships to which the International Safety Management (ISM) Code applies. this Gukte may help in
developing shipboard operating prccedoree and requirements for the various helicopter operationa
that may be undertaken on board.
6 Guide to Helicopter/Ship Operations, Filth Edition
Ship d9sign teams may find certain a00tions of this Guide of value, and many users may onty need
to access tec'V'ioal informationin tho Guido occasionally.The authors consider that retainjng
advice for both tha terccprer and ship on joint operations in ooe publication is appropr'iate,and they
anticipate that ship and helicopteroperatora alikewill find thisoonsistancy useful.
Commentson the Guk:laand suggestions for further improvement will be weloome and should be
addressed to:
lntemationalChamber of Shipping, Walsingham House.36Seethil\g Lane. London, EC3N 4AH
Email pubficationS@ios·shipping.otg
Spacial appreciation is expressed to the foUowingpeople and companies who provided particular
assistance to the development of tho fifth edition of the Guide to Helicopter/ShipOperations:
Adrian Lambert (Marine Accident lnvootigation Branch ((\~AIB)); Alex Knight (Helidook C&rtifioation
Agonoy Ltd); Ian Reed (ShGII~ Jim Brown (Sooll); Kevan Smith (Sobsea 7~ Kevin Payne (Civil Aviation
Authority):N.Ck Outmcre Ont&rnalional MaritimePilots Association (IMPA))and Oklendorff Carriers.
Photographs in the Guide were kindly contributed by ICS Memb&rsand the organisations listed
above.
Photographs in chapter 7 are reproduced oourteay of Philip Plisson (figure 7.3);Lyn Burks, Rotorcraft
Pro Magazine (figure 7.4); Patrioe Ruyssen (ftguro 7.6) and Yannick Dorp(ftgure7.6).
Contents 7
Contents
···-····-····-····-····-·····-········-···-···-····-···-···-···-····-···- ...16
Chapterl
General guidance 19
1.1
1.2 Selection of a helicopter operator·····-·····-····-····-····-····-·····-····-· ··-···-···-···--···-···-···-···--···-···-21
1.3 Provision of helicopter landlng/op0rating area information--···-···-···-···-···-···-···--···-···- .. 22
Chapter2
Principles of operating safety 25
2.1
2.2 Marine msponsibilities.__····-···-····-····- ··-····-····--··-······- ··-····-···-···-···-····--·-····-···-····27
2.2.1 Risk as.s&SSIOOOt.a -····-····-····- ···-····-····-····-····-· .. 27
··-····--···-···-···-···--···-···-···-···--···-
2.2.2 Helicopter operations risk asoo,ssmant ····-····- ···-····--···-···-···--···--···-···-···--···--···-·····31
2.2.3 Ship operator ...--·-···-····- ··-····-···········-···-····-····-···-···-····-·····-····-··-··-···-····32
2.2.4 Master...·-···-···-···-···-····- ··-····-····-····-····-····-····-···-···-···-···-···-···-···-···-····33
2.2.6 Respoos;ble Officer (RO)_····- ··-····-····-····-·····-···········-···-···-···-···-···-···-····-···-···-····33
2.2.6 Deck crew···--·-····-···-····-····- ··-····-····--··-······-·····-·····-····-···-···-···-···-····--·-····-···-····34
2.2.7 Administrator··-···-····-·····-····- ··-·····-····-····-····-···-···-·····-···-···-···-···-····-····34
2.2.8 Officer of the Watch (OOW)._ ···-····-····-····-····-·····-·····-···-···-····-····-···-···-····-····-···-····36
2.2.9 Passooger•-···-···-····-····-····- ··-····-····-····-····-····-····-···-···-···-···-···-···-···-···-····-····36
2.3 Aviationresponsibilities_...--···-···-····- ···-····-····-····-····-·····-····-·····-····-···--···--···-···-···--···--···-····36
2.3.1 Helicopteroparator····-····-····- ·-··--····-···-···-···-···--···-····--·--·-····-····36
2.3.2 Helicopter pilot-···-···-····- ··-····-····-····-····-···-···-···-···-···-···-···-···-····36
2.3.3 t-lelicopLerwinehpel'$00/crmv member ·-·····-···········-···-···-···-···-···-···-···--···-···-····36
Chapter3
Helicopter operating guidance 37
3-1 ··-···-···-····-···-···-···-····-···-···.39
3.2 Designation of helicopter performence., ··-····--··-······- ··-···-···-···-···-····--·-····-···-····39
3.2.1 Performance Ota.as L._ ···-····-····-····-····-· ··-····--···-···-···-···--···-···-···-···--····- ..39
3.2.2 Performance Class 2 ··-·····-····- ··-·····-····-····-····-···-···-·····-···-···-···-···-····- ..39
3.2.3 Performance Class 3·-····-····- ···-····-····-····..······-··-- ··-···-···-···-···--···-····--·--·-···- ..39
3.3
3.4
3.6 Equipment and crewing_····-···-····- ··-····-····-····--··-· ··-····-···-···-···- ··-··-····-···-····42
3.6 Helicopter landinggear-···-···-···-····-····- ··-····-···-···-···-····-····-···-···-····42
8 Guide to Helicopter/Ship Operations, Fifth Edition
3.7 Weather and sea conditiOl')S ...- ..·--····-····-·····-····-····-····-····- ..··-····--····-···-···-···-···-····-···-···-····42

37t GenoraJ..__·-···-···-···-·····-····-····--···--··-··--····-·····-····-····-···--··· ..-····-···--·-···-···-···-·...42
3.7.2 Wind conditions limiting helicopter operatiol\9 ..- ..··-···-···-···-···-···-···-···-···-···-····43
3.7.3 Sea and &\veil ... -···-···-····- ··-···-···- ··-·····-···-···-···-···- ..43
3.7.4 Spe,cial ccnditione.; ..._ ··-····-····--··-·····-·····-·····-····-····-····-···-···-····-····-····-···-····-···-····43
Chapter4
General ship requirements 45
4.1 Shipoperatingareas...
....-···-···-···--····- ··-·····-····-····-····- ··- ..··-····--····- ·-···-···-···-····-···-···-····47
4.1.1 Typesof opGrating ar&a···-····- ··--···--···-··--····- ···-····-···-···-- ... -····-···--·-···-···-···- .. 47
4.1.2 location and size of cceratlng area - Landing ··-····-···-···-···-···-···-···-···-···-···- .. 47
4.1.3 Location and size of operating area. - Wlnching_····-···-···-···-···-···-···-···-···-···- .. 63
4.1.4 Poop deck platforms ..-····-····-····--··-·····-·····-·····-····-····-···-···-···-····-····-····-···-····-····- .. 63
4.1..5 Structural considerations (purpose buiJt and non·purpose built landing areas) .._ ....64
4.2 Envi.ronmental eff90tS..-····-···-···- ··-····--··-····- ··-····-····-····-···-····- ··-····-···-····-···-····64
4.2.1 General considerations ···-····-····-····-····-· ··-····-···-···--···-···-····-···--···-···-···-····64
4.2.2 Aerod'vnarn.io effocts.- ..···-····- ··-·····-····-····-····- ··- ..··-···-·····- ·-···-···-···-····-···-····-····64
4.2.3 Wave motion effoota..·-·····- ··-·..·--···--···-··--····- ···-····-···-···-- ... -····-···--·-···-···-····-····66
4.3 Detallsoflandingarea ..- ..·-···-···-- ··-····-·····-····-····-····- ··-····-····--····- ·-···-···-···-····-···-···-····66
4.3.1 General guidance on ll\3J'k.ings.-····-····-·····-····-· ··-····-···--···--···-···-····-···--···-···-···-- ..66
4.3.2 Mart(ings for a landing area located at the ship's side ··-···-···-···-···-···-···-···-···-····67
4.3.3 Matkings for amidships centreline landing area with or without
rest.riotedaccess from the ship's skte·-·····-·····-····-····-···-···-···-····-····-····-···-····-···-····68
4.4 Detalleof \1/Ulohing area_···-···-···-····-····-····-····-····-····- ··-····-····-····-···-···-···-···-···-···-···-····68
4.4.1 Positioning a ,vinohingarea ..-····-····-·····-···········- ··-····-···-···-···-····-·····-···-···-···-···-····68
4.4.2 Winching area on the bridge ,Yll'lg..·-····-·····-····-· ··-····-···-···--···-···-····-···--···-···-···-····69
4.4.3
4.6 Additional oons:iderations for helicopter operating areas ...·-···-···--···-···-···-···--···-···-···-···60
4.6 N1ght operations: landing and winching area lighting_ ··-···-···-····-·····-···-···-···-···-·····61
4.7 Firefighting appliances and rescue eqcloment, ...._ ··-····-····-····-···-···-···-···-···-···-···-···--··62
Chapters
Communications 65
6.1 Communications_ ....-···- ··-···-···-····-····--··-····- ··-···-····67
6.1.1 General guidanoe·-····-·····-····-····-····-····-· ··-····-···-···--···-···- ··-···--···-···-····- .. f!l
6.1.2 Comrnu.nioations equipment ....·-·····-····-····-····- ··- ..··-···-·····-···-···-···-···-····-···-···- .. er,
6.2 Pre-arrival arrangements.·-···-·····-····-····-····-····-·····-····-· ··-····-····-···--···-···-····-···--···-···-···- .. f57
6.2.1 Weatheroonditions.....- ..···-····-····-·····-····-····-····- ··- ..··-···-·····-···-···-···-···-····-···-···- .. er,
6.2.2 Departure of helicopter from the heliport_····- ···-····-···-···--···..-····--·--·-···-···-···- ..68
6.2.3 Pre-arrival checks ··-····-···-···-···-···-···-···-···-···-····-····68
6.3 Navigation_···-····-···--···-···-···--···-- ··-·····-····-·····- ···-····-····--···-···-····-···--···-···-···--··68
6.3.1 Identification of tho sh.ip .._ ··-····-····-····- ··-····-···-···-···-···-···-···-···-···-···-····68
6.3.2 Manoeuvrability····-···-····- ··-····-····-···-···-···-···-···-···-···-···-··· 69
Contents 9
6.4 Signalling prccedo-ea··-····-···-···- ..···-····- ··- ..··-····-·····-···-···-···-···-····-···- . 69

6.4.1 Ships' int&ma.tion.alsignals····-····- ··-···-···-····-·····-····-··-··-···-···- . 69
6.4.2 Visual signals to helicopter ... -····- ··-···-···-···-···-···-···-···-···-···- . 69
6.4.3 Loss of radio communicatioJ\S .._ ··-···-···-···-···- ··-····-···-···-···- .. 70
6.4.4 ··-····-···-···-···-····-··-····-···-····- .. 70
Chapter6
Operating procedures 71
6.1 Basic operatingproooduras...-···- ···-····-····-·····- ··-····-····- ···-···-···-···-···-····-···- .. 73
6.1.1 Officer of the Watch..·-····- ···-····-····-······ ···-····-···-····-·····-····-··-··-···-···- .. 73
6.1.2 ··-····-···-···-···-···-···-···-···-···- .. 73
6.1.3 Pre-arrivalchecks on tho ship ·-····-····-····-····-····- ··-···-···-···-···-···-···-···-···-···- .. 73
6.1.4 Firofighting.-····-···-····-····- ··-····-····-···-·····- ··-····-···-···-···-····-··-····-···-····- .. 76
6.1.6 The operatingarea_····-····- ···-····-····-····-····-·····-····-···-···-···-···--···-···-···-···--···-····-.. 76
6.1.6 The bellccpter...- ..·-···-····- ···-····-····-····- ··-····-···--···--···-···-····-···--···-···- .. 76
6.1.7 Emergency shutdo,vn-····- ···-····-····--··..······-··--····- ··-···-···-···--·····-····--·--·-···-···- .. 76
6.2 IMtructions to helioopter passengers ··-····-····-·····-····-····- ··-·..·-···-·····-···-···-···-···-····-···-····76
6.2.1 Passenger pro·fiighr briefing_····- ··-···········-···-····- ··-···-···-····-·····-····-··-··-···-···- .. 76
6.2.2 Instructions- ..·-···-···-····-····-····- ··-····-····-····-····- ··-····-···-···-···-···-···-···-···-···-····76
6.2.3 List of items proh.ibited for carriage in passengers' baggage or on their person.·-····76
6.3 Marine pik>ttransfer-···-···-···-···-····- 78
··-····-····-···-···-···-···-···-···-···-····
6.4 Freighthandlingprocedurea..- ..·--·····- ··-·····-····-·····- ···-····--···--···-···-····-···--···-···- .. 79
6.4.1 General freight hal\dling.._ ...._ ··-···-···-···-···-···-···-···-···-···- .. 79
6.4.2 CarriagGofdangerouagoods ···-····-····-····-····-····- ··-···-···-···-···-···-···-···-···-···- .. 79
6.4.3 Carriaga of freight and/or baggage in the passenger cabin with passengers·-···- .. 79
6.6 Helicopter landing and unloading_····-····-····-····-····-····-····-····-····-···-···-···-···-···-···-···-···-. 80
66.1 Landing.·-····-···-···-···-····-····-····-····-····-·····-···········-····-····-···-···-···-····-····-···-···-···-. 80
6.6.2 Oisembatldng passengera and freight from the helicopter-···--···-···-···-···--···-···--·80
6.6.3 Operational safetY-·····-····- ···-····-····-····-·····-····-····- ···-···-···-·····-···-···-···-···-····- ...- .....81
6.6 Helicopter hove.ring_····-···-····-···-····- ··-····--··-·····-·····-·····- ··-····-····-···-···-····-····-····-···- ··-···-81
6.6.t Winching operations···-····- ···-····-····-····-·····-····-····- ···-···-···-·····-···-···-···-···-····- - 81
6.6.2 Undomlungloads·-·····-····- ···-····-····-····-····-·····-······ ··-···-····-····-···-···-····-····-···- - 82
6.7 H0lioopt0r loading and departore, ···-····-····-····-·····-····-····- ··-····-···-·····-···-···-···-···-····-···-····83
6.7.1 loading passangers and freight-····-····-····-·····-····-···-···-···--···--···-···-···--···--···-···- ..83
6.7.2 Tako off·-··-··-···-···- ··-····-····-····-···-····- ···-····-···-····-·····-····-··-··-···-···- ..83
6.7.3 Departing ...·-···-···-···- ··-····-····-····-····-····-····-····- ··-····-···-···-···-···-···-···-···-···- ..84
Chapter7
Bridge wing operations for marine pilot transfer 85
7.1
7.2 Backgroun<L-···-···-···-···-···-····-····- ··-····-····-····- ··-····-···-···-···-···-···-···-···-···-····87
7.3 Bridge wings·-···-···-···-···-···-···-····- ··-····-····-····- ··-····-····-···-···-···-···-···-···-···-···.89
1.4 Threat.a and controls····--·-···-···-····-·····-····-····--··..······-··--····-·····-····-···-···--···..-····--·--·-···- . 94

7.4.1 Tbreata and general mitigating elementa., ....-····-····-···-···-···-···-···-···-···-···-···- . 94
7.4.2 Proximity of operations to command centre of s.h.iP-···-···-···-···-···-···-···--···-···- ..96
7.4.3 Varied size and form of bridge wing winching area·--···-···-···-···--····-···-···-···--···- ..96
7.4.4 Elevation above sea 19:vel -····-·..··-····-····-····..·····-····-····-····-···-···-·····-···-···-···-···-····- . 96
7.4.6 Weather and soo. oooditions_ .....-····-····-····-····-·····-····--···-···-···--···--···-···-···--···--···- . 96
7.4.6 Proximity to hot gases and other emissions from too funnel.·-···-···-···-···-···-···- .101
7.4.7 Nigt,toperations ...-···-····-····-····- ··-····-····-····-····-····-····-···-···-···-···-···-···-···-···- .101
7.4.8 Ship/helicoptercommunioation......-····-····-······-·····-·····-····-···-···-···-···-····--·-····-···--102
7.4.9 Briefing of ship'screw _····-····-·····-····-····-····-····-·····-····--···-···-···-···--···-···-···-···--···-··103
7.4.10 Bridge \Vingwinohingclear zone marking$ ···-····-····-····-···-···-·····-···-···-···-···-····-··103
Chapter8
Requirements specific to different ship types 105
8.1 Tanke°'-···-···-···-···-···-···-···-···- ··-····-····-····-····-····-···-···-···-···-···-···-···-·· 107
8.1.1 Oil tankers.·-···-···-···-····- ··-····-····-····-····-····-····-···-···-···-···-···-···-···-···-··107
8.1.2 ChemicaVparcel tankers-····- ··-····-····-····-·····-···········-···-···-···-···-···-···-···--···-···-··107
8.1.3 Vapourdispef'Sal ··--····-····-····- ···-····-····-····-····-·····-····--···-···-···-···--···-···-···-···--····-··107
8.1.4 Vapouremission control..-····- ···-····-····-····-·····-····-····-····-···-···-·····-···-···-···-···-····-··108
8.1.6 SafetY-···-···-···--···--···-·····-····- ···-····-····-····-····-·····-····-· ··-···-···--····-···-···-···--···--···-··109
8.1.6 Froeboard ···-···-···-···-····-····- ··-····-····-····-····-····-····- ··-···-···-···-···-···-···-···-···-'09
8.2 Bulk oaniers and combination caniers.·-····- ··-····-····-·····-····-· ··-···-···--···--···-···-···--···--···-·.109
8.2.1 General.._···-···-···-···-····- ··-····-····-····-····-····- ··-···-···-···-···-···-···-···-···-·109
8.2.2 Geared bulk carriers··-····- ··-····-····-····-···-···-···-···-···-···-···-···-····-···110
8.2.3 Gearless bulk carriers ; ..... _ ··-·····-···········-···-···-···-···-···-···-···--···-···-··· 110
8.3 Containerahlps...-···-···-···-···-···- ··-····-····-····-····-····-···-···-···-···-···-···-···-···-m
8.4 Gas carriers ··--···-····--·--·-···-···- ··-····--··········-··--····-·····-····-···-···--·····-····--·--·-···-···-111
8.4.1 Design limitations.- ..··-····- ··-····-····-····-···-···-···-···-···-···-···-···-····-·····111
8.4.2 VtlJ)Ouremission ccntrol..,...._ ··-····-····-····- ···-···········-···-···-···-···-···-···-···--···-···- .112
8.6 General oargoships_···-···-···-···-····- ··-····-····-····-····-····- ··-····-····-···-···-···-···-···-···-···- .112
8.6 Passenger ships -····--·--·-···-···-····- ···-····-····--··... ···-····-···-···--·····-····--·--·-···- . 113
8.7
Chapter9
Helicopter landing/operating area plan 115
9.1 Provisionof helicopterlanding/op0rati,\g area plan···-··--····- ··-···-···-···--···- ··--·--·-···-····117
9.2 Helioopter landing/operatingarea plan.·-····-····-····-····- ··-···-···--····-···-···-···--···--···-····117
9.3 Oompteuon of helicopter landing/operating area plan ....·-····--···-···-···-···--···-···-···-···--···- .118
9.4 Ship'sside helicopterlanding/op0ratingarea plan······-·····-·····-····-···-···-···-···- ...·--·-····-···-··· 118
9.6 Centreline/amidshipshelicopter landing/operatingarea plan·-···-···-···-···-···-···-···-···-··· 118
9.6 'Winch only' helioopter landing/operatingarea plan ..·-··--····-···-···-···-···--···-·..·--·--·-···- ... 119
Contents 11
Chapter10
Emergency evacuation by air 121
10.1 General_···-···-···-····-···-···-···--···-····-·····- ··-···-····-···-···-···- ··-···-···-····-·· 123
10.2 Illness or injury evacuaticn., ..·--····-····-····-····-····-····-· ········-····-···-····-····-···-···-···-····-·· 123
10.2.1 Requesting assistance _ ··-·····-····-····-····- ·-···-···-···-····-···-···-····-·· 123
10.2.2 Preparationofpatient _ ··--···--··-··--····- ···-····-···-···-···-···-···-····-·· 123
10.3 Emergency operating areas ·-···-···-···-····-···-···-····-·· 123
Chapter11
Helicopter incident/accident 125
Ill General_····-···-···-···-···-···-···--···-····--···--··- ····-····-···-···-···-···-···-····-·· 127
11.2 H91K:Opter accident procedure ...-····-·····-····-····-····- ··-···-···-···-····-···-···-····-·· 127
11.3 Fire prooedures.--···-···-···-···--····-····-····-····-····- ········-····-···- ··-····-···-···-···-····-·· 127
ll.4 Emergenoy proooduroo_···-···-···-····-····-····-····-····- ··-···-····-····-·····-···-···-···-···-···-·· 128
11.4.1 Orashon dock·-···-···--····-····-····-····-····-····-· ·········-···-···-····-····-···-···-···-····-·· 128
11.4.2 Emerganoy/prooautionarylanding_ ....-····- ··-·····-···-···-···-···-····-···-···-···--·· 128
11.4.3 Crash on deck. major fuel spillage - no fire ··--···~-···-···-····-···--···-···-···--···--·· 128
11.4.4 Helicopter incident on landing..·-····-····-····- ··-····-···-···-···-···-···-···-···-···-·· 128
11.4.6 Man Overboard {MOO) ···-····-····-····-····-····- ··-····-····-···-···-···-···-···-···-···-···-···-·· 128
11.4.B
11.6
11.6
Appendices 131
Appendix A Commercial helicopters in marine use 133
Appendix B Communications 136
Appendix C Shipboard safety checklist fol'helicopteroperations 143
Appendix O Instructions to helicopter passengerstransferring to and fromships 149
Appendix E Helicopter landing/operatingareaplan 166
Appendix F Bridgewingwinching .. Model risk assessmentmatrix 161
Appendix G Relevant publications 177
Abbreviations 13
Abbreviations
CAA Civil Aviation Aulhol'ity(UK)
CRM Cook pit resource management

ETA Estimated time of arrival
FAOEC Fuh authol'ity digitaJ electronic engine control
FOO Foreign object damage
GCU Gas combustionunit
HHO Helicopter hoist coerauons
HIRF High·intensity radiated fiGld
HOGE Hover out of ground effoot
IAMSAR International Aeronautical and f\1aritime Search and Rescue
IATA InternationalAir TransportAssociation
ICAO International Civil Aviation Organization
IFR Instrument fligtit ru'9s
IG Inert gas
ISM Code lnter~tionalSafety f\1anagementCod&
ISPSCode InternationalShip and Port FacilitySecurity Code

ITU InternationalTelecommunicationUnion
LEL lower &xplosive limit

LNG Liquefied natural gas
LPG Liquefied petroleumgaa
MHz Megaheru
MMSI Maritime Mobile Service Identity
MOB Man overboard
OEI Ona engine inoperative
OG Out.side grid
oow Officer or the Watoh
P&I Protootion and Indemnity
PPE Personal protective equipment
P/Vvalvo Pressure/vacuum vatve

RO Rotor diameter
RO Roo;ponsiblo Offioer
RTB Rotor. track and balance
SARPs Standarda and Reoommendad Practices OCAO)
SMS Safety f\1anaga-mont System
SOPs Standard operaringprooeduros

STOW International Convention on Standards of Training Certification and WatoYooping
for Soafamrs
TO/PM Touchdown/positioningmar'king
UTC Occrdinated Univemal Time

Definitions 15
Definitions
Acceptable {or tolerable) rlsk A risk at a leval that oan be accepted provided controls are
appl1ed to reduoe the l'isk.
Beaufort wind scale Description of'wind strength 00&9d on observad sea oonditions.
Butterworth lid A cover over a dock opening with raiSOO securing bolts.
Class of Operations Roforenoo to the performance capability of a hetccpter foOowlng
a ol'itical power faiturQ.
Clear zono {landing) An area capable of containing a circle with a minimum diameter
of I.OD.
Clear zone (winching) A painted circle at the centre of the winching area with a minimum
diameter of6m.
Company Theowreeof theship oranyotherorganisationor personwith

responsibility for operation of the ship.
D vaJue (helicopter) The largoo:t overall dimensionof the helioopter \vhenrotors are
turning, This dimensk>n will normaltv be measured from the
most forward position of'lhe main rotor tip to tha most rearward
position of the tail rotor tip.
D vaJuo (ship) Th& extent of the available operating area on or above tho deck
of the ship, the diameter of which is the O value of the largest
helicopter the operating area is intended to serve.
Oowndraught/downwash Airflo\v uOOerneath a helioopter caused by the rotore.
Funnel of approach AssooiatOO with a purpose built or non-purpose built midship

centreline landing area, and is the obstacle free sector (olear
zone) free of obstacles. located between the forward and aft
limited obstaole sectors (m.a.noouvrin.g zoMS) where certain
obstacles are permitted
Gas free A tank, compartment or container is gas free when it has been
adoquato,ly cleaned and suffictO:ntfresh air has boon introduoad
into it to IOI.var the level of any flarnt't)abkt, toxic or inert gas LO that
tequired for a specific purpose.
Hazard A source. situation or act with a potential for damage or haml to

the ship. environment, property or personnel.
Heave Ship'svertical (up/do,vn) motion (may be referenced as either

amplitude or rate).
Heaving to Th& act of slowing and stoppingash.ipatsea.
Hoisting (see Winching) The transfer of petSOnnel or material toor from a helicopter by
\Vinci\.
lnertgaG A gas (e.g. nitrogen or scrubbed flue gas) or mixture of gases

containing insufficient cxvgen to support combustion.
lntrinsJcaJly safe Equipmentthat will not cause specific hazardous atmospheresto

ignite.
Landing area An operating area sulL.able for landing helicopters.
Likelihood An aseeesment of the likelihood of the hazard.
Manoeuvring :zone Designated area, where, some limit.ad obstaclesare permitted,

to provide a helicopter\Vith an additionaldegreeof protection
OOyond the clear zone.
Monkey island Deck area above the navigating bridge.
Non-routine task An activity that is not perfonnt'Kton a regular basis and fer which
all the hazards may not b& known, A risk assessmentis required
before carrying out the task.
Payload The carrying capability of a nerlccpter (personnel or oargo}.

usuallymeasured in tenns of ~·eight.
Pitch Ship'svertical (up/dO\\ln)motion at the bow and stem.
Residual risk A remainingrisk afte.-control measureshave boon applied.
Responsible Officer Designated ship'soffio9r in charge of th9 helicopter operation.
Risk A combinationof the likel1hoodand co~uancasof a specified

hazardous event ooourring.
Risk reduction or mitigatK>n Aft.e.-completing the assessment of risk and deciding tho risk
fact0r,it may be nooassarv to reduce the risk further by using
extra control meaauroo.
Roll Ship'srotation (port/starboard)around the longjtudinal axis.
Severity An aseeesmentof the possible oonsequenc,e,sof the hazard.
Ship Security Plan A requirementof the International Ship and Port FacilitySecurity
{ISPS)Ooda.
Significant wave height Average wave height of th9 highestone-third of the waves.
Skid mounted helicopter A hehccoter,vtth a fixed skid undercarriagerather than a whoo.lad

undercarriage.
Squibs Detonators that, when firOO in a spooific emergency,operate

cable cutting equipment.e.g. for a hoist/winchcable from tho
helicopterstructure.
Surge (helicopter) An engine malfunction that causes a loss of power.
Surge (ship) Ship'smovement (fora/back)along the longitudinal axis.
Sway Ship'slinear transverse(side/side) motion.

Definitions 17
Tvalue A two or three digit number expressed to one decimal plaoo that
ind teates in tonnes the maximum weight of a helicopter rounded
to the nearest 100kg.
Tabard High visibility waistcoat or jaeket,
Toolbox talk A short meeting or briofing of alJ people involved in a particular

activity or task (sometimes called a work planning meetiiig) to
review tho plannoo activities and tasks. including a discussion
of the risk& and the actions to be taken to manage those risks. A
toolbox talk may sometimes also be used to give a poeeeotaucn
on a single aspect of safety.
Underslung Heavy loads may be carried under a betccpeer using a specially

designed hook.
Wheel mounted helicopter A helicopLer l\avinga wheeled undercarriage, upon ,vhioh it

touches down to land.
Winching (see Hoisting) TOO transfer of petSonnel or material to or from a helicopterby

wincl\.
Winching area An operating area that may be used for,vinehing (hoisting)

operations but not for landing.
Yaw Ship'shorizontal rota.tion arou.ndthe vertical axis..

Chapter 1: General guidance 21
1 Generalguidance
1.1 Introduction
TM purpose of this Guida is to advise shipping companM)S, s.h.ips' crew, herlcccter operators and
heUoopLer pilots on the safe perform.a.noeofhaiioopter/ship operations. Because of their different
baokgroun&, qualifioationsand experleoce, mariners and aviators: are often unfamiliar with even the
most basic too9ioat aspects of each other's profession. This lack of mutual undQrstandil\g can be
dangerous, and this Guide attemptS to remedy it..
TOO Guid0 provide$ advice OI\ best practice from many aviation and maritime seorces, Best practice
is a constantly evolvingprooess, and it should be borne in mind that theGulc:19 raflects best practice
at the time of publication. There may be alternative means of &"8uringsaf9 ope rations and these
need to be oonsidered on their merits. Appropriate prooaduroo: for helicopter operatio"'9 shou.ld be
trcorpcreted within tho company Safety Managernent System {SMS) and any arrangements used,
whether in line with these guidelines or etsewbere, should be subject LO a risk assessment.
There are three main categories of helicopter/ship operations:
1. Opel"ations involving a contract betwoon a shippiog company and a helicopter operator. It is this
oategoty that is thG main focus oflhaGuida.
2. Operations involving a contract between some local organisation. e.g. a pilot.age authority, and
a helicopter operator. TM Guide is also suitable for thi9se applCAtions, and Saction 6.3 deals
specifically with the transfer of marino pilots.
3. Emergency/rescue operatio"9. Although the Guide has been \Vrit.ten with planned operations
primarily in mind, it,any aections provide helpful inforrnation which is relevant to the use of'
h&licopters in emergencM3:8. In partiouJar. tbne taken to establish an appropriate landing or
winching area for use in an emergency could save time and reduce unnaoess.ary risks if these
operations are ever required.
As wall as identifying designated ro&ea. the company SMS should include the requirements for on
board training and drifts together with required manuals, prooodurosand checklists.
The ope,ations department of a shipping oompany has to balanoe time, monay, safety and
expediency. In balancing these factors, safety should always be the prime consideration. Before
dooidjng on helicopter/ship operations, the oompatiy should weigh the risks LO the ship inherent in
approaching harbour limita and heaving to for a launch transfer against the risks ftom a helicopter
transfer when the ship is on passage.
1.2 Selectionof a helicopter operator

Althou~ aviation has a varerv of recognised standards of operatil\g practice, thG minimum
'9Cotnmendad standards are contained in Annex 6 Part Ill of th9 International Civil Aviation
Organleedon {ICAO) Convention on lntematiooal Civil Aviation (fol' operations) and Annex 14 Voluma
II (for design issues '91ating to heliports/helidecks).
When planning an operation, advice should be sought from an independent expert (e.g. a qualified
consultant with ftrst~hand experience of marine helicopter operatlons)who, after finding out the
exact requirements. v,ill be able to ktentify an operator with the ability and experience to cany out
tho task to the highest levels of safety and proficiency.National aviation authorities will normally help
by recommending appropriate organisations that provide oonsuh.ant services.
The consult.ant may recommend to the shipping company that operating conditions are included in
the coo tract that are more rigorous than those r&quiredby national regulations or by the hetccpeer
operator. Advice on the form of the contract shoukt bB sought from an expert. A tec'V"ioal consultant
,viii not n00easarily be expert on contracts but should be able to recommend a spooialist. In
particular, th a shipping oompany should always consult its Protection and Indemnity (P&I) Ctub on
the liability, indemnity and insurance clauses of the oontraot.
The choice or a helicopter for a particular task is one that requires a high degree of tec'Yioal aviation
knO\vkldga. Air'crart cceratcre seGkingbusineas may claim to ba al:>fa to perform a task f0r which
their aircrart is not suit.able and as a result may r&duce safety standards and the cost 9ffectivenoss
or the operation. The safoty or tho ship, the helicopter and per$OOMI is paramount. A written
specification dot.ailing all the operational requirements should therefore al\vaya be available before
the helicopter and operator are chosen and any contract is signed.
Helicopteroporations should 00 oonductod in line with tOO opemtiona manual of the helicopter
operator and the helicopter flight manual.
When an operator has been se&ooted. a contract sigried. and the servioe is ready, the shipping
company's operatiollS department should issue advice and illStructions on the use of the servioe to
ships and ensure that the tcS Guide to 1-!elicopter/Ship Operations is avail.lble and adhered to, a.a
appropriate for the operation being carried out, by all the crew.
1.3 Provisionof helicopter landing/operating area information

Helicopter operations to ships are, by their very nature. infrequoot. f\~ost ships have not boon
specifically desigllOd for betccpeer operations. The arrangements on deck can be complex and
shipa can have a large number of' obstructions that prooent hazards for helicopter&\Vhich are
difficult to see from the air. Probably the first time a helicopter pilot will see tha ship is when arriving
on location to undertake an operation.
Under these clrcumstances. and to prevent unnoooosary risks. it is important that information is
supplied to the pf lot so that:
The ship can be tdentifi&d:
Tho location of the site for landing/winching operations on the ship is known:
Obstr'uctions near to the sit a for landil'lg/winching operations are identified;
Tho presanoe and nature of markings are understood; and
Artv mstrictions and/Or llmitatiol\S on operations are understood and applk,c:1.
Chapter 1: General guidance 23
Some commercial aviation r&gtJta.tions roquiro a heuccpter pilot to be authorised to fty toa specific
site for landir;g/winching operations. Thia authorisation requires either previous knowlooge of the
site or information to be provkted that will 3110\v the pilot to sotf~brief.Chapter 9 provides guidance
on the landing/Operating area plan which \Viii aid compliance with this aviation r'&quiremGint. whila
Appendlx E includa,s ax.amples of templates that can be used to provide detailed infor'mation for the
heticopter pilot.
Master& ate encouraged to prepare and complete helicopter operating area tarn plates in line with
the guidanoe in Chapter 9 and AppendixE. Templatesshoukt be rQvM)\VQdand promptlyrevised
\vhan changes are made to the helicopter landin.g/ope,rating area. CompletOO tam plates should be
available for transmission to the betcccter operator when any task is being arranged.
Chapter 2: Principles of operating safety 27
2 Principles of operating safety
2.1 Generalprinciples
Marioo helioopter operationsdemand a clear understandingof safetyrequirementsfor both tho
ship and the aircraft. Thi& Guido seeks to specifythe minimum rnq ufrements necessary to maint..ain
acceptable standards of safety. TOOS:e requirements should be foUov/00 as appropriate for routine
operations.Trans fer of personnel or stores to or from ship& by helicopter should also be conducted
in accordance with any relevantnationalsafety standards.
Twin engine betccpeersare always co be prefurred for helicopter/ship operations.In some cases,
national regulations may stipulate the use of twin engine helicoptersor limit single el\g)oe h91ioopters
to certain applications.
An essential faotor in the suoooosful conduct of safe helicopter operationa is good communications.
It is paramount that all parties und9"$tand their raspootiveresponslbiliti6<9and that the ship's
Masterand the heltOOpter operator/pilot fulty understand,and agree on, a clear and simple plan of
arrangementsboth before and during operations.
2.2 Marineresponsibilities
2.2.1 Riskassossmonts
The guidance in thieeectlon providesgeneric risk as:soosment information and should be read in
conjunction with sootion 2.2.2 which providesa ncn-exhauetjve list of items to be included in the risk
assessment for oombin0d ship and he6copteroperations.
The lmernatlcnal SafetyManagement(ISM) Cod9 reqotree that the safety managementobjectives

of the company must:
Providefor safe praotioos in ship operationand a safe\VOrking environment;
Assess all identified risk.a to its ships, personnel and the environment and establish appropriate
safeguards;and
Continuously improve safety management skills of personnel ashoreand aboard ships. including
preparing for errergeecles related both to safety and environmental protection.
Risk assessment proce&&
Risk assessment.aare an essential part of the SMS.
Tho risk assessment process is a simple way to meet the reC1uiramentsof the ISM Code and the
needs of the company.There is no industry standard or minimum criteria fol' a risk assessment. but
the purpose is to meet th& nooctsof the company and to help shipboard personnel to plan and can-v
out work safely.
A precess is a series of actiooo or steps taken to achieve a particular end. A basic risk aeeesemeru
process is showll in figure 2.1, but the company may use different termioology and include other
stages into the procesa.
Initial Identify
U898&matd: risk
Identify Manage Asaeoa

residual risk risk risk
Communicate PERFORM
to team TASK
(toolboxtalk)
Figure 2.1: A basic risk .uussmont process

Contents of a risk assessment
There is no right or wrong way to create a risk assessment. and no direction on the matter is
pr'ovided by the ISM Code. But whateverprecessis used, the a&SG$$mOOtshould include:
Descripuon of the cask

• The task shouJd be accurately described todefioo the scope ar"ld focus of the risk assessment.
Initial idont.if,cation of tuaorae. particularly signif;canc tuusras
The companymay decide to exclude routine tasks that have hardly any potential for harm.
Toolbox talks can identifythe tasks and activitiesthat have no significanth.uards and where a
formal risk assessment provides oo additional safety benefit.
Assossnwnt of rho soverity of thu identified hazard

The terms related to aeveritv(e.g. major.moderate)should be defined to ensurethat they are
understoodand interpretedconsistently.
Assessrncnc of rho likelihood of che 1dcncif1edhazard

• The terms related to likelihood (e.g. likely,unlikely) should be describedto ensure that they ate
understoodand interpretedconsistendy.
Initial assessmoor of the risk

An initial assessmentof the risk shou.ld be made. consideril\gall availableinformation.A risk
assessment matrix can be used if existingrisk control measures are in pace,
Gacogorisation of lhe risk

• This shoukt clear'Jy identify the initial level of risk (o.g. very low,low. medium, high, very h.igh).
Evaluation of whcd1or tho n·sk;s sooootaot«

The terms related to the level of risk (e.g. aooeptable, tol0rable)should be described to ensure
that they are lnterpeeted consistently (soo figure 2.2).
Doscriplion of ocher risk. controlrno.asures

• ProvidGguidanoa and cJa.acriptionsof any other risk controlmeasures,consideringlh&ir
effectiveness.
/c.funlificacion of the residual riSX

The residual risk (i.e. the risks remaining after the control measures have been applied)should
be identified and describoo and inch.Ide an evaluation of whether the residual risk isoonsidered
accepeable,The SMS should provideguidance on hO\v to deal with high levels of residual risk. and
on when and how to report to rekNant shore based personnel.
Oomnxsmcetio«
The halafds, coouol measures and residual risks should be communtOated lO tho personnel
carrying out the task, e.g, during a toolbox talk. The SMS should provid9 guidance to personnel on
lh9 circumstances wh9n lh9 risk assessment should be reviewed, re.issued or auspeoded.
R181(RANKl'jQ
PROBAIIILlTY
OFOOOURRENOE
Negligible Minor Serious Critical
Frequent
Me<fom ---
Probable Medium Medium 11111.1111
Remote Medium Medium
Improbable Low low

1111111111
Flguro 2.2 Examplo of a ri!Jk tsbt« thatdosorllxJsascondlng /ovols of risk
High risk eeetvjueeand permits to work

The company should have prooodures to OOSOribe how to deal with activities or tasks where the
residual risk may still be high, for example ,Yhero the cons,e,quenoo of a failure in any risk control
or mitigation oould be fatal. These activities may, in addition to those ,vhich may lead to slips, trips
and falls. include guiding passengers to and from the landing area in varied weather cooditioos and
offloading stores from a helicopter. The use of permits to,vork OM hetpenaure that the risk control
measures will be applied and effective.
..
The relationship between the risk eeeeserneot and the ~nnit to work shou.ld b9 clearty d9scrib00
in rh9 SMS and understood by tho shipboard personnel Involved so that they can use them
effectively. Jit
Acceptablo risk
No task is entitetv risk froo. Despite all the preceutlcee taken, some risk may remain. As low As
Reasonablv Practicable (ALARP) is a term that is often used to acknowledge the management of
risk to acceptable or tolGJ>able levels.
In the SMS. the oompanyshoulddescribewhat it means by the terms 'severity','likelihood','risk' and

'aooeptability'. AU these are retated and should be pe,riodicalty reviewed by the compatiy to ensure
that th9y remain valid and suitabla for the company'snoodsand expectations.
Tho oompany should decide and provideguidanoo on what is oonsiderix:Iaccept.ableor tolerable.

bGaringin mind its noects and, ,vhere required,the expectations of the various stakeholders.
Risk matrices
The oompanv should consider using an appropriate matrix or sirnfJar that meeta its needs and is
easily understood by the personnel who will conduct the risk eeeeeemern. A risk matrix can be
simple or oomplax. usil\g oombinationsof categories and descriptive words or numerical values.
Any risk assessment should identify the risk associated with specific activities. Artv 3Ctivity with a
risk greater than 'aooaptabkt° should be reconsidered to reduce the risk to an acoeptabla level.
There are oo requi.rel"OOnts on hew the risk aSOO&SmGnl matrix should look, but it is important that
the personnel carrying out tOO risk eseeserreoe understand the company's definitions of the terms
and how the assossment is to be used.
LIKELIHOOD OONSEOUENOELEVB. I
-----
LEVEL
---8 1 o j
1 Very low 2 low 3 Medium 4 High 6 Severe
I Highly unllkoly
2 Unlikoly
31'o$siblo
4 Very likely
6 Almost certain
--9 -
=·:••=-
Figure 2.3 Examplo of a risk matrix with numorlca./ valuos
Dociding on tho nood for a risk assossmont
Tho oompany should decide and provide guidanoe to personnel in the SMS on when risk
assessments are required. This should include:
How the oompany uses the risk assessment precess to deal ,vith frequent/routine tasks and
infrequent/non routine tasks:
How generic or atandard risk eesesemeote are used and what the limitations are;
When and hov, taak sped:Ac risk assessmanta (job risk a&Sl)SsmGnts) am to be usec:t
What the review or approval prooa,as for risk assessments is, including foc infrequent/non routine
caske;and
How to de.al with changing circumstanoos that have an impact on tho identified hazards.
Any guidance provkled by tM oompany in the SMS should not prevent personooJ from dooiding to
conduct a riek assessment if they consider it necessary.
Gonorlc and task based risk assossmonts

The oompany may provide a set of generic risk assessma-nts for a wide range of tasks and activru9S
carried out on board ship. including coos that meet specific stakeholder requirements. Tbese risk
asseaements are a valuable tool but may not always reflect the individual circumstances of the
operation and their impact on lhe assessed risk. e.g. changes in weather conditions.ship motion. and
daytime or night·time operations, etc.
The oompany should provide guidance in theSMS on how and whoo to use generic risk assessments
and task based risk assessments. The guidaooe should take into oonsideratlon changes in
clroumstanoes and non routine tasks for which ageooric risk assessment is unaV"ailabJe.
Compatcnce for carrying out risk assessments

Risk aseesemerue shou.ld be carried out by competent personnel with practical koowledge of the
wort( activities or tasks concerned, as ,veil as an understanding of theoonoepts of hazards. risks.
severity and likelihood. They should take an open, qu&&tioning approach when oorrying out a risk
3SSOSS.l'nent.
The oompany should provide guidance about who isoonsidered competent, and pl'ovide training
or instruction to personnel. as neoossary. to bring thern up to the requjred level of competenoe.
Some training or instruction may be required for shipboard personool whc carry out or lead the risk
asseeemenr procesa.
2.2.2 HclTcoptor operations risk assffsmcnt
As dos<:ribed in section 2.2.1 of this Guida the ISM Code requires that the company creates pr'OOedures
and guidance to ensure that all identified risks to its ships. persoonel and the environment are identified
and assessed so that appropriat.a safeguards can b9 identifiad and put in plaoe.
A sh.Ip plat1ning to undertake Mlioopter ope.rationa should produce a risk assoosment that idGntiftGs
the hazards and svaluates the risk in terms of probability and &ev91'ity of consequences. The
helicopter operations risk assoosment should be reviewed on a regular basis in line with company
requirements.
This guidance cannot provide an exhaustive list for individual risk assessments and rnitigations. but
examples include:
Weather conditions
Define metoorological limit& for helicopter operations;
High visibility wind sock/pennant rigged;
Continually assess weather conditions; and
Inform helicopter pilot if weather forecast changes.
Ship movement {pitch, heave and roll)

Ship movementlimits for betccpeer operationsshould be d(Nlned. The helicopterpik:itshould be
notified if:
The ship changes or in Lends to changeheading by 100 or mor<r; and/or
The s.h.ip ls awarethat pitch,heave or roll has changed.or if rL reachesor exceedsthe stated limit.
Crash on dock/ditching
Firefightingequipmentavailability;
Dook party briefOO;
Lireboat/resooo boat prepared and
Rescue party brief00, on stand·by and medical facmties prepared.
Nolso
• Correct perscoatprotectiveequipment(PPE) is worn - ear protection/oardefenders.
Downdraught/looseartlclos/flylng objects
Dudng landing/takeoff - ensureeye and ear prot&etionis worn;
Be aware of sudden air mcveroeoe - secure paperslk>oseitems;and
Check for potential foreign object damage (FOO) - remove/securek>oseobjects.
Rotating blades
Beware and stay clear or tail rotor;and
Ar-ti Jong object/itemto be carried horizontallyto avoid personal injury/damageto main rotor.
Communlcatlon
Communlcationacheck between ship and helicopter:
Public address to inrorm or betlccprercperarlone; and
Radio checksbetween br'idge, ResponsibleOffioor (RO) and deck crew.
Static olectrlclty
Ensureth.atal personnelare briefad on the dangerof staticeJactricltyfrom halioopteroperations;and
Rescue party equipment is non·conduotiveMd insulated \vhere appropriate.
2.2.3 Ship operator

It is che responsibilityor tile ship oceretorto select a reputable helicopteroperatorso that the
necessarystandardsof operational safety are achieved.There are advisory agenciesthroughout
the world whoseguklance$hould be sought for this purpose.
The ship operatoris responsiblefor en$uring that all marine personnelinvolved in helicopter
operationsare adequatelytrained and that marine equipment used in helicopteroperationsis
maintained to a satisfaotory standard.
Charterpar'ties may include requirements, including for tr'aining, that may be additional to
those reqolred under the lnt&rnationalConvention on Standards ofT raining. Certification
and Watchkooping for Seafarers(STOW).
2.2.4 Master
TOO ship's Master is ultimatelyroo:ponsiblefor the safety of the ship and ita crew If in any doubt
whether'the proposed helicopter'service moot.a th9 oompar"lyrequirementsfor safety. liability,
indemnity and insuranoo,. the Mastt)f should seek company advice b8f"Oreoperations bGgin.
In the planning of helioopter op0rations. the Master should oonsider bridge team manning
requirements.including the avaiJabillty of an appropriate response in tho event of a helicopter'
related incident.
Thoe ship's Master should be aware that
Beforestarting any Mlicopter operation,it is essential to have agreed the plan ,vith the Mlicoptet
pilot;
Clearance for tM proposed helicopter ope.ration is entfrely at the ship's discretion;
Where there is no dedicated operating area. the ship will be responsib&Gfotdesignati.ng an area
that moots the minimum criteria for helicopter operations a.a spooift&d in this Guide,. and for
providing the helicopter operator/pilot with all necessary information; and
The operation may be terminated at any time for mason a of ship safety. If this happens. th&
berccpeerIs required to move clear of the ship immediately.The Master and helicopter pilot
shouk:Iif'possibk) diaeuss what to do next.
ltthe minimum criteria for helicopter opetati:>ns cannot 00 met the Master should oonSuh.with,
the helicoptecoperatorand cfecideif {ar'ld how) the operation can be safely conducted.
TOO ship's Master is also responsible for:

Appointing the RO. deck ort:JWand administrator from amongthe officers and crew members.
These functions.which in lhis instance are specifically related to helicopter operations. are
additional to their other shipboard functions{see soot.ions 2.2.6 to 2.2.7);
Ensuring that ship'screw member$ involved in helN::Opter/shipoperations are trained and
underStand the standards and proceduresnecessary to maintain the safety of the ship. its crew
and the helicopterair crew;
Makingsure that the RO and the deck coaw are fully familiar with equipment fot ,vinchingand
landing operations and are trained and regularly drilled in the tasks required ofthetn in both
routine operationsand eme,gencies;and
Confirming the radio frequency being monitored to give landingclearance, when appropriate,and
forwarning the helicopter pilot if an unsafesituation develops.
2.2.5 RosponslbleOfficer (RO)
Tho RO is a person appointed by the company or the (\iaster of the ship who is empowered to take
aU dooisionsrelating toa specific task and who has the nooessary knowledge and experience for
that purpose.
Too RO is responsible to Lhe M.astor for:

Management of the betccprer operating area;
Checking that all l)Quipment to be used during helicopwoparations is in good condition, tested
and available immediatelybefore tho start of operations;
Ensuring that, on receipt of informarioo regarding Mli<:optw-arrival, the operatingarea is prepared.
and that all non-related shipboard activiues that might adversety affoot the safety of the planned
hetccpeer operation are stcocec:
The safe movement of passengera,supervision of baggage and freight handfing,and helping the
betccpeer orew with betccpeer loading/unloading cperatona;
Ensurlng that correct manifest prooedurM: are used;
£!\Suring that tho OOlioopterpilot is advised of, and is willing to accept. al)y documenteddangerous
goods th.at are to be stewed in the betccoeer:
In the event of a helicopter incident, startiiig firafighling and rescue procedurea in the helicopter
landing or ,vinohing area in line with the ship'semergency plan and using all appropriate resouroea.
Tho procedures should occrpcrate experienoe gained during crew trainiog and familiarisation;
and
Ensuring that firefighting and rescue equipment is in working Ordal' and raporting any de facts or
deficiencm co tho Master.
2.2.6 Dockcrow
The deck crew are responsible for:
Helping tho RO in tho management of the helicopter landing or winching area;
Helping passengel'sto and from the holi<:opta.r under the direction of tho helicopter crew;
Helping any passengem with injul'ios to the helicopter under the direction of tho OOlioopter crew;
Loading and unloading ftoigtit and baggage frotn the helicopter under the direction and
supervision of the helicopter etew;
Preparing firefighting and resoueequipment;and
Operatingfirefighting and rescoo equipment under tho direction of the RO.
2.2.7 Administrator
The manning level on djfferent ships varies due to regulatory and operational requiretnents. On some
ship-a, administrative duties associated \vith helicopter operations,1,1111 be assigned toan individual
dedicated to the task. On other ships, carryingout administrativedurioo \Yill be contbined with other'
functions.
The administrator is r&sponsible fol':

Preparing the manifests for- both passengersand freight. and ensuring that baggage and freight
are accurately \veighed, labelled and noted on the manif&Sta.Baggage and freight that has not
been weighed and labelled must not be loaded onto a helicopter;and
Giving a pre·fligtit safety bl'ieftng to all departing passer~!'$.
2.2.8 Olficorof tho Watch (OOW)
When euppcrt for bebcocrer operations can be combined \Vilh primary navigational duties. the
additional ro69a of the OOW may includ9:
Liaising wlth tOO Mast&r about prevailing and forecast local weather conditions, so that a prompt
decision can be made on whether to start helicopter cperatlcne:
Advising the helicopter operator of current weather conditions. al 19ast an hour' before the
schedul&d departure time of any flight;
Maintaining radio oontact whh the helicopter pilot aod the RO during betccpeer operations; .and
Maintaining a heltOOpter operations log, reoording regular (usually 10 minute) hetccpter position
reports ,voon the helicopter is inbouOO or outbound, and raising the alarm if any two anticipated
r'&portsarenot received.
When support for betcccrer operations cannot be combill&d with the OOW's primary navigational
dutit)s, Lhe above dutlGs should be assigned to oLhe.r parsonool.
2.2.9 Passongors
All peroonnel ,vtio are to be transported by helicopter should fohow the Instructions of the RO
and helicopter crew and act in lioo,vith information provided in the pre-flight briefing. If they
observe anything duril\g the flight that may affaot flight safety, they should inform the helicopter
pUot Passengers are responsible for ensuring thal their baggage eomptee with relevant baggage
regulations.
2.3 Aviationresponsibilities
2.3.1 Helicopter oporator
The helicopter cceoator should ensure that operations are oof\ducted in oomplianoewith the ICAO
Standards and Reoommended Practices (SARPs), the regulations ofth9 heuccpter'e State of
registration, and the regulations of the State in whose water& the operation takes plaoa
2.3.2 Horreopto.r
pHot
Too safety of the helicoptet always remains the responsibility of its pilot, who should OOl'nply with the
helicopter operator's standard operatingprooodures {SOPa). The netlccpter pilot and th9 Mast Qr'
must agree on the proposed operation before it begins. The Mlicopter pilot shouk:I be aware of the
ship's mal'l(),G\Jvrin.g limitations.
Authority for continuing a joint helicopter/ship operation is held by the helicopter pilot who may
independently terminate the operation on safety grounds at any time. The ship's MasLer may also
advise th9 helk:opter pilot if operations nood to be tenninated on safety grounds.
When passeng9fS travel by berlccpter and before the helicopter takes off; it should be confirmed
that an appropriate &afety briefing has been given.
2.3.3 He-Ocoptorwinch porson}crcw member
Som& operations, e.g, v,inohing. may Ol)ly be oonducted when a helicopter winch persol\ is carried. In
this case, the winch person is responsible to the helicopter pilot for:
Passenger handling and safety during the flight and wh9n entering and leaving tho helicopter;
Passenger handling during any winching operation;
Transferof~eduringany,vinchingoperation;
Passenger.supervisionduring et'l'lergenct0s;
• Supervising the loading and un.loading of the betcccrer and helping the RO to make sure that the
deck crew stay .safe ,vhile they are ,vor1(ing nea.r tho betlccoter.
Monitocing the pilot's btlod-soots (tM rail and under·beUy of the helicopter}, directing the pilot
over the requir9d dook area and ens-uring that it is all clear around and under the helicopter during
winching and before landing and take off; and
Ensuring that all relevant documentation le completed by the ship's crew and on board tho
betccpeer before its return to shor&.
Chapter 3: Helicopter operating guidance 39
3 Helicopter operating guidance
3.1 Introduction
Contrary to general b91Kif, a heltOOpter cannot climb vertically or carry out high hovari~
manoeuvres (hover out of grou.nd eff 00t (HOGE)) under all condition a. The performance of a
particular holicopter while taking off. hovering and landing is adver&Gty affected by:
Ina-easing v,eight or payload;
Increasing atmospheric temperature;
Dooreasing air pressure: and
Changes in wind speed.
The ability of a helicopter to climb vertically,to hover at var'ious heigt,tsand to manooovre while
doing so dependson tM amount of power that is availabkt under the prevailing conditions of air
density, air temperature, gross weight and wind. The greater the power available. the greater the
flexibility the pilot will have when manoeuvr'ingthe he6copt.e1'.
Underoonditions iooluding high payloads,unfavourable winds or high ternpet"aturoo, the pilot may be
limited in manoouvrabitity, and could be restricted in landing and take off directions.
To maximise the payload but atill oonduct flights saJely. tho pflot must choose the appropriate
Class of Operations Isee secuon 3.2) consistent with the local regulations, limitations imposed by
the helicopter flight manual, prevailing conditions and the application of sound decision making
Whether by day or by night, and in all operating conditions. lho helicopter should ahvaya corn ply with
the minimum requirements ofthe lCAO Convention on International Civil Aviation.
3.2 Designation
of helicopter performance
3.2.1 Performance Class 1
Some twin engine helicopters can be nown in such a way that, if an engine fails immediately after
take off or immediately before landing. they can make a controlled landing on the landing area or
continua to fty and climb safety a\vay on the other engine, establishing a safe altitude for a return to
base. Tbese helicopters are said to be operating in Class I.
3.2.2 Performance Class 2

Soma twin engine helicopter& can maintain flight if one engine fails, except for a few seconds during
the a.arty stages of a take off and during the late stages of an approach to landing, wnen they \Viii be
unable to maintain flight and may need to make a forced landing. These bellcoptera are said to be
operating in Class 2.
3.2.3 Parformaoco Clan 3

Some tv,in engine heticopt9r$ (and all single engine helicopters) cannot sustain Right in the case of
an el\gine failure and will be foro&d to land. Theae helicopters are said LO be operating in Ota.as 3.
3.2.4 Pcrformancoforwinchlng
The routine winching of passengers {sometimes deSCtibed as Human External Cargo (HEC) or Class Jia
0) reqorres the helicopter to have sufficient reserves orpcwer to ensure that, if ooo engine fails,. it
can continue to hover on the other engine.
3.3 The use of twin engine and single engine helicopters

National regulations may impose addition.al restrictions on helicopter/ship operations in adverse
weather conditions or during hours of dal'kneas, but crberwise the fotlO\Ylng oondilions should apply:
Fol' tranafe,of p9:raonnel ,vtien winching is intended, twin engSoo OOlioopters with sufficient power
to hover on one engine must be used (soo sececo 3.2.4);
For transfer of pereconet ,vhoo landing on daek is intended and sea conditions are above sea state
4 (Bo.au fort wind scale 6). twln &ngine helicopters operating at least In Otase 2 should be used {see
section 3.2.2): and
For transfer of peraonnel when landing on dock is intended and sea conditions are not above sea
state 4 {Beaufort wind scale 6), helicopters operating in Class 3 (twin engine or singje Qngine} may
be uSOO {see section 3.2.3}.
In some harsh weather areas {e.g. the North Sea, or the North or South Adan UC. wbere 'hostile'
conditiooa are preva19nt), regulatiooa may proh.ibit operations in Class 3 for the transfer of
personnel
Conditions are considered hostile woon wind and sea conditions are above sea state 4
(Beaufort ,v,hd scale 6) (wind speed 17-21 knots 8..00 significant wave height of2.0-2.6 metres).
Figure 3.2, based on the Wor1d Meteorological Organization'sclassifi.cation, shews the relationship
between Beaufort wind scale, wind speeds, wave heigh.ts and sea state. ft inch.Jdes doocriptiva terms
that rnay be variously used by marioora and helicopter pilots.
Pe,-onnol Storo,
un-II
-·
L.fflciini; W"".-.ihirlg W'incls~
o.,
II ....... O.v
II Night' o,, Night'
"'' II
.............
-
Y..J" No Yes"" No No
l HciooptCl'lS usod in rigl,t operations must be fully occl>fi~ laid appropriately cquipPOd .:uid mamad.
2. A~ aro:t mayo~ be iacd ir., rocommcndc,df.aoc:fwc:iraaia not available or O,'lflnu( bo usod.\Vinofling should
onl't' be conducted at night irlhe winolwlg aroa and dominat1tobstructions an, adoq1.1111dy &t.
3. Sit"«,lee"'9no h&f;ooptets sliould not be used over .1.000mmodation ap:,ocs that rocm pMI oft~ sh~S suponitructure..
4. Some n-'tioNIVlocal"'uttlorities prohibitsingfe engine hdiooptor ~liens in"' la.tilo erNirom\C!nt('1.0. ad\lis~rsh
~~~-~abo'ffl)Mld/oratnighL
Flgul"O 3.1: Opora.tlons conducted by twin ongino and sing lo onglne hoJlcoptors
~•·rt~
wind tM1ialc
0 0 0 <I <1
dewnptl""
w~d
tern.
Oolm
1-~1=~1
wave
he1~ Im
0
w:we
heiw,t/ m
0
Sea suu,
-
I 2 I 1-3 1-2 Light airs n1 QI I
2
• 3 ... . 2-3
...... 0.2 n, 2
3
• • 7-10 4-5 .....,,,
Gontla
08 ID 3
• 13 7 11-16
......
·-· "'°""""" lO 1.5 3-4
!7-21 9-11 F=h

5 19 IO 20 2.5 4
beeeee
Stroog
• "' 12 22-27 11-14
""'""'
3.0 40 5
•
30
37
15
19
29-33
34-40
14-17
17-21
Ncug:itc
G"'
40
ss
5.5
7.5
·-·
6-7
IO .
"" 23
27
41-47
49-55
21-24
25-26
·....-·
Slonn
70
QO
"'
12.5
7
•
II 50 31 56-83 29-32
""""" 11.5
•
- -
160
storm
12
""' >33 1-tJrri,c;me ... - 9
Flguro 3.2: 80.tufort wind sea/a and sea: stato oqulvatcncy chart
3.4 Helicopter sizeand weight restrictions

The sizeand type of helicopter that can operate to the helicopter landing area of a particular ship
,viii be decided by referenoe to the ship's landing area 'CY and 't' limitations. 'D' being the maximum
ovo-rall length of a rerccpeer when its rotors are turning, and 't' the maximumweigt,t of the holiooptor
in tooMS roundOO to the nearest IOOkg (see section 4.1.6 and Appe,ndix A).
3.5 Equipmentandcrewing
The betccpter and its crQw should comply with the operating standards reqolred under Annex 6
Part Ill oft.he ICAO Convention on International Civil Aviation. In addition:
HelMX:>pters to be used ror operations on ships should be fitted with eQUipmant including a marine
VHF radio communications transooiver and a radio altimeter;
Hel-OOpters certified for lnstrumenl Flight Rul0s (IFR) and night operations should also have
the operational equipment specified for IFR or night~time operatlOl)S, and ,vith radar capable of
short.·range display indication;
All helicopters should b9 fitted with and carry the emergency equipment specified for offshore
operations. They should also be equippGd withMeme:rgMOy locator beacon operating on 406MH~
Hel-OOpter pilots engaged in rnatine op0rations should be trained aod qualified for operations to
movingshipe;
Helioopter's uSOO at night or in reduced visibility should carry two pik>ta who have ourl'E3nt IFR
(atings on helicopters, are certified to intemationalty accepted standards. and are qualified for
betccpeer operations to moving ships at night; and
A qualified \Vinch person should be carried whenever winching operations are envisaged. A winch
pel'SOn/cabin artendaru may b9 carried in helicopter'S where the passenger/fteight compartment
is separated from Lhe flight deck.
3.6 Helicopter landinggear

Wheel mounted betccprers are preferable to skid mounted helicopters for landing on a ship,
especially if landing takes plaoewoon the ship is moving slightly in a seaway, because the \vheels
\Viii provk:le improvOO traction. The safety of skid mounted helicopters may be compromised by the
presence of even small obat.acles k>oated in the landing area. ag. Butterworth lids on tankers. which
could induce dynamic rollover.
Where immoveable object.& are looat&d on the landtng area. the heuccpter opa,ratorwill ooad to
ensure that a safe touchdown can be carried out away from obstacles {see section 4.1.2. Chapter 9
and Appendix E).
3.7 Weatherandseaconditions
3.7.t General
Weather oonditions may restrict netcccter operatlcne, depe,ndin.g on whether the heliooptet is hvin
or singje &ngine, iLs certification status and the equipment it carries. GeMratly. only tw'in engine
helicopter& that are certified and equipped to the h.lghest standard and routinety involved in marine
operations should operate in oonditions above sea state 4 {Beaufort wind &oaJ9 6).
Only helioopters certified and crewed for IFR operations should continue to operarewben the cloud
base is below soon (160n,) and when visibility is bek>w coe nautical mila Even these operations
should normally stop when the cloud base drops below 200ft {60m) and visibility below 0.76 nautical
mile$. Me6copters or crews not certified for IFR operations should not undertake heliooptar/ship
operations at nigh~ and in daytime should comply with visual Right rule limits, le, 600ft (160m)
vertical {cleat of cloud) and ooo nautical mile bcrizontal.
3.7.2 Windconditionslimiting holicoptoroporaUons

Th& accurate reporting of wind conditions,parlioulatfv when they are light and variable,can
significantly improve the safety of helicopter/ship operations. Sh.ips should be fitted with equipment
that can measureand record aJI wind conditions. and should fly a pennant or windsock.inuminated
at night. to give the helicopter pilot a visual indication of the speed and dlracticn of'the wind relative
to the ship's deck.
Routine opetations can generally be conducted at a ,vind speed of up to 60 knots {a limit related to
passengerand groundcrow safety).But under certain circumstances it may be recesearvforthe
ship to change diteotion at the request of the helicopter pik>t.1.n emergencies. operations can be
oanioo out with certain helMX>pters in wind speeds of up to 70 knots.
Th&.Mastershouldgive paruoular' attention to the sara'tyof porsonool on dook during

fiGUooptoroporationsin highwind conditions which may require additional safetymeasures.
3.7.3 Soaandswoll
Helicopteroperationsshould not be carried out if them is a likelihood of sea or heavy spray on or

above tho d&Ok. If possible, the Master should ensure that spray,roll and pitch are kept to a minimum
by selecting a suitableooursoand speed. This is particularly important for preventingcircumstances
whore sea and spray may enter tha heltOOptor•songine(ax.perioncehassh&wnthat sea spray
ingestion can cause reduced engine power or even engine failure).
Ships ant.ioip.atinghelicopteroperations should have equipment to measure ship movementsand

should notify tho helicopterpilot M required with details of tho ship's pitch,heave and roll. Helicoptef
operations may need to be aborted if tho ship'smotion risks jeopardi:singtho safety and stability of
tho helicopter Ol\09 it has landed on the ship's deck. The maximum permittOOaverage rato of heave
,viii depend on the type of betccpeer and the operatingrules that apply to it (see section 4.2.3).
When transfer of passol'lgQrs by winch is necessary,control of exoossivemotion is p.artioularly

critical, especially for roll and heave.An updatOO .report of the&&motions should thereforebe passed
to tho helicopterpik>t iml'l"l9diately before starting this oporation.Tho ship'sfo.1aster should keep as
stable a platfortnas possible, and a changeof sh.ip'scourse may be required for th.is purpose.
3.7.4 Spoclaloondltlons
In special cboumstances, e.g. when at anchor,the ship may be ul\able to manoeuvre and may not
be able to satisfytheoonditlons outlinOO above. H0-ticoptoroperation& mav still take place if tho
helicopteroperatoris informed of'the situation before the betccpeer takes off from base, If the
normal landing/winching faoifities am unavailable,alternativearrangGmentswm have to be agreed
between the ship'sMaster and the helicopter operator before the heuccpeer leave,sits base.
Chapter 4: General ship requirements 47
4 Generalship requirements
4.1 Ship operating areas
Only helioopters.)vhoser.naximum overall dimensions witti rotors turnfngaree,qualto or less

than a ship's 'O' value (see Appeodix A) may be used for operations to tMship in question.
4.1.1 Types of oporatlng area

Ship operating areas fall into twc distinct types:
1. Landingarea: An opGoratingareasuitabktforlanding helicopters.
TOO landing area may consistofa putpose built structurelocated above the ship'sdeclc: (referred
to as a 'purpose builL landingama')or a non-purposebuilt area locatOOon the ship'sdook or hatch
covers (referredto as a 'non-purposebuilt landingarea').The landingarea may be locatedon or over
the bow or stern of the ship, havean over-sideer ship's side location,or occupyan area amidships -
usuallyon or near to the ship'scentreline. The landing area may also be used for ,vinching operations
on oondition that the winching criteria dosoribod in soot.ion 4.1.3 can bo satisfied But whore there is
a landing area wilh adequate size and obstacle ctearance for tho helicopterin question, landing is
always the preferredoption.
Where practicable, the helioopLershould afweve land rather than hoist, because this reducestho
timo spent hovering. In both oases lha ship•sMaster should be fullyaware of, and in agreement ,vitt\
tho helicopterpi)ot's intentions.
Oooumontarv eviOOnceof a landing area's ability to withstand static, dynamic and omergonoy loads
imposed by helicopter Op,Gf'ationa shoukt be availab'9 Iseeeecuon 4.1.6}.
2. Winching area: An operating area that may be used for winching(hoisting)operations but not for
landing.
The guidance in sections 4.1 and 4.2 will help ship operatorsdocicle too most suitable location for
a landing or winching area on their ship. Tho opt&num position for a landing or winching area ,viii
normalty be dooidod by lhe availability of a suitable space on the ship. But where thore is more than
ooo area identified and oapableof accommodating the type ofhelioopter(s) &xpooled to bo used,
tho ship'eMaster; in consuJt.ation with tho holioopter operator. should assess the merits of each
k>cation, taking account of the size and position of obstacles and expectedaerodynamic and ship
motion GffoccaCsoo section 4.2).
4.1.2 Locationand slzoof oporatlngarea - Landing
Landingareaat tho ship'ssldo

A non-purpose built landing area located on a ship'sside should oonsist of a 'clearzooo'and a
•manoeuvringzono' as shown in figure 4.l.
The clear zone should be able to contain a circle with a minimum diameter' of 1.00. No objocta should
00 located in the clear zone except aids whose presonoe is essential for tho safe operation of the
helicopter,and then only up to a maximum height of 2.6cm. These objeota shouk:tonly be pre,sont
if they do not represent a hazard to helicopters. Whore there are immoveable fix.ad objects located
in tho clear tone. e.g. a BuUel'worth ltd, these should beclearfv mal'kad, and indicated on tOO ship's
oporaling area diagram (a document that off era visual referencesto tho helicopter pilot and other Jia.
infonnationgiven by the ship before st.artil\g oporalions - sea Chapter 9 and Appendix E}.
A manoeuvring zone shouJd also be created, where poasible, on the main deck or hatch covers of
the ship. This 2:000. intended to give the helicopter an additional degree of prot&ction to account for
rotor overhang OOyond the o&Mr zone. should extend beyond the clear zone by a minimum of Q.260
at any point. The manoeuvring zone may on.ly contain obstao~s whoo.e presence is essential for the
safe ocerauon of the bellccpter; up to a maximum height of 26cm.
Toimproveoperational safety,where the operatingarea coincides ,vith the ship's sida, the dear zone
should extend toa dis.tanoo of1.6Dmoosur'ed at tho ship's sidewhileth9manoeuvringzone should extend
to a detarce of20 at the ship'sside. The only obstaclO:Spmsant in this fl\aJ'l()OOvringzone should be
thooa essentialfor the safeoperationof the helicopter. ,vith a maximum height of 26om (where thare 3J'&
immo~la fixed objects. ag. olooning lines.they should be okwly marked and indicated on thaship's
opemtingarea dagram).Any raaingklcatad on thGslip'ssidGshould be removed or collapsed along tho
entire length of tho rnanoouvring zone at the ship's side (ia. (Ive( a distance of at 19.ast 20). Tha geooral
arrangement.aand markings for a non•purpc)99buih landing area on a ship's side are shO\vnin figure 4.1,
\Vhile the martdngs: thGms,alve,s are described more fully in section 4.3..2.
Amidships oontrellno landing aroa (purpose built and non·purpose buift)
Forsome ship$ that cannotaccommodate a ship'ssidearrangemoot,it may ooly be possible to

provide a tanctin.garea in an amids.hip$ position., usuallyon or near to the centreline of the ship.Where
this is the case, the landing area should consistor a clear zone capableof containinga circle with a
minimum diameter oflOD.
No objects should be located in theolear zone except aids essential for' the safe operation of tha
helicopter, and then on.ly up to a max.imum height of2.6cm. Thay should only be present iftMy
do not represent a hazard to the hel.ioopter. Where. for a non-purpose b.dlt landing area there are
Immoveable fixed obj001& in the cm.r zone, e.g a Butterworth lid. thaose should be Ole.arty marked,
and indicated on the ship's operating area diagram.
Forward and aft on the oonln)line of the landing area should 00 two symmetr;caJly located lSO°
limited obs:taole eectcrs with apexes on the circumference of the D reference clrole (shown as
reference points on ftgure 4.2). In the area bounded by lhooe rwe seotors, oontain.ing the airspace
used by helicopter& during the final sta.goo of approach and/Or departure and overshoot. and around
the perimeter of the landing area 0, there should be no obstructions above the level of the landing
area except obstacles whose presence is essential for the safe operation of the hencopter, and then
only up to a maximum height of26om.
To provide protection forward and aft from obatructions adjacent to the landing area. an obstacle
protection surfaoo should extend both fore and aft of the landing area toa distanoaofl.00 on a t:6
gradient. The general arrangef"n8nt and markings for an amidships oontreline landing area are shown
in figures 4.2 and 4.3 respectively and these markings are described more fully in seorion 4.3.a
Where the requirements for the limited obstacle sececr and obstacle free sector cannot be fully met,
Ie, the 1:6 gradient is infringed or the 'funnel of approach' isoompromis9d because of the presence
of obstacles >26cm above the level of th& landing area, any infringements should be cloo.l'ly martted.
and indicated on the ship's operating area diagram and assessed by the helicopter operator.
Tile helicopter operator may need to impose appropriate restrictions and/or- limitations to ensure
that flight safety is not oornpromised. Where the nature of the infringement is significant, the use
of the landing area may be severely limited or prohibited altogether and winohingmay be the only
possibility (soo section 4.1.3).
P~20fl'Wlimutnaclhallllll.No~"41'*then2fictft
~lil'wluldbeCOl~O((~-INt-.:.'11~
a..,, - • •l(.-..cl a,_ ,fiflll,...
Pl'~«:~~~~-=~:-.::;.25MI
ClloltZOll•(dillU'l~UM'
D)
Mcul$c Tho~, •ht•

hl'l'\ollltfMollNdil11t IMO~ io bill mft'*I irl'l 118J.""ol0.51tl'IAJ. 111et1ort110 poi,",a lit'oMI.. IC> 11eio bO ~v
.,isoitll,Jtod'lo~p&t. Tl'wa~(iR--ldNCIOliltlMO-bllloe,.,iiltOOl'fl--tll#IN-ral~dll
.. k,~Mlioqxww4110!0($t\iflninf,
Figure 4.1: Landing area at tho ship's sldo (nor,-purposo built)

Umitod
-·
Obstaolo froo S<XltcM' Limltod
""'""
""""°"'""'
zono)
{oloar zone)
AofotOl'ICO
-M
ob$Uido
_,
(m011oewring
"°"""
LandingilltN O
0 • Helicopter la,p,st OYef'all dimoMion
Ob111aolohoight limits:
2.6c:rnonthal~..vu
25om around tlwbndt'lg:itN
Flguro 4.2: Amidships ccntrollno land/ng area (purposo bu/It and non·purp,,se built)
Flguro 4.3: Markings for a purpose built landing areaIn tm amid&hlpscentreline location
Figure 4.4: Winchingoperation& tl.N)tt

4.1.3 Locationand steeof ope..-atlng

area- Winching
Where it is impraotioal to provide a landing area for belicoptera as described in section 4.1.2, it may
00 possible to an-ange an operating area th.at cen S:upport winching operations only. A winching area
should oonsist of'a clear zone and a ma000uvrin.gecoe. The c~r zone should be at least five metres
in diameter' and should haw a surface that can aooommodatl'.3 pert.0nMI and/or stores during
,vinching operations. It should also be obstruction free.
The ma.noeuvringzon,a. divid&d into an inner aod outer' portion, should ax tend beyond th9 clear zone.
with a minimum overall diameter of 20. A port.ion of the manoeuvring :zone may be located beyond
the ship's side. In the inner portion of the manoeuvring zone, extending to an overall diameter of
160, obstructions may be permitted up to an overall Might above th9 level of the clear zone of three
metres. In tOO outer portion of the manoeuvring tone, obstructions may be permtued up to an ov&ra11
height of six metres above the kivel of the clear zone. AH obstructions shoukt be clearly marked Ieee
sootion 4.6). The general arrangement fol' a winching area is shown in figure 4.4, and more advioa
on positioning a winching area can be found in section 4.4.1. The matklngs for a winching area are
described in section 4.4.3.
4.1.4 Poop
dock platforms
Poop decks am generally subject to adverse aerodynamic effoots and are susoaptible to a greater
influenoe from wave motions. A poop deck arrangement is therefore recommended only when other
options are not appropriate or \vhere the ship type and design diet.ates.
Wlle1"3 a poop deck arrangement is specifi&d, pctentlat problems may be eased by adopting good
design practices {see sectiollS 4.2.2 and 4.2..3). It may also help to manoouvre the ship for helicopter
operations so that the wind is wi thin 36° of the beam, prererabtv on the port side.
Flguro 4.5: Gas tanker with purpos,, buHt hcllcoptcr oporatlng and landing area at poop dock
4.1.6 Structural considerations (purpose built and non-purpose bulit landing areas)
Too oonstruolion and features of a purpose built landing ar&ashould take fult aooount of the
re'9vant applicable cooee. whether' from the ICAO Heliport Manual°' from International Matitime
Organization {IMO), International Standards Organization (ISO) or CAP 437 (Civil Aviation Authority
publication) requireroonts.
A maximum aUowablemass should be marked on tho herlcopter landingarea in a position which is

readable from the preferred final approach direction, Ie. towards the obstacle-free sector origjn. The
marking should consist of a two or thMe digit number expressed to one decimal plaoo rounded to
the nearest tOOkg and follovted by the letter 't' to indicate the allowable helicopter v1&ight in tonnes
(1.000kg). The height of the figures should be 0.9m with a line,vklth of approximately 0.12m and in a
colour that contrasts with the helicopter landing area surface (soo ftgure4.3}.
In tho case of a non-purpose built landing area.such as a deelgneted area on the woather deck of
a ship, it must be established whh tho ship's Class SocieLy. before it is marked, that the selected
area can withstatld tho dynamic loads of the types of helicopter for which it is intended and that
any proposed landing area can sustain tha weight of tho type of helicopter for which the landing
operations may be used. It is essential that Class verifies the structural adaquaoyofheOcoPter
landing areas for the heaviest helicopters that could be required to land
4.2 Environmentaleffects
4.2.1 Gonoral consldoratlons:
When considering the location of a landing area or a ,vinohingarea, due a.ocount should be taken
of tho potential effects on helicopter' operations of both aerodynamic factors (soosootion 4.2.2)
and wave motion (soo section 4.2.3). It is unlikely that a local.ion can be found that will be froo of
tho inAuenceof any aorodynamtC and wave motion effects and in reality tho objective should be to
select an appropriate area \Vhid'I as far as possible minimises these &ffocta. The principles and good
practice sot out in this s.eotion will help to achieve this, always bearing in mind the need for c~
access to the operating area and exit from it, preferably to the ship's side.
For more information on relevant ship design and operation conaideratione, soothe ICAO Heliport
Manual (Doc9261).
4.2.2 Aorodynamlc
offocts
There are three main aerodynamic effects to be considered:
1. The flow of air around the ship's: hull, whioh has tho potential to create areas: of distorted and
disturbed air flow;
2. The Rov, of air around large itemsof lhe ship's superstructure, e.g, LOO aocommodation block.
,vhtCh can create turbulence in their wake: and
3. Hot gas flows emanating from funnel or exhaustoutlets. which can create turbulenceand have
thermal effeots.
The impact of turbulence and thermal eff00ts can be redUO&d by appropriate design oonsiderations..
For example:
In the case of a landing area located above the ship'sstructure.an air gap separating Lhe landing
area from the structure 0010\v should be providoo to promo ta booeficial \Vind Row over the landing
area;
The layout of the ship will usually incluOO several tall, solid structures that rise above the level of
tho operating area. Tbese structures can generate significant wake downwind of the sou roe. The
ope.rating area should therefor'& id9ally be located upwind of significant sources or turbuk3'nce. and
any obstructions that must be located UP\vind of tho operating area should be as far awav from it
asposs.ibkY,
lncreasea in ambient air temperature are a potential hazard to the performance capability of
helM:X>pters and so the aim should be to minimise th9 ooourreooeof t.emperatura changes over
the opel"ating area. This can be achievOO by oosudng that, wherever possible. the operating area
is kept upwind of significant thermal sources, Where significant thermal sources, e.g. engine
exhausts. are located upwind of the operating area, th()y should be a.s far away 3S possible from
the operating area and the helicopter fight path; and
Cold gas emissions, even in small concentrations, can have an adverse efh)ct on helicopter engine
performance and, where cold gas release point.a are present on a ship, they should boas remote
as possibkt from the operar.ingaraa and away from tM berccpeer Right path.
4.2.3 Wave motion effects
...... Roi
Figure 4.6.: Ship wave motions

56 Guide to Helicopter/Ship Operations, Fihh Edition
The dynamic motiona on ships caused by ocean waves - pitch and sway, roll and surge. and heave
and ya\v - are a potentlal l\azard to hencopter operations. Consideration should thel'efore be given
to setting motion limits acceptable for executing a safe landing or winching operation. These limits
will depend on the foll01.Y1ng:
The wave conditions and relative heading of LOO ship:
The size of the ship;
The motion characteristics of the ship;
WhBther thBship is moored or underway; and
WhetOOI'operations occur by day or night (see sectlon 4.6).
Th& main factors in setting motion limits for a safe helicopter landing are the vertical motions of tOO
ship (la rate of heave) in combination whh ita pitch and roll. TOO heave motions at th9 landingarea
depend largely on the location of the landing area aod hO\V the ship's heave, roll and pitch motions
combine at this &ooation. TOO suitabilityof the landing area v,ill therefore be infloonooctby its location
on Lheship both longitudinally and tranavarsety.When a ship pitches, the vertical (heave) motion
experioooed at the landing area will generally be greatest if the landing area is k>cated on the bow or
stem of the sh.fp, and least for a landing area Jocated amidships.
Sow located landing areas can also be particul.artyvulnerable to damage from heavy seas unless
mounted high above deck level.
landing areas located on or over a ship'sside may experience large motions because of ship rob,
\Vhich will be more prooounoed the furthor the landing area is extal\ded over the ship's side. Landing
or winching areas located on the bow or stem of the ship often present special dlffioulties for visual
positioning especially during night-time operations{see also section 4.6 on visual distraction).
Motion rnonitoring equipment compatible with the requirements of'civil aviation authorioos is::
available and this ,viii d9t9Ct, mot1itor,display and transmit motions experienced at the ship's
heticopter operating area, i~luding heave. roll and pitch. Some authorities may also require syt.tems
for coflection. retention and standard r&porting of meteorological information.
Advice on the availability on board ship of motion monitoring equipment and ml3toorological
recording equjpm&nt can be i~tuded in the information passed between Lheship. its agents and the
heticopter operator.For ships ul"ldertaking frequent hetccpter operations, s.h.ip motion monitoring
equipment is reoommendoo.
4.3 Detailsof landingarea

4.3.1 Generalguidance on markings
Sections 4.3.2 and 4.3.3 provide guidance on the markings required fora helicopter landing area
on tbe ship'sside and amidshJps r&spectiv&ly. The rooommended colours of'lhe markings t'eflect
current international standards and best practices and promote a standardised approach to
helicopter lar)ding area markings. But as the colour of the main deck may vary from ship to ship,
there is SOf"llG discr&tion in tbe selection of deck paint scbemes, the objective ahvays being to ensure
that the mru1dngs show up clearly against the surface of the ship and tOO operating background.
Figure 4.7 fllusttatoo: the use of a diffarent main dook oolour scheme and deck paint schemo,a to
those represented in ftgure4.t
Figure 4.7:Altomatlvo deckmarking, n,ta.Jnlngcontra.st colouring
Non·slip paint should,be used for-au declln'larkings.
4.3.2 Markings for a landingaroa loc.atodat the shJp•ssldo

This Metion providesguidanoe on the mal'kingathat apply toa bellccpter landingarea on the ship'e
side and should be read in conjunction with section 4.1.2 and figure 4.1.
A touchdown/positioningmatking(TD/PM) cirola,showing tho touchdown point foethe helicopter,

should be SOcated centrally in tho clear zone. Th& diameter of'the ctsar zone should be 1.00 (0 being
the extant of the availabkt operating area). while the inner diameter of the TD/PM circle should be
0.60. The thiokne&& of the TO/PM clrole should be at least 0.6m, but no widee than ooe metre. and
paintOO veucw The area enclosed by the, TO/PM circle should be painted in a contrasting colour,
..
preferabty dark green, A white 'H' should be painted in the centre of the oirolt).with the cross bar of
the 'H" running parallel to the ship'sside, The 'H' marking should be 4m high x 3m wide, and tha width
of the mal'king itself 0.76m. Jlia
The boundary of the cll)ar zone, capable of enclosing a circle with a minimum diameter of I.OD and
ext0cndingto a total distance of 1.60 at the ship's side. should be painted with a oontinuous 0.3m wide
yellow line. The actual O value, excreesed in metres rounded dcwn to the nearest,vholo number,
should also be marked in three locations around the perimeter of the clear zone in a contrasting
colour, preferably ,vhitaThe height of these numbers should be a minimum of 0..9m.
Too boundary of'the manoouvring zone, located beyond the cloo.r zcoe. and extending to a total
distance of 20 at the ship's side. should be marked ,vith a 0.3m ,vida broken yeUo,v line ,vith a mark
to space ratio of approximat&ly 4:1. Where pra.ctioal, the name of'the ship should be pain tad in a
conLraSLi.ng colour {preferably white) on the inboard side of the ma(l,(),9Uvrin.g zone in (minimum) 1.6m
high characters,
See sootion 4.6 for more information on helicopter operating areas.
4.3..3 Markings for amidships ccntrollno landing area with or without restricted
access from tho ship's side
This Metion provides guidanoo on the markings applicable to an amidships centrelllle landing area
and shoukt be read in conjunction with section 4.1.2 and figures 4.2 and 4.3.
The landing area should be painted in a colour (preferably dark green) that contrasts str0ngfy with
the colour of tho ship's deck. The perim0ter of the landing area should be clearly marked with a 0.3m
wide continuous whita lina.
The D value of the landi~ area. expressed in metres rounded down to the nearest whole number,
should be marked in port and starboard locatioos inside tho perimeter line ti\ a coouasting colour
(preferably white) in 0.9m high characters.
A TD/PM circle. with a thickness or one metro painted yellow and with an inner diameter of 0.60,
should be centrally located in the landing area. A white 'H' should be painted in the centre of tho
circle, with the cross bar of th9 'H' running parallel to the centreline of the ship. Tho dimensions of the
'H" marking should be 4rn high x 3m wide, and the width of the markingitoolf should be 0.76m.
Where practical, tho name of the ship should be painted in a contrasting colour(preforably white) in
the landing area. aligned aercsa tho centreline (see figure 4.3). The minimum height of the paint9d
characters should be 1.6m.
See s&Ction 4.6 for more information on halicopt9t' operating areas.
4.4 Detailsof winchingarea

4.4j Posltlonlng
a winching area
Wilh the increasing use of helicopters for routine op&ratiOl)S to ships, it is strongly recommended
that, ,vhere it is impractical to have a d&sigriat0d landing area. there should be a ,vinohingaraa over
which the helicopter can hover safely whilo winching personnel or stores to or from the ship. Tho
location of the ope.rating area should enable the piJot to adopt a position in the hover that gives them
not only an unobs:truetod viewofthe ckra.r zone but also of the whole ship.
The v,inchingareashould be located to minimise the aerodynamic and wave motion effects
described in sections 4.2.2 and 4.2.3. Gooerally, it is not moomrnended to locate it near the bow of
the ship.Nor should it 00 located on the bridga wing unless a thorough risk assessment acceptable
to the ship's P.1as.tar and the helicopter operator (soo section 4.4.2) has been carrioo ouL The
\Vioohing area shoukt, lf possibl9,be clear of aooommodationspacesand provide adequatedeck
area adjaoont to the manoeuvring zone where personnel can muster; and there should b9 safe
access to tho area from different directions.In oolooting a winching area. tho desirability of keeping
the ,vinchingheightto a minimum should also be borne in mind.
To reduce the risk of lhe wioohing hook and cable becoming fouled. all guard rails. awnings,
stanchions.antennaeand other obstructionsin the vicinity of the manoeuvring zone should. as far as
possi~ be removed or retracted (see section 4.6 for r'r'Wking of obstructions.soction 4.6 for night
operations and figure 4.8 for obstruction lighting).
4.4.2 Winching area on tho bridge wing
The bridge wing will never be the ktoal location for a ,vinohing area. but there may be circumstances
,vhere there is no practical alternative. and in these oases a thorougti risk assessmentof the
operation should be conducted.Only if the results are acceptable,or actions are taken to mitigate
risk to an accept.able level and approved by both tha ship's Master and the helicopteroperator,
should v,inching to or from the ship's bridge,ving be undertaken {see Chapter 7).
Risk asaos.smcnt
Guidance on conductinga bridge wing risk assessment developt)d by' an ICS ,vor1tinggroup
of marine and aviation experts can be foundin Chapter 7. Appendix F includes a model risk
assessment for bridge wing winchingwhk:hmay be adapt&d to address the ciroumstancesand
environmentof individualships;.
This guk:lance contains a risk assessmentfor the transfer,by helicopter hoist, of marina pilots to
or from the bridge wing of ships ,vhere the size of the operating a.marulos out the applicationof
existing ICS guidance and the ICAO standards.The assessment applies both to the helicopterand
ship elements of bridgewing operations.It represents a generic risk assessmentof bridge \Ving
opemtionsand does not make any assumptions about specific nationaloperationalrequjrements.
helicopteroperator,type of helioopter,shipping line or ship. Riska and controls am disouSSOO in
Obepeer7 but aro consideted in greaterdetail in the f\1odel Risk AssessmentMatrix in AppendixF.
Bridge \ving operations can be conducted safely,providedthat the controls.in the form of
equipment,proooduresand conditionsare applied ae rooommended The risk assessmentguidance
document does not rernove the need for individual risk assessments by shipsand holioopter
operators to find out ,vhother these operationscan meet the standard intended by their SMS.
4.4.3 Marking a winching area

This aootion provides guldanoe on the rnaf'kioga that apply to,vinohingareasand should be read in
conjunctionwith eecueo 4.1.3 and figure 4.4.
The clear zone of the ,vind'ilngarea (soo Definitions) - a central circle with a minimum diamete.rof
6m - should be paint.ad in a cccspjcuouscok>ur,preferablyy&HO\v,to contrast with the surrounding
paintworkof the.ship. The perimeter of the outer portion of the manoeuvring:zooeshouldbe
marked with a conspicuous broken yellow line 0.3mwide, with a ratio of the solid lioo to spaces
approximately4:1 (i.a with 80% of the circ~ paintedin - see figure 4.4).
In the inner portion of the manoeuvring zone, based on a circle of dlatnGtet 1.60 but outside theol9ar
zone, should be painted the \VOrds WINCH ONLY' in suitabty large and conspicuous lettering (ideally
2-6m ,vhite cneraceersl. Tho inner portion of the manoeuvring zone may b9 indicated by painting a
thin white line no wider than O.lm.
Markings outside th9 clear zon.acould be obscurOO by temporaryobstacles ,vhidl should not
exceed the heigtit limic.e from section 4.1.3 and figure 4.4.
See s&Otion 4.6 for more information on helicopter operating areas.
4.5 Additional considerationsfor helicopter operating areas

AsweU as having the marking arrangements d&scriboo in sections 4.3 and 4.4, lhe ship operator
should ensure chat
• There is safeaooess, oSMrly marked, neat to helicopter operating areas;
• Becausethe deok orew am responsible for g\JidinghelicopLerpassengel's.,oonsiderationis also
given to providing dedicated safe a.ooei&S markings;
Measures are in place to keep the landing or winch.ing area free of coeuemoares.including surface
water. oil and grease~
Before operations. the area affeotOO by hefioopteroperations is chookOO for loose objects, or object&
that could beoome&oose and be bb.vn about. All these objects should be r~ or secured;
An overall coating of a non-slip material is appl.ed over the whole of the mari<&d area for the
benefit ofhelioopters and personool;
Where appropriate, safety nets for personnel protection are installed around the landing area.
The outboard edge of the safety netting shoukt not rise above the level of the landing area;
If it is anticipated that the hetcoprer may shut down ita engines, flush fitting or removable
semi-recessed tie--down points am considered. These should be adequate to secure thG largGSt
helicopter for wh.ich the landing area is deelgned;
If possible, a minimum of two safe acces.a/exit routes to and from the landing area are available,
so that, if thero should be an incident on tOO landing area, helicopter pa.Qsengers and crewcan
escape upwind of the incident;
Anv handrails that exOOOO the height limitations set out in section 4.1.2 are mackt retractable,
oollaps.ibkt or removable and do not obstruct access/exit routes. These handrails should be
painted in a oontrasting oolour scberne.aed prccedcres should be in place to retract, collapse or
remove them before the helicopter arrives;
Anv raised fittings that cannot be IO\verOO or re.moved should be pajnted in a contrasting colour
scheme and be marl<ed on the netccprer landing/operating area plan (see Appendix E);
The ship has a meana of finding out, reccrdlng and reporting wind speed and direction. air
temperature and pressure setting& used by pilots (see also section 3.7);
Landing and winching areas should if possible be in the main body of the, ship to minimise visual
distraction and unpredictable wind effects caused by structures and tOO acoommodation: and
Obstructions close to or inside the operating area, which may present a hazard to helicopter
opera.tiona, need to be readily visible from the air and should be highlighted Painting of
obstruotiollS should follow the scheme set out in Chapter 9 and Appendix E, as appropriate.
4.6 Night operations: landing and winching area lighting

The followingpoints should be oooo;idared fornight operations:
The landingorwinohingarea should be adequatetyliL This can be 3Chievedeither' usiiig
floodlightingor by other appropriatelighting methods1:
There should be a wind direction pennant to ind~ta the wind oonditions at the operating area.
and the pennantshould be illuminatedfor night operations.Someships may benefit froma aooond
deviceto indicate when the wind overthe operatiogarea differs from wlnd generallyover the ship:
The use of flash photographyshould be avoided ,vhen heliccpteraland or takeoff,and during
winchingoperations.to avoid distractingthe Alght orew:
The sh.ip'sMaster should ensure that floodligtusare arrangedto illuminatethe ,vho&a of the
structurethey are intendadfor, and areangtoo and shktlded (as rl000Ssaty)to ensure that
they do not dazzle the pilot on approach to,or on take off fron\ the op«atingarea or the ship's
bridge.F,gure 4.8 shO\\ISan example of an overall lightingsoheme mquirGd fornight helicopter
ope,rationa;and
Lighting to assist operationsshoukl remain on until the departinghetlcopteris well clear and
established in steady Oight or until advised by the aircraft.
Onless adequatelightingis providOO,randlng/v11nching

operationsshouldbeoonfined to
c!aylight only.
1 Soo Amil,( \4 \'oUTIOII On11p;ot 8 of thoIOAOOonYMtlonon l11tomatlonalOMI/\111:itlonand CAP431(Su.ndafdsf« Ol\'!i.hon:t Hoicq:n«

Wil'ldrc A.to.a) publ5hod tJv d\o ulllbxl Klngdom~il A.\llarionA.ww:lrity lCAA'J. -
Figure 4.8: Representative /;,.ndlng area lighting schomo (other appropriate lighting
sc-homc.s may bo U$Od}
4.7 Firefighting appliancesand rescueequipment

The firefighting and rescue equipment recommendations shown in the table below are closely based
on tho requirements of the International Convention fol' the Safety of Life at Sea (SOLAS) Chaptar
11-2 Regulation 18,which stipulates requjrerreres for ships fitt&d ,vith spacial facilitiesfor holicoptera
{0.g. fixed helideck structures and refuelling and hangar facilities). Ships ,vithout these facilities but
with deck ba&ed landing or,vinohing arrangements should also have the appliaix:ea and equipment
listed below.
Ships conducting deck or bridge wing winching operadcne shouk:I consider providing appropdate
firefighting appliances and rescue equipment near to the winching operation, taking aooou.nt oftha
tisk assessment for the ocerauons (see also section 4.4.2).
Summ.ary of reQUlred firefightingand rescue equipment

Near to the helicopter landing area or deck winching area. th8 foHc,,.ving ftraRght1ng appilrll'\096
should be provkted
Ory powder At least rwc dry powde.r oxtinguish9ra\\lith a total capacityof'not 19ss
than46kg
Carbon dioxide CCC,) One or two extinguishera with a total capacity of not less than 18kg.
Foamsy&tem An application aysi.am oonsisting of monitora or foam making branch

piPQS, capable of dalr\loring foam to all par'ts of the betccpeer operating
area in au w&atherootldiuons in which helicopters can operate. Tho
system should b0 capable of delivering a discharge rate as shown bGilow
for at least five mlnutoo.
Helicopter overall length Oisohargerate foam solution

(litres per minute)
Up to but not including 16m 260
From 16m up to but not includ1ng24m 600
From 24m up to but not !including 36m 800
Fire hoses At least twc nozzlesof an approvoo dual-purpose type(ag.jet/Spray)and

hoses longenougt, to reach anv part ofthe hQlioopta,roper'atingarea,
Firefighters' outfits At least twocomoetefir'eflghter1loutfits as requiredby the IMO Fira,

Safoty Systoms (FSSJ Codo.
Emergencytools/ Ae a minimum, the foUov,ingequipment,r0ady for imlllOOiate use and

equipment storedto protectit from the etements:
Red emergency signalling tamp (int.rinsi<:atlysafe lflooatOO on the
deck area of tankers)
Largo axe
Crowbar
Adjustablewrench
Fire resistant bJanket
60om bolt/wire cutters
Grab or salving hook (Insulated handle)
Heavy duty haokeaw,complete with six spare blades
Ladder
Lifeline.6mm diam0ter x 16m in length
Side cutting pl lers
Set of assorted screwdrivers
Harness knife completewith sheath
Flmt aid kit
Chapter 5: Communications 67
5 Communications
5.1 Communications
6.1.1 Gonoral guldanc.o
The suocessof any helioopter/ship ooerauon depends to a very significant extent on setting up
and maintaining good oommunicatior\S. This applio,s not only to the communications between Lhe
helicopter and the ship, but also to messagos passed between the ship operator, the ship's agent and
the helicopter operator.
Communicationsduring the op0ration itself should be directly betwoon the betccpeer and the ship
and shouk::1 not go through any third party.
The int9rnational languageof'shippingand aviation is English.
To avoid any misunderstandings, especially if the language being used is not understood by any
par'son involved, a standard message format asset out in Appendix.Bis recommended, A similar but
abbreviated form of message may be suitable for very high frequency (VHF) oommunioations.
&fora the operation can be agreed, it is essential that infor'mation about the ship's landing Or'
,vinch.lng facilities is exchanged and ackoowtoctgod between the ship and tho helicopter' operator.
lnfonnation on thedi~terof the ctear acoe of the landing area (or of the manoeuvring zone of a
,vinohing area) and its position on the ship shoukt be oommunicat&d by the sl\ip to the helicopter
operator in the first exchange of meE:1sages and shoukt receive formal ackno,.vledgement (see
Appendix B).
6.1.2 Communications equipment
The helicopter must be fitted with a marine VHF FM radio able to transmit and receive on at least
Chanool 16 and rwo other simplex WOl'king ftaquenct0s. Unless other' arrangements have been
agreed in advanoo, the ship should set watch on VHF Channel 16 for the arrival of the helicopter.
5.2 Pre-arrivalarrangements
6.2.1 Woathor conditions
When a flight is scheduled, the OOW should send a weather report to the helicopter operator to
arrive at ktas:t one hour' b9f Of"O the scheduled time of departure from th.a heliport.
TOO ship has msponsibility for monitoring and reporting the weatMr conditions. TM helicopter
operator should be informed ifit le likeiy that oonditions will exceed'
Mean wind speed gr-oater than 40 kncte;
Gusts greater than 60 knot.a;
Horizontalvisibitity less than two miloo;
Vertical visibility '9as than 600 foot (160 metres); and
Significant wave heigtu gr-oater than three metres.
TM maximum limits for pitch, ro)I and heave varyaooordingto helicopter type. The Mastor Iii.
should oh'.ook the h&.llcopter' If(nits with O'ie helicopter operator' (see section 3.7). !@2
6.2..2 Departureof hoUcoptor

from the hellport
When the flight departs, the helicopteroperatorshould lnfotm th9 ship and provide the initial
estimated time of arrival (ETA) at the ship, so that all oecessarv arrangementsto receive the Right
canbemada
Tho OOWshould then notify the RO of the incoming flight. Tho OOWshould also inform the Master
and arrange for the lifeboat/rescue boar to be prepared ready for launching.
6.2.3 Pro-arrival
chocks
See also Appendix0.
On initial radio contact betweenth9 helicopterand the ship (normallyat ~st 16 minutesbefore
ETA), the netccprer pilot shoukl t!Jve tho updatedETA and request tOO latest weather.The
helicopterpilot should also ask the sh.ip to reconfirm the type of operationsto be undertaken and
should chook tho following{see Appendix8):
The ship'sexact position,course,speed ,vith wind diractionand velocity,relativewind, pitch, roll
and conditionof the landing/winchingarea (e.g. dry,wet with spray,etc):
The diameter(in rnaLres) of the clear zone of the landing area, or manoeuvringzoneof the
winchingarea as appropriate:
That the deck crew are readyand the operatingarea is clear of unn&0assary personnel;
That the firefightingequipmentis ready,with hosesrun out. primed and fire pumps running
That tha.rear&no obstructions,e.g, aerialsor cargo gear, above the operatingarea;
That passeng&Mhave boon bri9fed (where appropriate}on winchingprocedures;and
The detailsof any return load are known,have boon oommunicat&dto the herlcccterpilot and
recorded.
Tho RO should be advised by th&OOWof the updatedETA and should oonfirmthat the deck or'1W
are raadv to receivethe hetccoeer.
After the initial contact. the helicopterpilot should make routin& pooitioningca.Us every ten minutes.
The OOW should maintaina Usteningwatohand the detailsshould be recorded.
lftwo antiC1'patedConsecutive calls do.l'lottake place. the heUcoptershotebase should be

notifiedimmediately.
5.3 Navigation
5.3.1 ldontlficatlon of tho ship
The helicopterpilot shoo.Ididentifythe ship by all appropriatemeans inch.Jdingthe pictureof the ship
containedin the landing/operatingarea plan (see also Appendix.E) and the positionae shown on the
navigation equipmentand radar (if carr.ed).
Chapter 5: Communications 69
The ship may also use it.a radar to locate and track the helicopter. although even largo berccpeers
may not be detectable at Song mngo. In poor visibility or c::ongested waters. tho ship may assist by
advising the helicopter of its true bear'ing from the s.hiponoe it has been identified.
6.3.2 Manoeuvrability
If prectcebe, the ship shouk:I be fully manoeuvrabletllrougtioutthe whole operation.Where this is
not possible. e.g ,vhen the ship is at anchor, the ship's Master and the benccpter pilot should discuss
the situationwith a view to deciding whether the operationcan take place safely without the ship
being underway.
If the ship needs to alter oourse or speed during a berccpeer operation, the helicopter pilot s.houJd be
inf0t'Tn0d immediat0ly. In thesoeircumstances. lhe pilot may have to postpone operations and hok:I
off. To maintain the st.abiliry of the hel.ioopter. the ship shouk:i maintain course and speed while the
helicopter is on approach and whilst on deck.
5.4 Signalling procedures

6.4.1 Ships' lntomatlonal signals
The ship shou.ld display the sigrials required by Ru.le27(b) of the IMO International Regulations for
Preventiog:ColUsK>ns at Sea (COLREGS). Atte.rnatively, International Code F'lag O ma.y be tlo\vn.
In advanoe of opel"ations in congested waters. as an example, the follO\ving type of safety massage
may be transmitled by voice:
Safety messago - exampl@
(Name of ship}will be engaged in helloopter operations

SECURITE,SECURITE • SECURITE
ALL STATIONS, ALL STATIONS, ALL STATIONS
THIS IS (Name of the ship spokan 3 times). (or call sign of the sWp spoken 3 times). (or MP.1SI of'
the ship spoken 3 times)
In position
·······-·· N/S ···-····· EfW (or in relation toa clearly de.fined geographic point) at ····-···· houre for
approximately··-···- minutes. Please give a wide berth.
OUT
5.4.2. signalsto holleoptor

Vls:ual
The RO is responsib~ for signalling to tha heltOOpter.
Helicopter piklts engagod in ship operatiOnS do not expect tosoo sophisticated hand signals. The
only sigrials necessary are the universally reccgneed 'thumbs up•, 'thumbs down• and a 'wave off".
Tllumba up indteates it is safe to proceed. while thumbs down indicatea that it is not ourr&ntfy safe to Iii
proceed.
A wave off means that it is not safe for the helicopter to land, \\lll)Chingto take place or that there
is an eroorgency which requires the helicopter to leave, FoUowing a wave off, radio oommunioation
behveen the ship and helicopter should bo used to clarify the situation and agree appropriate
ful'ther action.
"""'''•
Flguro 5.1: Wavooff signal
6.4.3 Lossof radfo communications
In a radio ccmmunicationa failum, the following prooedur&should apply:

The helicopter should circle the ship; and
The shclpshould make contact by signalling lamp as follO\vs:
Steady white light - ready to receive helicopter.
Series of short Oashea - reception of netcoprer delayed for no longer than 16 minutes.
Prolonged series of the letter N in Morea code(- ·) indicating reception of tetccpeerdelay&d
for an unspecified period of more than 16 minutes.
6.4.4 Warningsignal
If a helicopter is approaching. the use of a flashing r'ed fight - which is an internationallyund9:rt.tood

warning signal .. will indicate th.at operationsare to stop immediately.The Mlicopt&r should abort the
operation and attempt to oommunicate with the ship to agree what action to take. During daylight
the wave off signal should also be used (see section 6.4.2).
Chapter 6: Operating procedures 73
6 Operating procedures
6.1 Basicoperating procedures

6.1.1 Offtcor of the Watch
When the helicopterarrives,the OOWshould let the helicopteroperatorknow so that the flight plan
can be closed in line with normal aviation precuce,
The COW should maTntain radio contact ,vilh the betcoprer pilot while1he ootioopter is on
deck or win6fllng. The pilotsnbuld be informed 1ilftn00iatelyof any alarm or hazard that arises,
as this may tequJre the hehoopter to abort the missioo and leave the ship.
6.1.2 Dockcrow
The deck crew, ,vhioh should normalty include the RO, should consist of enough poople to fuffil the
requiraments or the op&ration abouL to take place (see sootion 6.1.3). Tho deck crew should be
carefully instructed beforehand.as the noise of the helioopter ,viii makeoralcommunicationsduring
operations in the vicinity difficult.
The move,ments of the deck crew in the general areaof the helicoptershould follow tho guidanoefor
passengersincluded in Appendix0. Personnelshould takegreatcare if ,vorkil\gor moving between
the helicopterand the oollapsedguardrail The deck ormvshould wear brightlycoloured tabarda
and non s.llp shoes or boots.Eye protootion,ear defenders/ea.rprotootionand prot&Otlvehelmetsor
4
other headg&ar should also be worn,securely fastenedwith chin strapsconnected to the helmet. All
c&othing/PPE should 00 secureto avoid the risk of dislodgementor injury.
The RO should carry a port.ableradio,preferably fittedwith a headset and noise cancelling

mlcrcobcne, to m.aintAincommunicationwith the bridga.
If \Vinohlngis to take place,one memberof the deck crew shouldbe appointedas a hook handler.
Hook handler$shoukt wear electricians'strongrubber glovesand rubber soled shoos or boots LO
avoid the dangerof shock fromstatice&ect.rioitywhich may have accumulatedin the hook.
6.1.3 Pre-arrival chocks on tho ship
The RO should ohook all operationalr&qulrementson deck shortly beforetho arrival of the
helicopter(see atso section4.6). Some ships mayrequiraspecialchecks (see Chapter 8). A
checklistwhich may be used is sat out in Appendix0.
The followinggeneralrequimmentsapplyto ships of all typoo:
Equipment
All firefightingand rescue equipmentrelevant to helicopteroperationsas sat out in section 4.7
should be maintained as required by the manufacturer- with hoses run out. prifllOOand fire pumps
runnil'lg - regularly tested toereorethat it is &el'\lioeableandtmmedlatelyavailable.
74 Guide to Helicopter/Ship Operations, Fi~h Edition
Manning
Tho deck crew for landing operations shouk:t include:

The RO who should carry a portable radio, preferably fitted with a headset, and a noise cancefting
mtOrophone for communioating,vith the bridge; and
The deck Ol'G\V with sufficient personool for the intended operation.
The deck crew assigned to the ftrQfighting equipment shoukt wear fire protectiv& suits.
Moasures and chocks - GoneraJ

Before landing or winching operations, the foltowing m93Surea shouk:I b9 taken:
All locse objaots in and adjacentto the operating area are secured or removed and any dry cargo
spillage, ice, or snow is cleared. Spooial care should be taken with lightweight articles:.
AU aerials and standing or running rigging above or near to the ope.rating area should be lowered or
secured:
A pennant or windsockshould be hoisted and properly itluminat&d during night tima, whero it can
be clearly seen by the helicopter pilot;
Where nooassa,y, Lhe deck should be washed Lo avoid dust b9ingraisoo by the downdraught from
the betccceer rotors;
Fire pumps should be running and providing sufficient water pmssure on deck;
Fire hoses should be primod and foam equipment ready, near to bul ctear of the operating area,
aod if possible uPl,vind and with nozzles pointinga\vay frorn the area in case of unlmenticnal
dtscbergec
F.re hose nozzles should be opened and closed to ensure they are not seized folklwing the hoses
being run out and prior to priming:
The ship's rescue boat should be ready for immediate lowering
The correct lighting and signals (including any required special navigation lights) should be
switched on before night operations (soo section 4.6 and figure 4.8);
The deck crew should be ready, and aU passengers: kept clear of the operating area;
A hook handler should be equlpp&d \Vith electricians' strong rubber gloves and rubber soled shoes
to avok:t shooks fromstatio discharge;
AU personnel working oo the deck should be wearing brighttycoloured tabards. oon·sftpshoes
or boots, protective helmets securely fastened with a chin strap and goggles or alternative &f9
protection;
A009sS to and exit from the operating area should be clear: and
The OOW on the bridge should be adviood when the dook is prepared and ready. HovAWGr,
the OOW will also have work to undertake regarding navigation, manoeuvring, reporting,
communicating and mooitoring the helioopter•s approach.
Boforo land Ing- Additionalmeasures

Before landing operations. the following measure.a shou.ld also be taken:
Tho deck crew should be made aware that a landing is to be made;
• Tho RO shoo.Id confinn that the operating erea is free of heavy spray or seas on dock;
• Stanchions and derricks and, if oooa,ssary. side rails should be lowered or romowd;
Rope meSf;ongem should be to hand in case the air cre« wish to secure the helicOl)Ur,
Portable pipe,s/risors should be mmoved and ends blanked off as appropriate; and
AH personnel should be warned to koop clear of rotors and exhausts. This may be affectively
achieved using bellccpter d.ag,"arns indicating danger areas/area.a to avoid (see figure 6.2).
6.1.4 Flrofightlng
ff enough crew members are available. tOO firefighting team should form a d9dicat00 group with no
other 1\9.licopoor operations duties. They should best.anding by, clear ofbuc raaaonabty dose to the
operatingarea. For command and control purposes,lhe fireftghllngteam shou.ld b0 part of the deck
crew. On shipe with small cre,,v numbem. the Arefighting team may be fully integrated with the deck
crew.
TOO &quipment specified in section 4.7 should be readv. Fo.am or ,v1uermooitor noztles shou.ld oot
be pointing at the betccpeer during norm.al operations.
6.1.6 Thooporatlng aroa

In addition to the general pre-arrival checks (see section 6.l.3) the RO should ensure that
Arrv stores. freight or mail to be d0spatohed with the helkx>pter are clear of, but accessib'9to. the
opemtingaraa;
Arty passengers l0avingwithtOO helicopter aresuitabfy briefed and standing clear of, but
aooossible to. the operatingarea (see also the warning in sootion 6.1.7 about emergency
shutdown);and
All documentatioo,including for storeslanded, can be speedily dealt with and returned to Lhe
betccpeer.
6.1.6 Tho hcllooptor

The helicopterwill no11"1'\a.Uy be crewed by one or two pilots and. if winching or carrying an unders.tung
&oad.a winch person. During hovering landing and take off operatio~.tberewill bea high kwel of
Ioreracticn between them. Commun.Cation between tho ship and the helicopter should be avoid&d
during these operationsexoept in an emergency,but the RO shouki b9 in view of and watch ck>s:ely
for any signals that the pilot may make.
6.1.7 Emorgoncy shutdown
The helicopterwill not nonnally shut down on deck except in a hetccpeer emergency.While tM
engines are shutting dov11\, the rotor blades,viii be subjaotto flexingand can present a serious
danger to pereonoet nearby. They should bewamed of this beforehand and should stay well clear of liil.
the blades until the rotors have stopped turning. SJ
Excessive ship tn0veme-nt (change of COul'$O or speed) should be avoided until the aircraft is fully
soour&. After .shutdown, the helicopter pilot will advise the sh.ipof the need to provide and secore
chocks. lashings and tiebacksto prevent movement of the aircrart. The arrangements ror tio·dov,ns
and any additionalsoouringarrangements should be agreed ,vith the helicopterpilot to protect the
ship,the aircraft and the environment.
If there should be an unplanned tetccpeer shutdO\vnin an eme:rgency or from anothercause, the

helicopter operator'and ship management company and any other relevant partiesshould be
infOf'm&dat the sconest practicableopportunity.
6.2 Instructions to helicopter passengers

Passe.ngerstravelling toor from ship by helicopter ral\ge from these who have never previousty
travelled by heticcpter co those, ag, some mal'ine pilot$, for whom travel by helioopterle routine.
Whatever their previousexperience.. all passengers should expect to receive.and comply \vith,
comprehensive guidance and briefings on any transfer by helicopter.
Accident investigations across industry have shownthat failure to follo,,vestablished proo&dures has
boon a recurringfaotorin the causeof accidents.
FamiliarityWTlfllfle 60nduct of.an opt>ration sh6uldnever be 'allowed to reduce oonfpliance

\Vrt.h required procedures.
6.2.1 Passenger pro·fllght brloftng
Before flight. passengersshould be briefOOon the location and use of the following equipment:
Seat belts;
Life jac«ete,whi<:flshould not be removed until instructOO;
Uf<I rafts;
Survival equipment; and
Emergency escape hatches.
6.2.2 Instructions
AO personnel ttavelling to or from a ship by helicoptershould have \Vrth them a valid passport or
other internationallyrecognised identity docurrent, Passengera should be m.ade aware of, and
compfywitt\, too safety instructions in App0nd1xD. The instructions should be displayed in a
prominentposition on board Lhe ship and may b9 oopied and given to passengers,
6.2.3 List of ftoms prohlbltod for carrlago In passongors•baggageor on their person

Figure 6.1 is a non·ex.haust!Velist of items that are prohibited in luggage or by ind1viduals carried by
helicopter.A oopy of this informationthat may be used as a posteris providoo in Appendix 0.
If any of the items are reqolrad for maintenancework or shipboardoperations.the helicopter

operator should ba OOl'lSultedpr.Or re travel.
·- ..,.....
""""'
or11111vklfld
ClltflfUld~
of...,.~..-ci
@
E•as-,•- _, _..
...............
~
(-.CitcllthOMOl'I
@
..
..._ ®
--
Fir_.,
@
.k:t,.odll.-.-
cs.,. .
Fl-l'l'lilltliltjMCI'
@ ®
. @ @ @
....... ...
M ....
;
S ....._
ofll,'Wf'l(n:I
--"
-·;-
Mtt'cutvln
-··- .......
Oil• alld Pllllt'IUlllnd
@
F°lll'10nallll-lc
@
~-Md
~
~li.Ylil
__,i.11•
cs...~ ..........
,_.,
bllMrlM-
·""~·
kllltn.~
@ @
w.tblilUetifWlo
t.1obite telephones/Cell phone$
and sin.art watche-JShoukt be
switched ort p1'10t to boatdw"lg
and retnalnswitche<:Ioffuntll
after di~mbartd"S'.and well
clearof'the aitel'an
Figure 6.1: Prohibltod /toms for carriage by pt1ssongors

6.3 Marinepilot transfer

Guidance in this section addressee ope.rations where the ship operating are.as described in Ohapt&r
4 (landJng or ,vioohing}will be used. If marine pilot transfer ccoraucrs using the bridge wing are
planned. th& guidance in ChaptGr 7 should also be followed.
The potential beneftta to both ship operators and pilotage services of using helicopters to embark
and disembark marine pilots have longbaGn reccgnleed. The ee-vcee offered should be undertaken
by expaienood and professional peescooet whose ope.rations ,viii moot in full the recommendations
in this Guida. But the foUO\ving points should be bome in mind (see also section 6.6):
The transfer of a marine pilot between helk:optar and ship should take place only whoo tho
oondltions set out in the televant sections of this Guide are mat and the helioopt&r pilot and
Master are satisfied that the ttansfer can be conducted safely;
The transfer of marine pilot.a by helicopter has become a routine operation and familiaritv
shoukt not be allovted to compromise safety standards for the helioopter. the pik>t, the ship or its
personool;
The helicopter operator should confirm that it haa enough iosuranoo to oover all possible liabilities
in helicopt«/ship pilot transfer:
• So that a safe and effective rendezvous can be agreed. it is important that auffioient advance
notice of tha intended helicopter/ship pilot transfer is given to all patties concerned;
F'oUowing the reoommended prccedores fol' continuous communications contact, rendezvous
and ship identification is essential for helicopter/ship operations. A helicopter may have to service
several widely seperared shipe during a single flight;
Although ultimate rosponsibility for the safety of the ship and its navigation in pilotage wat9f'S
rests with the Master, the marine pf lot has a direct interest in the choice of time and plaoe for
too transfel' to the ship. The mat'ioo pilot should be party to the agreement reachod between the
Master and the helicopter operator and helicopter pilot before the transfer operation begina.
There may be special ciroumst.anoes affecting the suitability of time or location of a proposed
rendezvous on which the marine pilot may be able to cldvise;
Marine pilot.a shoukt be required to take an approwd course of training in betcoprer fright
procedures, embarkation and disembarkation {including winching} and safety and emergency
drills before undertaking helicopter transfer& and should also comply with the guidance in sootion
6.2. The safety, operational and organisational prooedures and arrangements set out in this
chapter should be fully understood;
When embarking o, disembartdng either by winch or from the landing area, the marine pilot shou.ld
wear proteotive clothing similar to that recommended for the ship's deck crew (see section 6.1.2},
and while in flight a life jacket and lf necessary a survival S'Uit (see Appendix O);
No clothing should be worn that is k>ose or oould become detached or entangled during the
tl'anafer operation;
In ease the mode of trallSportation ls changed. the pilot's Rotation and safety equipment should be
suitable for both helicopter and pilot boat operations:
Auto·inOating coats fol' pilot boat operations should be disabloo in the helKX>pt&I'; and
Safety helmets shoukt allow for tile proper fitting of helicopter headsets;
A memberof the deck craw should be appointed to Mtpand guide the marin.a pilot between the
landing area and the bridge; and
Operations involving helicopter rouctidown on s.l\lpa equipped with helioopt.or landing areas
marked as in aootions 4.1 and 4.3 are preferred by helicopter operators for marine pilot transfers.
Th& advantages ofhel.ioopter transfer of marine pik>ta can ontv b9 fully realised when the s,eMOQ
is reliabkt and capable ofb9ing maintained with almost all ships under all but the most adver&&
weather conditions. While commercial pres&ul'e to see helicoPter/pik>t services operating univ0rsally
\Viii be a consideration in providing helicopter landing areas on ships of most types.. the critical
exarninatlcn of space on board many ships for safe landing, or for facilities for hetlccpter winching
operations.should be undertaken in line with industry guidanoa
6.4 Freighthandlingprocedures
6.4.1 Generalfrolght handling
The ship's Master should ensure that the helicopter operator's procedures for carriage of baggage or
freight are understoodand followOO.
A freight manlf est should be completed, and a oopy provided to the helicopter pilot.
6.4.2 Carrlagoof dangerous

goods
The carriage of dangerous goods by air is regulated under international agreements (IOAO/IATA).
Moredetalls can be obtained from national authorities.
No dangerous goods rnay be loaded onto a helicopter unless approval has been received from the
he,ioopter operator. This is normalty done 24 hours In advanoo of any flight. Dangerous goods must
b9 correcuv la.be.lied
The ship must inform the hercccter opGraLOr of:

The identity of the goods;
Their associated da.nger(s);
Availabifityof Matorial Safoty Data Shoots (MSOS)/Safoty Data Shoots (SDS): and
The ,veigtit and quantity of'the goods.
This information should also be communicated to the helicopter pikit wben the helicopter arrives.
Under exceptional circumstances. dangerous goods may be carried without the 24 hour notification
if the helicopter operator/pilot agrees to this.
6.4.3 carriage of frolght and/or baggago In tho passongor cabin with passongors
Tile helicopter operator may permit the carriage of freight in the cabin with passengers but it must
be stowed and secured with tOOagreem0nt of the airetaft crGW$0 that it win not obstruct any exit
routes. Tha onty item ofpersoMI baggage that should be permitted in the cabin is reading material.
6.5 Helicopter landingand unloading

6.6.1 Landing
TM deck cr8W should rem.:Unclear of the operating area until the helicopter has landed, the
heUcopler pilot has switchedoff the betccprer'eaotJ-coUision lights and given an all clear signal
(usually a thumbs up sigrl) to indicate that it is safe to enterthe area. Person Ml should not approach
the helicopter until a positive signal has been received from the pik>L The RO should be positioll&d
in a conspicuousposition to windward of the landing area and in view of the pilot, ready to exohange
any necessary sigrials.
6.5.2 Dhw,mbarklng
passengersandfreight from the hollcopter
Under the direction of the helioopter crew,the RO should signal the deck cri:m to move in to help
with offloading passengers'baggageand any freigt,t, which should be taken dear of the helicopter
operating area.
If any package appeals suspicious.the RO shouldJoHowthe instructionsiti the Ship Security Plait
After baggageand freight have been offloaded,the helicopter cre\v\vill signal passengers to
disembark unda.r lh9 direction of the RO and oolk3ot their baggage.Tho winch person/cabin
attendant (where carried} should help the RO to oontrol movementsaround the helicopter.The deck
craw should be briefedby tl\e RO on rotor safe headroom restrictions aod, unless advised oLherwise,
keep low by adopting a crouching posture as they approachand &eave the aircraft•simmediate
vicinity.
Safe approach sector cards or sign.ageshould be sent by the helicopter operator to t:h&ship. If there
ls no aircraft specific information. the generic safe approach diagram (soo figtire 6.2. also available
as a posterin Appendix D} shouk:I be foUo,ved. The helioopter pilot should be advisOO by the ship.
before arrival, as to whether s:peclfi:o or generic safety approach infonnationis available.
Personnel sfioufctalways approach or leave the helicopter so they remain in fultview of the
helibOptel' pilot]crew in the approachsectorarid keep IO\V until clear.
Figure 6.2: Rcpll>$Ontatlvo diagram of hoflcoptor sa.fo approa.ch soc tors
6.5.3 Operational safoty

TM following points are essential for safe operations while the helioopter' is on deck:
Eve(yO(le should take groat care wben ul\der the rotor system to prevent any part of thefr body or
long objects from contactingthe rotor system;
AH slings shou.ld 00 removOO fr'om the immediatevicinity of the berccpeer before being emptied,
and the storesstacked well dear of the rotordownwash;
H01K:Opters fitted with fixed Rotation gear should only be boardoo by the rigid steps provided on
the structure for this purpose. Passengers should Mver use tOO unprotooted Roats for a foothok:I
or put any undue load on them:and
Before the helicopter lifts off, the deck crew should move well clear. The RO should check that the
surrounding area is clear before giving the pilot csearance for lift off.
6.6 Helicopter hovering

6.6.1 Winchlngopcra.tJons
When a belicopter carries out a transfer of freight or passengers while hovering over the deck. the
actual transfer is made using a winch operat&d by a winch p&r'$OO.
Whan pasoongers are descending, the hook l\alldler should if necessary steadythem as thay
contact the deck surface. but doos not need to help them any mora When passGongGr$ are to ascend
{and before they start ascending). the hook handktr should ensure that they are wearing the strop
correctly and should steady them as they am lifted off the deck.
The rotor blades of the helicopter usually generate a very powerful static charge, which can cause
serious injury. For that reason, there is usualtv a static lino hanging bektw the winch hook whtOh. when
winching, touches the ship first to disperse the charge.
Care should ahvays be taken to kaep the winch hookkable under control and prevent snagging on
any object or part of the sh.ip. This is especiaJly important in windy conditions.
When winched nets of stores or freight are being handled. the hook handl0r shou.ld steady each load
as it contacts the deck surf ace and then imm&diately disengage it from the hook. Mambett. of the
deck orm.vdo not need to help with this. The hook handler should ensure that freight being returned
to the helicopterls pr0perlv stewed and that the load is oorroc::ttv hooked on and the safety hook
shut.
Only the hook handler should unhook or hook on loads.
A thumbs up sign indicates that the hook has been secured or released from the passengers or load.
The hook shouJd be hand held until it is hoisted clear of the deck.
Freight be:insJreturned to the hencopter should be made up in loads that are not more than the
maximum safe hoist weight as advised by the helicopter OpGtator.
If more than one load l\as been delivered, the etnpty winch nets should be plaoed inside one net to
make up the final hoist from the ship.
The winch hook should navetbe attached to any par't of the ship.
The hook handler shou.ld wear a safety helmet with the chn\_strap secured. eye protootion,
ear defenders/earprotection.irlsulat..in.gglovea and insulated shoes to protect agamst Static
elootncity:
6.6.2 Und-orslung loads
TOO fohowing points should be remembered when dealing with underslungloads::

He.avyloads tnay be carried under a helicopter which has a specially designGdhook. In an
eme~enoy (e.g. an engine failure). the load can if r\GOOssary be released irnmediatety;
The deck crew should remain well clear of the dropping area until the helicopter pilot has rel~ad
the supporting cables. No attempt should be made to receive or steady the load before it is
released, as the heavy StJpporting cables could cause injury;
The shape of soma ul"lderslung loads may cause unexpected aerodynamic effects. The helicopter
operator should be consult&d when a Joad of this type is to be carried:
The cargo net shouk:I be unloaded as quickly M possible. Where multiple loads are delivered, the
drop zone should be cleared after each load in preparation for the next;
To return tha underSlung nets, they should b9 folded and plaood in the smaller ,vinoh nets to be
recovered by the hoist into the helicopter; and
Oare should be taken by the deck crmv to ensure that empty nets and sling strops am cloo.rofthe
landing area and are not permitted to blow into the helioopter•s rotor system.
6.7 Helicopter loadinganddeparture

6.7.1 Loading
pauongors andfreight
Under the diraotion of the herlcccter crew. and on instruction from the RO, the deck cr9'W should load
passengers'baggageand freighL.and the RO wiO provid9 the berccpeer pilot with a manif&&tIeee
sections22.7 and 6.4.1).
The helicopter orewahou1ddirect passengers LO board the helicopter,sit down and fastentheir
s&atbQlts. They should check passenger numbersag.ajnst the manifest before securing the cabin
door. The helicopter crew will brief passengers before the helicopter departs.
6.7.2 Takoolf
TOO helicopter pilot shou.ld ttansmit the details crehe operational flight plan to the ship'&OOW whila
on deck. The message should as far as possible oont.ain tM followinginformation:
Call signor flight number;
Route and final destination;
Flight time;
Altitude/Right level for initial cruise;
Number of people on board;
EnduraOOG in hours and minutes.
• Weightofbags/freightand
• Weight of fuel.
These details should be recorded by the OOW,read back to the pilot. and retained for throe months.
Onoe th& helioopter operations area is cleared of all pereconet and it is safe to depart, the RO should
give a thumbs up sigl\al, ,vhich the pilot should acknowledge.
Before taking off. the pilot will call (transmit) •Lifting•. After thlS call, the ship should maintain radio
contact with the helicopter, recording any ()0$ition reports until they have been inforfl"\00 that the
radio watch. has boon taken by another authority.
The operational flight plan details are part of a requirement to establish. the oonfiguration and
loading details of the betcopter in the unlikely went of an inctdent/aooidenL (They are not routinely
requirOO to be forwarded to the herlcccter operator.)
6.7.3 Dopartlng
tmmoo~taly after take off(or when departing after hoisting), the pilot will transmit a departure
tness.ageconsistingor the following:
Call sign or flight number;
Departure point;
Time of take off;
Initial track to base: and
Initial on routecruising height/altitude.
The OOWshould immediately forward the&edetalls to too helicopter operator {or nominated
contact).
Chapter 7: Bridge wing operations for marine pilot transfer 87
7 Bridge wing operations

for marine pilot transfer
7.1 General
TOO brkige wing will never be the kleal location for a \Vinching area. but there may be oiroumstances
where there is no practical alternative. Who.re this is the case, a thorough risk assessmoot of the
operation should be conducted.Only if the results are acceptable to, and approved by, both the
ship'a Master and the Mlicopter operatorshould hoistil\g toor from the bridge wing be oonsiderOO.
Th.is chapter contains advice to support a risk assessment for the transfer by helicopter hoist
of marine pllots toor from the bridge wing of ships where the size of the ope,ratil\g area rules out
the applioatior1 of existinglCS guidanoeandthe ICAO standards (see also section 22.1}. The
aseeserreoe applies both to the helicopter and ship elements of bridge wing operations. TOO
dsk asseasment is generic and doos not make any assumptions about any specific nation.at
raquirQments.. helicopter operator. type of helicopter, shipping company or ship.
Bridge ,vingwinohingracommendationa in this publ.ioation apply to any perSOf\ winched toor from
a ship's bridge wing althougl\ it is recognised that this operation is most ofien associat&d ,vith the
transf M of marine pi lots.
The reoommondat.ions reflect both operational and regulatory r&quiretnents of the aviation as well
as the shipping indust.ry. Bearing in mind the specific tec'Vioal issues discussed hero. shipownera
should oonsider using appropriate expertise from the aviation industry to l\efp develop individual risk
assessment documents.
Threats and controls based on establisood risk eeeeeerneru methodology are discus.s&d in this
chapter as well as in Appendix: F (Model Risk Assessment Matrix). Control measures recommended
in sectiona 7.4.2 to 7.4.10 have boon h.ighlighted in blue boxes to distinguish them from supporting
guldance.
The bridge wing should be used for the transfer of marine pilots onJy if no other safe aod suitable
alternative exists, and appropriate mitigation - in proo&dures and equipment - is put into plaoo.
The risk assessment advice in this Guide does not eliminate the need for shipowners and helicopter
operators to carry out individual risk assessments to find out whether thi:s type of operation can
moot the standards specified in their SM&
7.2 Background
In some locations it has become increasingly convenient to transfer marine pilots by helicopter
rather than by boat and until rOOGintty marine pik>t transfer has been undertaken by lar)ding a
helicopter on or windling to or from the daek. But the abiJity to provide a safe landing area on th()
dook has ro somo oases reduoed, and has also affected the ability to provideoompliant windlitl!f
areas. Ie. it llas become more difficult to provide the 6m cjear zone, flat and c&aar of a11 obstructions.
with a manoeuvring area (oontaining obstacles no higher than 3m or 6m as appropriate, SQ9 figure
4.4) of twice the size or tho operating bellccpter; as specified in this Guide and the ICAO Standatds
Annex 14 Volume II - Heliports.
2 lnth~SQXIOll,ttlo~l'Kll;t'(lng)·•ur.:Kltodo:nototholwttcoptarp~otthoopor.1uon~~·.,.'horlnifortingtotho¥1MOl'lthe
,1'111). -
Over tima.11ght twin engine helicopterswith a gross weight of leoas than 3.176kghave become more
sophisticatedand powerful. They can now be certificated for flight in instrument conditions.fitted
with a hoist to the lateststandards. and can remain in the hover foUov,ing an engine failure".TOO
size of this group of halicopt0r'a4is just over half that of'the S61N - the helicopter used in the past as
the basis for the model fO( h&ficopter/sh.ipgu.idance.Such helicopterscan aod have been used to
transfer marina pilots directly to a ship'sbridge wing or an adjacent area hence avok:ling the need to
operate toa patentialtycompromisedd90k area
Operations to ships that can provide a helioopter operating area mooting the dimensions contained
in the I CS Gulde or tcAOAnnex 14 are not considered in any rocre detail hero. nor are the various
operationscarried out on different ship typoo:. e.g. vapouremission control from tankers. The
bridge wing winching risk asseasment is confinedonly to situations where there is no alternative to
conductinghoisting operations to bridge wingsS-.
Thoe following S&Ctionsrefer to the ship'stemplate..Becauseof challenges with operationsto the

bridge wing. it is importantfor the pilot to pre-briefthe helicoptercrew and marine pi Jot on the
hoistingk>oation,obstacles,surroundings,and any other factors that may cause ptoblema.For this
reason, it ie essentialthat the ship prepares a document containing this inform.ationand sends it
to the helicopteroperatorin advance.The documentshould contain a picture or diagr.ammatic
representationof the Wtnohingareaon the bridge,ving. The diagram in figure7.1 could be used, if
suitably annotatOOand scaled.
It i& usual for the helicopter pilot to sit on the right hand (starboard) side of the helicopter;In otd&r
therefore to provide the helicopter pilot with clear sigh~bridge wingwi.nct,ing Opeta.tiona should use
the port side bridge wing.
3 Tho ecttlfio.:lllon dholstil'Mit.lll~llont al'ICIthopr0\4St0tlofg:ior,hs to l)Offl'llt tN l'dooptor pilot to OllbJ.uoa.no a!ISU'Opo<',\IMtot tho
maln1«1anooofi:hohaYC1tfolCIWiiga,, C1"9n;if~lurCLtoqulroch,honOoVl"(Wlgpa-,gor,. Is llrlcr.,1'1aaHlll'l'\al'I£uoma!O:qo (H£¢) Ol.w; 0.
4 Thos.ohGlloocxcir'llincllldo.bUlaronotlimlt.oc:lto.1hoAU).MOQ02.£0'36and~
15 ThisdoQII not ~ tho uN ot a risk a~1In slt!Atlon:; wtvir-o a &mcloarlOl'IOtor..incNngllitlCl l)(Mlliblo,for Ollllmplowh«t:a 3m
Wlde~Of othi:ir simQr,iJlod sp:ioeon thodcdco.1n bo matto11Ylll!.iblo.
..------~! \_ ~
~1
0
0 6 10 15
SoaloinmotTOi!i I I I I I I 11 I I I I I 11 I
F7r:luro7.1: Bridge winglayout
7.3 Bridgewings
Figur0s 7.2 and 72 illustrate the difficulty of providing a \vinohiog area on the dook of some chemical
tank()($ and containerships. On tOOS:e and some other ship types it may be bettor for the pilot to be
hoist&d to and from the bridge wing and/or 'monkey island' - the area above tho bridge.
Bridge wings are ax tensions of the bridge providing a gangy,ay extending as far out as the side of the
t.hip on each sida and out to d'9t.anoes of sometimes mora than 16m. which couk:t provide space for
hoisting operations (see figuroo: 1E, to 7.7).
Bridge ,vings./tn0nkey islands have not traditionalty been deelgned for helicopter operations. It is
therefore likely that ship's equipment is per'manently k>oated there.and rails may b9 open and/Or
supportod by stanchions. AU of tllese are potential snaggingh.uards.
tf deck cargo is loaded to a similar hei~t to the bridge ,ving (consistent with SOLAS requirements}.
wiOO turbuten0e will often be reduced, which in turn can assist a bridge ,vingwinching operation.
Figure 1.2: Chomka.Itankor /llustr;J.t/ng

/tack of clear dock .trct.a..s duo to $tructuros
Figure 1.3: Container ship fllustratlng la.ck of clear dock areas duo to dock cargo
Flguro7.4:HelJc.opcorpositioning
on port side brldgowing
..
Jia
Figure 7.5:Pilot arriving on port.sldo brldgo wing

Flgurt>7.6:Hoisting, port &idobridgo wing
Figure l7: Winchingarea above bridge wing

7.4 Threats andcontrols

7.4.1 Throatsandgeneralmitigating elements
Figure,s 7.4 to 7.7 show that operations to or from bridge wings present both threats and
opportunitt&S.
General lhrears:
Proximityof operations to the ship'scommand eeotre;
Possible lack of firefighting foam at bridge winglevols;
Variable size and form of bridge ,ving areas;
Elevation above sea level magnifies any ship movement that oould cause obstacl9s to move into
the operating area;
Proximity to hot gases and other emissions from funnel:
Tho bridge wing may be designed to deflect air curl'ent/wlnd upward, producing a marked I~
effect;
Risk from aGria.la and other fittings including nearby antennae:
Limited visual cues:;
Minimal space for nigt,t operations lighting: and
Danger to ship's personnel of static discharge.
General rn,r.igat,ng elements:

Clear air;
Reduction in air turbuLenc::«
Little risk of salt spray;
Reducedon task time (as access is quick and simple);
Reduction oft.ail rotor strike risk;
Reduction of risk to deck orew;
Obstaol9s are only situated on the inboatd side of tho helicopter (and so can au b9 seen by the
pilot and hoist cperarcr); and
Oonvenlent location for Master and marina pilot.
As the list of mitigatingelemanta shownabove are general baneftta for operations to the bridge
wing, only threats and risk reduction and mitigation for individualelemanta of the operationare
discussed in the sub-sections below. More detail oan be found in the Model Risk Assessment Matrix
in AppendixF.
7.4.2 Proximity of operation• to commandcontraof ship

Too bridge wing ex tens.ion is not usually an integral part of the ship's structure and is designed
only to support its own weight, so impact by a helicopter is liketv to cause extensive damage to, or
destructionof. the brictgG,ving.A hetccpter crashing onto the bridge deck is potentially cataatrophic
because tha l'eisulting explosior'\/ftre/n)lease of high·speed debl'is wouJd affect tho bridge as \VOIJ as
tho accommodation block, putting the livoo of person Ml at gr Mt risk. For that reason, engioo failure
accountability is an essenuat requin)ment for the helicopter;
The following guidance sets a framewortc for limitatioiWmitigation ,vhioh should reduce Lhe
probability of a catastrophe from collision ,Yllh obstacles to an acceptable level
Control: Tho holiooptor operator should ensure that HEC Class D requirements ar&oomplied
with Md that performance oab.dations,. incorporating engine failure aooountabi.lity.are made
in line with the graphs in the hellooptar flight manual as apecified in the operations manual or
the heucopteeoperaror.
On tankers. fir&fightingresouroes, fixed foam monitors etc. arB located maintyon the main deck.
On some ship types., the foarn firaflghting provision for herlcccters may be achieved with portable
resources and many ships will have aooess to foam appl.ioatora, hoses and drums of foam which
could be located at the br'idge level.
I Control: F'or bridgB wing operations, appropriate fitafighting measures should be in place and
should include foam.
The brk:l_ge v,ing should be used for transfer of marine pilots on.ly if no other safe and au it able
aJt«native exists, and if appropriate mitigating procedures and equipment aro put into place. F'or
rnany ahips this will already be th&oase. but there are concerns that some ships may carrv out
bridge ,'ling operations when a safer altarnative is avaUabla or ,vhere mitigating prooedums are not
appliod.
7.4.3 Variedslzoand form of brldgowing winchingaroa

As there is noat.andard size and fonn of bridge v,ing areas, each ooeahould be individually risk
assessed before operations can be author'ised Hazards may be caused by thG limited size of the
bridge wing area when there are obstacles close to the bridge wing clear zone.
Three main l\azards are associated withcbstacles on the bridge wing:

Risk associated with aerials and structures such as bridgG wing awnings and equipment including
oontrol boxas and gvrc repeater pedestels:
Snagging of the winch cable or the marine pilot's clothing/equipment; and
Risk of injury to the marine pilot on oollision with an obstacle.
Since bridge wing operaUOns are onty C0"'9ider&d when there is no alternative. extra measures to
create a ralativ&ly safe environment, e.g, moving ~rials. using hinged t)quipment, blocking in rails.
etc. shouJd be taken.
Some ships. aod particularly some ccetaleerahlpe. have been constructed LO make bric:tg.o wing
cperadcns easier by having equipment positioned on the starboard bridge wing. leavil\g a clear
zone on tho port sida Even for these ships a dsk assessmentis requirOO,and any eqclpment °'
con:struotionthat oould cause snagging should be removed or covered
Control Snaggjog hazards in the vicinity of the bridge wingcJ&ar zone should be removed or
olhetwise neutralised.
Control The ship's template should oontain a photograph or drawing like the one in ftgure 7.1
showing the size and form of the btidge wingaOO indicating obstacles that might present a
snagging hazard.
7.4.4 ElovatlonaboveseaJovel
Elevation above sea 19vel reduces the helicopter pilot's ref&l'ence and magnifies ship rocvemem.
There are two main issues to be considered:
I. The difficulty of maintaining station over a reduoed d9ar zone; and
2. The movement of lhe ship bringing obstacl9s into tho area of operation.
Sinoe the hoisting operation is conducted with the winching area and au obstacles on one side of
the helicoptet(see figure 7.8), and because of the reduced visual oue environment, it is important
that the helicopter pilot and winch operator are on the same side of the helicopter sharing the same
uninterrupted view (allhougt, the w;nohoperatorwill have a better view than the pilot).
Contto~ The herlcopter pilot and winch operator should whenever possible both operate from
the same side of the heucopter. le. tha side of the belicopter on which the bridge wing and
obstacles are located.
7.4.5 Weather and sea condition&
Spo,od1 wind and crosswind limitations
Everyone involvOO in carrying out the risk assessment shoukt be aware that Right manuals require
speed, wind and crosswind limitations to be observed for hoistif\g operations. This is criticany
important because the combination of a crosswind component and Qxoessive roll rate could take a
specific helicopter out of safe operating limits.
Boca use bridge, wing operations are restricted in the direction and orientation of the hellccpter to
the \vi oohing area (see figure 7.8), the ship's course, spe,e,d and the relative wind become critioaJ
faetors in the helicopter's ability to operate safety, Ie. lhere will be some conditions that ,viiimaka
hoist operations unsafe unless the ship is orientated in a certain direction relative to the ,vind.
Contro~ The ship should be aware that. in some wind conditions, operations to a specific
area might not be possible and a ohangoof cocrse may be neockK:I to bring the area back into
operational use.
Ship movoment
Ona risk resulting from excessive ship motions. inotuding heave or roll, is that the lleficopter could
strike an obstacle. either below or to the starboard side of the herccpeer.Another is that the marine
piSOt could be injured duringk>v1ering or lifting if th& reduced wioohingama is missed, La becacee
of the lack of space available on the bridg0 wing. These riska should be minimjsad/mitigated by
applyiog, aod keeping to. the movement limits discussed below.
Booause of the critical nature of movement at the bridga wing area, accuratelymeasuring theship•s
movement could be beneficial. A package of accetercmeters with associated hardware/&Ofhvare is
used on most mobile inst.allatio~h.ips operating in tho offshore oil industry. This equipment can
provide not only real time output but also an averaged figure over an operational wlndow so that
the probability of completing the task wi thin it can be predicted. For ships undertaking frequent
helicopter bridgewlng operations, a similar package of hardwarG/softwaJ"O is rooommended (see
section 4.2.3).
UmIts of oporablllty
Angular movement of the ship must be converted to linear displacement at the bridge ,ving levat to
assess whether obstacles will penetrate the helicopter manoeuvring zone. As this zooe depends on
the helicopter's size, it ,viii not be possible to set absolute limits of operability for the ship. only for the
helicopter. It ls important not only that critical cbstactea are identified on tha ship's template, but also
that the upp0r h'3ight limit on lh9 brid_g'3 v,ing is stated so that linear displaooment of these critical
obstacles can be mapped and limits set (see a partially annotated d'3.gram with pen.et.ration limits
marked for the EC166 helicopter type in ftgure 7.8).
Control: Ships' operational t&mplates should coritail"I an annotated diagram indicating

significant obstacles and theil' distanoe frorn the oontr&or the ,vioohing clear zooo. Thisoould
be achieved by having a series of concentric clrcl0S a.round the oentre or the zone. The height
or the bridge wing should be indlCatad.
It may be appropriate to flt an electronic means of measuring the pitch/roll/heave motions at the
bridge ,ving location (see sootion 4.2.3).
I Control: Ships lhatconduot

recording devices.
HcavellmJts
brkfg'3 wing opGrations should oonsider fitting etectrcnlc motion
Two rieka result from excessive heave:
1. Striking obstacles belov, the helicopter. the bridge wing itself or any obstacle of a height up to3m
in the manoeuvringarea:and
2. Injury to the marina pilot if the deck rises while the pilot is being lowered.
Because of the reduoed size of Lhe winching area and th& reduction of visu.al cues as a result of the
height of tho bridge ,vingabove the dock, il is recommendedthat the operating height is based on
tho visual onvkonmont and the v1idth of tha clear zon,a In a redUOOO visual cue environment and
narroi.v cl9ar zone, the operatin.g height oould be on.Jy 4m. bul where there are good visual cues and
a 6m wide cjear zone, th9 operating height migtit bo inoraasad to 8-10m. The heave limit should be
based on a ve.rtioal clearance from obstacles of2m at the top of the heave cycle, and on a heave rate
that would not cause injury to the matine pilot during the lift.
Contro~ The operational height should be based on the visual cue environment and the
width of LOO clear zone. The heave llmit should ba based on the operational heigtlt. a vertical
c'9aranoo from obstaclea of 2m at the top of the heave cvele. and a heave rate thal wou.ld noL
cause injur)' to tho marine pilot.
Roll limits
As with heave, there are two risks:.
l. Obstacles moving towardsthe helicopter: and

2. Injury to the marine pilot caused by lowering outboard of the bridge wing.
The limit of operation should be the sm.aller of either the angle of roll converted to a linear distance
at the bridge wing that preserves the margln of 0.6RO {rotor diameter) between the rotor disc and
the closest obstaolo (i.e. mooting tOOaim of clearance from obstactee of20 in the manoeuvring
zone), or Lhea(lgle of roll which allows the marlne pilot to be landed in the clear zeoe.
Tberewill be an optirnum lateral position for hoisting which should reflect the baJanoe of the amount
of space in the clGar zone and the distance to the nearest significant obstacle. In figura 7.8. the
clear zone ia at the end of the bridge wing. While this doea maximise tile distance to the nearest
significant obstacle (about Sm to tho edge of tho no penetration matlOOuvringzone, permitting a
rc:,U otl~ to port with the EC166 bellcopter type, shewn for' demonstration pu.rposes).a roll of 10° to
starboard ,vouk:I position th9 marine pilot 6m off the end of the bridge wing. These factors should be
considered whon the helicopter operatorsets the limit of operation for the specific ship/helicopter
combination.
Controt The rolJ limit should be the smaller' of either tho angle that preserves a margin of
0.6RD betwoon the naamat.signifioant obstacles and the heltOOpter rotor dtsc. or the angje lhat
per'mits the marine pilot to be landed in the clo.ar zone,
Control: If an accurateelectronic motion recording device is not fttted, the basis of
meascrement of the ship'smovement should be stated on the ship's template. If accurate
measurement ia not considered pos.aible. a reduotioo in the roll limlt based on the helicopte,
operator's assessment of the risk should be applied.
Pitch limits
One risk associated wlth pitch is injury to thG marine pilot. Because of this,. the limit of pitch should
be 2.6 x the width of thov,inching area (bridge wing} or 6m, which.ever is tho lesser. Because of the
longer lever arm. it is likely that the piJot will be able LO follow any fore and aft movement of the bridge
wing.
I Control: The pitch limit should be the smaUerofeitMI' the angle that produces a linear
distance of no more than 2.6 x the width of the winching area or Sm Iseeeecdon 4.2.3).
Shipr..aino
°'""""' ~•sn CIA82 ...,..,
v,.~,~
3.2m
Comp.any n.ur,o C:inhusian \\~,~

MMSSNo. 123466199 2.06m
Shipping lino width
~:otcmp\:ito BaMn 16f'!t: Contt0I bo>'.o11 ioa,ulXI

l8M.,y20Zl CbsOGt3m obs~o from sito
oompilcld next to thiO <ic.v :ono
Max. $hip hcigtlt

'"""' Close5t 6m oblit:ido !Tomsito 'll'hodhousoo
Max9Who~lu .....,, Typooflighl:ing

Baiam lghr located :it tho port
cdgo of tho bridgoo vrn"8(drocuxl
down....a1tb1)
Araom;ao tlOl droatt,, lit.

Comrruoio;a.don,
""'"""' Signifio:i111tobs-t:iolos le
't/hcidhousoodock lit by~ligtll
W#lchiig
""'""""
P.S 0ridgo wirlg: Ho:tYOlmit ,a..,,. Pi:otllmit ... . Rolllimit .....
Notos
'o\'hchf'lg cl~ mno3.2mx 2.0m
0 • .. •
-·- 1 •••• 1 ... ,1 .... 1
Movomont c( sigriifl=c obs~lo
-·
i.antcima) Into holioopte,, m¥1oouvring
Oompus blnn11di:ion lflbo.ud sido of

winohi~ okW' l'OOQ.
Figure 7.8:Example of a partially annotatedt•mp/a.tc using an EC15ShcllcoPtorsc.:a/ed

mod<;/
7.4.6 Proximity to hotgasesand other omlS&lons

from the funnel
Tho wthaust from the funool could reduce visibility and performanoe. increase turbulence and the
potential for engine surge or flame out, any one of which oould cause tha retccpeer to lose control.
TM presence of these hazards is not alweve immediatelyobviousto the pilot when approachingtho
ship, especially at night.
The ship should be on a OOUt$0 that takl)S the exhaust away fi'Ot'n thG bridge wing area when
operationsare about to take place. A change of speed by tM ship may affect the exhaust,and
smoke or soot partides may be generated.For tl\at reason. once a steady course and constant
speed haw been set, neither should be changed unless agreed between the ship and the helicopter
pUot.
Control: The ship's remptate should have thG location and height of the funnel marked
Control: Once the ship's oours:e and a constant spood for operations, avoiding ffighl into
the funnel exhaust, have been agreed. they should not be changed without agraemoot from
tho neucccter pik>t. If, because of traffic l'Out~ng otothel' navigational oonstl'aints, a ccorso
change may be l'equired in the cperaronat window, an alternative window should be set.
An alteration of ship'scourse and/Or speed is an unlikely event as marioo pilot transfer to the bl'tdge
,vingisa task that is usualtv oomplat.ed very quickly (in a minute OI' tw0).So if ship manoeuvring is to
occcr in a cask ,vindow (typicalty four m il"lu tesj, an altel'na.tive ,vindo\v may need to be &al Th.is should
beaddressed in the helioopteiroperator'sand the ship's SOPa.
7.4.7 Night-rations
Nigtlt operations present th.a extra challengea of a reduced visual cue environment and clearance
from obstacles, Operations should not be considered or authorised unless tho operational area is
well lit and rekwant obstacles are marked and lit but without danli.ng the helicopter crew member,
the pilot and the bridge personret
Control: The ship's tetnplata should indicate that lighting is present. including floodlightil\g of
the wioohing area and lighting of any obstaclee that are above 3m. NotaU obstacles Medto
be illuminated, provided that th0 nearest obstae'9 abov&3m is marked and lit. as well as the
dominant obstacle if significantly higher.
Onoe on station and hovering using the available visual cues. the helicopter pilot will not immediately
notice any d'lange or cours&. As th.a helicopter's performance and/or limitations are based on the
telative ,vind direction, any change of ccerse could have serious implications.
I Control: Once the ship's ccwee for operations has been agreed, it should not be changed
,vithouLagreemen.t from lhe helicopter pik>t.
Safa night hoisting reqclrae high 19vels of appropr'iate training and rooent experience. In tho case of
bridge wing OPQrat.ions,this is important because of tha rOOucedvisual cue environmGnt, Le, the fact
that there is no structure ah&.ad of the pilot tl\at \VOUkt normalty jyVe the pilot most visual coes, and
the limited visual cues to the pilot'e side.
Contro~ The herlccpeer operator should have a documooted system of ttaining and
qualification and should have evidence of rooent night cpeeatlon experlence for the air crew.
Control: The helicopter operator should consider applyi~ operational limits for nigt,t
operations that are no more than 0.6 time,s the Umit.sestabfished fo.-daytight opetatioM.
7.4.8 Ship/helicoptercommunication
Communication between sh.ip, Mlicopter and nellccpter base/port authorities is an essential factor'
in deckti.ng the suooa,ss of a bridge wing transfer ope,ration. Although the language for international
t.hippingand aviation is Engfit.h, difficultiet. In communication can sometimes ooour.
Communication is conducted in two parts:
l. Transmltting data about the ship, its location and details about the operational area; and
2. The two-way radk> contact when the helicoptef is en route, on taSk or returning to basa
The qualily of ship's data can be improved and unnecessary oommunication eliminated through the
use of basic proforma documents. It is reoommended that use is made of a ship's template for bridge
\ving operations which iooludes details about the ship. radio frequenciea and raciliti&s. together with
a picture of the ship for identification and a suitably annotated plan of the Opet'ational area (see
Appendix F - which includes a template for bridge wing winching ope.-arions).
Documents should b9 excfl.anged well befote the opG,ration is scheduled to b9gjn. Where lhe initial
point of oootact is the port authority 'Port Control' structure, it should ensura that the data ispa.ss<K:I
to the oor,ooptt'.H'openuor well in advance of departure. Whethef the oolioopterope,rator accepts the
task should depend on the data being appropriate. Disoussion of the aotual content or the operational
limitations should nOO"l\ally be oonduct.00 only up to the time that the hefioopter is scheduled to depart.
Control: Ship's data should be entered on a ship•s template and transmitted to the helioopter
operator 0lectronically before the operation i9 scheduled to begin. Where there are
int&rmoctiate parties.. they should ensure documents are sent in good time to the helicopter
operator.
Radio oommunlcation bel\veen the ship and helicopter in English or another pre-agreed language is
essential for safe conduct of the task. tf tadio communication i$ not Po9Sible. lhe task should not be
undertaken.
Control: The inability of shlpand henccpter to cotnmunicate on the radio in English or another
pre-agreed language means the t.aak should not go ahead.
Control: Communication should be oonducted using the standard message formats (see
Appendix B).
7.4.9 Briefingof ship'scrow

Because of the limit&d space aV"ailabkt for bridge wing operationa. the marine pilot has to be lowered
onto a r&lativety small area, unlike deck hoisting operations. The prl)Sence of the deck crew may be
requested at the clear zone to avoid snagging the line. to help the marine pilot on or off the ship, or to
hold their personal effoots, etc.
To avoid deck Ot'e\V member& themselves beooming a hazard. it is essential that they are briefed
before the op0ration begjos. tf thero is any doubt about where the deck crBvl is to be boatedand
\vha.tthe deck crow ere expected to do, the Mastershould check with tha heltOOpter operator before
the helicopter leaves ite base or should discuss it with the halicopter pilot before arrival on station.
Control: The deck crew must be briefed on their duties ahead of the helioopt&r'e arrival. Before
the helicopter starts l.h& lift, the dutiea of l.he deck crev, near to the clear tol\O ahould be
confirn't0d.
In most atmospheric conditiol\S, the rotor blades of the helicopter generate a very powerful static
charge which, if not dispersed through contact between the cable and tMahip, can cause serious
injury. For tbat reason. there is usually a static line attached and hangingbelow the winch hook. This
line is long eoough ro touch the ship first when the marine pilot ls being lowered in a sling.
Contro~Before the hoist operation begfl\S, the deck craw shouJd be briefed and reminded
of the dangers of atatic disohargE'ls from too,vinoh cable. A member of the deck crew should
observe the gr0ul'ldi.ngof the cable or static line before the cable/harness is captured and
offered LO the marine pik>L, or befom helping the marine pilot arriving at th& winch area.
Control: The ship must have firataid available so that it can immediaLety be given to a deck
crew member' in the case of static shook.
TOO static charge discussed above is made worse in the following oonditions:
Snow shO\vers with a temperature between +~ and ~lCfC:
Storm activity recortedor observed n&arby - in a radius offiw nautical mites; and
Lightning activity reported or observed nearby - in a radius of ten nautical miles.
Control: The helioopteroperator must have procedures in their operations manual that
indicate to the hetcopter pilot the conditiona under which the hoist operations should not be
started
7.4.10 Brldgo wing winching oloar zono markings
This Guide does not specify the minimum size for any individual ,vinohing area, though the clear zone
,viii usually be le$$ than the 6m circle specified here fOf' normal operations. This is a matter for the
helicopter operator and ahip to decide.
Figures 7.4 to 7.7 show that the dear zone of any bric:tg.o wing area is unlikely to b9 a circle. It will
more probably 00 a reotangj9. greater in width than in length. This may not be an issue because. as
discussed above, the rate of movement of tho ship win be greater in roll than in pitch, and it is in roil
,vherathe greatest risks lie.
TOO clear ZOl'IO tieeds to be marked.and where the width or the bridge ,ving is &9ss than 6m. it is
recommended that a rectangular clear zone. ideally 6m long. is marked in yellow with a nco-snc
surface. The width of the matkingwill depend on the bridge wing itself.
I Control: The physical dimensions and shape of the clear zone should be sent to the helicopter
operator usi~ the ship's template.
Chapter 8: Requirements specific to different ship types 107
8 Requirements specific
to different ship types
More requirements for individual types of ship can be found in the Shipboard Safety Checklist (see
Appendix 0).
8.1 Tankers
8.1.1 OJI tankers
Despite the hazardous natu.reoftheir oargo. oil tankers are normalty sujtableships for helkx>pter
operations because of tho largo area of deck space that is comparatively froo ftof'n obstructions.
Correct vapour emission oontf'Of procedures backed up by adequate safety precauuona reduce the
associated risks to an ALARP level.
larger tankers are arnong the few commercial ships able to provide a landing area for the largest
heliooptEH'S in normal marine service, and they will often be able to provid& a winching area on the
opposite side of the ship as ,vell as a landing area. The preferred mode of operation is al\vaya to land
the helicopter on a landing area, as it is a quicker and much Jess hazardous operation than ,vinohing
and puts both ship and helicopter at risk for the shortest time.
The deck spaoe on small tankers is often obstructed and rnano&uvring areas are rootricted by
derrick cceee. cranes, masts.gas risers, pipelines. etc, But ships that have space suitable for routine
operations should provide the relQvant deck markings for landing or winching area faciUtiea.
8.1.2 Chomk>al/parcol
tankors
Because of their spoo:ial oonstruotion, many chemical/parool tankers are not suitable for routine
helicopter operations.. External deck stiffeoors:, as ,vell as independent deck tanks and a large
number of cargc lines. air pipes and vantilators.. often leave no clear space available for a landing
or v,inching area In this case, helicopter operations should only be carried out in exooptional
circumstances or wnen special arrangements can be made, such as bridge wing operations (see
Chapter7).
8.1.3 Vapour
dispersal
When space permits, helicopter operations should preferabtv be conducted oner above tankers'
main decks. lfthe precautions rooommended in the sections below are follcr.ved, any hazards
associated with helicopter/tanker operations will be reduoed significantly.
Investigations have shown that:

A hetccpeer when hovering produoes such a strong downdraught that any vapour on deck ,viii be
dispel'S<>d rapktly: and
If the rotor is not steeped when a helicopter lands on the main deck. there will be enough turbulent
air flo-.v around the landing area to dispetse any vapour/air mixture before it reaches the helioopter.
Flguro 8.1: 01/ tank or with port a.nd starboard landing a.rca.s
8.1.4 Vapouromission control

If a tanker is not 'gas free' when at sea it is standard practice for au cargo tanks to be oompletely
secured The only poasible sou roe of vapour should 00 that relea&Od from proasura/vaouum (P/V)
valves or from minor leaks from glands or tank aper'tUre packing.In any rerccpeer operations,this
vapour will be dispersed by wind across tha ship'sdeck and by the downdraught from the retccpeer.
Tank vapour pressures should 00 maintained well beklv, Lile setting of relief valves to minimise the
risk of inadvertent vapour release during helicopter operations.
When this has been dona. there should not be enough vapour generated from the cargo space to
cause the PN valves to lift and it can be safely assumed that the valves ,viii remain closed. Even if the
valvea were to 00 defective or if tho vapour were to escape from leaking seals, the vapour should be
under low pre,ssum and disper&9 rapidly.
All tank lids and other openings should also be closed and secured to restrict the affects of any
accident to the upper deck. This applies particularty to gas free ships which often have tank lids
open.
8.1.6 Safety
In normal circumstanoos in haliooptar/ship operations, a helioopter'soogjne,s will never be stopped.

But ifit is neoessary to stop the rotor in an emargoooy tMn th9 helicopter pilot should firstawitoh
off the engines and all electrical pcwer. Oooa th& rotor has been stcpceo. a flarnmablG atmosphere
may accumulate,vhen the effectof tho rotor downdraughtis loot. Permission to restart engjMS or to
switch on electrical powarshould only be given by the ship's Master to the helicopter pilot after:
The atmospherearound the betccprerhas been tested for flammable gas; and
The RO in charge of the deck crew has oonfirmed that in all other reececee it is safe to restart.
On tankers (and other ships when appropriate),the RO and dook crewshould carry personal gas
d9tectorsto give them immodiate warning should Rammablevapoul'Sbe detected in the ope.rail~
area
The ship should if possible be manoeuvred so that the helicopter is to windward of potential vapour
sou roes.
8.1.6 Fn1oboard
The froeboard of loaded tank et'$ is gooeraJly less than that of other ships of similar size. Sea spmy
and water will awoo.p ov0r the main deck at a lower wind speed and sea state than for most other
typas of ship and this may limit the ship MastGf"'s scope ror heading the ship in the optimum direction
for helicopter operations. Helicopter piJote shou.ld be aware of this as one of the constra.inte that may
limit the heading of a smaller tanker.
8.2 Bulkcarriers and combinationcarriers

8.2.1 Gen<>ral
Asa result of the design of bulk carriers, the helicopter operating areas are usually located on the
hatch covers. It is essential that these hatch covers can sustain the. landing weight of the type of
helicopter involved in the oparation. TOO load bearing capability of hatch covers for the heaviest
heUcopLers intended to land should be establlShed and verified by the ship's Class Soctety (soo
s<>Otion 4.1.6).
It is unlikely that $YOO large shipe wilJ be able LO provide a very large. landing area because theelaar
zone should be wholly located on the hatch cover and not overlap onto the deck areas each side.
SOf"n9 bulk carriers will be able to provide landing areas suitable for the stnall&r bellccpters in marioo
use. but many shipsv,illontv be able to meet thGi requlrerrencs for a winching area (see section 4.1).
Bulk carriers should not pose many saJGity problerns during routine helicoptGf" operations provided
the hatch covers are always firmly secured. The same applies to combination carriers ,vhen trading
in dry bulk, as any slops contained on board should be stored well dear of the betcccreroperating
area under an in&rted atmosphere. But when trading in oil, combination carriers ,viii be regarded as
tank era and all the guidance on tankers {see section 8.1) should be strictly applied.
Designating landing or ,vi:I\Ching areas near the after most hatch is not recommended as helicopter
pik>ta may have difficulty gauging the distance of the tail rotor co the aooommodation.
8.2.2 Goa.rod
bulk carriers
These ships are generally of a r&lative,ly small size and may only provide a ,vinching area. Their design
varies oonsidel'ably but most have several tall obstruct.ions tfl the form of cargo handling goor', nonnally
dedc: cranes. ,vhich complicates the siting of a suitablehelioopter opa-ating area. It may 00 possible to
locate a ,vinct,ingarea on a hatch cover, but in any case the following Iactora should be considered:
The area shouJd not be located in the fore part. because of tOO air turbulence around theship•s
bo,vooupled with the potential problems of excessive tn0vernent and spray Of' breaking seas
caused by the relativetv tov, freeboard in tbe laden condition.; and
The presence of taU obstructionson the main deck makes it important to establisha clear
approach to the operating area.
8.2.3 GoarlMSbulkCarrio....
These ships are usually free of tall obstructions on deck and offer both a clear approachand
flexibility for positioning an operating area, normally on hatoh covers, These may have soma minor
obstructions on them, e.g.ventilator trunkings, ,vhicll can affect the location of the dear zone (sea
soctlon 8.2.2).
The following points should be oooo;idared if positioning heliooptar areas on a ship'shatch covers:
Fore and aft: opening - these hatch covers are normally substantially flat. making them ideal both
for landing and ,vinchingocerauons.tf the hatch covers are not suitable for helicopter ocerauons.
it may 00 p0$9ible to k>cate an operating area on the main deok: and
Side opening - these hatch ccveesareoften suitable for landing or winching.although they are
sometimes not completely flat and can sk>pe by as mudl as 6° towardeeach end. This slope is
even more critioat when it is addoo to the rolllngmotion of the ship. tf a helicopter is to land, LOO
precise angle of the slope should be checked before the operation begins.
Figura &2: ContrtJllno /anding aroa on g4t,arlos.sbulk ca.rrlor

8.3 Containerships
Fot routine operations with oontainer enlce. a purpose buiJt platform is recommended. A
containe.rship doos not otherwise lend itself to routine helioopt.er operations as maximum use is
made of tho weather deck forstowing oontainers. In most cases, this pravents helicopter winching
or landing operations from taking place except on hatches clear of containers or bridge wing
operations (see Chapter 7).
t-latoOOS should be able to roeet the recommendations for the space required for landing and
winching (eee Chapter 4), although a containers.hip rarely has a hatch space clear of stacked
oont:aioors. lfhatoh covers are used. th0y must be able to sustain the landing weight of the rypa of
helioopt.ar intended for the landing operation. TOO load bearing capability of batch covers for the
heaviest helicopters expected LO land should be ootablishad and verifiOO by the ship's Class Society.
8.4 Gascarriers
8.4.1 Ooslgnnmltatlons
Ahhougt, d9sign characteristics m.a.y differ between LPG and LNG carriers and between different
wees of LPG and LNG ships, th9 general provisions for helicopter operations are common to both.
The potential hazar'ds inher'ent in helicopter' cperauore invoMnggas carriers must be clearly
recognised by aJI concerned, and the ov,ner'a right to protect its ship by refusing to permit routine
helicopter operations is to be reecected. The explicit consent of both tOO owoor or ship operator and
the Master must be gjven before helicopter operations take plaoa If a hetcopter of Perl'ormanoe
Class 1 {see 3.2.1} is not available for operations to LNG/LPG carri&ra, a risk assessment to address
this limitation should be carried out before ~eing to, and conducting, the oper-ation.
A generic risk assessment for helicopter operations should be comcleted for each LNG/LPG carrier
by the owner/ship operator/ship. If a hetcopter transfer is reqceseed. the risk assessment should be
jointly reviewed between the helicopter service provider and th9 shtp's Master' in enougt, time for a
full assessment of feasibility and suitability to be carried out before the operation.
Th9 major problem with helicopter' operatioll& co gas carriers is the lack of clear' space available for
operating areas, coupled wlth tOO extreme vulnerability to damage of the deck installations and the
difficulty of controlling any resulting fir'e. Since most gas carrier& will be unable to provide a suitable
clear space in th9 cargo area or on the forecastle to site a helicopter operating area, the only suitabl9
and safe space in which to conduct operations is usually the poop deck. This aroa has the advantage
that it is remote from the cargo tank area, but it has the foUo-.ving dlsadvantag05 {see also section
4.1.4):
{a) The lack of clear dook space because of theoonoentration of mooring &qulpment;
{b) The requiremoo:t to prot&Ot. the accommodation against the potential hazards of a
helicopter accident, e.g. bu ming fuel and flying debris;
{o) Problems such as excessjvs pitch. r'OII and heave; and
(d) Turbulent air flow above th9 aooommodation block and funnel \Vhich may make control of
the helicopter difficulL
Many LNG/LPG carriers art'.3 deelgned for a liner trade. If a pilotagoauthority at one or more of the
s.eheduled port.a intends to undertake re,gular marine pilot transfer by h91ioopter, consideration
should be given to the design and buiJd of suitable arrangements.
If a g3.acarrier is fitted with a purpooo buflt rerccpeer platform specifically designed to alleviate
the proble.ms of (a) and (b) above, this represents the optimum solutJon to provk:finga helicopter
operating area on these shipa. It is therefore atrongt'y recommendoo that gas carriers should not
undertakeroutine Mlicopter operations unless the carrier has this type of platforrn.
8.4.2 Vapour omission control

In both LNG and LPG carrlera, venting to the atmosphere during normal carriage should not ooour
unless there has been some malfuoc:::tionor incorrect operationof the cargo system.TOO only
possible sou roes of vapour on deck should therefore be minor, ag. lealdnggtands on pipelines or
valves or Improperly seated pressure relief valves. In any case, conduoting operatiol\a from tho poop
deck should minimise vapour problems except where there is a stern loading/discharge line.
The following should also be confirmed:

The security of proosure relief vaJves.; and
The proper operation of LI'° nitrogen (N2) mast riser snuffing system.
To eliminate any po&sibility of a majol' vapour escape during helicopter operations resuJting from
the lifting of the oa,go tank safety relief valves, the f\1aster of ships with raliquefaotion plants should
ensure that the lowest appropriate cargo tank pressures are oonfirm&d before the helicopter arrives.
Oue to the OOS:ign and safety prooedure,s in.Mrent in ships with fuel gas burning systems, there is no
requirement to suspend fuel gas bu ming during helicopter operations.
AU tank lids and other openings should be closed and tightenOO down to restrict the effects of any
accklent to the upper deck.
The ship's fixed gas detection system should be operational and calibrated as recruirOO by the
manufacturer. If the system's alarms are triggered, helicOl)ter operations should not proceed until
the cause of the alatm has been identifi&d and resotved. If any gas is det&cted, even below an alarm
value of 30% lower explosive limit (LEL), helicopter operations should be suspended until too
fault/SOurce of gas is identified and rectifioo.
8.5 Generalcargoships
Bulk carriers, oontainerships and general cargo ships may be unable to ma,et Ml the operating area
requirements (see Chapter 4) for routine helicopter ocerauons (unlfke tank&t'$). Their doo:ign may
include obstructions in the form of deck.houses and cargo handl1ng gear which severely limit the
deck space available with little scope to provide a clear approach to a landing or wlnohing area.
Cargo or cargo handling gear may 00 stewed aC:r0$S hatohes in a fore and aft direction ,vhen at
sea and this prewnt.s a winching area from beingsit&d co the hatch tops. It is possible that some
ships fitted with cranes may b9 able to move lheorane jibs and swing them athwartships. making it
possible to provide a v,inching area either on the hat<:h or on the main dock 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 sh.lps fitted with derricks because of the dlffioulty of seouring them when stO\ved in a
vertical position.
Where general cargo ships carry oont.ainers on both the hatch OOWl'S and on the main deck, there
are likQly to be orobsensof safeecceee to and fromthe operatingarea But if enough space is
available,hatch covers offera suitableclear zooo for winchingoperationsbecause they atways
proo:ent a flat surface(see section8.3).
Many general cargo ship hatches have restricted space. It is particularly important LO preparo and
plan carefully in these cases to minimise the risk of personnel tripping, slipping or falling from LOO
hatch.
8.6 Passenger
ships
Passengerships or ferriesoperatingon short sea routes may not be ftttad with a purpose buAt
landing area. but thoo:e ships will usually have a deslgneted \Vindling area. This will be indicated on
the ship'splans and will either ba on tho upper deck.the forecastle or the art end of the ship, free of
any obstructions.
Passenger ships intended for deep sea vovagas, e.g. cruise ships, \Viii either have a purpose built
landing area, usualty on tho forecastle. or a designated winching area.
In au oases. plans shou.ld be developed ahead of any helioopter operation to ensure that all movable
obstructions are cleared from the operating area and all loose objects that oould become a risk if
disturbed by downdraught from tho Mlioopter are re.moved or secured. Preparations ror helioopler
operations should inoh.Jde puuingin place affective barrier'$ to keep all passengers out of the
operating area. Thi& should be dooe in good time before the operations begin.
8.7 Offshoreoperations
Many offshore support. vassals that routinely use helicopters for crew change and industrial
personnel traoo:far often have purpose built Mfioopter landing areas and operate under the
requframents of IMO Resolution A.866(20) Standards for On-Board 1-taliooptar Facilities. These
vessels are not addroo;sed in this Guide.
OtOOr vessels engaged in offshore operations that do not routinely use halicoptel'$ (e.g. platform
supply or survey vess,ols} may have a deosignat0d helicopter operating area either for landing 0r
winching operations which \viii be indicated on thee ship's plans. Thay will usually be on tho art working
deck, free of obstructions. or on a purpose built structure usualty in tho forepart of the vessel
Vessels of this type thatoooasionaJly operate with helicopters should follow tho guidance in thlS
publication.
Chapter 9: Helicopter landing/operating area plan 117
9 Helicopter landing/operating
area plan
If a helicopter landing,bperating area has boon induded at Lhe time of the ship's buUding. the ship
should expect the shipyard to supply a diagram of the plan, with lh9 scale clearly highlighted.
9.1 Provisionof helicopter landing/operating area plan

This sootion provid9s guidanoa on the completion, ftlillg and forwarding of the helicopter
landing/operating area plan to he.licopter operators. The plan should contain extra information about
the ship and its helicopter operating area and should be prepared well in advance of any intendoo
helicopteroperations. It should be maintained and updated as naoessary,and ba stored on the ship
and in the company file svstems.
Helicoptem oonductinglanding or winching operations to ships need to have accurateand
rekwant informatioo &o that operations can be planned efficiently and oonduct&ds.afaly (see
Obeprera 6and 6 and Appendix B). When helicopter operatiooo are plann&d. a copy oft.he helicopter
landing/opGirati:ng area plan should be forwarded to the helicopter operating company with other
reQUirOO documentation. This will help to ensure that ship/helicopter operations are planned and
executed with prompt access to relevant data.
The plan should include templates annotated with ship specific data about any obsttuction{s).
In the case of a ship'& side landing/operating area in the O circle (clear zone) or the manoeuvring
zone, tamplatesshould be armcrated with data on obstructions that exceed the Might limits for
these areas set out in Chapter 4. The template should also indude a photograph sho\ving Lhe ship's
helicopter operating area.
This landing/operating area information provides the helicopter pik>t with a quick reference guide
to tho ship. the operating area(s) and notifiable obstructions. Care in recording the location of
obstructions on the tomplates is very important. and it is strongly recomrnended that accurate
measurements are taken of the position and Might of obstructiona relative to helicopter deck
markings to ensure that the plan is correct.
Complctlngthe templates
Colour coding should be used to iOOicare obatruotions. Where possible, obj&ots th.at are marked and
colour codoo on the templates should be in similar colours on the ship's deck.
Helicopter landfng[<:>peraling area plans are to be fOrwifr'ded l6 the helicopt(H"operator.

identifylng any obstructions on dec::k. (See Chapter4).
9.2 Helicopter landing/operating area plan

Figure rererences. e.g. E.1, E.2 etc .. below ref er to figuroo in Appendix E.
Figure E.1 shows a sample cotnpklted bellccpter landing/operating area plan. In addition to ship
and company details, tha plan includes a scale dra\Nlng of the helicopter operating area including
operating area markings as set out in Chapter 4.
Obstructions in the operating area tl\at exceed the maximum height specified in sections4.1.2 or
4.1.3 aod ftgures 4.1 or 4.2 or 4.4, as appropriate. should be accurately marked on the scale drawing. Iii
and their characteristics recorded in the tab&e for recording 'Obstruct.ions'.
9.3 Completionof helicopter landing/operating area plan

Figure E..2 shows how to complete the helicopter' landing/operating area plan.
9.4 Ship'sside helicopter landing/operating area plan

Figure £.3 shows the template to be used when the landing/operating area is located at or ck>se
to the ship'a side. The grid should be accurare,Jy marked in oolour, showing oOOtructiona in the
landing/operating area (see figure E.t).
This prooedure should be followed when indicating obstructionson the figure E.3 template:
I. R&d and white stripes should be used to mal'k the position of notifiable objects in either the
manoeuvring tone or clear tone that exceed the specified heigt,t lirnit.a (aoo figure 4.1):
Objects in the clear zone higher than 2.6om; and
Objects outside the clear zone but in the man.oouvring zono that are higher than 26cm.
2. Yellow should be used to mark the position of objects beyond the manoeuvr'ingzone to
\vhtChthe attention of the helicopter pilot should be drawn, Yellow should b9 used to marl(
objects in the manoouvring zone and dear zone below the height limita for either the clear
zone (2.6om)or the manoeuvring zone (26cm) and to ,vhteh the betccpeer pilot'a attention
should be drav,n.
Ship detailsshould be iMluded on the template and a photograph that clearty shows the location of
tho landing/operating area on the ship should be attached.
An inde3.tion oflhesoaleused should be providoo.
Onoa the templatehas been compkned,it should be scanned Un colou() and filed so that it can be
forwarded toa helicopter operator as required.
9.5 Centreline/amidshipshelicopter landing/operating areaplan

This procedure should be followed when indicatingobstruotlonson LOO figure E.4 template:
1. ROO and wbite stripes should be used to mark the location of notifiabla objects in either the
oootral clear zone or the obstacle free sector for the breadth of the ship's deck (soo figures
4.2and4.3k
Objects in the central cktar zone of height exceeding 2.6om; and
Objects around or outside the central clear zone but in the obstacle free MCtor described
as the funnelof approach fol' the breadth of the ship's deck of height exceeding26cm.
2. YellOl.vshould be used to mark the position of objectsin the forwardaoo aft timitOO obstacle
sectors for the width of the ship'sdeck to which the attention of the helicopter pik>t ahould be
drawn.Yellow may also be used to mark objects in the manoeuvring zone below the height
limits specified for the funnel of approach (i.a 26cm) and to which the helicopter pik>t's
attention should be drawn (see figure 4.2).
Chapter 9: Helicopter landing/operating area plan 119
Notifiable objecta should be recorded:

In the landing area (central cm.r zone) - circle of diameter O;
In the funnel of approach represented as a rectangle of th9 ship's broo.dth extended 0.260 on each
side of the D circle: and
In the limitOO obstacle &eetor repreeented as a rectangle of the ship's breadth extended 0.60 on
each side of the D circle.
Notifiable objectsoutside the visible grid should be recordedin the 'Obstructiona•table and the oode
OG (outside gr'id) should also be ioaerted under the 'Item' column.
Ship details should be included on the template and a photograph that cleatly ebcws the location of
the landing/operatingarea on the ship shouJdb9 an.ached.
An ind~tion ofthe&eale used should be provided.
0t'l09 tJm templatehas been compl9ted,it should be scanned (in colour) and filed so that it can be
forwarded to a h91ioopte.r operator as required.
9.6 Winch only' helicopter landing/operating areaplan

This procedure should be followed wOOn indicatingobstructionson the figure E.6 template:
1. ROO and white stripes should be used to mal'k the positionof notifiable objoocshigher than
3m that lie outsid0 the clear zooe {which should be clear of all obstructions) but inside tha
inner manooovring zcoe. They shoukt al&o be used to mark the position of ootifiable objects
higher than 6m in the outer manoeuvr'ing ZOf'le (see figure 4.4).
2. Yellow may also be used torn.ark the position of obj&cts in the manoouvriog zone below the
height limits for either the inner manoeuvring :zooo (3m) or the outer manoeuvring zone (6m}
and to which the helicopter pilot's attention should be drawn.
Ship datails should be included on the template and a photograph that oleartv shows the location of
the \vinehing area on the ship should be attaohed.
An indication of the scale used shouJd be providoo.
When the templatehas OOGn completed.it should be scanned (lo oolour)and filed so that it can be
forwardedtoa helicopteroperatoras required.
Chapter 10: Emergency evacuation by air 123
10 Emergency evacuation by air
10.1 General
Th.is chapter includ0s guidanoe on prooedur9S to be foUo,ved in a shipboard em0rgency in wWch
a betcccrer may assist:. It incorporatesrecommendationscontained in the Notioos to Marioora,in
several countries' regulations and in Volume Ill of the IAMSAR Manual (IMOJ)CAO) which provk:les
®tailedguidance about International AOcr'OM.utioatand MaritimeSearch and Rescue.
The reoommendationsin this cha pr er supplement those in otber sections of this Gukte. Emergency
prooodures rollowingahelicoptef accident/incid9nt are oovered in Chapter 11.
10.2 Illnessor injury evacuation

In cases of illness or injury when it is, nooa,ssary to arrange for the evacuation of a patient by
helicopter, the following essential points should be noted.
10.2.1 Requesting assls:tanoo

When requesting helicopter assistance, the sh.lp's Master should:
Decide and arrange a rendezvous position as soon as poosible if the ship is beyond betccpeer
range and a diversion is oooeasary;
Give as much medical informM:ion as possible. particularty about the patient's mobility; and
Inform the helicopter im!Yl00'3tely of any changes in the patient's oondition.
10.2.2 PToparatlon of patient
&fore the helicopter arrives. ateps should be taken to:

Move the patient as close to the operating area as their condition permits;
Make sure the patient ia tagged to sher." det.ails of any medication that has been administered;
Prepare the patient's seafarer papers. passport, medical record and other necessary documents
in a pack.age ready for transfer with the patient; and
Makesur9 that pGrsonnef am prepared in case it proves necessarv to move the patient to a
special stretcher (\vh.Ch will be lowered by the helicopter). The patient should be strapped in the
etrercheeface up, in a 11fe jacket if th9ir condition pennits.
10.3 Emergencyoperating areas

On ships not suited to routine hercccrer operatio~. either becaose of their size or design or the
nature of their cargoes, consideration shoukt still be given to the beet position for a he[iooptar to take
off or to land people and/or equipment in an emergency.Typical emergencies might be evacuating
a eick or injured seafa.mr. landing a dootoron board, or landing a repair specialist or sornc:> p.eo&of
equipment vital to the safety of a disabloo ship.
This type of emergency operation will normally be o.arried out by winching, and whenever possible
the requirements for a wind'ling area specified in section 4.4 should be met, but there \Viii be many
t.hips that cannot provide even lhese minimum requirements. ThQy should therefore look for the -
highest area clear of obstructions to which a helicopter can safely manoeuvre and over which it may W
hover safely.
The winching area should be as near to LM ship's side as poosfble and there should not be aoy
obstructionshigher than 3m in the area in which the helicopterwill manoeuvre.OOOtruct.ionasuch as
aerials and stays should be lowered or removed. ff possibl&. two positions should be selected, one on
each side of the enlo, to compensate for wind direction if the ship is unable to manoeuvre.
)-laving chosen the safest position(s) that oould be uSOO for emergency helicopter winching
cpereucne. the upper parts of any tall obstacles in the vicinity should be painted U~ a conspicuous
colour {see section 4.6). No attempt should be made to mark the emergency ,viochiog area
permanently, as doing so oould risk it being confused with a full winching area for routine operations.
A record and diagram of the arrangements chosen should be disptay&d in a prominent position in the
\vheelhouse.
Where none of these arrangements can be made safely, it may be naoe,ssary to carrv out the
operation wlth a ship's rescue boat or lifeboat (weather and other safety ccnaideratione permitting).
The boat shouJd be positioned to k3eward of the ship, exoapt in the case of ships suet, as chemical
tank Gira which n,ay produce toxic cargo vapours, where the rescue boat/lifeboat should be wall to
windward. Operations of this type. which may be particularly difficult for ships that carry only cot.ally
enclosed lifeboats. should onty be oonsidarad when there is no praotioal alternative.
Chapter 11: Helicopter incident/accident 127
11 Helicopter incident/accident
11.1 General
Investigations have shown that a helicopter making an emergeooy landing from the hovering Position
is un~kely to penetrate the ship's deck.
The foOowing advice is int0ndod to help develop shipboard training drills and proOOOures using the
skills ccmpeeeecles and aquipm9nt avail.lble. Procedures and emergency respcose preparations
should cove- all likely sceneries and should encourage the full use of available fir'efigtiting/rescue
equipment and resources. adapted as necessary to the circumstances of each ship/helicopter
combination.
11.2 Helicopter accident procedure

In an incident, activate the ship's emergency response plan.
The foOowing factors should b9 bome in mind:

The aircraft: should be evacuated of all pasoon.gers and crew menbers ae rapidly as possible;
If possable. all elootrical power on the helicopter should be switched off; and
Careful attention should be paid to ar"ly fuel spillage, and firefightingprooautioos should be taken
to avoid spined fuel catching fire and spreadir"lg to other parts of the ship (e.g, draining down the
scuppers}.
Evan if a holicopter crashes without rupturing its fuel tanks, fU0I may still be spiHed if the wreckage
disLOrts on being liftOO. Likewise, the damaged structure may pierce a fuel tank. Wherever
possible. the wreckage shoukt be left wh9re it is and secured to await tho arrival of air accident and
Investigation authorities.
11.3 Fireprocedures
In a helicopter fire, the following points should bG not&cl:
The type and location of fuel tanks varies only sllghtly between aircraft types. In large lleficopters.
the tanks are normally pcenlcned beneath the cabin floor, substantiaJly in line with the rotor mast.
In smaller helicopters, the fuel tanks may be either beneath the floor aft of the cabin structure or in
so,ne cases beneath the roar row of passenger so.at&;
The ccerauon of doora and hatches varies with aircraft type. It may be possible to jettison all
doors. or some and not others. In larger helicopte,ra, doors nonnally slide back to cceo. The
method and direction of operation of the release mechanism fordoors and escape hatches is
usually clearly indicatOO on the helicopter. If the doors cannot be opened, access to the int()!'ior of
a crashed helicopter should be straightforward as the structure oan e,asily be cut into with an axe:
A crash on deck can be expected LO take ptaoo at low spood and oould be accomp.anioo by the
break-up oftOO rotors. gearbox and angina, with subsidlruy damage to the fuselage from impact
and blade strike. Ship's personnel should seek cover to avoid being hit by the debris;
The main fire risk is of fuel leaking from a tank rupturOO by the force of impact and igniting after
making oont.aet with engine parts. If aircraft fuel spills onto tho ship's dook, any closed scuppers
shoukt be opened to allow drainage overside, reducll\g the risk of a fire on deck; and
Since the amou.n.t off ool in the engine atea le not great, any fim in this area is likely to be small at
first. Even if the aircraft lies upside down with fuel running dO\\IO into the engine from a rupturad
tank. t:herewill probably be a short lapse of time (e.g. 1-2 minutes} before the fire spreads from the
engine area and intensifies. ff a helicopter catches fire on dook. rapid use of the ship'a firefigJuing
facilities should contain the fiM.
11.4 Emergencyprocedures
Per'iodic training exercises should be organised so that the ship's crG\v become familiar,vlth the
range of responsibifrties they may have, d&panding on the type of aocident/inoidenL Drills shouJd
include the following scenarios and actions.
11.4.1 Crashon dock

Raise the alarm;
Begin evaouation procedure from the helicopter as soon as possible;
Begin firefighting oceraticee: and
Maintain communications between the dook and bridge team.
11.4.2 Emcrgoncy/proeautionary landing

Raise tha alarm;
Establish aV"ailability and local.ion of deck space for the helicopter;
Prepare fireflghtingtearn and equipment; and
Maintain communications between the dook. bridge team and helicopter.
11.4.3 Crash on dock, major fuel splllago - no ftre

Raise tha alarm;
Lay a firefighting foam blanket around and under the helicopter,
Begin evaouation procedure from tOO benccceer: and
Maintain communications between the dook. bridge team and, as far as possib&G, the helicopter.
11.4A Helleopter Tncldont on landing

Koop the helicopter on deck; and
Communicate with the helioopter via the bridge team.
11.4.5 ManOvorboard(MOB)
Raise tha alarm;
Trigger shipboard MOB response; and
Notify the herlcccter of tha incident and discuss the hercocter's s.uitability and capability to assist.
Chapter 11: Helicopter incident/accident 129
11.4.6 Hollcoptor ditching

Raise th9 alarm;
Trigger the shipboard MOB roopons,e/launohrescue boat; aoo
Maintain communications between the deck. brklga team. rescue boat. and halioopter if
appropriate.
11.5 Personnelin water

If for any reason a ll&licopter ditches on take off or on landing, whether it stays upright or even afloat
,viii depend on tho sea state and the efficacy of th9 helicopter flotation equipment. But no rescue
effort should be attempted until the «xors have been stopped.either' by tho pilot if the helicopter
remains uptight, Or' as a side effect of the betcocrer rolling over. It is unlikely that evacuation from
the helicopter can be carried out from outside, but experienc& has shown that most pe.rsonnol find
their v,ay out of a ditched helioopter through the v,indows Or' emergency doors and, because they are
alr'eady ,vearing their life jackets, remain afloat.
Wfiethar 6f'OOLthe OOJicopter remains afloat. crew members of th& rescue boat should keep
clear of tfie immediat&--aiBafrom,vhidl personnel mayescapeand stay away from the arc of
thetumlngrotors.
11.6 Planof action

When helicopt&r/s.h.ip opereuone arecoodoceed according to the reccrnmendatloneccntaloed
,vith on board th.isGuide, the risk of accidenta is small. But if the.-e is an accident, the plan of action
ilh.Jslrated in ftgura 11.1 overleaf shows a recOt'l"lmendad approach and should be borne in mind when
drawing up shipa' muster lists and planning periodic drills.
HELICOPTER INCIDENT I FIRE OUTBREAK
MASTER/OFFICER RESPONSIBLE
DEOI< OTHER SHIP'S
Of THE WA.TOH OFAOER
CflEW PERSONNEL
(OOW) (RO)
Sound .ililrm
Affffl
+
.............
o-.wn ship
+
Oo-«Cm.ato and load
NIKUo/flrcfigfldng,
~atlons
l
btabUtihill'ld
l'.nilllintalt\ COl'ltael
~-
~ing-ciN,ccod
b,fAOu1i~
''°""
blanket) and t.nd
hold extingulsfwn
Modlool tospoMG
l
Mon·u.ignoctcrowto
tlfflotgoncy SCMioM
l
Aqu• oout'50 and
spood to mlnmitHt fire with Ol'I board toohnioal
dop,artmont
l
Mabaininlormadcm a.•• to doo'k cniw
"""' _,_.........,
• ro_prding toSOUl'OO flow-AO propal'O additional
.J
roqufNtmones
--
W.am othor shipping
l l
+
Advise companyas per
M.aiMain situ;ation
ropons;;ind .,, ..,,,..,
Prowse Watff OOYOf
When ordorod.
SMS lnduding
holiooptor o~r.ator
ffltruotionl
to/from Mu.tor pony
·--
opproadl inoidont to
St;\l'lddoWl'I 'Mth tooflnloal

omorg:onoy ro1ponso dCJpattmcinc irw.stipto
dilll'l.lfurth«
+ rill(
Aoport to shore
~orirv/oompany
Figure 11.1: Emerg,,ncy plan

Appendices 133
Appendix A
Commercial helicoptersin marine use
0-vatue Perimeter'D' di::::er Max.weight 't' value

{mtttres) marking {metres} (kg) {tonnes)
E0130 12.60 13 10.70 2.432 2.4

M0902 11.84 12 10.31 2.836 2.8
8"112069 11.96 12 9.61 1,462 1.6
Bo1060 12.00 12 9.90 2.400 2.4
E0136T2+ 12.20 12 10.20 2,910 2.9
8"11407 12.70 13 10.40 2,381 2.4
llell429 13.00 13 11.00 3,402 3.4
Bell206LIV 12.96 13 10.44 2,018 2.0
AS366 12.94 13 10.69 2.600 2.6
BK117 13.00 13 11.00 3.200 3.2
llell427 13.00 13 11.28 2.971 3.0
A109 13.06 13 11.00 2.600 2.6
AW119 13.02 13 10.83 2,720 2.7
E0146/Hl46 13.03 13 11.00 3.686 3.6
AS366N2 13.68 14 11.9<3 4,260 4.3
AW189 17.60 18 14.60 8,300 8.3
EC175/H176 18.06 18 14.80 7,500 7.6
AS366N3 13.73 14 11.94 4,300 4.3
E0166B1 14.30 14 12.60 4,860 4.9
llell222 16.33 16 14.08 3.742 3.7
8"11430 16.29 16 12.80 4,218 4.2
Ka-32 16.90 16 16.90 12,600 12.6
S76 16.00 16 13.40 6,307 6.3
AW139 16.63 17 13.80 6.800 6.8
llell412EP 17.13 17 14.02 6,398 6.4
llell212 17.46 17 14.00 6,080 6.1
AS332L 18.70 19 16.60 8,699 8.6
AS332L2 19.60 20 16.20 9,300 9.3
EC226 19.60 20 16.20 11,000 11.0
S92A 20.88 21 17:17 12,666 12.6
-•
Mii Ml-17 26.30 26 21.10 13,000 13.0
MilMl·B 26.24 26 21.29 12,000 t2.0
S81N 22.20 22 18.90 9,298 9.3
AW101 22.80 23 18.60 16.600 16.6
Notes on Appendix A
Th.is is a non~axhaustiva fist ofholiooptors:that may be encountered for marina use,
It is essential that the type and overall length of a holiooptar are known before it is acceptedby the
ship.
The information in the above table ls undarstood to be cceece at tho time of publication. But
helicopter specificationsshouk:tbe oonfirmed by operatorsbefore planninga hQlicopter/ahip
operation.
The figtire quoted for Dis the overall length of the helicopter with its rotora turning Isee Chapter 4).
The figure quoted for 't' is the maximum \veight of tha helioopter rounded to the nearest 100kg.
Appendices 135
Appendix B
Communications
Messageformat
TM following are examples of communication content to support effective and safe helicopter/ship
operations::
A. Master to agent (at least 24 hours before anticipated operation)

1. Request helicopter operation In
Latitude··-····-·· Longitude-···-····or
ldenti fied rendea:vousposition ···--··-···
ETA(UTC) ....-···- Dato ....- ...••.
Anticipated speed _ ··-····- knots
2. Ship has following facilities
For landing\vith a clear zone of-···--···- metres:

For landing,vith a 't' valoo of···-·····- tonnes {purpose built landing areas); or
For winching ontv with a manoeuvring zone of'-···-···- metres
3. Helicopter facilities are on poop deck•/ port side"'/s.tarboard slde*/centreline11
4. I have crew member(s) to embarte/disembark• weighing----·-··· kg
6. f have·--···-·to land (e.g. mail, stores) weighing_.,...- ..... kg
6. Please ensure all this Information is passed to the helicopter operators concerned
{*Whichever is applicable}
The section ind~ting personnel to embark/disembark by the helicopter might 00 expanded to

include their name, n.ationality.passport number.visa, etc. The description of items to land might
include their weight, volume and the type of load.
A message of acknowledgementshould be sent from the agent to the ship \vhen these requirements
have been approved by th9 helicopter operator. A oopy of tho helicopter landing/operating area plan
completed in line ,vith Appendix E should be attached to this m&SSage.
B. Agent to helicopter operating company

To ensure that all essential infOfmation is passed to the helicopter operator by whatever moans, the
following Items shoukt ha sent in the order given and receipt confirmed. The helicopter operator
should oonfirm that the rendezvous position Is suitabla If not. lheship•sMaster should be advised
accordingly. In passing the mess.age of confirmation from the agent to the ship. the identical format
and cont ant of the message sent by the agent to th9 helioopter opera to, should be used.
1. Name of ship, IMO number and call sign
2. ETA (GMT/Date)
3. Position*
4. Course
6. Speed
6. Typo of ship's operadng area (see Chapter4)
7. Dimensions of clear/manoeuvring zone
8. Positionof operating area
9. Numberoforewtoembarkonshlp
10. Number of crew to disembark ft'om ship
11. Other requirements
12. Will helicoptercarry underslung load?
{*Latitude/longitude or identiRed rendezvous positioo for the proposed heliooptor/ship operation.)
A copy of the data shoM oompleted in lioo wlth Appendix. E shouk:I be attached to this message.
Appendices 137
C. Agent to Master
Your request for helicopter ccerauon is acknowlooged by the helicopter operator as follows:
1. Rendezvous In
•Latitude-···-···- Longjtude··-·····-···
*ldMtifi.ed rendezvousposition--···-···-
Provisional ETA-···-···- UTC/date
2. Hellcopteroperator acknowledgesship has facilities
"For land1ng with clear tone of····-····- metres diameter
"For landing with a 't'value of_ ··-·· tonnes (purpose built landing areas)
Or
"For winching on.ly on poop dook•/port eicJ9•/starboard side• with maooeuvring zone of
rrerree diameter
3. Helicopter facilities are on poop deok*/port slde11/starboardside"/centrellne•
4. HelloopterwiU•twill no~ carry an underslungload
6. Thereare-·----- personnelto be embarkedon ship
6. There are·-·····-······ personnel to be disembarked from ship
1. Other relevant information

('1>eleta as appropdate)
D. Master to agent (six hours before arrival)

The followingrevised or additioMIinformationshould bG sent from the ship's Ma.sta.r to the agoot six
houra before arrival at the rendezvous:
1. Revised ETA"/conflrmed ETA• at rendetvous is •._ (UTC/date)
2. The operating area ls expected to be clear of'"/subjeot to• seas or spray on deck
3. Watch will be maintained on VHF Channel 16
{*Oelete as appropriate)
E. Agent to helicopter operator (revised or additional information)

On receiptof the informationin sectionO (above),the agent should communicate tha foUowin.g
informationto the helioopter operator in th9 order given. and have it reconfirmed by the hetlccpter
operator to ensure that thera is no mis.understanding
1. Name of ship, IMO number and call sign
2. Revls.ed*/confirmed" ETA (GMT/Date) at rendezvous .
3. lnfonnatlon on sea and spray oonditk>ns at operating area
4. Any additk>naJ requirements

{-Delete as appropriate)
F. Agent to Master (subsequent communication)

Thoe agent should then oommunicate a.gainwith the ship's Master as follows:
1. Your revlsect•/conflnnod"" ETA at rendoz.vous position __ .. (GMT/Date) received and

passed to helicopter operator at time/date._ - ...
2. Hellcopterwill contact yoo on VHF Channel 16
{-Delete as appropriate)
Appendices 139
G. Communications between ship and helicopter

Having sat up direct coo tact betwoon thG ship and the heJloopter, actual communications will follow
a pattern dictated by individual circumstances. But in tho lntereate of conformity and to avoid any
misund0rstandings. thG following phrases may be used as and when appropriate.
A. Holicopterto ship
1. Join me on VHF Channel ...... _,_,,_,
2. Query- What Is your exact position?
3. Query - What Is your course?
4. Query - What ls your speed?
6. Query - What Is the present relative wind direction and speed across your deck?
6. Query - What are the pitch, roll, sea and spray conditions at the operatJng area?
7. I understand that your ship:
a Has a landing area ,vith a clear zone of_ ···-····- metres diameter on the poop dee!(-/ porr' /
starboatt:r sk:le/centrelin~;
b. Has a landing area with a 't' value of···-···· tonnes (purpose built landing areas); or
c. Has a winching area with a manoeuvring zone of····-···-· metres diameter on th& poop deck"*/
port"/starboard~ sida.
I propose to work on the poop deek•/port•/starboard"/centteline• landing•/winchingarea.
{1)eleta as appropriate)
{No.7 is not required if the betccceer landing/operatingarea plan {see Appendix E) has boon sent to
helicopter operator.}
8. lwlU be overhead your ship In •.·-···---·· minutes.
9. Ihave you in sight.
10. Quo'Y - Is tho ship ready?
11. Query - Is the deck crew ready?
12. Query - Is the operating area clear of unnecessary personnel?
13. Ou•'Y- IS tho firefighting equipment ready?
14. Please confirm that there are no obstructions above the operating area.
15. Please confirm that all passengers have been briefed on hoisting procedures.
16. Please oonflnn permission to land.
17. I am standing by.
18. I expect you to be ready in ····--·····-· minutes.

19. Pleas& maintain your course and speed (If possible).
20. Can you alter course to ·-·..··-··-· degrees?
21. Can you reduce speed to knots?
22. Please advise when you have steadied on your new speed/course.
23. Can you resume your original course and speed of degroos and knots?
24. Aoknow1edgement.
B. Ship to helicopter
1. My ship'sposition Is nautical miles from (prominent point).
2. Myshlp:
a. Has a Jar)ding area ,vilh a clear zone of-···-···-- metres diameteron the poop deck ../ port*/
starboard* side/centrelin&•;
b. Has a landing area with a 't' value of··-······ tonnes (purpose built landing areas};or
c. Has a ,vinCh.ingarea with a ma..noa-uvringtone of ··-···- metros diameteron the poop deck'*/
port•fst.arboard• side.
(--Coleta as appropriate)
(No.2 is not required if the helioopter landing/operatingarea plan {see Appendix E} has boon sent to
he,icopteroperator.}
3. My ship is/ls not ready for you to approach.
4. Stand·by. I expect to be ready for you to approach Jn ··-·····-..·- minutes.
6. My present course is--·····-··· .. degrees.
6. My present speed Is ·---···..-· knots..
7. The relative wind Is·--·-··-···· degrees - knots.
8. I am shipping llgt,t spray*/heavyspray•/sea• on deck.
9. I am pitchlng*/rollin~ moderately*/heavUy*.
10. Query - Do you wish me to alter course?
11. Query - Do you wish me to reduce speed?
12. The ship is ready - All preparations have been made,
13. Passengers have been briefed with aircraft speolfic*/generlc-* 'safe approach' data.
Appendices 141
14. Affirmative: You have pennlsslon to proceed with the operation.
16. Affimiatfve: You have permission to land.
16. Acknowledgement.
(--Coleta as appropriate)
Appendices 143
AppendixC
Shipboard safety checklist for
helicopter operations
The foOowing checklist for betcccter operations proviOOS a structure for the on board preparations
for halioopter operations. Tbe checklist should be reviewed and may be amended to refteo:tthe
characteristics and oopabiJity of individual ships for conducting helicopter operations.
Each item on the checklist should be positively confirm&d OOfore pr'OOOedingwith the operation. If
an individual item is not positively confirmed, the planood operation should only go ahead when a
clarifying remark against that item states hew the operation may s.af0ly proceed, be mitigated.or
hew the item could be otberwlse addrossed.
Parts I and 2 of tho chock list should be used in preparation forall helicopter/ship operations,
Parts 3 to 6of the checklist may be uSOO to supplement Parte 1 and 2 of the checklist when
appropriate to the specific operation or ship typa
TOO chooklist should be completed by the Responsible Officer (RO) in advance of herlcccter
operations. A oopy of the oompleted checklist should be retalned in the ship's records for a period or
three months.
Ship name:··-···-···-···-···-···-····-····-····-····-····-·
Date:··-····-····-···!--····-····-····!-···-····-·····
Part 1 - General
Ref.
number
I Check I Status Remarks
1.1 Deck crew briefed and roady to guide DYes

Mlioopter pasaengera.
1.2 Deck omw comp'9te,correctly dreooed OYes
(PPE and distinctive clothing) and in
position.
1.3 Hook handler additionally&quipped with OYes
strong rubberglovea and rubbersoled
footware(static discharge).
1.4 Rescue party briefed and standing by. DYes
1.6 Rescue boat prepared and ready for' DYes
lowering.
1.6 All passengers clear of the operating area. DYes
1.7 Access to and exit from the operating area DYes
clear.
1.8 The following 0quipmentis ready for DYes
immediate use:
. Red emergency signalling lamp;
. large axe;
. Ct'O\vbar;
. Adjustablewrench;
. Fir'eresistant blanket;
. 60cm bolt/wirecutter&;
. Grab or salving hook;
. Heavy duty hacksaw, complete with six
spare blades;
. Ladder,
. Lifeline, 6mm diameter x 16m in length:
. Side cutting ptere:
. Set of assorted screwdrivers;
. t-larness cutting knife complete ,vith
sheath;and
. Fkat aid kit .
1.9 Dedicated safe access rnafkings to guide ov ..
passengers near to helk:iopter operating
areas.
1.10 Landing or ,vinching area free of DYes
oontaminants.. includingsurfaoe water.
1.11 Wide area swoop completed to remove/ ov ..
secure loose object.a or objects that could
become dislodged by the helicopter's
do,vndraught.
1.12 All aerials and standing or running rigging/ DYes
gear above and near to the oP9rating area
lowered or secured.
Appendices 145
t13 Pennant or windsock olaarly visible to the DYes

bellcopter pilot.
>-
1.14 Firefighting syst0ms/equipment: DYos
. Pumps runningwith adequate pressure
on deck;
. Required fire hoses. monrlors, portable
foam eqclorrent and dr"y powder
extinguishers. ready for use. near to but
clear of the operating area; and
. Fire hoses and foam 002:zles/monitors
pointingaway from the operating area
{inadvertent disoharge}.
1.15 The correct lighting (including requirad DYos
navigation lights) set.
1.16 Ship manoeuvring requlrementa O Yea
understood and communicated.
1.17 Internal r3dio oommunioations established DYea
by RO equipped with portable radio,
- 1.18
Madsat and noise oanoelling mlcrcphone.
External oommunioationsestablisood
with tho9 helicopter operator/helicopter
DYea
- 1.19
pilot.
Ship readiness confirmation by the Officer
of the Watch (COW).
O Yea
Part 2 - Pre-landing
Re(
number
I Ch- I Statu• I Remarks
2.1 Dock om,v briefed on landing DYea

arrangetn9nt.a.
2.2 All pQrsonnel warned to koop c&e.ar of O Yea
rotors and exhausts.
2.3 Operating area rree of hGavy spray or seas DYea
Ondeck.
2A Side rails aod, where necessary, awnings. DYes
stanOhions and other obstructions bave
been lowered or removed.
2.6 Portable pipes removed, open lines DYea
blanked.
2.6 Rope messengers ready in case re,quimd DYes
for securing tho helicopter.
(Only the helicopter pilot may deck:te
whether to secere the helicopter.)
Part 3 - Additional for ship type - All tankers

Ref. Remarks
number Ch- Status
3.1 Sh.ipwilhno Inert ges (JG)- Pressure OYea

released from tanks at IGast 30 minutes
beforestart of helicopter operations.
3.2 Ship with IG -Tank pra,ssuresmaintained OYea
below relief valve settings.
3.3 All tank openings soourely closed. OYea
>---
3.4 No venting planned or expected. OYea
Part 4 - Additional for ship type - Bulk carrier

Ref.
number I Ch- I Staws I Remarks
4.1 Surface ventilation to dry bulk cargoes OYes

stopped.
4.2 All VGnUJ and hatch openings closed and OYea
secured.
Part 6 - Additional for ship type - Passenger ship

Ref.
number
I Check I Status I Remarks
6.1 Passenger spaces including cabins OYea

vacated near to operating area,
6.2 Removal of recreation facilities near to OYea
operating area (including emptying of
swimming pool water).
6.3 Dressing lights ot flags removed OYea
(additional obstructions}.
6A Crowd control/management in place. OYea
6.6 Appropdato deck and area lighting OYea
functional.
-6.8
6.7
Modical department notified.
PublJC address announcements

maintained.
OYea
OYea
Appendices 147
Part 6-Additional for ship type - Offshore support

Rer.
number
I Check I Status Remarks
EU Cargo lashing securitychecked. O Yes

6.2 Lightin.g requirementsaddressedand O Yes
functional.
6.3 No simultaneousoperations. O Yes
Appendices 149
Appendix D
Instructions to helicopter passengers
transferring to and from ships
1. General
Passengem should be made fultv aware of, and comply with, the requfremeotsbelow to ensure a aafa
operation takes place:
• Do not approach or leave the helicopter without being cleared to do so by the Responsible Officer
(RO). wbc v,in have raceivedclearance from the berccpeercrew;
• \Vhan approaohing or IGavingthe helicopter,unless advised othel'wise by the betccpter crew, keep
10\v, adopting a crouching posture;
• Walk briskly but do not run;
Koop lnsid9 the safe approachsectce of the helicopterand always keep in full vlew of the
helicopter' pilot oc helicopter crew;
Do not wear loose clothing that oouJd become detached or entangled during the transfer
operation;
Koop well clear of the helioopter rotors. Remember that the tail rotor is difficult to soo becauseof
the speed at which it rotates;
To avoid being scorched by hot gases, stay ,veil c&eal' of the helicopter exhaustoutlets;
Always waar a lifejacket dul'ingflights oval' water. Only approvocl aviation life jacketssupplied by
tbe helicopter operator should be worn inside the helkloptel';
Where r~uired, wear a survival suit, which should be of a type approved for helicopter opemtions;
Use ear defe,odars/eat protection provided by the helicopter operator;
When seated,lhe seatbelt shou.ldalways remain ftrmty soourod;
Mobile talaphones/oeU phones should be swkcbed off before boarding and re,nain switched off
until after disembarking and well c&earof the airoraft; and
P9f'Sonal elootronic devicesshould have the bauerlee removed or 00 switched to fligllt safe mode,
as require,d by the helicopteroperator.
lnflatedlrfeJ3.cl(eu. may obstruct escape from a helicopter. Ufejackets shouJdonly"be inflated

onc:::e outside of tfie helicopter.:
Ofothingthat inflates automatically or with butlt·iri' buoyancy sflou.lcfhave:its automatic inRating

capability disarmed or' not be worn.
2. Landing
When embarking. passengers should:
• Enter the operating area when instructed to do so by the RO follo~·ing clearance by the helicopter
or&.v. Ul"lless advised otherwiseby the heticcptercrew.keep k>w adopting a crouchingposture;
• Sit when) directed by the helicopter orew;
Locate the nearest exit and means of opening (which may be a \vindow);and
Fasten the seatb01t and study the in·flight safety tegul.atiooa.
When disembarking. passengere should:

• Remain seated until inatructed to leave by the he-Jicopter crew; and
• Walk briskly away from the heltOOpter as direct&dand, unless advised otherwise by the helicopter
crew, keep low. adopting a crouching posture.
3. Winching
When being\vincood, take great care to avoid the possibility of becoming 'hooked up• on the s.h.ip at
any time and:
Koop the maximum diatal'lOa from obstructions;
Sooure bags or any other objects dose to your body koo.pinghands free; and
Ba prepared to signal to the winchoperatorto stop thewinoh.This signal is given by extendingone
arm out to the horizontal position,palm down.
A member of lhe dook ormvshould hold and steadyyou on departure from the daok.
When being winched from the deck to the helicopter:

Be positioMd in the middle of the winch area, makeeye contact with the winch operatorand be
re.adyto follow their instruct.ions..Try to stay directly under the winch;
Avoid touchingthe hook/stropuntil tbe static line has grounded on the deok;
When the winch hook/stroparrives. grasp it in ooo hand and move.to the winching position,
koopingan &ye. on the ,vindl operator;
Once in position, quickly put the stropover your head and place it under your anns. When ready,
give lh9,vinoh operatorthe thumbsup signal;
Koop elbo,vswan tucked in and either hold onto thasttop with both hands or koop arms by your
sides. The helioopter operatorshould state their preferred tecYlque:
At the helicopterdoorway.you will be turned to face outboard and thenassisted into the
betccpeer by the winch person. Do not try to help the winch person who will be following a set
routine.Oo oot removethe strop until instructedto do so:
• Sit wbere directed by thewinoh petSon; and
• Sooure aoo koop the seatbelt fastened ,vhile in the helicopter and study th& in·flight safety
informatioo.
When being,vinched from the helicopter to the ship:
Remain seated until illStructedto dose.
Allow the winch person to chook that the strop is properly fittOO;
Appendices 151
F'oUow the winch person's instructions for exiting th9 helicopter. You will usually be required to sit in
the doorway and fgVQ tho thumbsup signalwben ready;
Koop elbows\I/ell tuckedin and eithef hold onto the etrcp with both hands Or' keep anna by your
sides. The nenccpter operator should state their preferred too'V'ique:
• When you reach the deck, qu.iokly remove the stropand hold it awayfrom your body until it is
recovered by th& ,vinoh person. Be careful of any QXOOSS winch cable on the deck at your foot; and
Leave the opGr'ating area briskly under guidance of a member of the deck ceew, keeping head and
arms well down.
If using a full hamees, unolip ftom the winclfhook as soon ae cndeck and pass the hook to th0
dookcr<tw.
0.1 Helicopter safe approach sectors poster

Appendices 153
D.2 Helicopter safety prohibited items poster
® @
@ @
® @ Mobite tetephOnes/«11phones
and smart watches shoukt M
switched oft pl'iot to boarding
al'ld remain S'Witchedoff until
after disembarking Md well
CIMl'of'the aircraft
Appendices 155
Appendix E
Helicopter landing/operating area plan
The ship shoo.Id expect the shipyard to have supplied aclagrern of the helicopter landing/operating
area plan, at the time the ship was built. The scale of the diagram should be d9atly highflghtod.
If no helioopter landing/operar.ingaraa plan has been provided by the shipyard, one should be made.
Ship details
""'- 18M3.y2021
~RINDA
CYlhuSian Shippii,g l.ine
Obstructions
.....
~
"""""""
T11u'\lo;w.uihln•
vonc
-
.....
.....
.....
·-
o-tolbox
19m .....
Ce.pt Dl.\vid Wilki1\90n
, " ,~
, ,~
b I'S
iv ¥
I (J
' ~
~
L
. '" ~
I A II _l \1 ~
0
II I I ,, 0
• A - '
'
'
' '
'
'" ~
I
''
'
' - - -',
,'
"
0
lndicatesoab u!led: ··--·--··-·-·-···-·-------·-
Figure £1 Ho/lcoptorla.ndlng/opora.tlng area exa.mplo

Appendices 157
Proeeed as follows:
•
fJ
Copy ftgure E.3. E..4 or E.S a-s apPfOf)(late.
°'
Acoufately plot obetruedons, using oolour as described In 4, S 6 (below) as appropdat.e
~in the grid area ot l'\gure E..3.. EA Of E.5.Identity the scale of the grid In lhe ecece provided.
Using the 'Obsttuetiont' table,, pr'O'Yide details of

El obetrueoons.record heigf'lts and eolout oode used.
a Reool'd your own Ship detalls

in the seeeeo PfOVided.
At.t.ach M overall photogtaph ot y0ur ship.

El In the space provkled, Mth the helloopter
op«ating Mes cl&.Vly ideotH"ied.
--- - -- -
-·-- -----
fl Flle scanned template

rortrMSfni!lSloo to
---
helioopte( operatoc
Figure £2 How to comploto tho hollcoptor landlng/oporatlng area plan

Ship details
~llconl)illd
Obsll'"uctions
-
0
,v
~p . ., ~
s,,
IV ,y "' 'S ~
6 u 'II \)
0
h /J L J
r , \\ i 0
' Ii - ~ •
-~
A ~ ~
'
0
lndicate~c* u!led:···-·-------·-·····---····--·-
Insert ship's photograph here
Figure E..3 Hollcoptor landing/operating area plan (shlp'a sldo ttrra.ngcmont} tomplato
Appendices 159
Ship details
~llconl)illd
Obsll'"uctions
-
0
, .,· .. . .. ,,
/,-
, '·~
, :,
I '
!
/
v
- ,- '
'
\
I I I
0
I I I
,. 0
\
•. !
L'-.:. /
.,;; /
' -~' -...: ··. .,· '.i'V
. .....
0
lndioate &e* used:····-·------·--···--·---·-
Insert ship's photograph here

--
Ship details Obstruolions
0-
-
/' <,
I I \
-
0 0
I
- ,,
\ I
r-, / V/
-
0
lndi°"1e !ICl:deu!'led:: ----·--···--·--··-·-·-···--··
Insert ship'sphotograph here
Flguro E..5 Ho/lcoptcr la.ndlng/oporatlng artM plan (winch only arrttngomont) temp/a to
Appendices 161
Appendix F
Bridge wing winching -
Model risk assessment matrix
This modQIrisk assessmentmatrix can be used by both the holiooptefand tho ship. It uses the
exampleof a marioo pilot transfer but could be applied to any person ,vinched toot from a ship's
bridge ,'llog.
Hazard 1 - Collision with obstacles
""'"
(Area of ri81k) I Th re ., j Threat control j Eecaiatlon ta.etor I Escalation control
1.1 Engjnefallure. Performance in Environment Build reserve into

l.o88 of power aooordanoe with oonditloos not ee calculations by
HEC Class 0. "INhen planned. factoringwind.
hoveril"@at max.
HOOE {hover out
of ground effect)
OEJ {one engine
lnoperatNe) hover
weight. an eoglne
fall.ireshould not
cause an altitude icee
of more than 10% °'
4ft (1.2m), ,-.tiichever
Is the greater. of the
attitude established
at the time of engine
faAJre. lnOOher
case, sufficient
power margin
should be available
from the operating
eoglne(s) to re.gain
the altltudeiost
during the dynamic
eoglne faikJreand to
ttaMltion tofocward
fligt'lt9.
Oiscrntion at the
area only might be
poonittedifmass
is 2% or lesa Use of
discretionshould be
reported.
Emergency
prooeci.Jres
established and
brieftng carried out
(including marine
pUod bei°'e every
sortie.
Risk
(Area of riBk) I Threat I Threat control I Eaoal11.t!on factor I Escalation oontrol
Ingestion of Sali Nooperatiooslf Unexpected Operation

water. sr,,ray \\ithin 20ft breakingwa....e. abandonech'Mh
(6m) of bridge wing. rotor, trade and
balance(RTB) If
spray is suspected of
be«'8 ingested.
l•scion ofgasee Operations Wind change. Breakoff from task
and.,br soot particles.. permitted orly and clear ship until
if clear of funnel new direction is
exhaust. established - check
power assu-anoe
before restarting
operation.
1.2 Reduced visual cues Op«atioo atarted

L.oeaof (day) because of only if reference
ret........ height of bridge wing can be maintained
above the deck. uode< standard
prooeo..trea.
Operation to bridge
wir'@lr'nited to
operatiog helgt1t of
4m unlesa the size
of the area and the
visual cues permit it
to be higher.
Use of helicopters
that have minimum
distance between
pilot and hoist Veil
reduce the threat.
Helicopter pilot loses Hellcopoo,- J:'lot
referenceduriog Indicates to hoist
winchc.,.cle. operator that
contact lost.
Prooedu,-e f0< lo&Sof
referencefollowed.
Prooechxeefor
selection,training.
qualification
and checldng of
helicopterhoist
operations (HHO)
C((ffl establishedand
followed.
ProoedU<efor
achieving and
maJntalnil"@
exl)ef'ieooe to ensote
recent exoeneoce
of all HHOotew
established and
followed.
Appendices 163
"""'
(Area o1 risk)
In,...,., I Threat control I Escalatlon factor I Esc:alatloncontrol
Reduced visual cues Op«atioo accepted Llgt.ts foundto be Operation not begun.
(night) because of onlv If sufficient not sufficienton
lack of lighting and lightingof winch arrival at area.
heightof bridge wing area and obstacles
above the deck. is ptovided and
Indicatedon ship's
template.
Lightlngdeficieocy
reportedandflled
\Wlh ship'sMaster
and shipping
company.
Helicopterpilot loses Helicopte(piot
referenceduring indlcaree to hoist
winch cvcle. operator that
contact lost.
Prooed0<e for loss of
reletence followed.
Procedures for
seiection.training
and checking of
HHO cr('Mfoe
nigt\toperations
established and
followed.
Prooedute for
achie'lling and
maintainil"@night
experience to eosure
recent experience
ofBIIHHOaew
established and
followed.
Strongwind requires Op«ationstafled Helicopter pilot now These complications

heioopter pilot only if ref«ence can too far ahoo.d of clear are discussed as part
to sit ahead of be maintained under -zonetolihmarine of the CAM training.
refereooea so that these C.CUmstanoes. pilot. Before lift begjna.
empty hameascan helicopterpilOlis
be deive<ed to etnall conned back to
area. lifting position.
Lack of current night Prooedutes to

experience. maintaincurroot
nigt\texp«ience
established.
Vision Impaired by Steak off from cask

SOOlparticles. and clear ship until
nmv directionis
established Check
powerassurance
before restartioglift.
"""
(Area. of risk) I Threat I Threat control I Eacai&tlonfactor I Esoalatlon control
1.3 Environmental Estabishwind

i.-ot tisturbance (wind, Umlts for bridge
poeldon Ultbulence}. wll"@holsting
(recommended
GO knots)..
Break off fro,n cask, Inability coaccuratelv Discontlrue

clear ship and re- hold station on operation.
establish position. bridge wit'@ because
of conditions.
Accentuated linear Estabishobstacle

movement because linear displacement
oflhe height of the frorn the centre
bridge,ving(sea of the winching
conditions). area Prepare
ship'stemplate
and makeavailable
to appropriate
parties. Establish
helicopw lln1lts of
operation, based on
the linear movement
of the slgnlficant
obe:tadea ootskle
the manoeuvring
zone or obstacles
surrounding the
clear zone of the
operational area.
Provide equipment Equipment is not Employment of more

that canaocurately prow:ted. conservative llmks
meawreobstacle of operation baaed
dlsplscementat the on the calcdatioos
bridge wing location. indicated below.
EquipmentIs Empl~nt of more
oneervlceetse. conae<vative limits
of operation based
on the cafcdatloos
lndlcru:ed below.
Roll of ship erodes The distance of the

the l&eral obstacles' closest obstacle that
clearance. m11 affect h~ht of
operations 4m above
bridge wing should
be established
(measuremen, taken
from the centre of
the winch area). The
re4ationshlpof the
linear movement of
thisobstaele co the
angular movement
of ship shouk'J be
established.
Appendices 165
Riek
(Area or risk) I n,.,, •• I Threat control I E.acalat!on rector I Eseaistloncontrol
The !#'nit of operation

should be the angte
of roll (convened to a
llnear Gistanee at the
bridge wfog) \\'hich
peeeervee themargfn
of0.5RO(rotot
di-ametef') between
the rotot disc and
the closest obatade
(meeting the intent
of clearanoe froro
obstacles of20 of
the manoeuvring
zone)or the qle
of roll that pe<mita
the marine pilot to
be landed inside the
clear zone.
Heave of the ship Operationalheight
erodes the vertical should be based
obetade clearance.. on the visual cue
environment and the
\Weithof the dear
zone. The heave lfflit
should be based
on the operational
helW\t. a vertical
clearance from
cbeeeciee of 2m at
the top of the heave
cvcle and a heave
rate that woold not
cause injury to the
marine pilot.
Pitch of ship moves Escabllsh lln1it of

bridgewing out of pitch to be the tlnear
use for delivering displacen,entof 2.5
mal'W'le piot co the x width of\'linchlng
operational area area (bridge wing)
or Sm. whichever is
the lesser. (Because
of the king« lever
arm. it is likefy that
the helicopt« pilot
will be able ro follow
any fore and aft
movement of the
bridge wing).
Ship movement Break off fron1 task
(manoeuvring). and clear ship until
new direction is
established.
Hazard 2 - Winching clear zone less than 5m
I 'rhreat I Threat control I Escals.tlon factor I Escalatlon control
2J Hoist harness AU snagging hazards Stanchions to rails Where possi>le. all

Obatacles In and.,br marine pilot to be removed from remain a hazard. stanchionsto be
Immediate snags obstaelee.. the width of.and up boxed.
vicinity ct to 5m ftom end of.
clear zone the bridge \Ying.
arepotential
anagglng
hazard
She) 'screw n,ember Static discharge Ship's Master to
to take possession risk to ship'screw ensure that deck
ofhamesa when member ifharness crew are briefed on
it is lowered for,or gath«ed befoceit the effect of static
relea&edbv. marine has been grounded. discharge.
pilot..
Ship's crewmembef" Bridge wing hoisting

not briefed on dutiee.. should only be
conducted if ship
has,andoomplies
with. bridge \..ing
procedures.
--
:2.2
-pilot
cl-to
cenb'ect
clear zone
Ship pitchingresults
in marine pHot being
deli~ed outside
rails.
Ope<ational
limitation on pitch of
25 x ,..idth of cleat
zone Md appropriate
ope<atir'@ height
should reduce this
type of occurrence.
Ship moves Ot.rtside
imlta.
0r€'HJ members wait
unti the ship moves
ba.ckin pitchlnglfflit
provided the roll
remalnawfmlnlimits.
Marine pilot
recovered to a
safe~ht before
loweril"@is reawted.
Roll of ehip ,esults Operationallimitsoo Ship moves outside HelicopU!(
in marine pilot being roll oflhe length of imita. immediatEfVmoved
delivered outside the clear zone and offtoaasfeposit.Ion.
rails. choice of operating Qr('HJ membetswait
height should unti the ship moves
reduce this type of bade in roltlmlta or
oocurrenoe. aborts mission aa
required.
Heioop1ermoved
offto a safe position
and marine pilot
recovered to a
aafe~ht before
loweril"@restarted.
Ship pitchingor ShiJ,'screw, one Ship's cr&Wmembef Bridge wing hoisting
rolling resdts in or two members not briefed on duties. onlycon"-'cted
n,atine pilot hitting as required, guide if ship has. and
the rall. marine pilol to centre compliee with. btidge
of clear zone.. \'ling procedures.
Appendices 167
"""
(Area of risk) I Threat I Tlveat control I Escalationfactor I Eseatatlon control
Pitch more than one Eosore that more
ahip'sctewmember than one ship's ttew
can handle. merrtier is made
available and briefed
before helicopter
arrives on station.
Ship neeve results In crewcc-operetco Shlpheaveoccurs Ship's crew member
accelerationdown to to ensure that when marine pilO( is auemp<s to cushion
clear zone. the marine pilot belO\" levef of rail landlng
la delivered in a
period of minlrr..im
movemenL
2.3 Snaggln& Pilot and hoist Matlne pilot is on the Cable cut considered
Matfnepllot operator should w!te. onlywhilemarine
not picked up be preparedto cut pibt labelow~
cleanly fl"om cable if snagging of rail
clear zone OCCU"'-
Hoist OpetatOI" taJceEI Marine pilot swings Ship's crew,oneor

the strain on the wire to rail or obstacle.. rwo n1etnbeB as
to checkmoll'E!ment required. support
before continuing marine pilot until
the lift. to ensure that clear pick up la
there la no snagging. achieved.
Addhionalcall of
"Pas~rclear"
by hoist Ope<at(lt'" to
Indicate lhat risk of
snaggi~ has passed.
'2.4 tklable to deliver Ope<atioo-Should not Area is found to be Bridge wing
Brldge""4ng n1arine pilot to the be conducted unless toosn'ISII on arrival. operations not
clear 1:one not clear zone in other there is suflloient conducted and
wide enougtl than calm oonditioos. width to provide a report filed.
fotaafe safe clear area. Al a
operation f1W'lin1um, this might
be <2m but could be
latger it elthE!f" the
heficoptef' operator
or the ship apply
tjgher imits.
Hazard 3 - Bridge operations interfere with helicopter
""k
(Areaofl'i9k) I Threat I Threat control I E.ecalatJonfactor I Eacalatlon control
3J Hlgt)-lnten9ity Shi>'s radarset

Proximity radfated fleld ro stanGl:,y\'otlile
toradaron (HIRF)interference helicopce< is on
botdp with helicopter's station.
electronic
equipment,i.e. full
authority digital
electronic eogine
control (FAOEC)
and ocher~tr0nlc
controls. resuttlng
in toss of control or
firing of squi:la.'
--
3.2 Use of whisde/hom Establish and agree
Proxlmlty!O distrac«1 heioopter prooeci.Jre for
crew. restriction on use of
hom whistle/hornwhen
helicopter is on
station.
3.3 Loose halyards could Halyatdsand other

Flag halyarde preeene a threat to loose or movable
heioopterand pilot objectsto be
during transfoc aecuted.
6 Sq,.d»arockl~ whdl..v.tl«l l'lrodIn .a s;poc,lftoomcqonay,QOOr.ltoo.atikloutmg oqulpmot!L04"fota~ oabklfrom Cho

hoic<ipt.Qr S(t\JCClltO.
Appendices 169
Hazard 4 - Helicopter operations interfere with bridge
"""
(Area of risk) I Threat I Threat control I E.scaia.tlon factor I Eaoalatlon control
4.1 Bridge cannot S~ 'a bridge ctew Tlme taken on

Mols&of conduct noemer members advised task ls usualy only
helicopter operations when ro weer headsets, measured inminuwa.
resoltaln heioopteron station. whoo appropriate,
lmpaked whEM"I hellcop(er is on
hearlncon station.
bridge
'l2 Bridge suffers fronl Ship 'a Masooc
Oownwaah Gisruptionbecause advised to keep
ot helicopter of downwash. bridge doorscbsed.
affects bridce
operations
4.3 Oownwash causes Deck crew not

Downwaah deck cre\Vto loee assisting marine pilot
of- helicopter footing. should keep in lee
affects deck of bridge to reduce
crew effect of do\vnwash.
Hazard 5 - Inadequate communication between ship and helicopter
"""
(Area of risk) I Threat I Threat control I Escalation factor I Eaoalatlon oontrol
II.I Helicopterpilot Reduoeontask No data i9 sent Inability to provide
,...,.._
Inadequate cannot exchange communications and/o( English ls not data or the inability
,_.
akllla:or
orno
infonnatlon with ship. re a mlnitr1Jm
by oonducting
exchange of
lnformationbef°'e
understood. to comn11.inicam In
the chosen operating
language should
result ina no-go
comnw.ncodon helicopce< is situation and the
launched. Use of operation being
pre-prepared called off.
informationsheet8/
ship'stemplates
wiHreduoe
communication
when on taSk.
Departure message This should happoo

noc copied and only once wlthanv
transmitted.and ship. File report to
fjghtfolowlng not ftp'aMasterand
mainrained until shipping company.
anod\er agency ls After an incident
oonmcted. of this type, more
operations to that
ship shook! not
be planned mtH
deOOiencies have
been rectified
-
11.2
Inadequate
ahlpand
hellcopte<
when on talk
Ship's ctew OOl
briefed or drilled.
Complete casksif
they can be done
safely and file repon
toftp'sMasterand
shippiogoompany.
Appendices 171
Hazard 6 - Potential operational risks

Risk
(Area of risk} I Th reet I Thre:at control I Escalationfactor I Eacalation control
6.1 If ship is not head Ensure that

Tallrotor into v.ind. and Is so operations are
authority and/ constrained that it conciJcted \vithln
or llmltatlons cannot be put into the limits set for tail
wind, croeswind rotor authority and
operatlOM should be crosswind limits
considered. for hoisting are
obeerved.
u Use of larger Considet use of the
Size of heioopters for smallest HEC Class
hellcopte, bridge\vlng O capable helicopter
operatlOM might for btidge wing
mean a high hover operations... There
la needed to remain la racely any need
clear of obstacle lo carry mote than
environmenL the marine pllot and
ccew. Most amalloc
modem twfnenglne
helicopten are
qualified.
6.3 Helicoptercrew not All Cre\\'S used

Inexperienced adequately trained, for btidge wing
crew
.,..,, .... c,.iallfled or with
recent ~erience.
operations should
be (J.lalilied,
uained, haverecent
experience, beCRM
qualified and be
adequatety briefed
f0< each mission.
Deck crew not All deck crew used

adequately trained foc-bridge,Wng
and,kir sufflcientlv operations should
briefed. be trained, all t\.rtiee
should be assigned
andmemboo>
adequatety briefed
beforeeach trission.
Deck crew grabs line All deck crew must Oeckcrew Trained flrat aid
before it is grounded be briefed/reminded inadveneotlygrabs crewto be available
or grabs mama piot of dangersof ha2ard ungroundedwire. to address 8fY'f
before the line has before the operation conaequenoe&-
grounded. la begun.
Bridge wing winching - Model risk

assessment matrix (release of hazard)
Release of Hazard 1 (i.e. event occurs) collision with obstacles
IH•m••1
~ Recovery measure& I Escalationfacto, I Consequence I Mll.igaUon
1J Marine pilot Insufficient power to Helicopter crashes Ship emergency

Loaeofpowe, recovered and prevent descent to onto bridge. fire and recovery
aircraft flown back bridge wing.. procedures put Into
to beee on ren1aining action.
e~ne.
Helicopter crashes Ship launches
°'
into sea <itches. boat and recovery
proceduresput into
action.
IAMSAR procedure
initiated for recovery
of heioopteraew.
Ship informs
helicopter ope<atoc
Helicop.« operator
em«gency
procedures.
Hellcopoot operator's
emetgency response
pl.an put Into action.
Appendices 173
....._. I
Hazard
Recoverymeasures j Escalation factor j Corwequenee I Mltlption
1.2 Position recove<ed. losufficienttime Damage not Ship i'lforms.

L.osaof or space to avoid sufficient to prevent helicopterope<atoc
pooltlon collision. recr:111e<y and safe
landing
Hellcopoor operator
initiatesemergency
procedures..
Helicopce< operator's
eme<gency response
pl-an put into action.
Helicoptercrashes Shlpemergencv
onto bridge. fireand recovery
proceduresput into
action.
Helicopter crashes Ship launches

#'Ito sea ot ditches. boat and recovery
procedures put into
action.
IAMSAR procedure
initiated for reooyery
of heiooptercrew.
Ship informs
helicopter ope<atoc
HellcopU!< operator
initiatesemergency
procedures.
Helicopte< operator's
emergencyresponse
pl-an put lnto action.
Release of Hazard 2 (i.e. event occurs) winching clear zone less than 5m
......... I
Hazard
Recovery fn8!1Buree I Escalation ractor I Consequence I Mitigation
Har--
2J
ormarlne
Cable cul. MarinepilOl released
to fall to bridge wing.
Marine pilot injured. Deck cl"e\v recovers
marine pilot to
accommodation.
.........
pllo<-
Helicopw reoovered
to base.
Helicopre<refitted,
rerums to pick
up marine pilot or
IAMSAR procedure
Initiated for recOYery.
2.2 Deck ctew assist Marinepilot strikes ~1arloe pilot injured. Deck crew recovers
Matlne pllol mednepilot to deck. rail. marinepilot to
notdeliwred accommodation.
oleenlyto
centn,oK
olearzone
Marine pilot taken
back to base if not
.serloosly lr;..tred.
Marine pilot
recovered at latee
-stage if injuries
petmit.
2.3 Deck crnw assist Marine pilOl strikes Marine pilot Injured. Marine pilot taken
-pllot n1arine pilot off deck rail. back to base if not
not picked up seriouslyirj..lred.
oleenlyfrom
cl-zone
:2.4 The stip 's medical Injured marine piot
Marine pllot team care for the -Should nor conduct
Injured and marinepiloL pilotage. Manoeuvre
remalneon atiplntoasafe
lhlp area and heave· to
oranchorfor
lnstruotions.
Appendices 175
Template for bridge wing winching operations
Shipn¥nO c~•• ..,.,..

Wlnohi~sito
C~vn.vno
0:uo tempbto
oompiod
MMSINo.
·-
Wlnohi~sito
Cloe;~ 3mobstil0kifmm site
M.u. ship hoigtll Ck>G~ Elm~lofromffl.o
Max. 8\\1 height Typooflightirig
Cornmunio.acion=; Sig,,maMll obs.aoAes It
Vlincnil'lg
locwion
H-lirnit Pitohlim,t
I I Ao11init
I
No<~
(11¥:ort ai,not,uod bridge wing im.:igil
Umit~mmon:. Non-oornl)li¥1CO
(lf'IGert photQgr.aph of s.hC)')

Example of template for bridge wing winching operations with clear

zone and obstacles marked (with distance rings)
..,,,_ v.rflChi,g no
°''"""' Cill!sisn 0,All2 :l>m
""'""'
·- 'o\'.nctwlg s=CO
--
C:inhusbri
Cornp,anv n.1.m0 Shippfng:LIIIO MMSINo. 2.o&n
•idth
CmtotCf'npbto BoMll lgt'at: Control bo>:as located

19May20Zl Ck,soi;c3m obst.:iclofrom sito
noxt to tho CN.v fflnO
Max tohip heigh(

'"""' C1osoct 6m ob5tac:toITomsilo Whoolhousoo
Bo11m~t loc.uod at lho POrt

M.u.£1Wh.t 4Ulm Typaoflighdng odgo tho~'<Wlg(d¥octod
downwards=>
Communio.1.don1o
'"""""' Signiflo:intob!itaci°' 14 ·~-;ao not droottt-lit.
V'1wdhouso dock le by bNm ligl\t
W,C'I~
""'"""'
P.S Bridge Wll'lg l-lc.:i\'ahlt ,.,..,,.. ~lrnll .... Aollllmll ....
Notes
W.f'lchl,g cio.ar mno 3.2m x 2..0m
'tf •
.. .
_ .._,,,,,11111111,11
'"' ..
MO'o'Orncnt ol si8J"iflc.:tnt obsl:Jdc

Qiitcrna) into holtcofY.ot mM\00\lvri"EI
=·
0:11npaff blnn:icio on inboard sido cl
wi~inso1cl:lr :OOQ.
Appendices T77
AppendixG
Relevant publications
CAA CAP 437:StandardsforOffshore HelioopterLanding.Areas
ICAO Convention on lnt&rnationalCivil Aviation ... Annex 14 Volume II (Heliports) and Annex 6 Part IU
{InternationalOcerauons - HelicoptatS)
!CAO Heliport Manual (Doc 9261)
ICS Bridge ProooduresGuido
ICS Guidelineson the AppUcatlonof the IMO InternationalSafety Management(ISM) Code
ICS Maritime Security:A ComprehensiveGuide for Shipowoors,Seafarers and Administrations

includoa a model Ship Security Plan.which is a r&quiretnentof the lntemationalShip and Port Facility
Security CISPS) Code
ll\10 lnternatonalConventionfor the Safety of Life at sea (SOLAS)
IMO InternationalFlre Safety Systems(FSS) Code
IMO International Regulationsfor PreventingCollisions at Saa (COLREGS)
IMO R&&olutionA.866(20)Standards for On-Board HelicopterFacilities
IMO/ICAOInternationalAeronauticaland Maritime Search and Rl)SCU0(IAMSAR) Mat1uat
Jnt&rnationalAir Transport Association(IATA)Regulations
InternationalTeleoommunicationUnion (ITU) Radio Regulations

-
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Guide To Helicopter Ship Operations

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Guide to

Pubr.shed by Mariseo P\Jbfooations

@ tnternaticnal Oia.m.b9rof Shipping2021

Foreword to the fifth edition

3.7 Weather and sea conditiOl')S ...- ..·--····-····-·····-····-····-····-····- ..··-····--····-···-···-···-···-····-···-···-····42

6.4 Signalling prccedo-ea··-····-···-···- ..···-····- ··- ..··-····-·····-···-···-···-···-····-···- . 69

1.4 Threat.a and controls····--·-···-···-····-·····-····-····--··..······-··--····-·····-····-···-···--···..-····--·--·-···- . 94

CAA Civil Aviation Aulhol'ity(UK)

CRM Cook pit resource management

FAOEC Fuh authol'ity digitaJ electronic engine control

FOO Foreign object damage

GCU Gas combustionunit

HHO Helicopter hoist coerauons

HIRF High·intensity radiated fiGld

HOGE Hover out of ground effoot

IAMSAR International Aeronautical and f\1aritime Search and Rescue

IATA InternationalAir TransportAssociation

ICAO International Civil Aviation Organization

IFR Instrument fligtit ru'9s

ISM Code lnter~tionalSafety f\1anagementCod&

ISPSCode InternationalShip and Port FacilitySecurity Code

LEL lower &xplosive limit

MMSI Maritime Mobile Service Identity

MOB Man overboard

OEI Ona engine inoperative

oow Officer or the Watoh

P&I Protootion and Indemnity

PPE Personal protective equipment

P/Vvalvo Pressure/vacuum vatve

RTB Rotor. track and balance

SARPs Standarda and Reoommendad Practices OCAO)

SMS Safety f\1anaga-mont System

SOPs Standard operaringprooeduros

UTC Occrdinated Univemal Time

Company Theowreeof theship oranyotherorganisationor personwith

Oowndraught/downwash Airflo\v uOOerneath a helioopter caused by the rotore.

Funnel of approach AssooiatOO with a purpose built or non-purpose built midship

Hazard A source. situation or act with a potential for damage or haml to

Heave Ship'svertical (up/do,vn) motion (may be referenced as either

Heaving to Th& act of slowing and stoppingash.ipatsea.

lnertgaG A gas (e.g. nitrogen or scrubbed flue gas) or mixture of gases

lntrinsJcaJly safe Equipmentthat will not cause specific hazardous atmospheresto

Landing area An operating area sulL.able for landing helicopters.

Likelihood An aseeesment of the likelihood of the hazard.

Manoeuvring :zone Designated area, where, some limit.ad obstaclesare permitted,

Monkey island Deck area above the navigating bridge.

Payload The carrying capability of a nerlccpter (personnel or oargo}.

Pitch Ship'svertical (up/dO\\ln)motion at the bow and stem.

Residual risk A remainingrisk afte.-control measureshave boon applied.

Responsible Officer Designated ship'soffio9r in charge of th9 helicopter operation.

Risk A combinationof the likel1hoodand co~uancasof a specified

Roll Ship'srotation (port/starboard)around the longjtudinal axis.

Severity An aseeesmentof the possible oonsequenc,e,sof the hazard.

Skid mounted helicopter A hehccoter,vtth a fixed skid undercarriagerather than a whoo.lad

Squibs Detonators that, when firOO in a spooific emergency,operate

Surge (helicopter) An engine malfunction that causes a loss of power.

Surge (ship) Ship'smovement (fora/back)along the longitudinal axis.

Sway Ship'slinear transverse(side/side) motion.

Tabard High visibility waistcoat or jaeket,