Annex H - Helicopter Landing Areas (HLA)

(a) This Annex outlines the minimum standards for Helicopter Landing Areas (HLA), and associated facilities onboard vessels within the scope of this Code where helicopter operations to or from the vessel are required. It also addresses operational considerations as related to the yacht crew.

(c) Requirements with respect to a HLA on a vessel, results from the need to ensure that helicopters are afforded sufficient space to be able to operate safely at all times in the varying conditions experienced.

(d) In order to ensure safe operation it is envisaged that limitations regarding the availability of the landing area shall be applied by the Aviation Inspection Body on behalf of the Administration.

(e) The helicopter’s performance requirements and handling techniques are contained in, and governed by, the Rotorcraft Flight Manual and/or the operator’s Operations Manual.

(a) In all cases, a formal and documented risk assessment of the operation shall be carried out by a suitably experienced and qualified individual authorised by the yacht’s Administration. The risk assessment shall establish the hazards and resultant risks associated with the operation of each helicopter type that it is planned to utilise the HLA of the yacht concerned. This shall include the physical requirements for the characteristics of the landing area.

(a) This Annex does not address helicopter flight operations in any detail. It is intended as a technical standard for the landing area and associated on-board helicopter facilities. The helicopter pilot/operator is responsible for ensuring that the requirements of the Administration with which the helicopter is registered and the requirements of the Administration responsible for the airspace in which the helicopter is operating are complied with in full. The Aviation Inspection Body may provide further guidance.

(b) The Red Ensign Group’s ‘Helicopter Operations Guide’ (as amended) shall be considered during the development of Helicopter Landing Areas and their safe operations.

(c) Enquiries regarding operational (flight) limitations based on non-compliances of the landing area shall be directed to the Aviation Inspection Body.

(a) This section provides information on physical requirements for the characteristics of helicopter landing areas on a yacht within the scope of the Code.

(b) The risk assessment carried out in H1.3(1) in order to establish the adequacy of the landing area shall include, for each helicopter landing area, the proposed maximum size of helicopter in terms of D-value and the proposed maximum take-off weight of the heaviest helicopter in terms of “t” value for which it is proposed each landing area is certificated with regard to size and strength.

(c) The criteria which follow (see Table H.1) are based on helicopter size and weight and are for guidance only. The latest information shall be sought from the helicopter manufacturer.

(a) Helicopter Landing Areas shall be referred to as Shipboard Heliports and meet the requirements of ICAO Annex 14 Volume II to the Convention on International Civil Aviation.

Reference shall also be made to Part 1 of the ICAO Document No. 9261 (Heliport Manual), which provides guidance for the implementation of ICAO Annex 14 as applicable to Shipboard Heliports.

(c) The structural strength of the helicopter landing area shall be designed and constructed according to rules of a Recognised Organisation on helicopter landing areas for vessels.

(a) In general, the construction of the Shipboard Heliports shall be of steel or other equivalent materials. The underside of the Shipboard Heliport in way of all enclosed spaces shall be insulated to A-60 Class Standard.

(b) During Helicopter take-off and landing operations, portable appliances and loose equipment shall be stored in close proximity to the helideck and near its means of access / escape.

(a) Drainage facilities in way of Shipboard Heliports shall be constructed of steel and shall lead directly overboard independent of any other system and shall be designed so that drainage does not fall onto any part of the ship.

(a) Many helicopters have passenger access on one side only and helicopter landing orientation in relation to landing area access points becomes important because it is necessary to ensure that embarking and disembarking passengers are not required to pass around the helicopter tail rotor, or under the front of the main rotor of those helicopters with a low profile rotor, should a ‘rotors-running turn-round’ be conducted.

(b) There shall be a minimum of two access/egress routes to the helicopter landing area and these shall be as widely separated as possible. The arrangements shall be optimised to ensure that, in the event of an accident or incident on the helicopter landing area, personnel shall be able to escape upwind of the landing area. Adequacy of the emergency escape arrangements from the helicopter landing area shall be included in any evacuation, escape and rescue analysis for the vessel, and may require a third escape route to be provided.

(c) Where foam monitors are co-located with access points, care shall be taken to ensure that no monitor is so close to an access point as to cause injury to escaping personnel by operation of the monitor in an emergency situation.

(d) Where handrails associated with landing area access/escape points exceed the height limitations given by ICAO Annex 14, they shall be retractable, collapsible or removable. When retracted, collapsed or removed the rails shall not impede access/egress. Procedures shall be in place to retract, collapse, or remove them prior to helicopter arrival. Once the helicopter has landed, and the crew has indicated that passenger movement may commence, the handrails may be raised and locked in position. The handrails shall be retracted, collapsed, or removed again prior to the helicopter taking-off.

(e) A Shipboard Heliport shall be provided with both a main and an emergency means of escape and access for fire fighting and rescue personnel. These shall be located as far apart from each other as is practicable and preferably on opposite sides of the Shipboard Heliport.

(a) The safety of helicopter flight operations can be seriously degraded by environmental effects that may be present around vessels. The term “environmental effects” describes the effects of the vessel, its systems, and forces in the surrounding environment, which result in a degraded local environment in which the helicopter is expected to operate. These environmental effects are typified by structure-induced turbulence, and turbulence/thermal effects caused by exhaust emissions. Controls in the form of landing area availability restrictions may be necessary and shall be imposed via the Aviation Inspection Body. Such restrictions can be minimised by careful attention to the design and layout of the vessel topsides and, in particular, the location of the helicopter landing area.

(b) All new helicopter landing areas, or modifications to existing topside arrangements which could potentially have an effect on the environmental conditions due to turbulence around an existing helicopter landing area, or helicopter landing areas where operational experience has highlighted potential airflow problems shall be subject to appropriate wind tunnel testing or Computational Fluid Dynamics (CFD) studies to establish the wind environment in which helicopters shall be expected to operate. Operations to a vessel underway where the Shipboard Heliport shall be subjected to relative rather than true wind velocity shall be taken into consideration. As a guide the standard deviation of the vertical airflow velocity shall be limited to 1.75m/s. This airflow velocity shall be applied to the recommended approach/departure path and landing/take off phase of the aircraft. The helicopter pilot/operator and Aviation Inspection Body shall be informed at the earliest opportunity of any wind conditions for which this criterion is not met in order to allow the appropriate platform availability restrictions/limitations shall be defined if necessary.

(c) Designers of helicopter landing areas shall commission a survey of ambient temperature rise based on a Gaussian dispersion model and supported by wind tunnel tests or CFD studies for new build helicopter landing areas, modifications to existing topside arrangements, or for helicopter landing areas where operational experience has highlighted potential thermal problems. When the results of such modelling and/or testing indicate that there may be a rise of air temperature of more than 2°Centigrade (C) (averaged over a 3 second time interval), the helicopter pilot/operator and Aviation Inspection Body shall be consulted at the earliest opportunity so that appropriate platform availability restrictions/limitations may be applied if necessary.

(a) Each helicopter facility (including any refueling and hangar facilities) shall have an operations manual, including a description and a checklist of safety precautions, procedures and equipment requirements. This manual may be part of the ship’s emergency response procedures.

(b) The maximum helicopter weight and ‘D’ value for which the helicopter landing area has been designed and the maximum size and weight of helicopter for which the vessel is certificated shall be included in the Helicopter Landing Area Operations Manual, Helicopter Landing Area Technical Certificate (where issued) and Helicopter Landing Area Certificate. The extent of the obstacle-free area shall also be stated and reference made to any helicopter landing area operating limitation imposed by helicopter operators or the Aviation Inspection Body as a result of non-compliances. Details of non-compliances themselves shall also be listed.

(c) The procedures and precautions shall be followed during refuelling operations shall be in accordance with recognized safe practices and contained in the operations manual.

(d) Fire-fighting personnel, consisting of at least two persons trained for rescue and fire-fighting duties, and fire-fighting equipment shall be immediately available at all times when helicopter operations are expected.

(e) On-board refresher training shall be carried out and additional supplies of fire-fighting media shall be provided for training and testing of the equipment.

(a) Yachts experience dynamic motions due to wave action which represent a potential hazard to helicopter operations. For the helicopter operations acceleration in pitch roll and heave shall provide the limiting factor. These limits are a combination of both vessel and helicopter capability. Operational limitations based on limited pitch, roll, heave, may therefore be applied to the landing area by the Aviation Inspection Body. Helicopter landing area downtime due to excessive deck motion can be minimised by careful consideration of the location of the landing area on the vessel at the design stage. Guidance on helicopter landing area location and how to assess the impact of the resulting motion on operability is presented in UK CAA Paper 2008/03 “Shipboard Heliport Landing Area Design Considerations – Environmental Effects”, as may be amended from time to time and which is available on the Publications section of the UK CAA website at www.caa.co.uk. Designers of helicopter landing areas shall consult this paper at the earliest possible stage of the design process.

(b) The helicopter landing area shall be limited to receiving helicopters in the conditions agreed by the Aviation Inspection Body.

(c) It is necessary for details of pitch, roll, and heave motions shall be recorded on the vessel prior to, and during, all helicopter movements. Pitch and roll reports to helicopters shall include values, in degrees, about both axes of the true vertical datum (i.e. relative to the true horizon) and be expressed in relation to the vessel’s head. Roll shall be expressed in terms of ‘port’ and ‘starboard’; pitch shall be expressed in terms of ‘up’ and ‘down’; heave shall be reported in a single figure, being the total heave motion of the helicopter landing area rounded up to the nearest metre. Heave shall be taken as the vertical difference between the highest and lowest points of any single cycle of the helicopter landing area movement. The parameters reported shall be the maximum peak levels recorded during the ten minute period prior to commencement of helicopter operations.

(d) The helicopter pilot is concerned, in order to make vital safety decisions, with the amount of ‘slope’ on, and the rate of movement of, the helicopter landing area surface. It is therefore important that the roll values are only related to the true vertical and do not relate to any ‘false’ datum (i.e. a ‘list’) created, for example, by anchor patterns or displacement. There are circumstances in which a pilot can be aided by amplification of the heave measurement by reference to the time period (seconds) in terms of ‘peak to peak’.

(b) Air temperature and barometric pressure shall be measured by conventional instruments approved to ICAO standards. An indication of wind speed and direction shall be provided visually to the pilot by the provision of a windsock coloured so as to give maximum contrast with the background. However, for recording purposes, an anemometer positioned in an unrestricted airflow is required. A second anemometer, located at a suitable height and position can give useful information on wind velocity at hover height over the helicopter landing area in the event of turbulent or deflected airflows over the deck. Visibility, cloud conditions, and sea state shall normally be assessed by visual observations.

(c) Measuring instruments used to provide the data listed in sections 5.2.1 and 5.2.2 above shall be periodically calibrated in accordance with the manufacturer’s recommendations in order to provide continuing accuracy.

(b) Chocks shall be compatible with helicopter undercarriage/wheel configurations. Helicopter operating experience has shown that the most effective chock for use on helicopter landing areas is the ‘rubber triangular’ or ‘single piece fore and aft’ type chocks may be used as long as they are suited to all helicopters likely to operate to the helicopter landing area.

(c) For securing helicopters to the helicopter landing area only adjustable tie-down strops shall be used.

(a) At least one aeronautical frequency radio licensed by the Administration responsible for the airspace in which the helicopter is intended to operate when approaching the vessel shall be fitted onboard the vessel.

(b) Radio operators of offshore aeronautical radio stations are required to hold a Certificate of Competence. Further information can be found in CAA Publication CAP 452 'Aeronautical Radio Station Operator's Guide'.

(b) The risk assessment shall be submitted to the Administration. The risk assessment to address the safe movement of personnel on the helicopter landing area shall also be submitted for approval by the Aviation Inspection Body to demonstrate that safe passenger movement may take place without endangering the safety of the helicopter or the life of personnel on-board.

(a) All crew onboard shall undergo familiarisation training regarding helicopter operations onboard.

(b) Specific training shall be provided to the Helicopter Landing Officer (HLO) by an appropriate training provider. Training of crewmembers and the HLO shall include both practical and theoretical sessions and, wherever possible, practical training shall be carried out onboard.

(c) All other crew assigned duties within the helicopter landing area operations team(s) shall be certificated as Shipboard Heliport Landing Assistants (HLA) by an appropriate training provider. The training shall include dealing with fires and other possible emergency scenarios.

(d) Where there are refuelling facilities onboard, at least one member of crew shall be trained in the handling of aviation fuel and associated quality control procedures.

(e) The crew shall practice dealing with the possible emergency scenarios through regular drills onboard with an annual inspection by an external auditor.

(f) The emergency scenarios shall be addressed in the yacht’s contingency plans and similar documents.

(a) hangar, and maintenance facilities shall be treated as category ‘A’ machinery spaces with regard to structural fire protection, fixed fire-extinguishing and detection system requirements;

(b) enclosed hangar facilities shall be provided with mechanical ventilation, as required by Part A Section 14.1 and Part B Section 6.17(3) and ventilation fans shall be of non-sparking type;

(d) Helicopter hangar(s) onboard shall be positioned, as far as is practicable, so as to preclude excessive movement and acceleration forces. Guidance on this shall be sought from the helicopter manufacturer / operator. Where possible, the positioning of hangar(s) shall be determined through the use of computer modelling and/or wind tunnel testing (refer also to Section H2(9)(c));

(e) If the hanger is to be accessed whilst the helicopter is stowed within it, means of escape and clearance around the helicopter for crew shall be considered, as well as any minimum clearances required for maintenance to be conducted whilst stowed.

(f) Where appropriate CCTV shall be used to ensure visibility of the aircraft at all times.

(a) This Section outlines the considerations for the storage and transfer of aviation fuel. When developing fuelling arrangements, consideration shall be given to the type of fuel on which the helicopter to be operated is run. In addition, all facilities for the storage and handling of aviation fuels onboard shall be grade identified using an appropriate industry marking for the grade of fuel used. Aviation fuel facilities shall also be fully segregated from any other fuel system.

(b) Refuelling and defuelling systems onboard are highly specialist areas and as such, expertise shall be sought in the design of such systems which shall be to an appropriate industry standard to the satisfaction of the Aviation Inspection Body.

(c) Refuelling and defuelling operational considerations shall be agreed with the helicopter pilot / operator and Aviation Inspection Body.

• (i) description of fuel with statement of minimum flash point (closed cup test);

• (ii) arrangements of fuel storage and piping;

• (iii) arrangements for drainage, ventilation and sounding of spaces adjacent to storage tanks;

• (iv) details and approval certification of pumping units;

• (v) structural fire protection arrangements of all spaces to contain aviation fuel;

• (vi) fire detection and extinguishing arrangements; and

• (vii) ventilation arrangements.

(e) When developing operational procedures for the movement of aviation fuel onboard, the restricted use of radio frequency equipment including portable phones with regard to transmission sparks shall be considered.

(a) The storage and handling area shall be permanently marked. Instructions for filling fuel and, if appropriate, emptying fuel, shall be posted in the vicinity of the filling area.

(a) In general, all piping systems shall be located clear of accommodation spaces, escape routes, embarkation stations and ventilation openings and shall not pass through category A machinery spaces. However, where arrangements are such that piping has to pass through accommodation spaces, service spaces, escape routes, or embarkation stations double skinned piping shall be used or pipes shall be enclosed in a cofferdam.

(b) Means shall be provided for keeping deck spills away from accommodation and service areas.

(a) Where appropriate CCTV shall be used to ensure full view from the bridge of all helicopter refuelling activities that would normally be hidden from view.

(a) The location and arrangement of air pipes for fuel tanks shall be such that in the event of a broken vent pipe, this does not directly lead to ingress of seawater or rain water.

(b) At least one member of crew on-board the vessel shall be trained in the handling of aviation fuel and associated quality control procedures. This person(s) shall oversee all operations involving the movement of aviation fuel on-board. Further guidance on such training may be obtained from the fuel supplier and marine aviation consultants.

(a) Where it is intended to install fuel transfer pumps for handling aviation fuel in a separate compartment, the pump room(s); shall be totally enclosed and have no direct communication through, e.g. bilge piping systems and ventilation systems, with machinery spaces; shall be situated adjacent to the fuel storage tanks; and shall be provided with ready means of access from the weather deck.