HLO

INTRODUCTION
This course is designed to meet the initial training requirements, including eme
rgency response, for offshore helicopter landing officers. Successful completion
of the course will demonstrate the achievement of a level of competence enablin
g the delegate to work as an HLO offshore, under the supervision of a competent
HLO for further installation specific training and development.
Target Audience
This Course is aimed at delegates who have previous experience as Helideck Assis
tants offshore or similar experience onshore.
Pre-requisites
All delegates should be in possession of an emergency Helideck Team member (or e
quivalent) certificate and VHF certificate. A VHF radio operators Course is also
available from Ocean Training Systems.
The Applicant shall:
• Have a reasonable command of the English language
• Have a mature decision making skills including an assertive personality
• Have mature decision making skills
• Some previous offshore experience would be a definite advantage
Course Content
On completion, participants will be able to demonstrate competence in the theory
and practice of the following:
• Transmit and receive radio messages between the helicopter and platform
• Advise the helicopter pilot of weather, wind and sea conditions on site
• Understanding of helideck operations safety requirements/procedures
• Ascertain and advise the helicopter pilot as to whether safety requirements rela
ted to aircraft operation have been adhered to
• Supervise the movement of passengers , baggage and cargo to and from helicopter
• Familiarity with different helicopter types and their operation and emergency pr
ocedures
• Advise shore station of helicopter movements,
• Actual time of departure (ATD)estimated time of arrival (ETA)and manifest detail
s
• Ensuring adequate fire protection is provided for each take off and landing
• Familiarity with management of dangerous good(DC)
• Helicopter refueling and procedure (offshore)
• Basic marshalling signals
• Shutdown and security of aircraft on helideck
• Ensuring that the platform meets the safety requirements for helicopter operatio
ns
• Introduction to specialized operations (Search and Rescue, Winching ,medivac, ni
ght operations)
• Supervision of refueling of helicopter
• Preparation for helicopter emergencies
Demonstration of competency
Participants are required to pass an assessment of practical skills and a writte
n or verbal examination of theory.
On successful completion of the HLO Course, the applicant will be issued with a
HLO certificate that is valid for two years.
SECTION 1
1-GENERAL HELICOPTER OPERATION
2-HELICOPTER EQUIPMENT
3-PILOT EXPERIENCE
Offshore Helicopter Operation Description
This manual has been compiled to primarily cover offshore helicopter operations
in the oil and gas industry. Helicopters may be operated in a variety of roles t
hat fall outside the scope of this HLO course.
Helicopters support the offshore hydrocarbon throughout the world and have prove
n to be very safe and efficient compared to sea going vessels.
Helicopters used in the offshore oil industry generally have 2 engines to provid
e continuous power and safety in the event of an engine failure or power loss. M
ost offshore support helicopters are flown by 2 crew but this is generally a req
uirement by oil companies looking for optimum safety margins, rather than legisl
ation. Larger helicopters that can operate in most weather conditions are usuall
y always flown by 2 crew.
Helicopters can be used in a variety of tasks in the oil and gas industry and at
mospheric conditions can severely limit the payloads offered when considering sa
fe approach and takeoff paths available. Under slung loads impose a greater dema
nd on the pilot skills and cross winds or tail winds will severely limit these o
perations.
Helicopters can be configured for passengers (Pax) flights or freight. Although
Pax and freight can be often mixed, the freight needs to be separate from the Pa
x and tied down with and approved strapping system.
Offshore helicopter flights need a procedure in place for flight following to en
sure the location of the aircraft is known at all times and how many people are
on board.
The flight following procedures will also have a comprehensive rescue plan in pl
ace that the may include the HLO.
The HLO needs to be familiar with the rescue procedures and the chain of events
to follow in the event of an emergency.
Helicopter may also be fitted with the following equipment to expand their roles
:
• Winch: generally used for lifting lowering people or stores when a landing is no
t available.
• Floatation: Mandatory for over water flights.
• Load hailer: To use voice instructions in a noisy environment.
• Hook: For under slung loads.
• Auxiliary tanks: To extend the useful range.
• Night Sun: To search and rescue
General Helicopter Requirement
All helicopter operators, including Middle East Operations, are required to comp
ly with the regulation and certification in the country of the aircraft registra
tion. Most countries have similar standards and when operating overseas the oper
ator is obliged to also abide by the standards and regulations of that country.
All countries have minimum requirements for crew standards and the safety, survi
val equipment carried. Most oil companies have a contractual arrangement with th
e helicopter operator that will also define the experience levels of the pilots
and the standards that are expected. Commercial pressure and oil company audits
have pushed most offshore helicopter companies to accept high standards.
Helicopter Equipment:
• As a minimum, one approved helicopter life jacket for each person carried
• First Aid kit
• Life rafts to accommodate everyone on board
• Floatation equipment
• Fire extinguishers
• Survival equipment. (Usually in the rafts)
• Safety Briefing Cards
• Intercom or a headset to communicate with the passengers
Pilot experience:
The Captain will have an Air Transport Pilots License ( ATPL) and instrument rat
ing and have considerable experience on that kind of aircraft .2 pilot are norma
lly on board each flight but occasionally the helicopter may be flown with only
one pilot.
The Co-Pilot is often another captain or pilot with similar experience and quali
fication.
Note: The CAPITAIN of the helicopter has TOTAL COMMAND of the aircraft and its o
peration.
The captain may rely on one of the passengers abroad the aircraft to relay infor
mation to the other passengers as required from time to time.
If the helicopter is not fitted with an intercom system, then a passenger will b
e required to wear a headset that is connected to flight crew to relay informati
on to the other passengers.
Although passengers may find most helicopter trips quiet routine, it is importan
t that passengers are aware of that is required from them at all times, especial
ly in an emergency.
The passenger wearing the headset is responsible for passing on all relevant inf
ormation from the crew to the remaining passengers. For this reason alone, that
passenger should be fluent in the English language and also in the language of t
he passengers in general.
SECTION 2
1-OFFSHORE HELICOPTER LIMITATION
2-UNDERSTANDING WEATHER
3-DENSITY ALTITUDE
4-WIND VELOCITY
5-PITCH, ROLL AND HEAVE
Offshore Helicopter Limitations
Gross Weight:
• Every helicopter has a maximum weight that it can operate at.
• This weight is called the maximum all up weight.
• Helicopter performance is directly affected by the weight.
• Helicopters are not permitted to operate above the MAUW.
• The difference between MAUW and the operating weight is the Payload.
Understanding weather:
Air Pressure:
Is the weight of the air, which decreases with height and is measured in Hectopa
scals. The air pressure is higher at sea level than at altitude and is denser. D
ense air is better for the rotor system. The normal pressure at sea level is 101
3 Hectopascal. A Barometer set to indicate exact height above sea level is calle
d QNE.
Temperature:
The heat content of the atmosphere is measured as temperature in Degrees Centigr
ade. The colder the temperature; the more dense the air. Dense air is better for
the rotor system.
Moisture:
Moisture or Relative Humidity is the quantity of water in the atmosphere. 80% hu
midity would feel very wet and warm, whereas 15% humidity would feel very dry. H
umid air is less than dry air.
Wind:
Wind is the horizontal movement of air across the surface of the earth. Wind is
caused by the unequal cooling and heating of the earth's surface, which causes a
temperature and pressure gradient. As heat rises, cooler air slides in undernea
th to replace the rising air. Wind in the hover can reduce the amount of power a
helicopter needs because the rotors have a greater mass flow of air passing thr
ough them in any given moment.
Wind is measured by an Anemometer and is expressed as a Vector. Wind has both sp
eed and direction. The direction being expressed first as a compass bearing and
the wind speed is Knots. The compass bearing is the direction the wind is blowin
g from. (NOT TO) For example: 350 at 12 knots OR 180 at 20 knots OR Light and Va
riable.
Clouds:
Clouds and Fog are visible moisture in the atmosphere.
Clouds can be low, high or middle level and their names describe the type of clo
ud.
Clouds are created when moist air rises and cools and water condense around dust
particles to form tiny water droplets or ice crystals.
There are 10 main types of clouds that are classified on the basis of their shap
e and height in the atmosphere at which they from. The types of clouds give clue
s to the atmospheric conditions.
Density Altitude:
• Density altitude is pressure altitude corrected for temperature.
(The normal seal level temperature is 1013 Hectopascals at 15Degrees
Centigrade.)
• If the pressure is lower than this or the temperature is higher, then the densit
y of the air is less.
• Dense air decreases the performance of the helicopter.
• Less dense air is the equivalent of being higher in the air.
• Temperature has a greater effect on helicopter performance than the pressure.
Wind velocity:
The helicopter requires less power as its air speed increases.
When the rotor system has about 10 to 15 Knots of wind passing through it, a fac
tor called "Translational Lift" increases the efficiency of the rotor and less p
ower is required to hover, take off or land. Generally speaking, pilots always o
perate into the wind. The helicopter may tend to "weathercock" when turning down
wind and then the power requirement will be increased. Wind blowing through the
rig structures can often be turbulent or even hot when passing over heated funne
ls or smoke stacks. In these situations, the payload offered may be less than wh
en the airflow is smooth. Turbulent air through the rig structure may prevent th
e helicopter from departing into the wind, which may also limit the takeoff weig
ht.
Pitch Roll and Heave:
Any floating vessel or structure is affected by sea conditions. The motions that
a vessel is subjected to may be described as Pitch, Roll and Heave.
Pitch:
To dip and raise and raise the bow stern alternately
Roll:
To turn from side to side along the longitudinal axis
Heave:
To rise and fall with a swell or wave, all helicopters have a limit to the amoun
t of Pitch, Roll or Heave they may accept. The following is a typical example th
at might apply to a helicopter landing on a floating vessel, such as a barge, sh
ip, semi submersible or a Rig under tow.
Example:
Pitch limit +/- 2 degrees Roll limit 4 degrees Heave limit 4 meters
The HLO or RO would give the Pitch, Roll, Heave with the Wind and Landing Cleara
nce. The pilot will then determine if any of these exceed the Aircraft Limitatio
ns.
Other consideration:
Deck height: A high deck (120' and above) provides a helicopter with a better es
cape path in the event of an engine failure after takeoff. Departure obstruction
s: The pilot may limit the payload if the departure path is obstructed by anothe
r rig or sea vessel. Small ship: Pitch, Roll and Heave may exceed the maximum li
mits of the helicopter.

SECTION 3
1-HLO DUTIES AND RESONSIBILITIES
2-DAILY DUTIES
3-HELIDECK TEAM
4-REFUELING TEAM
5-FIREFIGHTING TEAM
6-RADIO OPERATOR

HLO Duties and Responsibilities

A helicopter Landing Officer (HLO) will be appointed to each crewed offshore ins
tallation or ship where helicopter operations are to be conducted.
The HLO has TOTAL control over any person who is near the landing area. Any disp
ute between the HLO and any other person on the installation should be resolved
after the helicopter has departed, in the main time, the HLO shall have the auth
ority to make safety decisions on behalf of the welfare of the helicopter passen
gers.
The HLO is encouraged to contact the helicopter crew by radio if additional info
rmation is required to enhance the safety of that flight or safety in general.
The HLO is the appointed person responsible for the day-to-day management of th
e offshore installation helideck and must be in control of the associated deck o
perations and the helideck crew.
The HLO shall perform the helideck inspection prior to any helicopter operations
and determine if the helideck is suitable for a landing and advise the Radio Op
erator.
A Helideck Inspection is required prior to any helicopter operations and shall i
nclude:
• Landing area is clear of all obstructions and loose items.
• All cranes should be clear or in the parked position
• Only essential personnel are in the vicinity of the landing area
• Trained Fire Fighting crew is adequately dressed and prepared
• Standby rescue Vessel should be in position
• Perimeter Safety Nets should be secured and in good condition
• All emergency exits safe and free of obstructions
• Radio Communications to be established before giving a landing clearance
• Landing clearance given
• Record all movements in the Radio Room Log Book
The Applicant should have some experience or qualifications in the following:
• First Aid course (Senior First Aid Qualification is preferred)
• Basic Fire Fighting(With Reference to ships)
• Breathing Apparatus (As in the H2S Certificate)
• Helideck Fire and Rescue
• Radio Operator License
The HLO primary Duty is to provide emergency assistance to the helicopter occupa
nts and the crew.
Although an actual emergency would be very rare, in fact most HLO's will never e
xperience a real helicopter emergency, the HLO needs to be trained and ready for
this eventuality.
Each offshore installation will have documented operational procedures that the
HLO may use as a reference.
The HLO shall wear suitable clothing as to be visibly recognized as the HLO.It i
s common practice for all HLO's to wear a high visibility fluoro type vest that
stands out from a distance.
Emergency Procedures:
The OIS is generally in charge overall of all installation safety and emergency
response and takes charge over all others in the case of an emergency
The HLO shall inform the OIS at any stage an emergency occurs or is predicted to
occur.
The Radio Operator (RO) often shares some of the above duties depending on the i
nstallation .in many cases, the RO does not have a clear view of the out side ar
eas and the HLO must pass this information on to the RO as required.
When reviewing a landing clearance for the helicopter, consider in following
Factors to consider are:
• Visibility
• Pitch and Roll of the vessel
• Status of the cranes
• Sea State
• Vessels near the helideck
• The standby safety vessel may take 30 minutes to get into position
• For night operations, check all lighting
• All non-essential personnel shall be asked to clear the area
• Increase your Situational Awareness by looking around the helideck before speaki
ng.
LOOK UP, DOWN and All AROUND!
From the time the helicopter arrives till the helicopter leaves:
• The helicopter pilot shall be advised if there is any change to the weather, pas
senger loadings or Helideck conditions
• Maintain positive control over all personnel on or around the Helideck
• Supervise all incoming and outgoing passengers, including baggage and freight to
a suitable arrival facility
• Supervise provision of services to the helicopter while it is on deck, including
fuel, refreshments, chocks, ties downs etc
• Provide the outgoing Manifest to the pilot for checking
• Ensure correct compliance with the dangerous Goods Requirements
• Check the security of all Doors, Hatches and Panels
• Check for fluid leaks, smoke and any unusual noises or vibration
• Keep all Non- essential personnel clear of the helideck
The HLO shall SUPERVISE the helideck at all times and not engage in general Load
ing/Unloading unless he needs to intervene for safety reasons or while training
other HLO's or HAD's.

After Takeoff:
• Observe the Takeoff until the helicopter is in a safe clime and report any unusu
al occurrences to the pilot
• Check the Radio Flight Watch is being maintained after departure
• Check the helideck for any loose objects and general security
• Check all equipment that was used is returned to storage in a serviceable condit
ion
• Complete all post flight documentation

Emergency Procedures:
The individual Company Emergency Procedure Manual will determine the HLO's dutie
s.
Recurrent Training:
The HLO course is normally valid for 2 years and the HLO shall make every attemp
t to notify his company prior to this HLO rating lapsing to arrange a renewal co
urse.
The HLO
The HLO is directly responsible for the helideck and the Supervision of the heli
deck team.
The HLO is required to overview the entire operation and also be in full view of
the pilot.
The HLO shall not normally be involved in the actual passenger and baggage handl
ing, rather as a deck supervisor.
Refueling Team
The fuel Team shall be positioned so they can control the pump assembly and shut
 it down if a problem develops. The fuel Team shall take signal instructions fro
m the HLO in regard to pumping fuel or not pumping .The fuel Team shall ensure t
he pilot can see the "before and after" fuel water checks and receive a "thumbs
up" confirmation from the pilot.
Firefighting Team
The Fire Team shall be on standby, on location for All Helicopter movements.
The 3-person Fire Team man the foam monitors and the control assembly.
When refueling, one fire team person stands next to the Refueled with an extingu
isher, CO2 or foam for an instant reaction on a fire breaking out. That person s
hall wear afire protective suit.
Radio Operator
The RO would normally remain in the radio room but is often responsible for the
manifest and weighing of all passengers and freight. Depending on the offshore i
nstallation, the RO often also arranges the Video Brief.

SECTION 4
1-HELICOPTER BRIEFINGS
2-VIDEO BRIEFINGS
3-VERBAL BRIEFINGS

Helicopter safety and briefings

Helicopter safety is an intensive subject but starts with a safety aware corpora
te culture and attention to detail and a sound passenger brief. Following the St
andard Operating Procedures will protect you and your staff from unexpected dang
erous.
The standard brief shall be the Video Brief.
The following points are to be considered for any helicopter operation:
• Passenger Briefing(video brief or verbal brief)
• Safe ways to approach and depart the helicopter
• Use of life jackets
• Use of Life Raft
• Use of survival equipment
• Loose items in and around the helicopter
• No Smoking Policy
Especial attention should be paid to Non-speaking English passengers who may hav
e trouble understanding the video brief. these passengers should be given a brie
f next to the aircraft and have the emergency exits and survival equipment point
ed out to them at the aircraft whenever possible.
If possible have a multilingual interpreter available to assist in the brief.
All passengers, regardless of how experienced they may be or their status, are r
equired to be fully briefed each time they fly. Passengers caught talking during
the briefing, or not paying attention, shall be taken aside, council led and be
given the brief again.
If possible, conduct the Verbal Brief from a pre-prepared checklist
Verbal Briefings:
• Do not approach the helicopter when the red anti-collision light is on or if giv
en a "thumbs down"
• Do not touch any exposed aerial system
• Do not raise arms or wave when under the rotor system
• Do not move to the near of the aircraft beyond the doors
• Do not step on the floatation bags if they are exposed
• Do not wear hats, caps etc anywhere around the helicopter
• Do not go towards the tail ever or any exhaust system.
• Do not carry newspapers on board the aircraft

Also include the following:

• Secure items of clothing, glasses and loose objects
• Operation of the normal and emergency exits
• The operation of the head set
• The wearing and operation of the life jackets
• The location and activation of the life rafts
• The location and activation of the EPIRB beacons.(Emerge position indicating rad
ios.(optional)
• The location of the first aid kits, Fire Extinguisher and additional survival eq
uipment.
• The "BRACE" position for crashing and ditching
• No smoking anywhere near the helicopter
• Carry long objects horizontally and at waist height

Passenger Safety Brief

A full and comprehensive Safety Brief is to be given EACH TIME a passenger fligh
t takes place. Keep in mind that many rig workers who do speaks some English may
have difficulty understanding the more complex instructions regarding the use o
f emergency exits and the deployment of life jackets and life rafts.
As a reminder:
The Pre-Departure helicopter brief shall cover the following:
• Danger areas around the helicopter/Rotor Hazard
• Emergency Exits/Door/Windows
• Seat belt operation
• Life jacket operation
• Head Set operation
• Life Raft operation
• Location of Safety briefing cards
• Brace Positions for Emergency Landing
• Emergency Beacons
• Fire Extinguishers
• No Smoking
• Follow all commands as directed by the helicopter captain

SECTION 5
1- FLIGHT FOLLOWING AND SAR
2- UNDERSTANDING MAYDAY AND PAN CALLS
3- EMERGENCY CALLS
4- VISUAL SIGNALS

The degree of urgency is indicated by the words, distress being of the highest a
lert. Generally, the SAR response is activated at any time the helicopter safety
or position is uncertain.
Other KEYWORDS may be:
"IMMEDIATE ASSISTANCE REQUIRED"
"DITCHING"
"IMMEDIATE DANGER"
An aircraft that cannot be raised after the next expected radio call should be c
onsidered to be in an uncertainly phase.
If the RO can not raise the helicopter through other means and through other air
craft, it should be assumed that an Alert Phase would be entered.
The RO should notify all stations, including the Company and also the destinatio
n platform that should advise the HLO.
The HLO should prepare the Helideck for an emergency at short notice if an emerg
ency landing is required.
The RO should notify all stations, including the company and also the destinatio
n Platform that should advise the HLO.
The HLO should prepare the Helideck for an emergency at short notice if an emerg
ency landing is required.
An Aircraft SAR should be considered when the following conditions apply:
• The aircraft calls MAYDAY or PAN
• The helicopter fails to report at the nominated time
• The helicopter is known to have, or believed to have a problem
• The helicopter is reported by another station to have experienced an emergency
• The aircraft fails to land after receiving a landing clearance
• Any information from another source that the aircraft has ditched or is facing i
mminent fuel exhaustion

The HLO is normally not involved in the SAR phase except for preparing the helid
eck Crew and the helideck for landing.
Emergency Transmission
Either the offshore installation or the helicopter may initiate emergency calls.
Helicopter emergencies can result in various actions being taken.

For Example:
• Ditching, perhaps next to an offshore installation or vessel
• Low on fuel, outcome uncertain
• Fire, in flight or on the deck
• Weather problems, returning to base or an alternate
• Mechanical problems fly to an alternate, land as soon as possible or immediately
• An Emergency call has immediate authority over all other calls. The relevant ins
tallation RO should respond accordingly and take the actions necessary for that
emergency for that emergency. The radio channel should be kept free of radio tra
ffic and a good listening watch maintained
Emergency Radio Calls
MAYDAY and PAN are the 2 emergency calls that determine the approximate nature o
f the emergency.
MAYDAY is defined as any life-threatening emergency where an aircraft or vessel
is in danger and requires immediate assistance.
PAN is defined as a problem that may require assistance or could develop into a
more serious problem.
MAYDAY and PAN calls are made by repeating the words 3 times.
The amount of information in the message is determined by the time available for
the transmission.
For Example:
MAYDAY MAYDAY MAYDAY this is VAB ditching near the Ocean Blue.
MAYDAY MAYDAY MAYDAY this is VAB sever vibration , ditching alongside unknown f
ishing boat 10 miles south of kish island,11 POB.
PAN PAN PAN, HBX has had an engine failure, returning to Port, presently 15 nort
h of Peel inlet,10 POB, ETA at time 35.
PAN PAN PAN , Pandora, this is HSR, very low on fuel, require immediate landing
clearance.
In the example above, the MAYDAY calls require immediate assistance, whereas the
 PAN calls may require assistance.
An accurate flight following will be able to offer assistance more quickly if th
e RO has all the required information.
• Aircraft call sign
• The problem or fault
• Position altitude and heading
• Intention
• Persons on board (POB)
• Fuel quantity or technical information

During an emergency, the controlling authority or the RO or HLO will impose a ra

dio silence until the problem has been resolved.
For Example:
"All stations this is the Alpha Delta, cease transmitting on this frequency, Dis
tress traffic. Out"
For Example:
"All stations this is the Alpha Delta, Distress traffic has ended, normal radio
operations. Out."
For Example:
"All Helicopters near the PS1, we have a general alarm, DO NOT LAND ON TH PS1"
Any helicopters in the vicinity should immediately move to the upwind area.
The pilot will then advise of his intentions. If fuel permits, then the helicopt
er may loiter in the upwind area to provide possible assistance.
Under no circumstances may a helicopter re-approach or land while a general alar
m is in force
Radio Silence
Radio Silence is often imposed when explosives are being used or prepared.
Radio Silence directly affects helicopter operations and all helicopter movement
s must cease unless there is a dire emergency.
A helicopter that needs to land during radio silence may do so by visual hand si
gnals given by the HLO. It is important that the Transmitter is turned OFF and o
nly the receiver is left on if this option is available.
Route Map
The Installation shall keep a route map of the area that shows all possible Rigs
and Routes that helicopter may operate to in the normal course of operations.
It is important that the HLO or RO knows the route the helicopter will be flying
and when the last radio call was made. A log should be kept and the RO should k
now when to expect the next call.
In the event of a missed call, the RO should call the helicopter for a number of
minutes before declaring an INCERFA. (Uncertainty Phase)
Learn to judge how far the helicopter covers the map in any given time.
For Example:
At 120 Knots, the helicopter will cover 2 nautical miles per minute, or2O miles
every 10 minutes.
Therefore if your rig is 70 miles from departure point, then it will take about
35 minutes from departure till destination. Learn also to gauge the times betwee
n installations.
Visual Signals
If radio communications are not available, then visual signals will need to be u
sed.
Visual signals are by their nature very intuitive and can take the form of hand
signals or colored lights. The HLO should use the standard signals whenever poss
ible, however he may vary the hand signals if necessary as long as the signals a
re clear and unambiguous.
Hand signals illustrated in the CD provided . Each file contains one hand signal
, they are as follows:
1) fire in engine one
2) fire in engine two
3) sling load still attached
4) release sling load
5) move left
6) move right
7) come forward
8) go backwards
9) stay on deck
10) ground power connected
11) ground power disconnected
12) Move up
13) Clear to fly away
14) Land here- wind is at my back
15) Shut down
16) Do not land
17) Fight the fire
Possible lamp signals are shown below:
STEADY GREEN- Clear to land
STEADY RED- Do not land - Orbit — Wait
FLASHING RED- Do not land - Return to Base
In an emergency, the Pilot may signal that he needs to land by signaling with th
e landing lights or making hand signals through the window if possible.

Remember that the HLO needs to be in sight of all persons on the Helideck to com
municate visually.
Most helicopters are very noisy on the Helideck with the engines running and the
rotors turning. Do not try to attract someone’s attention by calling out, instead
, gently walk up to the person, hold a part of their clothing and escort them to
a safe area.

SECTION 6
1-COMMUNICATION AND SIGNALS
2-RADIO CALLS
Using VHF Radio: Portable VHF radio transceivers that operate in the Aeronautica
l frequency are generally used by HLO’s. In most countries, there is a legal requi
rement to have a VHF radio license to operate in the Aeronautical Band. The loca
l authority will also allocate a frequency for offshore operators to use.
The aviation VHF communications band is: 110.00 to 136.975 MHz
Radios may be either low powered hand-held radios or larger installation units.
In any cases, VHF is line of sight only (LOS). The higher the helicopter is the
greater range of its radio to another station.
Establishing Radio Communications
Apply the following procedures to establish radio contact with the helicopter
If the helicopter crew is on another frequency, there may be a short delay befor
e the helicopter replies. Be patient.
• Select the correct frequency
• Conduct a short listening watch before transmitting
• Use the phonetic alphabet
• Think before you speak
• Be brief and concise
What to say on the radio and how to say it.
Use the helicopter call sign first followed by the Installation name, then the b
ody of the message.
The Weather and other details are normally given by the RO on the main radio, wh
ereas the HLO gives the landing clearance and any other last minute information,
such as Cranes or workboats.
CLEAR TO LAND is the correct phrase for a landing clearance; however the phrase
GREEN DECK is often used and is understood by all helicopter pilots.
Phonetic Alphabet: The English letters may be pronounced in a manner, which clar
ifies the sound of each word. For example, if you had to spell the name of a pas
senger over the radio, then you would use the phonetic alphabet. If you wanted t
o know if the passenger ‘Rosario’ was on board, you would spell out the name as: ‘ROME
O OSCAR SIERRA ALPHA ROMEO INDIA OSCAR’.
The phonetic alphabet appears below:
A—ALPHA B—BRAVO C--CHARLIE D--DELTA E--ECHO
F--FOXTROT G--GOLF H--HOTEL I--
INDIA J--JULIET K--KILO L--LIM
A M—MI N--NOVEMBER 0--OSCAR
P--PAPA Q--QUEBEC R—ROMEO S--SIERRA T-
-TANGO U--UNIFORM V--VICTOR W--WHISKY X--X
RAY Y--YANKEE Z—ZULU
The NUMERALS have their own pronunciation:
0--ZERO 1--WUN 2--TOO 3--TREE 4--FO-WER
5—FIFE 6--SIKIS 7--SEFEN 8--ATE 9--NINER
A Decimal point is pronounced as DAYSEEMAL (DAY-SEE-MAL)
One thousand is pronounced as TOUSAND
Examples:
120.9: WUN TOO ZERO DAYSEEMAL NINER
1236: WUN TOUSAND TOO HUNDRED AND THIRTY SIKIS (OR) WUN TOO TREE SIKIS
3500: TREE FIFE TOUSAND
Signal Strength and readability:
Signal strength and readability depend on how a radio station hears and understa
nds the other.
The scale is from 1 to 5, 1 being the lowest and 5 being the best quality.
READABILITY SCALE MEANING
1 WUN UNREADABLE
2 T00 INTERMITIANT
3 TREE READABLE BUT DIFFICULT
4 FOWER READABLE, NOT PERFECT
5 FIFE VERY CLEAR
The following words are commonly used over the airwaves to clearly and concisely
abbreviate a sentence to just one or two single words.
AFFRIMATIVE (OR) AFFIRM Yes or I understand or permission granted
NEGATIVE-- No or not understood or permission denied
OVER-- Finished talking, your turn to speak (Not used regularly anymore)
OUT-- Nothing more to say
ROGER-- Message understood
WILCO-- I will comply with request or order
STANDBY-- More of message will follow shortly. Waiting for more information
SAY AGAIN-- Repeat the transmission, not fully understood
CORRECTION--Error in transmission, I will correct the message
BREAK-- I will get back to you shortly or I wish to speak with another station
HOW READ-- What is my strength and readability (from 1 to 5)
SAY WORDS-- TWICE Difficult to read, say everything twice
COPIED-- I understood everything, no questions
ACKNOWLEDGE-- Did you understand my last transmission
A typical scenario follows:
• The Helicopter departs on a route; Departing from Base, to A to B to C th
en returning to Base
• Your installation could be either B or C
• Carry out the pre-arrival checks and have all the crew ready
• The main thing is to have a SITUATIONAL AWARNESS of where the helicopter
is at any time and when you will expect it. Refer to the Route Map
• You Installation should maintain a Listening Watch at all times
• The Helicopter will eventually call for a landing clearance. A request fo
r a landing clearance is also a request for the Wind Direction and Speed
• Either the Radio Operator or the HLO may respond, gives the Wind and weat
her details first, followed by the landing clearance
• If the Landing clearance is not yet available, then tell the pilot to ‘STAN
DBY’
• If you forget to give the landing clearance, then the pilot will call aga
in, as he gets closer
In the Examples on the next page, the HLO raises the helicopter first1 then a br
ief dialog regarding the conditions.
In the Examples below, the HLO raises the helicopter first, then a brief dialog
regarding the conditions.
Example1:
HLO ALPHA BRAVO, This is the PANDORA, How do you read? OVER
HELICOPTER PANDORA, This is ALPHA BRAVO, go ahead.
HLO ALPHA BRAVO, We have a workboat to the South of the Helideck, the wind is 32
0 at 12 Knots, CLEAR TO LAND
HELICOPTER ALPHA BRAVO, copied the workboat, CLEAR TO LAND on PANDORA
Example 2:
HLO ALPHA BRAVO, This is the PANDORA, what is your ETA? OVER.
HELICOPTER ALPHA BRAVO, TREE FIFE (35)
In the Example above, the Helicopter gave the time as 35; this is the minutes pa
st the hour when the hour is obvious. Alternatively, the pilot may report the ET
A as 1335, being 35 minutes past 1.
Example 3:
HLO Bravo Tango, this is the Ocean Digger
HELICOPTER Ocean Digger, Bravo Tango, go ahead
HLO Confirm you have John Carter on board?
HELICOPTER Ocean Digger, Bravo Tango, difficult to read, say again
HLO Confirm you have John Carter on board, that’s Charlie Hotel Alpha Romeo Tango
Echo Romeo
HELICOPTER Ocean Digger, Bravo Tango, affirmative
In the previous example, the HLO wanted to know if Carter was on board.
The pilot found the HLO difficult to read, so the HLO used the Phonetic Alphabet
to spell out Carter.
Wind Direction Conventions:
When giving the wind direction and speed, the following conventions apply.
The direction is always FROM. In other words:
If the wind is 090, then it is blowing from the East.
If the wind is 220, then it is blowing from the South West.
If the wind is 360, then it is blowing from the North.
Wind speeds are always in Knots
When the wind is light and not coming from any particular direction, the wind is
said to be LIGHT AND VARIABLE
When the wind is gusting from various directions, the wind is described as;
Northerly, gusting from 330 to 020, 30 Knots.
Or
Easterly winds, gusting between 20 and 30 Knots
The helicopter will always attempt to land with a headwind component.
HAND SIGNALS
Often it is necessary or convenient for the HLO and Pilot to communicate just us
ing hand signals. Using hand signals keeps the radio clear of clutter. Stand wel
l enough away so the pilot does not have to look down on you.
At Night, use Light sticks or special light wands.
Some guidelines to follow:
• Wear Ear Protection. Safety Glasses and Yellow Gloves
• Stand where the pilots can see you clearly
• Keep all hand movements smooth and unambiguous
• When changing from one signal to another, make the stop sign first
• If the Pilot does not respond correctly, increase the hand motion to imply more
correction is required
• Use small hand movements for small corrections, larger movements for larger corr
ections
• Use logical signals if you cannot remember the exact signal
• Try and imagine what the pilot needs to know and act accordingly
• Never use vague small signals such as circular motions or moving both hands in d
ifferent directions
Remember to wear your:
• HLO VEST
• Radio with Head Set
• Eye Protection
• Yellow Gloves (Optional)
• Keep arm and hand movements smooth and even
• Do not mix vertical and horizontal movements
• The rate of hand movement should indicate the degree of movement or urgency
• Maintain eye contact with the pilot
STANDARD HLO
The key to clear hand signals is to make slow movements that are unmistakable in
their intention.
The main signals are Thumbs Up’ for 01< and Thumbs Down’ for unsafe, do not proceed,
stay where you are etc
Starting engines:
Engines are started one at a time, the left engine being number 1 and the right
being number 2.
By convention, the #1 engine is started on odd days and the #2 engine on even da
ys.
If the HLO or Fire Crew detects a fire on Start, the HLO will give the engine fi
re signal.
Example Engine #1 or #2 fire on start: Indications are fire or smoke from the en
gine bay. The Engine-on-Fire signal is open and close fist, repeatedly. Fire sig
n; open and closed fist. Use repeatedly. Do not use the external Fire Extinguish
er unless instructed by the pilot.
Engine fires present considerable risk to the aircraft but occur very rarely.
The Engine is housed in a fire resistant area that can contain any fires that br
eak out for a limited time only. The first indication to the pilot that there is
an engine fire is usually an audible alarm and a fire light
The captain can then activate an internal fire extinguisher system to attempt to
extinguish the fire.
If unsuccessful the pilot will give the Fight the Fire signal to the HLO who wil
l alert the Fireguard to fight the fire into the correct intake.
The Pilot will make the same Fire signal as the HLO, which is an Opening/Closing
Hand motion to indicate, Go ahead, and fight the fire .
Positioning or Sling Loading Signals
The same basic signals are used for positioning the helicopter; such as Lower, H
igher, Stop as detailed above.
Additionally, The HLO may want to move the Helicopter either BACK or FORWARD
Releasing the Sling Load
When the helicopter is correctly positioned over the target and the load is rest
ing on the ground, make the CUT or RELEASE signal by using a cutting motion. Nev
er give the cut signal unless the load is resting on the ground .Remember that t
he Sling Cable is heavy and still has the Shackle and Ring attached to it. Remai
n well clear after the load has been released; give the ‘Thumbs Up’ signal for the h
elicopter to fly away. The HLO may need to move the helicopter one way or the ot
her, either, Left, Right, Forwards or Backwards. Use the following signals, slow
ly and clearly. Do not mix signals together. Rate of Hand Movement indicates re
quired speed or response.
Helicopter Pilot Hand Signals
Helicopter pilot signals tend to be rather simple; basically a thumb up or a thu
mb down can convey a number of meanings.
Wait for a Thumbs Up’ before approaching the aircraft. Either Pilot may give the
signals depending on the role of the crew.
Wait for the Pilots to have their heads up before issuing hand signals, as they
may be busy with their checks. After landing, if the HLO cannot make required
eye contact, use the radio or walk up to the cockpit door to attract the pilot’s
attention.
Quite simply put.
Thumbs Down can mean the following: (All negative)

Thumbs Up can mean the following:

(All positive)
Using the Ground Power. (Battery Pack)
Other Pilot Signals can be Connect / Disconnect the Ground power unit, used for
starting if the aircraft battery is flat. After the first engine has been starte
d, the Pilot will indicate that the cable can be disconnected. After unplugging
the ground power unit, close the small access door and then give the pilot the ‘Th
umbs Up’ signal.
Starting the Engines
Another Signal could be a small Circular wave with one finger to indicate the en
gine will be started, either engine 1 or engine 2. In any case, the hand signals
will be simple and clear.
Helicopter Engines are referred to as Engine 1 or Engine 2 when viewed from behi
nd, so the #1 engine is on the HLO Right Hand side.
Engine Compartment Fire
In the event of an engine compartment fire, the pilot shall attempt to extingui
sh the fire first using the onboard extinguisher. If this is unsuccessful, then
activate the portable fire extinguisher into the engine compartment when directe
d by the pilot. Only fire into the correct fire slot, not into the engine intake
! Every type of helicopter has a particular intake where to fight an engine fire
, ask if you are not sure.
SECTION 8
1-MANIFESTS AND LOADING
2-MANIFEST REQUIREMENTS
3-PASSENGER LOADING
4-FREIGHT LOADING
Manifest and Loading
General
The primary role for helicopter offshore operations is to transport personnel to
and from the installations. Freight may also be carried but must be loaded in s
uch a way as not to present a hazard to the helicopter passengers or to prevent
easy access to emergency equipment and escape paths. There are regulations at va
rious levels to ensure the safe passage of passengers and freight and these regu
lations are reflected in the Helicopter Operators Manuals. Additional regulation
s can be found in the International Air Transport Association and ICAO documents
. Some Freight is considered Dangerous and may not be carried under any circumst
ances and these articles are covered in the ‘Dangerous Goods Regulations’.
As a general rule, freight and passengers are not mixed unless the freight is:
• Essential
• Properly secured
• Does not obstruct any access or door
• Is not considered ‘Dangerous Goods’
• Has approval from the local authority
Manifests
A passenger manifest includes details about who and what is onboard the helicopt
er once it becomes airborne. Not only does this confirm the Take Off weight for
the helicopter crew, but aids in statistics and provides details to search and r
escue crew in the case of an emergency. The manifest is a legal document that is
signed by the Pilot and the person that prepares it. Manifests are designed to
easily identify Passenger names, their body weight, Baggage and Freight. The tot
als must be clearly displayed and unambiguous. Some countries use only Kilograms
whereas in the Middle East, Pounds are used. In any case, ensure the totals sup
plied are what the operator requires. When dealing with “Dangerous Goods’, then only
metric system may be used.
The HLO or the R0 will sign the Manifest before handing it to the pilot.
False or misleading entries that lead to overloading or the carriage of prohibit
ed items may result in criminal prosecution and dismissal.
Remember that the Manifest is a legal document.

The following Manifest details are normally required:

• Date
• Aircraft Registration
• Departure/Arrival Point
• Flight number
• Departure time (ETD or Actual/ATD)
• Rout/Destination
• Name of passenger
• Passenger Weight
• Baggage Weight
• Freight Description
• Freight Weight
• Total weights
• Passenger briefing conducted
Note: All passengers, Baggage and Freight must be individually weighted!
In some cases, additional passenger details may be required, such as passport nu
mbers, Nationality and H2S/Dunker Training Certificate Numbers. The manifest sho
uld be signed by the person who prepared the document. Remember that the manifes
t is a legal document. Manifests may be computer or manually generated, in any c
ase, the required details will be the same as Passenger Loading
Every Passenger s name and weight MUST be recorded on the manifest. Remember tha
t this is a legal document. Standard weights will not be accurate enough when ap
proaching the maximum loading of the aircraft. Standard weights may only be used
with the express permission of the Captain of the helicopter
Dangerous Goods Signs must be posted at convenient places near the embarkation p
oint, clearly displaying prohibited items. The HLO should bring this to the pass
engers attention and warn of the consequences of not complying with these regul
ations. Passengers should be suitably dressed for transport and baggage restrict
ions adhered to. Shoes should be of a substantial nature. Items such as large Su
itcases are considered unsuitable, as are large musical instruments, long fishin
g rods and the like. Experienced rig workers keep their baggage to less than 10
kilograms in a small soft bag.
Identify a suitable English speaking person to wear the Headset in the cabin. La
rge passengers should never be seated near the emergency exits where they can bl
ock the exits.
Large Passengers:
An obese passenger may be assumed to be a handicapped person in the event of an
emergency. Most companies have procedures for carrying large passengers and in
some cases a seat belt extension may be required. Never seat an overweight passe
nger near an emergency exit when other passengers are on board the aircraft.
Passengers that have completed an Underwater Escape Training Course shoul
d always be seated near the emergency exits! Newspapers and other such articl
es that can reduce visibility in the cabin if it fills with water are not permit
ted. The HLO should also check for other loose articles that may fly off such
as hats, scarves etc. Many passengers will put themselves at risk by
attempting to recover a flyaway cap or a newspaper.
The HLO is responsible for the safe movement of all passengers from the waiting
area to the helicopter. At no time may the passengers be allowed to move around
on the deck without supervision.
Freight Loading
All freight must be loaded in accordance with the Helicopter Operators’ standards.
If in doubt, ask the pilot.
Helicopters are made of lightweight materials, such as Aluminum and Fiber Honeyc
omb. The sills and door areas are generally stronger but must be treated with ut
most care. Take extra care with sliding doors and door locks as any damage may g
round the helicopter on the rig.
All helicopters have a floor-loading limit to prevent heavy items damaging the f
loor. The floor-loading limit may not be exceeded.
A plywood spreader board or wooden pallet will greatly protect the floor from da
mage and help with even weight distribution. When temporary pallets and spreader
boards are used, add the weight to the total calculations.
Restraints:
When restraining straps or nets are to be used, only the approved and supplied e
quipment is to be used. Ropes are never to be used as the primary means of secur
ing freight. Normal baggage such as soft bags is not considered freight and norm
ally would not be lashed down unless it constitutes a danger. The Helicopter cre
w may assist the Helideck crew but the HLO is directly responsible that the frei
ght is not considered dangerous and that it has been accurately weighed. Never t
hrow freight or baggage to or from the helicopter. Ensure that all items are sec
ure and that the correct tie-down points are used with the approved straps. All
freight must be manifested showing accurate weights for each item.
Only an approved person who holds a valid and current Dangerous Goods Certificat
e (DG) may consign dangerous goods. A NOTOC (Notice to Captain) must be handed t
o the pilot to accompany the DG cargo. The NOTOC will list the Emergency respons
e for the type of Dangerous Goods carried. You may not consign Dangerous Goods w
ithout an IATA Dangerous. Goods Acceptance / Packing Certificate and a pilot may
not carry Dangerous Goods unless he too holds a DG Awareness Certificate.
SECTION 9
1-DANGEROUS GOODS
2-DG CLASSES AND DIVISIONS
3-EXAMPLES
General Information
The International Civil Aviation Organization (ICAO) sets the standards that rel
ate to the carriage of dangerous goods by aircraft. Dangerous goods may not be c
onsigned, packed or carried unless in accordance with the ICAO Dangerous Goods R
egulations.
In order to pack or consign Dangerous Goods, the dispatcher shall hold a valid a
nd current Dangerous Goods Certificate. The Dangerous Goods Course is extensive
and there is no need to recover the Course in this HLO Course. The reference Doc
ument for the carriage of Dangerous Goods is: Dangerous Goods Regulations. Publi
shed by the International Air Transport Association (IATA) on an annual basis. V
alidity, from January the 1 st to December to the 31st every year.
The definition of ‘Dangerous Goods’ can be described as:
Any Explosive Substance
Anything that by their nature can endanger the safety of an aircraft or persons
on board an aircraft or any substance which the Regulations declare to be Danger
ous Goods. No person may consign or load Dangerous Goods onto an Aircraft withou
t holding a current Dangerous Goods Certificate. In addition, the flight Crew sh
all hold a current Dangerous Goods Awareness Certificate to fly the DG’s.
Dangerous Goods Categories as defined by ICAO:
Class 1. Explosives (Ammunition, Blasting Powder etc.)
Class 2. Gases (Compressed, Liquefied or Aerosol)
Class 3. Flammable Liquid (Thinners, Paint, Fuel)
Class 4. Flammable Solids (Non-Safety Matches, Spontaneous Combustibles)
Class 5. Oxidizing Substances (Silver Nitrate, Bleach)
Class 6. Poisonous Substances (Bacterial Agents, Insecticides etc)
Class 7. Radioactive Materials
Class 8. Corrosives (Acids, Mercury, some Batteries)
Class 9. Miscellaneous (Magnetic materials, Dry Ice C02)
Dangerous Goods can be further sub-divided into divisions.
For Example Class 4, Flammable Solids may be described as:
Division 4.1 Flammable Solids
Division 4.2 Flammable Substances liable to spontaneous combustion
Division 4.3 Substances that may produce flammable gases on contact with wat
er
Packing:
Dangerous Goods must be packed in accordance with the degree of hazard.
Packing Groups are:
Pack Group 1— Great Danger
Pack Group 2 — Medium Danger
Pack Group 3 — Minor Danger
Dangerous Goods can be placed in four categories.
Goods which are FORBIDDEN for air transport
Goods which are FORBIDDEN UNLESS EXEMPT for air transport
Goods which are ACCEPTABLE for air transport
Goods which are EXEMPT from the regulations
In simple terms:
. Forbidden goods can never be carried in an aircraft
. Forbidden unless exempt are normally forbidden but the operator may carry the
m and takes full responsibility
. Acceptable goods may be carried in accordance with the regulations.
. Exempted goods are normally carried by the crew and are the property of the
owner in the quantity prescribed
Exempted goods may be further defined as follows:
Aircraft Parts, Aircraft Equipment and supplies (Not Fuel) that are required for
the aircraft for its operation or use:
For Example:
• Extinguishers
• Non-Spillable Batteries
• First Aid Kits
• Signaling Devices
• Compressed Gas Cylinders
• Spare Parts.
• Aerosol dispensers must be securely packaged
The following goods may be carried where permitted by local Governments and loca
l Laws.
• Certain Medical Items and toiletries
• Drinking Alcohol, Perfumes
• Small Gas Cylinders for personal medical use
• Small Gas C02 cylinders for artificial limbs
• Sporting ammunition in Division 1 .45 (Not Tracer or Exploding)
• Dry Ice for in-flight cooling perishables. Limit of 2 Kg / passenger
• Personal Smoking items but not lighter fluid or unabsorbed fuel
• Cardiac pacemakers
• Motorized wheelchairs with safe batteries
Be aware of your company limits on what is permitted to travel offshore and do s
pot checks at random.
It is beyond the scope to fully the Dangerous Goods regulations in this course j
ust being aware that you may not consign any dangerous Goods unless you have a v
alid and current Dangerous Goods Certificate. The 2 IATA DG Courses available ar
e ‘Recognition and ‘Packaging’.
When Dangerous Goods are presented to the pilot for transport, they must be full
y documented and inspected for damage and labeling. The pilot requires a complet
ed NOTOC form.
Dangerous Goods must be kept well clear of passengers or be flown as a special F
reight Flight.
Some Dangerous Goods are harmless on their own but can be very dangerous when co
mbined with other chemicals or agents.
The Dangers of Undeclared Dangerous Goods:
Dangerous Goods, when packed, declared and shipped in accordance with IATA regul
ations, rarely ever present a risk to aircraft or the occupants.
The biggest risk is from the undeclared goods that are shipped every day in cart
ons, toolboxes, and baggage and on ones person. The airlines face a much larger
risk than most helicopter operators as they carry more passengers and also the c
apacity for freight is much greater.
Form the perspective of helicopters operating off shore, the following items pre
sent real risks to helicopter flight and offshore installations. Remember also,
that a combination of chemicals often raises the risks many fold. If you have an
y doubts about the hazardous nature of any chemical, request a MSDS (Material Da
ta Safety Sheet)
MSDS:
Material Safety Data Sheets are documents required for all potentially hazardous
 and hazardous items, related to the material properties in order to protect eve
ryone that comes in contact.
• An MSDS provides, or should provide, information about:
• Chemical names and DG classification
• Manufacturers name/address and phone numbers
• Chemical properties and ingredients
• Exposure limits
• Safety Information / first aid / emergency response
• Date the NSDS was prepared
Beware of the following named items that appear on manifests of that may be pack
ed in any type of container
Chemicals
Chemicals may contain items or meeting any of the criteria of Dangerous Goods. T
hese may include:
Flammable Liquids or Solids, Oxidizers
Organic Peroxides
Toxic or Corrosive substances
H2S calibration gas
Company Materials (Comat):
Danger of unspecified materials such as:
Flammable liquids such as paints, thinners, tarps adhesives etc.
Corrosive batteries
Aerosols
Compressed gases, such as Nitrogen, Oxygen
Flares
Magnetized materials
H2S calibration gas
Cylinders:
May contain compressed gases, flammable or not.
Diving Equipment:
Compressed gas: High Intensity Diving Lamps which can generate extreme heat when
operated in air
Drilling and Mining Equipment:
Explosives
Radioactive substances
Magnetic material
Electrical Equipment:
May contain magnetic materials or mercury switches
Fuel:
Flammable liquids / solids / Gases
Instruments:
May contain mercury switches
Passenger Baggage:
May contain any type of Dangerous Goods and should be periodically checked
Repair Kits:
May contain flammable adhesives, cellulose paints, peroxides, solvents etc.
Tool Boxes:
One of the biggest risk groups and should be routinely checked.
Explosives, power rivet-guns
Aerosol containers
Flammable substances
Butane soldering Irons
Passenger Awareness:
Cargo acceptance areas must be placarded to alert passengers on the dangers of u
ndeclared Dangerous and hazardous goods and of their responsibilities.
If you allow Dangerous Goods to be loaded aboard an aircraft, you may be prosecu
ted.
Any incident involving Dangerous Goods will also result in a legal action.
Protect yourself by asking passengers to declare any restricted items.
USE POSTERS TO ALERT YOUR PASSENGERS AS TO THEIR OBLIGATIONS

SECTION 10
1-HELIDECK INSPECTIONS
2-HELIDECK EQUIPMENT
3-EMERGENCY EQUIPMENT
4-FIRE FIGHTING EQUIPMENT
Helideck Inspection:
The HLO shall make regular checks of all the Helideck equipment and notify the P
lC if any item is not serviceable, missing or shows signs of deterioration.
Helideck Construction:
• Insure the helideck has been inspected and passed by the local authority and the
Inspection certificate kept on file.
• Check markings in accordance with requirements. (Annex)
• A 210-degree obstacle-free clearance sector for approach and departure, marked w
ith a black chevron.
• Painted Values. D-Value, Max Wt, Name of Installation, H.
• Obstacles painted in bands and clearly visible.
• Floodlights for night operations, focused as not to dazzle the pilots.
• High points 15 meters or more above Helideck shall have Red Obstruction lights.
• Windsocks to be in good condition, illuminated and clearly visible.
• Safety Nets should be in good order, 1 .5 meters wide with an outboard slope les
s than 0.25 meters above Deck Level.
• Ensure 2 Exit points are clear and unobstructed.
• The Helideck shall have a 5:1 Falling Gradient from the Helideck edge to the wat
er that is obstacle free.
• A helicopter taking off requires this angle to descend steeply in the event of a
n engine failure, prior to gaining sufficient airspeed to safely fly away. Alway
s check that a workboat or any vessel does not invade this fall away area.
Helideck Surface:
• Check the condition of the surface and ensure deck is clean.
• Check Drains and Guttering are clear and no oil or fuel spills on deck.
• Check perimeter lights intact and serviceable.
• Check non-slip surface
Deck Equipment: (Some Optional on certain Rigs)
• Chocks, Sandbags and Tie Down Ropes
• Scales for Baggage and Passengers
• Suitable power source for starting helicopter
• Tie Down Points
Emergency Equipment:
The following equipment should be stored in a secure weatherproof container, in
the immediate vicinity of the Helideck. The equipment listed below is the minimu
m equipment required for the use in the event of an accident involving a helicop
ter on the Helideck.
Consult the Installation Manual for further detailed information.
• Adjustable Spanner 25cm
• Rescue Axe
• Bolt Cutters 60 cm
• Crow Bar 105cm
• Grab Hook
• Hacksaw with 6 spare blades
• Blanket Fire Resistant
• Aluminum Ladder
• Life Line and Rescue Harness
• Side Cutting Pliers
• Set of assorted screwdrivers
• Harness knife with Sheath - one for each Crew Member
• Gloves, Fire Resistant - one for each Crew Member
• Self Contained Breathing Apparatus - 2 sets
• Portable Safety Lamp for 3 hours continuous use
• Stretcher
Fire Fighting Equipment:
Competent personnel must man the following equipment, which will be readily acce
ssible to fight any Helideck fire. Halon is being phased out as it damages the e
nvironment.
Portable Fire Extinguishers: (Minimum amounts)
Dry Chemical Powder - 45Kgs OR
HALON - 45 Kgs OR
CO2 - 45 Kgs.
Where the main agent is Dry Powder, then either CO2 or HALON must also be availa
ble in addition to the Powder quantities mentioned. Where the main agent is HA
LON , then there should also be a quantity of Dry Powder Where the main agent i
s C02, then there should also be a quantity of Dry Powder.
Learn your Fire Extinguisher Codes by the correct colors.
• RED: Water Unsafe on any Voltage
• BLUE: Dry Powder Safe on Low Voltage
• YELLOW: Foam, Unsafe on any Voltage
• BLACK: C02. Safe on High Voltage
• GREEN: Vaporizing Liquids. Safe on High Voltage
Foam Equipment:
Foam Equipment sufficient to meet the needs of every type of helicopter should b
e of a ‘Low Expansion Foam System’ capable of discharging 5.5 Liters a minute per sq
uare meter onto the Helideck area.
Fire Crew Equipment:
Two (2) sets of the following equipment need to be kept at a place, which is rea
dily accessible to the Helideck area.
• Protective Outfit including Gloves, Boots, Face Mask or Hood and a Helmet
• 2 Sets of self-contained breathing apparatus with 2 spare bottles
• A portable battery operated lamp that can operate for at least 3 hours
• A Firemans Axe
• A Safety Harness and Line
It is important that the Fireman suits up before any engine starts or helicopter
operation. No action should be taken to extinguish an engine fire unless comman
ded by the pilot. The range of Fire Fighting Equipment will vary from location t
o location. Similarly, so will the protective clothing and the amount of equipme
nt stored.
The HLO shall make every attempt to be familiar with the equipment on board and
bring any shortcomings to the attention of the PIC/OIC. Each Installation will v
ary in type of equipment supplied. Be familiar with the equipment on board your
Rig.
It is good safety practice to have the following signs and instructions clearly
displayed in prominent places around the Helideck.
HELICOPTER ROTOR DANGER
DO NOT APPROACH HELICOPTER UNLESS PILOT APPROVES
DANGEROUS GOODS RESTRICTIONS
PASSENGER AWARENESS SIGNS
INSTRUCTIONS FOR EMERGENCY EXITS
HELIDECK SPECIFICATIONS
Helidecks may vary in shape but all must meet certain criteria as specified in p
ublication CAPS437. The Helideck on the right has a hatched area to indicate to
the pilot that this area is unsafe to swing the tail into. CAP 437 has been comp
iled by the British CA4, the HSE and the BHAB after extensive Helideck Inspectio
ns. The CAPS 437 Document is now the leading reference for all offshore Helideck
s around the world.
It is unlikely that the HLO would have any involvement in the physical dimension
s or structure of the Helideck, therefore, it is important that he checks what a
ctually exists and ensures that the Helideck is safe to use. Check all exits and
stairs are obstacle free and safe for all conditions.
Report all problems to your Rig PlC.
Offshore Rigs and Installations require 1 Windsock, clearly visible in good cond
ition.
One Windsock and a flag(s) are usually accepted if 2 windsocks are not available
, although 1 windsock would meet the minimum requirements, this windsock may be
subject to local phenomena which may give false indications when not in clear ai
r A second windsock on the opposite side of the rig may be required. Replace win
dsocks when they become torn or dirty.
All Helidecks must have a 5:1 fall away ratio for helicopter operations in the e
vent of a power failure on takeoff or for a missed approach. In the event of a p
ower loss on takeoff, the helicopter may descend below the Helideck height, stee
ply towards the water and this area must always be kept clear of any vessels. If
you are standing at the edge of the Helideck, looking down, then you cannot all
ow any obstruction, including the Safety Vessel to be within the 5:1 falling gra
dient.
The 5:1 Falling Gradient is designed to protect the helicopter in the event of a
power loss or engine failure after take off. In the diagram below, the helicopt
er experiences an engine failure after Takeoff. The helicopter now has to accele
rate away on one engine, initially losing height to gain airspeed. After gaining
enough airspeed, the helicopter can slowly climb and gain altitude. It is very
important to keep the falling gradient clear of all obstructions.
Politely ask all work boats to leave the approach and departure areas of the He
lideck unless there is a operational reason to be there. Helicopter safety start
s with the HLO being aware of the helicopter requirements.

SECTION 11
1-ROUTINE HELIDECK PROCEDURES
2-HLO CHECKLISTS
3-OPERATIONAL HELIDECK CHECKS
HLO HELICOPTER CHECK LIST
The Checks below are offered as a guideline and some of these checks may be brou
ght forward depending on other duties the
HLO may have.
The HLO is an important link in the safety chain and the following checks will e
nsure that there are no surprises when the
helicopter finally arrives.
40 Minutes Prior to Helicopter Arrival
• The standby safety vessel should be alerted and on station for all helicopter op
erations
• Condition of landing area including FOD check. (FOD; foreign object damage)
• Windsock(s) in good condition
• Hose Down deck if loose dust present
• Remove all loose items from the Helideck
• Helipad drains should be clear and unobstructed
• Deck Crew are present and preparing themselves
• Availability and serviceability of Fire-fighting equipment
• Crash Box contents, no obstacles
• Foam Monitors and Fire Pumps are switched on
• Visual aids, markings, landing lights and illuminated windsock
• Refueling equipment
• Ground Start power unit
• Hand-held VHF Radio, check with Radio Room
• Safety and Emergency notices
• Side Rails Lowered
• Have the Refueled take samples and prepare documentation (optional)
• Restrict access to non-essential personnel
30 Minutes Prior to Helicopter Arrival
• Weigh all passenger baggage and freight; enter the weight in pounds on the manif
est
• Ask the passenger whether he is carrying any items on his person or in his bagga
ge that may be classified as Dangerous Goods (Have a D.G. information card avail
able or Passenger Awareness Posters).
• Politely request spot check of baggage
• Take charge of baggage until your assistants can move it to the area adjacent to
the helideck ready for loading
• Instruct the passengers to wait in the Briefing Room
ALL PASSENGERS TO WATCH THE SAFETY VIDEO ON COMPLETION OF THE CHECK-IN
15 minutes Prior to Helicopter Arrival
• Carry out final check of deck & surrounds All Helideck crew are to be suitably a
ttired in bright Vests
• Lower side or safety rails
• Ensure there are no vessels parked in the approach or departure areas of the hel
icopter flight path
• Ensure 180 & 210-degree arcs clear
• Ensure Crane is shut down and clear, Safety vessel is in position.
• Inform Radio Room that Helideck is ready for Operations
5 minutes Prior to Helicopter Arrival
• Standby for the call from the helicopter pilot for the Landing Clearance
• Final Helideck Check
LOOK UP, DOWN AND ALL AROUND
Give a LANDING CLEARANCE as appropriate.
After Helicopter Arrival
• Wait for anti collision lights to be switched off and a positive “thumbs up’ from th
e Crew before you permit the Deck Crew to
approach the Helicopter
• Deliver the return manifest to the Pilot
• Remain in clear view of at least one of the Pilots. The Captain normally sits in
the right seat
• Do not assist with the unloading. Remain vigilant
• Indicate to the Deck Crew that they are clear to approach the Helicopter and dis
embark the arriving passengers
• Ensure that all lifejackets remain on, or are returned to the Helicopter or Heli
deck area.
• Passengers are not permitted to remove life jackets under the rotor system
• Indicate to the Deck Crew that they are clear to unload arriving baggage and fre
ight for delivery to arriving passengers waiting off the Helideck
• Indicate to the nominated Deck Crew-member that he is clear to collect the life
jackets for delivery to departing passengers
waiting off the Helideck.
Before Helicopter Departure
• Indicate to the Deck Crew to load outbound baggage and freight and ensure that a
ll items are loaded and secured correctly.
• Indicate to the Deck Crew to embark departing passengers, ensuring that all life
jackets have been fitted correctly and are not twisted or kinked
• Once passengers are correctly seated, ensure that all seat belts have been secur
ed prior to closing the Helicopter doors
• One passenger should wear the Headset unless a PA system is installed
• Ensure that all Deck-Crew vacate the Helideck before you consider the area safe
• Wait for the anti collision lights (beacon) to be switched on
• Confirm that all doors have been correctly secured before you leave the deck
• Give a positive ‘thumbs-up’ to the Crew and wait for a ‘thumbs-up’ in reply
• Remain in clear view maintain eye contact with the Pilots until the helicopter h
as departed and is no longer visible before allowing the Deck Crew to ‘stand down’
Ensure that the payload offered by the pilot is more than the total payload of t
he return manifest.
OR
Ensure that the manifest total is less than the payload offered by the pilot
Engine Start and Departure
• Standard Helideck checks. (Cranes / Safety Boats)
• Fire Team and Deck Crew ready.
• Check the Manifest and give to the pilot.
• The Deck Crew to load the baggage.
• Passengers will be loaded next, check life jackets and head set is worn.
• All non-essential crew to well clear.
• Check all doors closed and aircraft safe.
• Fire Crew (C02 Extinguisher) to stand near aircraft with HLO for the start.
• After both engines are running, move fire crew clear and stand well clear of the
helicopter.
• Give ‘thumbs up’ clearance to the pilot and wait for return signal and anti-collisio
n light on.
• Remain in clear view maintain eye contact with the Pilots. Remain vigilant until
the Helicopter has departed and is no longer visible before allowing the Deck C
rew to “stand down”.
HLO / RO Supplementary Duties
Occasionally some of the R0 and HLO duties overlap to a degree and there is ofte
n a level of co-operation between the two depending on the workload of the R0.
For example, either the RO or the HLO may be involved in the following:
• Processing and Manifesting Passengers and freight
• Weighing all outgoing Passengers and Freight
• Arranging the Video Brief
• Passing the weather to the helicopter crew
• Post Flight Documentation

SECTION 12
1-SLINGLOAD AND WINCH OPERATIONS
2-GUIDELINES
3-SAFETY CONSIDERATIONS
Sling Load and Winch Operations
NOTE: You may not marshal or connect sling loads unless you have completed a Loa
d Masters Course. This section is for general reference only.
Introduction:
From time to time, it may be necessary to transport equipment to the installatio
n that will not fit inside the cabin. If the equipment is required urgently, an
option is to under sling it and then land the item onto the Helideck. Passengers
may not be carried with a sling load attached.
Sling Loading and Winching requires a high level of skill and specialized traini
ng. The ground crews are an important part of the operation if required to condu
ct Hook Up and marshalling duties.
The Helideck would normally meet all the requirements to be suitable for a Winch
or Sling load arrival / Pickup area. Some smaller Ships have a Winch area defin
ed by a circle that may say Winch Only.
The pilot must have an unobstructed view of the Winch Zone or arrival area and b
e in an area of minimal turbulence away from Turbine exhausts and Flue Gases. Sl
ing loads should not be flown over any part of the rig except for the Helideck a
rea.
Certain loads may arrive in a net or directly connected to the sling cable. Slin
g loads may also have guide ropes attached that allow the Helideck crew to stabi
lize or rotate the load as it settles onto the deck. The Sling Load Release area
will normally be the Helideck.
The HLO and Helideck Crew should observe the following precautions:
• Ensure the wind socks are clear and the pilot has the latest wind update
• Rescue and Fire Fighting Crew to be on standby
• The areas and floors below the Sling Area and to be vacant
• Non-Essential Crew to be will clear of the Helideck area
• Keep Exit Routes well clear and safe
• Secure all loose objects
• Ensure all personnel aware of the operation
• Rescue Standby Vessel to be on location
• Check Communications
• Review Hand Signals if required
• If hand signals are required, stand where the pilot can see you
• The HLO shall wear the HLO Vest, Goggles, Ear Protection & and Gloves
• Ask the pilot if he requires assistance in marshalling. If not, stand clear
HLO or Load Handler Duties
The Load Handler is to steady the load if required and observe the Hook disengag
e the load. The release command must never be given unless all crew are clear fr
om under the load. The pilot can disconnect the load either electrically or manu
ally. In an emergency, the hook may be released by the load handler if requested
by the pilot. The Sling, the Shackles and the Ring may be heavy and should neve
r be dropped while crews are under the helicopter. The Load Handler must always
be in a position to observe the HLO / Observer and see the hand signals being gi
ven.
Safety Considerations:
• Always have the safety rescue boat at hand
• Never attach any line from the Deck to the helicopter
• Do not touch the sling until the load has touched the Helideck
• Do not talk on the radio while sling ops are underway
• Keep bright lights away from the pilot
• Do not confuse the pilot with vague signals
• Keep clear of the underside of the helicopter unless there is a need
Over the Helideck Emergencies
Ensure that all Helideck Crew know what to expect and have an emergency response
plan in mind at all times. Sling loading is normally quite safe and routine but
the following problems may occur.
Unexpected Problems:
• Prematurely-released load
• Engine Failure in the hover
• Engine fire in the hover
• Erratic and unstable load
• Insufficient power to hover over the Helideck
An engine failure in the hover will result in the helicopter descending rapidly
and perhaps landing on the load. This may cause the helicopter to roll over and
strike the rotors onto the deck. This is a very dangerous situation and therefor
e all non-essential personnel should be well clear.
An unstable load may be difficult to control and the pilot may release the load
prematurely in the wrong spot. Touching the hook may result in an electric shock
; always use a grounding lead before touching the hook or cable before it has to
uched the helideck. (Not normally required)
Releasing the Sling Load
When the helicopter is correctly positioned over the target and the load is res
ting on the ground, make the CUT or RELEASE signal by using a cutting motion. Ne
ver give the cut signal unless the load is resting on the ground.
Load still Connected
Usually you give the CUT Sign when the helicopter is in the correct position, fo
llowed by the Thumbs Up’ sign. If the load does not release, then give the ‘Load sti
ll connected’ sign. After that, give the Hold sign, lower the helicopter if necess
ary, and then manually unhook the load. Be careful of static electricity. You ca
n use a grounding wire to earth the load.

SECTION 13
1-REMOTE WELLHEAD OPERATIONS
2-WEATHER LIMITATIONS
3-TAKEOFF AND LANDING PROCEDURES
Remote Wellheads
Normal flight operations are limited to daylight hours because of the restricted
Helideck size on the remote wellheads. In a life threatening emergency situatio
n, night operations shall be at the discretion of the pilot-in-command.
Helicopter Operations to Wellheads will be to either deliver passengers to an un
manned Wellhead or pick up passengers on an occupied Wellhead.
To ensure an acceptable level of safety is achieved, one passenger shall be resp
onsible for Helideck procedures while he is on the platform. As it is impractica
l to provide full HLO training to every passenger that may be required to visit
remote Wellhead platforms, the designated HLO must be familiar with the followin
g procedures.
Weather limits: Visibility 1.5 Kilometers
Wind limits:
28 Knots or less for normal visits
28 — 33 knots operational — no maintenance
34 Knots and above — no flight operations
NOTE:
The information in this section is based on standard procedures
adopted by many Oil Companies when traveling to Unmanned
Well heads.
Your Operator may have different requirements and procedures.
This Section should be used as a guideline only if your
Operations manual already has procedures listed.
Dispatch Procedures for landing on unmanned Wellhead Platforms
The Radio Operator (RO) shall:
Survey the remote Wellhead Helideck with the closed circuit 1V to confirm the He
lideck is clear of obstructions and the Gas Warning Beacon is not illuminated.
Confirm by remote monitoring means that the platform is gas free. Instruct the S
afety Rescue Vessel to position itself midway between the Primary Rig Installati
on and the remote Wellhead. Pass payload, routing and weather information from t
he Wellhead to the helicopter pilot or to the RO on the Primary Installation.
The Primary Installation shall:
Designate one of the passengers bound for the unmanned remote Wellhead platform
as the HLO and ensure he is competent and familiar with his duties. Insure at le
ast 2 passengers bound for the Wellhead have received fire-fighting training and
are familiar with the fire-fighting training and fire fighting equipment on boa
rd.
After Landing on the Wellhead
After landing the HLO shall:
• Open the cabin door nearest the Helideck exit to be used when instructed
by the pilot
• Check the condition of the firefighting equipment and designate one perso
n to man the fire hose during the Helideck departure. (Not always available)
• Direct the passengers to disembark and proceed directly to the upwind Hel
ideck exit. The passengers should move below the Helideck area as soon as possib
le
• Unload baggage and freight from the helicopter with assistance from one o
f the passengers and transfer it from the Helideck. Ensure all life jackets are
back in the baggage compartment
• Close the helicopter doors and confirm all personnel are off the Helideck
and check no obstructions that could affect the helicopter departure
• Clear the pilot for takeoff (thumbs up) and leave the Helideck
• Inform the R0 of the helicopter departure, destination and POB
• The HLO may ask the passengers for assistance if required
Departure from the Wellhead
Before Takeoff the HLO shall:
• Prepare a manifest with passenger names and the total weight of PM, bagga
ge and freight for the next destination and inform the PU of these figures
• Dress in the HLO Vest, ear defenders and carry the radio
• Muster the PAX on the upwind landing side below the Helideck and ensure e
veryone is dressed correctly for departure with no hard hats or loose headgear
• Inspect the fire equipment and nominate a person to the fire station
• Make a final Helideck inspection that the gas-warning beacon is not illum
inated, the windsock is free and no obstructions on the Helideck
• Confirm the Crane is down
• Clear the Helideck and move to the upwind area and wait for the helicopte
r to land
NOTE: Passengers are not permitted to don or remove life jackets while standing
under the main rotor. It is permissible to board the helicopter and then don the
lifejackets.
Takeoff procedure from the Wellhead:
• Wait for the anti-collision light to be turned off and a ‘thumbs up’ from the
pilot
• Open the closest door to the upwind side where the PAX are mustered. Load
 the baggage and freight first, tie any cabin baggage down, using only approved
straps
• Gather the required life jackets for the waiting passengers
• After donning jackets, load the passengers and check that all seat belts
are fastened
• Confirm all doors are closed and latched and the helicopter is safe to de
part
• After being the last person to board wear the headset and advise the pilo
t that he is clear for takeoff
Wellhead Platform Operation Safety Vessel:
• A standby Vessel is required to be in the vicinity in the event the helic
opter is unable to return for an emergency.
• The standby Vessel should be prepared to assist the RO in measuring surfa
ce weather conditions and visibility.
• When standing by near the Wellhead, the Vessel should remain clear of the
approach and departure paths of the helicopter.
• In the event of an emergency, the Vessel should comply with the instructi
ons of the installation in respect to offering assistance to the helicopter.
• The Vessel should be prepared to deploy scramble nets, rescue craft and i
f possible a Diver and Crew for rescuing personnel from the water
• Available fire fighting equipment should be readied and the Crane and Jib
prepared with rescue basket to recover passengers from the water

SECTION 14
1-EMERGENCY HELIDECK PROCEDURES
2-RAISING ALARMS
3-WPES OF EMERGENCIES
4-FIRE FIGHTING TECHNIQUES
5-DITCHING ALONGSIDE
Emergency Helideck procedure
The primary objectives in an emergency are:
1. Save any lives
2. Prevent the threat of fire.
An emergency landing is any landing other than a normal one.
An Alarm could be raised for the following events:
• Heavy landing
• Skidding to the Deck Edge
• Engine Fire
• Fuel or Oil spill
• Blade strike
• Ditching alongside
The emergency response will determine the course of actions, however, the follow
ing is offered as a guide.
Raise the appropriate alarm and conduct the following actions.
• Re-route any other inbound aircraft.
• Check the standby Rescue Vessel is nearby for a ditching.
• Ensure the Helideck and Fire Crew respond correctly to the emergency.
• Cease all Crane operations
• Muster all the Helideck Crew
• Confirm the RO6 of the arriving helicopter
• Maintain a listening watch
• Clear the areas below the Helideck
• Expected problem after landing as indicated by the pilot
Platform Evacuation by Helicopter (s)
• Know who the Evacuation Commander is.
• Confirm payloads for each aircraft and prepare in advance.
• Do Not attempt to overload the helicopter
• Monitor baggage that passengers may attempt to bring aboard.
• Keep the Evacuation Commander informed of all passengers moved off and remaining
on board.
• Maintain absolute strict control of the Helideck.
Medical Evacuation — MEDIVAC
• The nature of Offshore Oil operations presents real risks to offshore workers an
d a Medical evacuation plan is an important
part of offshore safety.
• The Medic, the RO and the HLO should have a sound understanding of the plan to p
revent any unnecessary delays in uplifting the patient.
• Normally, the Medic will inform the PlC and the RO will order the helicopter The
HLO will advise the Helideck Crew and prepare the Helideck as for normal operat
ions. If the flight is at night, then the lighting needs to be checked as well.
• The Patient is incapacitated in any way, that person shall be accompanied on the
flight to render assistance in the event of an emergency
The RO would normally pass on the following information to the helicopter operat
or and pilot.
• Medical Status / Type of injury
• If Stretcher is required
• If a Doctor or an attendant is required to accompany the patient
• If altitude restriction applies to Head Injury or Diver Injury
• Specialized Medical Equipment such as Drip, Oxygen etc
• Destination: Hospital or Helipad
• If Ambulance is required
Prior to the Helicopter arriving:
• Bring the patient to the Helideck area under shelter
• Bring patients bag including required documents and passport
• Attach Medical Instructions to patient for shore based Doctor
• Fit life jacket to patient and protect patient from wind and cold
• Fit ear protection
Fuel Spill oil the Helideck:
Any fuel pills on the Helideck will be handled in accordance with the Installati
on Emergency Response Manual.
Generally, spilt fuel is hosed down with the Foam Monitors, then hosed off with
water
The area will first be evacuated and all non-essential personnel kept clear unti
l the area is safe
Rescue - Fire and Safety Equipment
Make a final check that all equipment is in place.
Crash Box Contents:
Double Check that the Crash Box is unlocked and check the contents against the c
hecklist.
Portable Helideck Fire Fighting Equipment:
Double Check that all the Fire Equipment is available.
On the first warning that there may be an emergency landing on the Helideck, the
HLO and Helideck team should prepare
for the helicopter arrival and check the following:
• Check and Clear the Helideck
• Stop all Crane Operations
• Standby Rescue Vessel should be in Place or repositioning
• Keep Approach and Departure zones clear
• Clear under the Helideck area
• Check All Fire Fighting Equipment
• Inform the RO when ready
• Maintain a listening watch and be ready to give a landing clearance
.The Rescue team should have Seatbelt Cutters on their person
Helicopter Crash on the Helideck
Be aware of the following:
• The rescue team must have a backup team to ensure they are not cut off from a sa
fe area by fire
• Fire is very dangerousl Fight all fires before attempting to recover people
• Be aware of rotor blades and other helicopter parts if there was a heavy landing
• If the rotors strike the Helideck they will separate and fly off with high Impac
t
• Exits may be blocked If the Helicopter is on it’s side
• Cutting or Hacking the fuselage below the door levels may rupture fuel and oil l
ines
• Windows, Hatches and Doors may be jammed, warped or twisted
• Treat all passengers with care in case of spinal injuries after a heavy vertical
landing
NOTE:
FOAM can be affected by high wind. Aqueous Film Forming Foam (AFFF) is effective
as a cooling agent and can be applied as a blanket after shutdown to prevent ig
nition of any spilled fuel.
Fire Fighting Techniques
For spilled fuel, a Dry Chemical or Foam Extinguisher should be used. Always sta
y upwind unless absolutely impossible to avoid Flashback. Helicopter Engine Fire
s, although extremely rare, would normally be extinguished from within the cockp
it by the pilots. The HLO or Deck Crew may see the first signs of fire but shall
never attempt to fight any engine fires unless requested by the pilot. Some typ
es of helicopters occasionally have a wet start which ignites a pool of jet fuel
that has collected in the combustion chamber The flash from the exhaust might b
e quite spectacular but quite harmless to the engine. If requested by the pilot,
fight the fire through the correct fire panel intake and not directly into the
engine intake. Ice particles from the C02 extinguisher may damage the high RPM t
urbine blades, so fight fire into the correct fire slot or vent. The door on the
opposite side of the engine being started should be left open to quickly evacua
te passengers in the event of a fire.
Tyre or Wheel fires can be very dangerous due to high tyre pressures and magnesi
um alloy that burns very hot and may be difficult to extinguish. The added dange
r of burning magnesium is that that the burning wheel may explode when doused wi
th water Use a light spraying motion and stand well clear on the upwind side.
Fire Extinguishers
Remain UPWIND whenever possible while using any Fire Extinguishers. Take care o
f Flashback if a fire relights after it appears to be out. Extinguishers are ine
ffective when used downwind
Remember PASS:
Pull the pin
Aim the extinguisher
Squeeze the trigger
Spray the fire
Crew Injury or Incapacity
If the helicopter crew is unable to assist after an emergency landing or crash,
consider the following actions:
• Signal the pilot to use the rotor brake to stop the rotor
• Enter the cabin and evacuate the passengers
• Engines may need to be shut down using the fire T handles (or switches)
• Switch OFF Battery or Master Switches
Be familiar with the type of helicopter that operates to your installation.
Be familiar with the Fire Extinguisher Codes.
Helideck unsafe for Landing
If radio communications with the helicopter has failed and the Helideck is unsaf
e to land on for any reason, WAVE the helicopter OFF with hand movements. The si
gnal to be used is either an arms crossed waving motion or crossed the arms over
head. The aim is to wave the helicopter away. Alternatively, you can use a Helid
eck Closed signal
YELLOW CROSS in a RED SQUARE
If a GPA alarm sounds while the helicopter is shut down, the crew would normally
go to the assigned muster station. From there, consider allowing the helicopter
to depart as soon as possible
Ditching alongside
Although very unlikely, the remote possibility exists that a helicopter may hav
e to make a forced landing into the water next to a ship or installation. An int
entional landing would most likely be a controlled descent to the water, after c
ontact with the water, the floats would be deployed and the passengers would the
n launch the life rafts and evacuate the aircraft. An unintentional landing in t
he water may have an unhappier ending and the HLO needs to be aware of the serio
us consequences of having passengers in the water that require immediate assista
nce.
A helicopter may ditch for the following reasons:
• Blade contact with a part of the rig
• Power loss after take off
• Serious vibration
• Power loss or transmission failure
• Accidental contact with the water
• Fuel exhaustion
• Severe weather
When the Installation has prior knowledge that a ditching will take place, the H
LO shall make every effort to carry out the following actions.
• The HLO is strongly advised to delegate the radio and telephone calls to the RD
while he prepares the Helideck Crew and
the Fire Crew. The Rig PlC shall assign a Rescue Coordinator
• Contact the PlC, the Flight Following Radio Station and the Helicopter Operator
• Prepare the Fire Crew and the Helideck Crew
• Assign observers to scan the water for passengers (Count swimmers)
• Position the Rescue Safety Vessel and advise them to have all safety and rescue
equipment ready.
• If weather is calm; launch small boats to rescue swimmers
• The Rescue Safety Vessel should prepare for the ditching by moving close to the
position where it is expected the
helicopter will ditch. If Known.
The Rescue Vessel shall prepare:
• Climbing nets
• Life support systems
• Smaller Watercraft
• Dive Crew if available
• Follow the Company Helicopter Ditching Procedures

Section 15
FIRE FIGHTING PROCEDURES
A key requirement to successful helideck rescue and fire fighting is a complete
understanding of the firefighting equipment and the circumstances in which it ma
y be used. A helicopter accident on the helideck, with subsequent fire may gener
ate large amounts of heat, smoke and debris. In this circumstances, the Helideck
would become a very hazardous place to be and it is imperative that the all pas
sengers and crew be evacuated, taken to a safe area and be accounted for. It is
also possible that all the firefighting equipment may not be available due to sm
oke, fire or equipment damage. Other considerations are the escape routes, some
of which may be unavailable due to smoke, fire, spilled fluids or debris. Foam m
onitors must be located at points to deliver a uniform application of foam to al
l parts of the safe landing area (helideck) regardless of wind conditions or acc
ident location. It is quite conceivable the helicopter could crash on deck, then
slide well to one side, far away from the fire crew and close to the deck edge.
The foam monitors should be considers the first line of defense for any helidec
k fires and therefore it is imperative the foam monitors are protected with cove
rs from the weather , then it is most important that alls covers be removed prio
r to accepting any traffic onto the installation. The minimum capacity of the fo
am production system depends on the D-value of the Helideck, the foam applicatio
n rate, the discharge rates of installed equipment and the expected duration of
application. The application rate is dependent on the types of foam concentrate
in use and the types of foam application selected. for aviation Fuel firs(Avtur
or jet A-1), the following recommendations apply: Use foam concentrates compatib
le seawater that meets performance level B . These foams require a minimum appl
ication of 5.5 liters per square meter in the area, per minute.
Hand controlled foam hose lines should also be available in case the foam monito
rs cannot reach the target area or presents a safety hazard to passengers. Hand
hose lines should supply a minimum of 250 Liters a minute.
Locations of all equipment and storage facilities should be clearly marked. A co
mpetent authority should undertake testing of all fire equipment annually.
Mixing of different Foam concentrates should be avoided to prevent ‘sludging’ and po
ssible failure of the pumping equipment.
Dry Powder:
While foam is considered the primary means of dealing with fires, the helicopter
may require a spot fire extinguisher in to the engine bay for example, then a D
ry Powder of Carbon Dioxide extinguisher may be used. Dry powder is recommended
as the primary complementary agent. The minimum capacity is 45 Kilos and the rat
e of delivery should be at from 1.35 - 2 Kgs/second to anywhere on the Helideck
area. Several containers should be available to supply continuous coverage.
Dry Chemical Powders should be of the ‘Foam compatible’ type.
Rescue - Fire and Safety Equipment
Make a final check that all equipment is in place
.
Crash Box Contents:
Double Check that the Crash Box and is unlocked and check contents.
Portable Helideck Fire Fighting Equipment:
Double Check that all the Fire Equipment is available.

On the first warning that there may be an emergency landing on the Helideck, the
HLO and Helideck team should prepare for the helicopter arrival and check the f
ollowing:
• Check and Clear the Helideck
• Stop all Crane Operations
• Standby Rescue Vessel should be in Place or repositioning
• Keep Approach and Departure zones clear
• Clear under the Helideck area
• Check All Fire Fighting Equipment
• Inform the RO when ready
• Maintain a listening watch and be ready to give a landing clearance
• The Rescue team should have Seatbelt Cutters on their person
Fire Fighting Techniques
For spilled fuel, a Dry Chemical or Foam Extinguisher should be used.
Always stay upwind unless absolutely impossible to avoid Flashback.
Helicopter Engine Fires, although extremely rare, would normally be extinguished
from within the cockpit by the pilots. The HLO or Deck Crew may see the first s
igns of fire but shall never attempt to fight any engine fires unless requested
by the pilot.
Some types of helicopters occasionally have a wet start which ignites a pool of
jet fuel that has collected in the combustion chamber. The flash from the exhaus
t might be quite spectacular but quite harmless to the engine.
If requested by the pilot, fight the fire through the correct fire panel intake
and not directly into the engine intake. Ice particles from the C02 extinguisher
may damage the high PPM turbine blades, so fight fire into the correct fire slo
t or vent.
The door on the opposite side of the engine being started should be left open to
quickly evacuate passengers in the event of a fire.
Tyre or Wheel fires can be very dangerous due to high tyre pressures and magnesi
um alloy that burns very hot and may be difficult to extinguish.
The added danger of burning magnesium is that that the burning wheel may explode
when doused with water. Use a light spraying motion and stand well clear on the
upwind side.
Fire Extinguishers
Remain UPWIND whenever possible while using any Fire Extinguishers. Take care of
Flashback if a fire relights after it appears to be out. Extinguishers are inef
fective when used downwind
Remember PASS:
• Pull the pin
• Aim the extinguisher
• Squeeze the trigger
• Spray / Swipe the base of the fire
Crew Injury or Incapacity
If the helicopter crew is unable to assist after an emergency landing or crash,
consider the following actions:
Be familiar with the type of helicopter that operates to your installation.

SECTION 16
1-GENERAL INFORMATION
2-HELICOPTER REFUELING
3-TEST AND REFUEL EQUIPMENT
4-ELECTRICAL BONDING
Refueling General information:
Any person involved in offshore refueling operations should have received some f
orm of basic training in fuel safety, fire training, documentation, dispensing a
nd storage. Proper records must be kept in accordance with the installation safe
ty manual.
The HLO may be required to undertake and supervise helicopter fuelling on off s
hore installations. The HLO should have sufficient knowledge to understand refue
ling equipment and quality control to play his part in refueling operations. Hel
icopters that operate offshore are powered by turbine engines that consume Jet F
uel, commonly known as Jet A-i or AVTUR. Jet fuel is either clear or straw color
ed and looks suspiciously like water. Jet A-i has a specific gravity of around 0
.79 compared to water with an SG of 1.0. Fuel will float on top of water. Water
in Jet fuel will sink and is very difficult to detect visually. Water in Fuel ma
y sometimes form beads or ‘slugs’ that may be hard to see unless in clear glass.
Jet fuel has a flash point of 40 degrees centigrade. At normal temperatures it s
hould not form an ignitable mixture, but care must be taken in high temperatures
. Some foreign Jet fuels have flash points as low as 20 degrees. Bulk fuel is di
fficult to ignite, whereas sprayed fuel onto a surface of 40 degrees can ignite
very rapidly. Jet fuel is subject to very strict controls at the refinery and is
tested for sediments, water and dirt before leaving in specially designed tanks
. When jet fuel is transported to an offshore installation, the tanks are fitted
with a protective framework to protect the tank and it’s fittings. Offshore refue
ling facilities must be able to withstand extreme conditions and are usually sta
inless steel or steel protected with a thick layer of epoxy paint. The fuel pump
assembly should be fitted with a weatherproof removable cover. Each tank should
have a serial number, a test date and fuel type identification plate attached n
ear the delivery discharge point.
The National Fire Protection Association of America (NFPA) is a leading authorit
y on risks associated with aviation refueling. The following is an extract to in
dicate the level of risk when using non-conducting materials in the flow of fuel
. Hydrocarbon fuels, such as aviation gasoline and Jet A, (what the helicopter u
ses) generate electrostatic charge when passing through the pumps filters and pi
ping of a fuel transfer system. The primary electrostatic generator is the filte
r separator that increases the level of charge on a fuel by a factor of 100 or m
ore as compared with the pipe flow.
In addition, document NFPA 407 states that funnels or other refueling equipment
fabricated from non-conducting materials, such as plastic, can increase static g
eneration. The use of Chamois as a filter is extremely hazardous. Sparks resulti
ng from the static electricity created by fuel passing through pipes and filters
can be avoided by proper electrical bonding of all components of the refueling
system and the aircraft. Bonding cables must be conductive, durable and flexible
. Bonding connections must be electrically and mechanically firm. Jacks, plugs c
lamps and connecting points must be clean, unpainted metal to provide a positive
electrical connection.
The bond must be maintained until all fuelling connections have been removed.
Fuel Test Equipment
The required equipment to test fuel is listed below:
• Thermometer 0-500 c
• Hydrometers .700 to .850
• Measuring glass for SG check
• Approved Glass Jars
• Rod or Tape for Tank Dipping
• Water detecting paste
• Water detecting paper
• Dipping bottle with cord attached
• Water detector capsules with syringes
• Stainless Steel Bucket with Earthling Lead
• SG Tablets
• Tank Tables to convert Depth to Volume
Refueling Equipment
Fuel Pumping Unit The pump unit must be of an approved type and be intrinsically
 safe and be ‘Fire and Explosion’ proof. The pump should deliver at least 250 Liters
/ minute and have a bypass system to ease pressure build up in the hose.
System Filter The filter must be fitted between the pump and the outlet and have
a differential Gauge and air eliminator
Fuel Delivery Hose: The hose should be at least 20 meters long the regulation st
andards. The hose should have a rewind drum or racks and must be kept clear of t
he surface.
Suction Hose: The hose should be at least 10 meters and be fitted with quick dis
connect couplings.
Delivery Hose: The nozzle should be 4cm in diameter, fitted with a strainer, swi
vel, end cap and bonding lead.
Bonding Reel:
The bonding reel should be a plastic coated cable, 20 meters long and reel moun
ted. A pin or Clip at one end connects to the helicopter.
Meter: A calibrated delivery meter measuring in Liters or Galls to be fitted
At no time may Nylon Clothing be worn while engaged in refueling operations due
to the risk of static electricity build-up.
Refueling operations must be conducted in a clean and sterile environment. Keep
covers on all equipment and keep hose ends covered and stored unless in use. Fue
l is an irritant to skin and can cause skin damage to certain individuals. Fuel
is also a solvent and is very harmful if splashed into the eyes or face. Contami
nated clothing should be removed and the skin washed with water.
Immediate first aid is required if fuel is splashed into the face or eyes.
Bonding and static electricity danger:
All fuelling equipment and the aircraft must be bonded to prevent static electri
city jumping a gap and igniting fuel vapors. Static electricity may build up whe
n the fuel passes through the hose and the bonding cable prevents this. The bond
ing point on the helicopter must be clean and unpainted and there is a special p
rovision for this on each and every aircraft.
Correct bonding procedure will prevent an accidental fire or explosion.
Fuel Control:
Fuel should be allowed to settle at least overnight before it can be used. In th
e event that this is not possible, the fuel needs to settle for at least 2 hours
after delivery before it can be used for helicopter refueling provided it is fi
tted with a floating suction system. Shipped fuel must arrive on the offshore in
stallation with all seals intact. Recovery tanks for fuel samples and contaminat
ed fuel are required. All contaminated fuel is to be shipped back to shore and d
isposed of Clean fuel samples must not be returned to the main tank unless autho
rized by the operating company. All fuel must be accounted in the fuel ledger.
All Helideck Crew should know the Emergency Shutdown Procedures and where the Sw
itches are located.
Quality control:
To ensure that the fuel quality is maintained at all times, attention to detail
must be observed at all times.
• Refueling equipment should be carried and not dragged across the Helideck.
• Avoid Gravity refueling in wet conditions.
• Cover all apertures if conditions are wet.
• Replace all covers and dust caps immediately after use.
• Hoses must be rewound and stored correctly when not in use.
• The refueling covers must be replaced after use.
• Carry out the water detection tests on every refuel
• complete the paperwork after all fuelling operations
Bonding Lead Continuity Test:
The continuity test is an electrical test that ensures the lead is unbroken thro
ughout its length. Follow the manufacturer s instructions for the test and ensur
e the light illuminates correctly during the test.
Fuel Sampling:
Fuel sample containers shall be either Glass or Stainless Steel. Steel container
s must be bonded when used. Plastic containers may NEVER be used due to the risk
of static build-up and a risk of fire of explosion
Water and Contaminants in Fuel:
Jet fuel is Hydroscopic, which means there is a certain amount of water present
in fuel at all times even from the point of manufacture. As the temperature of t
he fuel rises and falls, the water either condenses (cools) out into droplets or
dissolves (heats) back into the fuel. It is important that the daily fuel tests
are conducted when the fuel temperature is at its lowest, usually early in the
morning. Visible water in the fuel appears as beaded droplets, ‘slugs’ or as a cloud
y mist. If not disturbed, water in suspension will eventually sink and form larg
er droplets on the bottom. Fuel samples may also disclose solid contaminants suc
h as rust flakes, dust, sand, grit or other particles. At no time may contaminat
ed or discolored fuel be used in any aircraft.
Obtain a fuel sample as follows:
• Use the correct (clean) containers
• Obtain fuel from the entire system, Filters, valves etc.
• Obtain fuel samples at the nozzle before and after each refuel
• Keep all early morning samples for a minimum of 7 days to monitor any filter deg
radation
Water content in fuel is detected by either litmus paste which changes to green
if water is present or a syringe / capsule kit. Either method can detect very sm
all portions of water in fuel. The capsule kits have a shelf life of 12 months a
nd should be stored away from moisture.
Using the Syringe:
• Check the use-by dates before using the capsules.
• Place the syringe into the fuel and draw up around 5mm.
• Check for color change (The capsule will turn dark green if water is present)
• If no change, then add some water to confirm the capsule is active.
If the capsule changes color, the fuel cannot be used. Document any water findin
gs in the log and re test 30 minutes later. The HLO shall notify the pilot of al
l contaminated fuel and demonstrate that the water test has been carried out bef
ore fuelling the helicopter.
HLO Refueled Daily Checklist
the HLO / Refueled shall carry out daily fuel checks every morning:
Check the fuel state by dipping and recording each tank
• Conduct fuel sample tests all along the delivery system. Tank, Filters, Nozzle,
Filter Monitor
• Make a visual assessment of the samples
• Conduct a water detection test with the approved test kits
• Obtain a 5-litre sample and hold for 24 hours in case of an incident
• Empty all moisture traps and check systems
• Conduct a continuity test on the bonding lead
• Conduct a differential pressure test on the filter to confirm no blockage
Refueling Procedure
• Ensure that the Fire Equipment is manned by the Fire Crew
• The HLO / Refueled shall ensure that all fuelling procedures are carried out in
a safe and orderly manner
• Refueling may be conducted with the engines running (hot refuel) or shut down. C
ompany procedures for each procedure shall be adhered to.
• All passengers MUST disembark during refueling operations and shall move well cl
ear of the area along with any other non-essential personnel.
• No refueling shall be conducted during electrical storms or when heavy rain is f
alling.
• A one (1)-liter sample shall be collected at the start and after each refuel for
quality testing and presented to the pilot for acceptance.
• The pilot must witness the water test
• The bonding cable must be attached to the helicopter before the nozzle is insert
ed into the tank.
• Ask the pilot for the amount of fuel required
• Remain visual with the pilot during the refuel operation
• The fuel cabinet must be manned at all times under constant observation
• The fuelling shall be stopped immediately on a signal from the pilot, the HLO or
 any of the Fire Crew
• After fuelling, indicate to the pilot that the bonding cable is disconnected
• Ensure the fuel cap is correctly replaced
• Ask the pilot to sign the fuel log sheet
• Final check that all bonds and hoses are clear and rewound
• Fuelling Operations present risk to the Installation
Refueling must cease if there is a fuel spill.

SECTION 17
1-IDENTIFYING HELICOPTER COMPONENTS ( refer to CD )
2-EXTERNAL AND INTERNAL ( refer to CD )
Passenger doors
Sliding Doors are on either side of the airframe set on sliding rails. These doo
rs are constructed from light alloy and reasonably
fragile. The doors must never be slammed; press firmly closed and then latch. Th
e Handles are identical on the inside. Turn the
Handle and slide the door back.
Cargo Doors
The cargo doors on most helicopters follow a similar design to the other doors.
For example, the 412-baggage door handle resembles the crew door handles. Handle
s can be very hot when the helicopter is running so the Hlelideck crew should al
ways wear gloves.
Never leave open doors unattended. Treat all doors with respect and ‘Never slam th
e doors’.
Floatation Bags
All offshore aircraft are equipped with emergency flotation equipment that can b
e inflated in the event of a water landing.
The Floats are inflated by compressed Nitrogen and Inflate very quickly.
Some Helicopters have Floatation Bags fitted to the side of the Airframe instead
of the Skids; however they are inflated in the same manner. Never allow anyone
to step onto visible float bags or to allow fuel to spill onto the float bag cov
ers.
Radar Warning
Most helicopters are fitted with weather radar in the front of the nose.
Aircraft radar emits small amounts of radiation and is turned to standby on land
ing. Prior to engine start-up, the radar should be turned off.
Pitot Tubes
Small sharp tubes protruding from the nose of the aircraft provide dynamic air p
ressure to the cockpit instruments.
These tubes are sharp and at body height and may cause damage if walked into. Th
ese tubes must not be blocked.
Antennae
Radio antennae may protrude from various parts of the helicopter and are easily
damaged by inadvertent contact. Front mounted
HF aerials may extend a long way forward and are a hazard if touched. Aerials ma
y give a shock if touched.
Rotor Hazard
All turning rotors can maim or kill and presents a very real danger in helicopte
r operations. Some 2 bladed helicopters, are susceptible the tail rotor turns at
high speed and may be difficult to see.Some helicopter is on lower skids and th
erefore has a low tail rotor. This area is totally prohibited whenever the helic
opter is running or when the Anti-Collision light is on.
Extinguisher Inlet Point
Each helicopter engine sits in a confined engine bay, designed to confine any fi
res to that compartment. A fire in the engine compartment is a serious incidence
and the pilot will use the internal extinguisher first before asking the Fire A
ttendant for assistance. The Fire T-Handles are connected to the engine compartm
ent extinguishers.
A fire extinguisher lance must be inserted into the correct inlet point to fight
compartment fires. The correct signal from the pilot to the HLO to fight a fire
is the open-closing hand motion as indicated below.
Anti-Collision Lights
Also known as the rotating beacon. Never approach the helicopter when the light
is flashing unless in an emergency. In normal conditions, the light is turned of
f to indicate it is safe to approach and turned on again prior to take off
Cargo Hook
The cargo hook hangs under the aircraft and is usually not a hazard unless somet
hing is attached. Different model Hooks may appear different. The Cargo Hook ope
ration is covered in detail in the Loadmaster Course
Fuel Cap
The internal Fuel Tanks are filled from the single point refuels point on the ri
ght hand side of the aircraft.
The cap is correctly seated when it appears flush and the tab is depressed again
st the filler cap.
The Fuel Cap is opened by first lifting the Tab and then rotating the Tab counte
r clockwise to release the Cap. In most cases, the Cap will remain attached to t
he helicopter
Remember to Bond the Aircraft with the Bonding Lead before opening the Cap.
External Tie Down Points
In the unlikely event of a helicopter shut down on a floating vessel, the aircra
ft would need to be secured and tied down to prevent it from moving around in ba
d weather.
If required, the pilot would identify the tie down points
Seating layout
Helicopters can be fitted with front or rear facing seats for the first row. In
all cases, the emergency exits are always the windows in the main cabin. No pass
enger should ever attempt to go forward through the pilot cockpit area unless th
at area is already evacuated and the rear windows are blocked for some reason. S
ome Aircraft have Troop Seats, which are a simple sling type arrangement.
Seating layout continued
Seating may vary between helicopters. Seats come as either Troop Seats or Execut
ive interior. In addition the front row of seats may face forwards or rearwards.
Life Rafts
All offshore helicopters are equipped with Life rafts that need to be deployed a
fter a water landing. In the case of the 412 /212 the Rafts are thrown from an e
xit such as a window or open doorway. The generally have the Life Rafts stowed a
gainst the small forward cabin doors behind the pilot stations. These are swing
doors that may be opened if the raft is too heavy to manually throw through the
Emergency Exits. The Life Rafts hold 10 passengers each and also contain the Mar
ine Survival equipment that may be required after a water ditching.
First Aid Kits
The actual location of the First Aid Kit may vary between aircraft. The Kit show
n in the Aircraft photo is a typical location. The First Aid Kit carries only a
minimal amount of bandages, tape and scissors. No drugs are carried in the First
Aid Kit.
Portable Fire Extinguishers
Extinguishers are mounted near the pilots and passengers. Extinguishers must be
used with extreme caution in flight. They work by depriving fire of Oxygen, exac
tly what people also require. Actual locations may vary between Helicopters; tak
e note where yours are. Fire Extinguishers are weighed at regular check dates to
determine if they are still full. A small gauge indicates the residual pressure
. Take care that the extinguisher is fired in the correct direction and not back
in your face.
Fire T Handles
Each helicopter engine is contained in a fire resistant compartment to contain a
ny fires due to any fuel leaks or electrical malfunctions. Around the engine is
a wiring loom that detects heat and activates a light and audible alarm in the c
ockpit. In the event of an engine fire, the T-Handle will illuminate together wi
th an audible alert. Pulling the Fire T-Handle turns the fuel Off and Arms the F
ire Extinguisher Bottles. The pilot will then ‘Blow’ the Fire Bottle into that compa
rtment. If the Engine fire does not go out on the first try, then the pilot can ‘B
low’ the remaining Bottle into the same compartment as a second chance. During a s
tart up on the Rig, the HLO will stand guard with a Fire Crew Member on the side
of the engine being started. If the HLO sees smoke or flames emanating from the
starting engine, he will indicate a fire using the Open / Close Hand motion.
The pilot would then attempt to put the fire out, if unsuccessful, he will retur
n the Fire Sign to the HLO, which is the sign to fire the portable extinguisher
into the engine, compartment Fire Slot.
EPIRB/ ELT
Emergency Positioning Indicator Radio Beacons (or Emergency Locating Transmitter
) may be of 2 types, either a hand held radio type that the pilot can use to tal
k with other aircraft on 121.5 or a satellite system that passes the distress si
gnal and Lat and long coordinates. A third type of beacon provides sonar informa
tion if the aircraft sinks. The EPIRB may be removed from the helicopter and use
d on land or in the water. On land, the Aerial should be elevated and the unit p
laced on a reflective surface to prevent the signal from being attenuated into t
he ground. The EPIRB has instructions printed on the side. The Crew Life Jackets
also carry a small distress Radio.
Emergency Exits
Over Land: Use the doors as normal and exit towards the side as instructed by th
e pilot.
Never exit the aircraft towards rising ground or if leaning towards one side.
Over Water: The Emergency Floatation gear may be damaged by the sliding doors an
d should never be used in the water.
The Emergency exits in the water are the windows which can be popped out by pres
sing firmly against any of the corner areas.
Crew doors may have a jettison T handles near the forward hinge.
The Crew Doors are not for the use of the rear passengers and are rarely covered
in the Video Brief.
Emergency and Exit Signs
L‘Fasten Seat Belts and No Smoking’ signs and Emergency EXIT signs are a standard pa
rt of aircraft equipment. The No Smoking and Seat Belt lights are usually on for
the start and remain on for the entire flight. The designated passenger in the
rear should always point out the Seat Belt Sign to those passengers wishing to u
nfasten their seat belts immediately upon landing. Seat Belts should always rema
in fastened until cleared to leave the aircraft. Smoking is never permitted in t
he helicopter.
Life Jackets
Must be of an approved type and be worn for flights over water The use of the ja
cket is always covered in the Video Brief. A twisted Life Jacket may not inflate
correctly and the helicopter should not depart until the Jacket has been rectif
ied. A life jacket may never be inflated inside a helicopter Marine type jackets
must not be worn on board.
Seatbelts
Seatbelts should be worn over the skeleton and not soft areas of the abdomen. Se
atbelts may be full harness or over-shoulder type; in either case the belts are
similar in all helicopters.