HR eTraining

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HELIRIVIERA - HLO & HDA Online Training

© Heli Riviera 2014

HLO & HDA

ONLINE TRAINING

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CONTENTS INTRODUCTION General SOURCE DOCUMENTS International Chamber of Shipping: Guide to Helicopter / Ship Operations OPITO Helicopter Landing Officer’s Handbook OPITO Helicopter Refueling Handbook Yacht Helicopter Operations Manual Civil Aviation regulations National regulations in territorial waters Yacht’s flag state regulations Insurance company requirements Maritime and Coastguard Agency HELICOPTER OPERATIONS PERSONNEL General QUALIFICATIONS AND TRAINING OF HELIDECK TEAM Helicopter Landing Officer (HLO) Helideck Assistant Other Crewmembers

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AUTHORITY AND RESPONSIBILITIES Master Pilot Helicopter Responsible Officer (HRO) Chief Engineer Officer of the Watch (OOW) Pre-Arrival/Departure Arrival/Departure Duty Helicopter Landing Officer (HLO) General Duties Arrival/Departure Helicopter on Deck After Take-off Helideck Checks Duty Helideck Assistants (HDA) ENVIRONMENTAL LIMITATIONS HELICOPTER OPERATING LIMITS HELI DECK OPERATING LIMITS TYPES OF HELIDECK Landing area Winching area RELATIVE WIND Optimal Relative Wind Window Relative Wind Limitation DECK MOTION NIGHT FLIGHTS

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FIRE FIGHTING EQUIPMENT AND INSTALLATIONS GENERAL PRECAUTIONS PERSONNEL ON THE HELIDECK General Approaching the helicopter HELICOPTER OPERATION HAZARDS Rotor Down Draught Static Electricity Flotation Equipment Air Intakes/Exhausts Pilot Tubes Aerials COMMUNICATIONS Authority PRE-FLIGHT INFORMATION RADIO General Radio Routines Flight Watch RADIO TERMINOLOGY Arriving helicopter When visual When Helicopter is Finals to Land When Helicopter is ready to Depart HAND SIGNALS

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WEATHER REPORTING HELICOPTER LOADING AND PASSENGER MOVEMENT General PASSENGERS Rotors Stopped Embarkation/Disembarkation Rotors Running Embarkation/Disembarkation Dual pilot helicopter Single pilot helicopter Passenger briefing cards STORES, LUGGAGE AND EQUIPMENT General Dangerous Goods STANDARD PROCEDURES CHECK LISTS AND TASK SHEET VISITING HELICOPTERS PREPARE FOR FLYING Hands to flying stations PREPARE FOR FLYING HELICOPTER ARRIVAL LANDING PROCEDURE AFTER LANDING / HELICOPTER ON DECK HELICOPTER START UP PROCEDURES NIGHT FLYING WINCHING SECURING OF HELICOPTER ON DECK

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HELICOPTER MOVEMENTS Helicopter Movement Team Helicopter Movement Team Responsibilities Director Brake Operator Chock Operators Steering arm operator Safety number Pushers Precautions before and during a move Precautions after a move Sequence of signals and orders HELICOPTER FUELING General Prior to fueling Fueling After fueling

EMERGENCY PROCEDURES General ACCIDENT AND FIRE PROCEDURES Crash or accident Fire procedures Initial helideck response Execution of helideck response Rescue of Crew / Passengers Emergency Shutdown of Helicopter

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Follow Up Actions TYPES OF EMERGENCY AND RESPONSE CRASH ON DECK ENGINE FIRE FIRE ON DECK / AIRFRAME FIRE EMERGENCY OR PRECAUTIONARY LANDING FUEL SPILLAGE HELICOPTER INCIDENT ON DECK (NON CRASH) HELICOPTER DITCHING HELICOPTER MISSING CASUALTY EXTRACTION / EVACUATION ILLNESS OR INJURY EVACUATION

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INTRODUCTION General The purpose of this course is to advise Yacht Crews on the safe performance of helicopter /

yacht operations. Because of their different backgrounds, qualifications and experience, mariners and aviators

are often unfamiliar even with the most basic technical aspects of each other’s profession. This lack of understanding can be dangerous and this course represents the first step in attempting to remedy it.

Helicopter operations to ships are, by their very nature, infrequent. Most ships have not been

specifically designed for helicopter operations. The deck movement can be complex and ships can have a large number of obstructions, which present hazards to helicopters that are difficult to see from the air. It is likely that a helicopter pilot will see a particular ship only when operations have to be conducted.

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SOURCE DOCUMENTS International Chamber of Shipping: Guide to Helicopter / Ship Operations OPITO Helicopter Landing Officer’s Handbook OPITO Helicopter Refuelling Handbook Yacht Helicopter Operations Manual Civil Aviation regulations National regulations in territorial waters Yacht’s flag state regulations Insurance company requirements

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HELICOPTER OPERATIONS PERSONNEL General During all helicopter operations, a duty helideck team comprising of a Helicopter Landing Officer

(HLO), and two Helideck Assistants (HDAs) must be present in the vicinity of the helideck. All members of the helideck team should be trained to an appropriate standard in order to support

normal flying operations and to react effectively in the case of a helicopter emergency. A Helicopter Responsible Officer (HRO) should be appointed. Overall responsibility for the helideck remains with the Master. One of the HLOs may be appointed as Helideck Responsible Officer (HRO), to whom the Master may

delegate administrative duties regarding the helideck. Helideck Team duties are in addition to a crewmember's usual responsibilities. Personnel who do not

believe they can perform these additional duties to the satisfactory standard should make the Master or the HLO aware in order to have the duty reassigned.

All personnel onboard the vessel, and particularly the helideck team, have the responsibility to raise

the alarm immediately should they notice a potential threat to flight safety. It is preferable to cancel or delay a flight than to risk an accident.

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HELICOPTER OPERATIONS PERSONNEL QUALIFICATIONS AND TRAINING OF HELIDECK TEAM Helicopter Landing Officer (HLO) The HLO should have the appropriate authority and experience to command and represent the

Helideck Assistants. The HLO should not hold a major emergency stations role i.e. not the Chief Officer or Chief Engineer. The HLO must be familiar with the standard and emergency response procedures for the helideck,

and the communication procedures between the helicopter, helideck and Bridge. Ideally, the HLO should have previously conducted helicopter operations as an HDA, and attended

onboard training specific to the vessel to supplement any shore-based training received.

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HELICOPTER OPERATIONS PERSONNEL QUALIFICATIONS AND TRAINING OF HELIDECK TEAM Helideck Assistant An HDA should attend dedicated training onboard the vessel at the earliest opportunity to supplement

any shore-based training received and become familiar with the specific vessel arrangement and helicopter type used.

Other Crewmembers All crew onboard should undergo familiarization training regarding helicopter operations.

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Master The presence of a helideck and/or helicopter on the yacht does not alter the overall authority and

responsibilities that the Master holds regarding the safety of the yacht. Responsibilities are as follows:

The Master is responsible for the appointment of a Helicopter Responsible Officer (HRO), at least one HLO and at least two HDAs.

It is recommended that a vessel trains an HRO, two HLO’s (one of whom may be the HR) and four HDA’s.

The Master is to ensure that all of the above personnel are competent and trained to carry out their duties.

The Master shall not appoint himself as an HLO or HDA (but may be the HRO).

The Master is to ensure that suitable, functioning equipment relating to the helicopter operation is provided for the Helideck Team to carry out their duties without risks to health and safety.

Authority over the helicopter will always remain with the PIC, unless it is specifically handed over to the Master.

While the helicopter is embarked on the yacht, the Master is responsible to the PIC to

provide conditions that will not put the helicopter at risk. If the Master believes that he cannot provide these conditions, then he should notify the PIC immediately.

If the embarked helicopter is considered a risk to the safety of the yacht, the Master can order the removal of the helicopter, which the PIC is to respect by either authorizing a disembarkation flight or by any other means possible.

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Pilot The safety of the helicopter remains at all times the responsibility of it’s pilot, who should comply with

standard operating procedures. The helicopter pilot and the master must agree on the proposed operation before it commences. The helicopter pilot must be aware of the limitations of the yacht.

While the PIC retains authority over all aspects of flight of the helicopter, he must receive permission

from the Master (or designated ship’s officer) to perform any of the following: Landing on the helideck

Take-off from the helideck

Performing winching to/from the vessel

Starting aircraft engine(s) while embarked

Starting rotors while embarked

Ground handling the helicopter while embarked

Maintenance or other activities that have health & safety, environmental or operational implications

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Helicopter Responsible Officer (HRO) The HRO is responsible to the Master for the day-to-day management of the helideck, and for

reviewing and managing records and information relevant to the helideck operation, including: Helideck Audit and Inspection Reports,

Helideck Crew Training Records,

Foam Conformity Test Records,

Helideck Operations Manual and amendments (to include conformity with SMS),

Helideck Landing Area Chart,

Helideck Equipment Checks,

Completed Helicopter Operations Task Sheets (retained for 12 months).

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Chief Engineer The Chief Engineer is responsible for the all aspects of the fixed aviation fuel held onboard. These

responsibilities include: Management of fixed aviation fuel stock,

Quality assurance of fixed aviation fuel in accordance with the document “Fixed Aviation Fuel QA Procedures”

Providing personnel for operation of refuelling equipment

Ensuring personnel conducting refuelling operations are appropriately trained and familiar with equipment.

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Officer of the Watch (OOW) The OOW should attempt to provide the best possible conditions for the helicopter during flying

operations. Pre-Arrival/Departure As part of the planning process, the OOW is to notify the PIC with the following information prior to

the flight commencing: Landing/Departure permission will be granted (subject to subsequent emergencies or change in conditions),

Any relevant restrictions to normal operations or safety services,

Current position of yacht and intended position at arrival/departure time,

Present weather conditions (wind velocity, pitch/roll/heave, precipitation, estimated visibility and any significant weather),

Acceptance of inbound passengers and/or cargo,

Intended departing passengers and/or cargo (if known), and

Any other relevant or useful information.

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Officer of the Watch (OOW) The OOW should also complete and/or update the Helicopter Task Sheet Action Card with the most

up to date information prior to the flight commencing. Arrival/Departure The OOW is to provide the PIC with a “deck available” radio call after checking: The HLO has provided a “helideck ready” call,

Relative wind velocity remains unchanged and within limits, and

Rescue boat is prepared and at immediate readiness.

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Duty Helicopter Landing Officer (HLO) A duty HLO is to be assigned for each flying serial. The Master/HRO should consider the individual’s

fatigue and training currency when assigning this role. The HLO is to be in control of the helideck and the helideck crew. Everyone on the vessel must co-operate with the HLO in the performance of his functions. General Duties The HLO must ensure that the Master/OOW is aware of and authorizes any intended helicopter

movement to, from or on the helideck.

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Duty Helicopter Landing Officer (HLO) Arrival/Departure The HLO is to: Ensure that relevant personnel, including the rescue boat crew, are aware of the ETA/ ETD of the helicopter

Ensure that he remains alert for any situations on and in the vicinity of the helideck that may affect the safety of the landing/departing helicopter

Ensure that all equipment to be used in the helicopter operation is present, readily accessible and serviceable

Ensure that all personnel required for the safe operation of the helideck, are present and dressed correctly to allow the performance of their duties

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Duty Helicopter Landing Officer (HLO) Arrival/Departure Ensure that the following have been completed prior to the helicopter movement: The passenger manifest and any relevant documentation has been completed and checked for accuracy

Passengers departing the vessel on the helicopter have been appropriately briefed and attired for the journey

Positive control of relevant crane and other possible obstruction movements have been achieved and helideck access barriers have been erected

Aft flagstaff folded

Ensure that a positive report has been made to the Bridge t h at the helideck and surrounding areas have been cleared of all obstructions and loose objects

Positive radio communications have been established between the Bridge, helideck and helicopter

Provide a “helideck ready” call to the OOW having checked the following:

The flight path is clear and safe

The fire equipment is manned and the helideck crew is alert

The helideck and surrounding areas are clear

No unauthorized persons are on the helideck or surrounding areas

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Duty Helicopter Landing Officer (HLO) Helicopter on Deck During helicopter operations with the helicopter on the helideck the HLO must: Ensure the PIC is informed of any relevant change in situation or environmental conditions that may affect the safety of the helicopter

Maintain communications between the Bridge, helideck and helicopter

Maintain positive control of all persons on the helideck

Ensure at least one member of the helideck crew is manning the fire equipment

Supervise the off loading and boarding of any cargo and/or passengers

Supervise the provision of any required service for the helicopter

Ensure any outgoing passengers are suitably dressed for flight, and in a fit condition to travel

Ensure the passenger manifest is correct for any outgoing passengers

Ensure that any cargo is compliant with dangerous goods regulations (Note: Equanimity is not currently trained to allow for dangerous goods to be carried by helicopter)

Check all the doors and panels on the helicopter are secured before flight

Check before takeoff that there are no potential loose articles in the vicinity of the helideck that could jeopardize the safe flight of the helicopter

Check before takeoff that the surrounding airspace is clear for the helicopter to make a safe departure on the standard flight path

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HELICOPTER OPERATIONS PERSONNEL

AUTHORITY AND RESPONSIBILITIES Duty Helicopter Landing Officer (HLO) After Take-off Helideck Checks Once the helicopter has lifted and is departing the helideck, the HLO should:

Observe the helicopter until it is established in a safe climb and report any unusual occurrence to the pilot

Check the helideck for cleanliness and loose objects (known as Foreign Object Damage (FOD)

Ensure that all equipment is secured correctly and maintained as necessary, and report any shortage, replacement or repairs required to the HRO

Ensure any post flight documentation for the vessel has been completed

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HELICOPTER OPERATIONS PERSONNEL AUTHORITY AND RESPONSIBILITIES Duty Helideck Assistants (HDA) Two duty HDAs are to be assigned for each flying serial. The Master/HRO should consider the

individual’s fatigue and training currency when assigning this role. The primary responsibility of an HDA is to perform emergency fire fighting and rescue actions under

the orders of the HLO in the event of a helicopter incident/accident on the helideck. Additionally, an HDA is expected to assist the HLO as necessary in the preparation of the helideck,

control of passengers, loading/unloading baggage and cargo, and securing the helicopter on deck.

Specific roles for each HDA should be assigned by the HLO prior to commencing helicopter operations. These roles are:

HDA1 - Primary Firefighter HDA2 - Primary Rescuer/Secondary Firefighter

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ENVIRONMENTAL LIMITATIONS HELICOPTER OPERATING LIMITS Contrary to popular belief a helicopter cannot climb vertically or carry out high hovering man oeuvres in all conditions. The performance of a helicopter while taking off, hovering and landing is adversely affected by aircraft weight, increasing atmospheric temperature, decreasing air pressure and decreasing wind speed. The margin of engine power available in excess of engine power required is reduced by increasing the number of passengers, cargo and fuel load, all of which require to be taken into account by the pilot depending on the destination (fuel required) and the client’s tasking (passengers and baggage). The power margin is also adversely affected by tail and cross winds, deck motion, turbulence, high temperatures, a lack of wind and obstructions that require a modified approach path. A yacht at anchor in a restricted tropical anchorage is affected by all of the above, hence the requirement to ensure that optimum relative winds are provided to the pilot and environmental data is available so that the pilot can make complex calculations to ensure an adequate margin of safety for take off and landing. Helicopter performance at landing, take off and in flight is defined as either Performance Class (PC) 1, 2 or 3: PC1: Some twin engine helicopters can be flown in such away that if an engine fails immediately after take off or immediately before landing, they can make a controlled landing on the landing site or continue to fly and climb safely on the other engine without damage to the aircraft or injury to it’s occupants. This also assumes a minimum size of landing area. PC2: Some twin engine helicopters spend a few seconds during the early stages of take off and landing when they will be unable to continue flight in the event of the failure of one engine with arise of minor damage and injury. This is the case when limited by performance or she operating to small landing sites such as large yacht helipads.

PC3: Some twin-engine helicopters and all single engine helicopters cannot sustain flight in the event of an engine failure and will be forced to land, with a risk of catastrophic damage and major injury.

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ENVIRONMENTAL LIMITATIONS HELIDECK OPERATING LIMITS The Air Operator should have specific limitations for the operation of their helicopter for ship landings. However, the yacht also has specific limitations that are to be applied. The most stringent of these limitations is to be used in deciding if the helicopter may land or take off from the helideck. The conditions expected should be applied as part of the Pilot’s risk assessment for flight. Weather conditions should be monitored using the Helideck Monitoring System (HMS) on the Bridge. Should the conditions not meet the limitations of the helideck, the OOW is to inform the PIC that the “deck is not available” Hostile conditions are defined as when wind and sea conditions are in excess of sea state 4, with wind speed 17-21 Kts and wave height 4-8ft. Only helicopters certified and crewed for flight with reference to aircraft instruments should continue to operate when the cloud base is below 500ft and the visibility is below 1NM. Even these operations should normally cease she the cloud base drops below 200ft and visibility below 0,75NM. Helicopter crews nnot certified for flight with reference to instruments should not undertake helicopter / ship operations at night, and in daytime should comply with visual flight rules (VFR).

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ENVIRONMENTAL LIMITATIONS

TYPES OF HELIDECK Ship operating areas fall into two distant types. Landing Area: Defined as an operating area suitable for landing helicopters. The landing area may consist of a

propose built structure located above the ship’s deck, or a non purpose built area located on the ship’s deck. The landing area may be located on or over the ship’s bow or stern, or occupy a position amidships ideally on the centerline.

Winching area: Defined as an operating area that can only be used for winching operations. The optimum position for a landing or winching area will normally be determined by the availability of a suitable space on the ship. Non-purpose built landing areas must take into account-protected distance from obstructions for landing and maneuvering. Private yacht based operations are less constrained and may present significant hazards and difficulties for helicopter operations as space is limited and valuable. Additional considerations for helicopter landing areas:

Provision is to made to keep helicopter landing areas free from contaminants, including surface water

Non slip surface

Safety nets or folded guardrails. The outboard edge of the safety nets or folded guardrails should not extend above the level of the landing area

It is anticipated that the helicopter will be shut down, fish fitting or removable semi recessed tie down points should be provided that are adequate to secure the helicopter

If possible a minimum of two access / egress routes to ensure that in the event of an accident, crews, passengers and personnel can escape upwind

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ENVIRONMENTAL LIMITATIONS HELIDECK OPERATING LIMITS RELATIVE WIND Optimal Relative Wind Window Relative Wind Limitation The accurate reporting of wind conditions, particularly when they are light and variable can

significantly enhance the safety of helicopter / ship operations. Helicopter takeoff and landing should only take place when the wind strength and direction falls within

the green shaded ares of the polar diagrams in the Operations Manual. The limits are not targets and conditions at the outer limits will impose performance constraints on the helicopter, eroding the safety margin.

Significant degradation of helicopter performance can be caused by turbulence caused by disturbance

by the ship’s superstructure and by exhaust efflux.

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ENVIRONMENTAL LIMITATIONS HELIDECK OPERATING LIMITS DECK MOTION

Helicopter takeoff and landing should only take place when the deck motion is within the limits stated in the Helideck Operations Manual. The limits are not targets and conditions at the outer limits will impose performance constraints on the helicopter, eroding the safety margin.

The master should ensure that spray pitch and roll are kept to a minimum by selecting a suitable course and speed. This is particularly important for preventing circumstances where sea and spray may enter the helicopter’s engines. Experience has shown that sea spray ingestion can result in a reduction of engine power and even result in engine failure.

The effect of heave combined with pitch and roll is most apparent at the extremes of the ship at landing areas located at the bow and stern, where excessive motion can damage helicopters.

Monitoring equipment is available and should be installed that detects, monitors and displays motions experienced at the helicopter operating areas, including heave, pitch, roll, relative wind, temperature and atmospheric pressure.

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ENVIRONMENTAL LIMITATIONS HELIDECK OPERATING LIMITS NIGHT FLIGHTS The landing or winching areas should be adequately lit for night operations. Unless adequate lighting can be provided, landing and winching operations should only be carried out by day. The use of flash photography should be avoided during landing and taking off by helicopters to avoid distracting the flight crew.

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GENERAL PRECAUTIONS FIRE FIGHTING APPLIANCES AND EQUIPMENT Fire fighting equipment recommendations are closely based on the requirements of SOLAS. Summary of required fore fighting and rescue equipment

Dry powder 1 or 2 suitable extinguishers with a total capacity not less than 45Kg

CO2 1 or 2 suitable extinguishers with a total capacity not less than 18Kg

Foam system An application system consisting of monitors or foam making branch pipes, capable of delivering foam to all parts of the helicopter operating area in all weather conditions in which helicopters can operate. The system should be capable of delivering 250 litres / min for at least 5 minutes for a helicopter of less than 15 length

Fire hoses At least 2 nozzles of an approved dual purpose type (jet / spray) an hoses to reach any part of the helicopter operating area

Fire fighter’s outfits At least 2 complete fire fighter’s outfits

Emergency tools and equipment As a minimum the following equipment, ready for immediate use and stored in a manner that provides protection from the elements: Axe Crowbar Adjustable wrench Fire blanket 60cm bolt cutters Heavy duty hacksaw with 6 spare blades Ladder Lifeline Side cutting pliers Set of assorted screwdrivers Harness knife with sheath 1st aid kit

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GENERAL PRECAUTIONS PERSONNEL ON THE HELIDECK General Whenever a helicopter is on the helideck with its rotors turning, all personnel entering upon or moving about the helideck shall, except in case of emergency, remain within view of the pilot or the HLO, at a safe distance from the helicopter engine exhausts and tail rotor. It may be dangerous to pass close to the front of those helicopters that have a low main rotor profile (if there is any doubt, then avoid the front area of the rotor disc).

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GENERAL PRECAUTIONS PERSONNEL ON THE HELIDECK Approaching the helicopter In general, the approved routes to and from the helicopter are at the 2 o’clock and 10 o’clock

positions. Approaching the helicopter from the 12 o’clock position should be avoided as some helicopters have a low rotor disc profile to the front. Prior to entering or leaving the area below the rotor disc, personnel are to obtain clearance from the pilot by means of a “thumbs up” hand signal (the pilot will respond with a “thumbs up” signal when ready to indicate that he is covering the helicopter controls to prevent sudden un- commanded movements). In darkness, the thumbs up hand signal is replaced by a flashlight signal.

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GENERAL PRECAUTIONS HELICOPTER OPERATION HAZARDS Rotor Down Draught The down draught produced by the main rotors can blow loose articles off the helideck. Loose articles may be lost, and may also cause damage to personnel, the yacht and the helicopter. The HLO is to ensure that prior to any helicopter operations on the helideck a FOD check is conducted on the helideck and surrounding decks.

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GENERAL PRECAUTIONS HELICOPTER OPERATION HAZARDS Static Electricity Helicopters generate significant amounts of static electricity. It is important that this static electricity is discharged before touching the helicopter, or any item connected to the helicopter (such as a winching line). The helicopter will discharge static electricity when the skids/undercarriage contact the helideck surface. During winching operations, the static electricity will be discharged by the winch line contacting the yacht deck, any grounded surface, or from contact of a dedicated “static discharge” wire. As an added precaution during fueling, a “bonding” line connected to the fuel pump must be connected first, following by a dedicated nozzle bonding line prior to the nozzle being inserted. The requirement for the nozzle bonding line is due to the insulating properties of the rubber hose between the pump and the nozzle. Failure to follow this procedure could lead to a spark that may ignite the fuel fumes.

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GENERAL PRECAUTIONS HELICOPTER OUTFITTING HAZARDS Flotation Equipment The helicopter should have flotation equipment on the outside of the fuselage (either on the skids or within the hull form of the fuselage). The flotation equipment works by inflating bags attached to the fuselage. Personnel should be aware of the positions of this equipment and if possible stand clear of them in case of accidental deployment. Flotation equipment should not be used as a footstep unless marked that it may be used as such. Particular caution should be given to the compressed gas cylinders connected to the flotation equipment during fires on deck/helicopter.

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GENERAL PRECAUTIONS HELICOPTER OUTFITTING HAZARDS Air Intakes/Exhausts Be aware of their positions and stand well clear. Pitot Tubes Pitot tubes extend out of the helicopter fuselage to measure pressure to supply information to the helicopter instruments. All personnel should avoid these tubes, as they may be knocked out of alignment and damaged. Additionally, the pitot tubes may be heated in order to prevent any ice build up. The residual heat even after shutdown may be enough to cause burn injuries. Aerials No one should touch aerials mounted on the helicopter.

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COMMUNICATIONS The most important factor in the successful conduct of safe helicopter operations is good communications. It is essential that all parties understand their respective responsibilities and that there dis a full understanding of and agreement between the ship’s master and the helicopter operator / pilot on a clear and simple plan of arrangements both prior and during operations. Clear and precise communications play a crucial role in the safety of the helideck operation. Authority The PIC retains authority over the helicopter during flying operations, and the Master remains the authority over all aspects of the vessel, including the helideck. The HLO acts in an advisory role only and is responsible to the Master. The only exception to the paragraph above are the commands “Wave Off” (or “Go Around”) and “Hold on Deck”, which must be obeyed by the PIC. Before landing on or taking-off from the helideck, the PIC must receive and acknowledge the “Deck Available” call from the Bridge.

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COMMUNICATIONS PRE-FLIGHT INFORMATION Before the flight commences, it is important that the helicopter operator and the yacht have certain pieces of information, including:

As close to the departure time as is reasonable, the OOW should provide local weather information to the helicopter, including true wind, visibility, and precipitation, outside air temperature, QNH and cloud coverage/base.

Yacht and Aircraft Callsigns

Frequencies to be used (primary and secondary)

ETD/ETA

Position of yacht (at time of operation)

Course and speed of yacht (if applicable)

Helicopter routing

Number of Persons on Board and/or cargo (arriving/departing)

Any specific requirements

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COMMUNICATIONS RADIO General While many dedicated maritime helicopters will be equipped with VHF (Maritime) radio, the majority of helicopters will only have VHF (Air band) equipment. Personnel transmitting on VHF (Air band) equipment should have an appropriate nationally recognized license. The Bridge should have a serviceable VHF (Air band) radio available during helicopter operations, unless the helicopter is equipped with a VHF (Maritime) radio. The HLO should be equipped with a handheld VHF (Air Band) Radio, including a headset and a Press to Transmit (PTT) switch for ease of use during the helicopter landing/takeoff. This will enable the HLO to communicate with the Bridge and directly with the helicopter when close to the yacht. For the purposes of clarity, when communicating on VHF (Air Band), the Bridge call sign will be “Equanimity”. The HLO should use the same call sign. The rescue boat should maintain communication with the Bridge via the internal radio network. The Bridge should broadcast on the internal radio network to all personnel the status of the helicopter. The helicopter will be crewed by one or two pilots and during hovering, landing and taking off there will be a great deal of concentration by the crew. Communications between the ship and helicopter should be avoided at these times except in an emergency. Radio operators are obliged in UK law to hold an Offshore Radio Operator’s Certificate of Competence issued by the CAA. The issue of this license is mandatory in UK waters and is acceptable globally. The issue of a license is subject to completion of theoretical training and an exam conducted by a CAA Radiotelephony instructor examiner.

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COMMUNICATIONS RADIO Radio Routines The vessel should maintain a listening watch on the primary frequency for 30 minutes before ETA (as part of preparations for flying operations). Flight Watch Flight Watch is a monitoring service that ensures someone is listening should a helicopter declare some form of emergency. The OOW must understand when they have responsibility for Flight Watch; this will generally be once the helicopter is leaving the area of an Air Traffic Control unit, changing frequency, or after departure. During an initial call the Pilot may request “Flight Watch”. The OOW should make a note of the details passed by the Pilot and confirm “Flight Watch” in place with the helicopter. Over water, and while the vessel is providing Flight Watch, “operations normal” calls are made by the helicopter every 20 minutes. If these calls are not heard at the appropriate time interval efforts must be made to contact the helicopter. If all attempts to communicate with the helicopter have failed and, in the absence of any further information, reference should be made to the expected time of arrival or departure and/or the flight endurance.

Search and Rescue action must be initiated once the flight is 15 minutes overdue at it’s destination. Overdue action can be initiated before this time if the safety of the helicopter is in doubt.

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COMMUNICATIONS RADIO TERMINOLOGY The following words and phrases shall be used in radiotelephony communications as appropriate and shall have the meaning given below:

ACKNOWLEDGE Let me know that you have received and understood this message

AFFIRM Yes

APPROVED Permission for proposed action granted

BREAK Indicates the separation between messages

CANCEL Annul the previous transmitted clearance

CHECK Examine a system or procedure under the conditions specified

CLEARED Authorised to proceed under the conditions specified

CONFIRM Have I correctly received the following / Did you correctly receive this message

CONTACT Establish radio contact with…

CORRECT That is correct

CORRECTION An error has been made in this transmission, the correct message is…

DISREGARD Consider that transmission as not sent

HOW DO YOU READ

What is the readability of my transmission?

I SAY AGAIN I repeat for clarity or emphasis

MONITOR Listen out on frequency

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NEGATIVE No or Permission not ranted. That is not correct

OVER My transmission is ended and I expect a response from you

OUT This exchange is ended and no response is expected

PASS YOUR MESSAGE

Proceed with your message

READ BACK Repeat all, or a specified part of this message back to me exactly as received

REPORT Pass requested information

REQUEST I would like to know / I wish to obtain

ROGER I have received all of your last transmission. Under no circumstances use this a s response to a question requiring a direct answer in the positive (AFFIRMATIVE)

SAY AGAIN Repeat all / part of your last transmission

SPEAK SLOWER

Reduce your rate of speech

STANDBY Wait and I will call you

VERIFY Check and confirm

WILCO I understand your message and will comply

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COMMUNICATIONS RADIO TERMINOLOGY Arriving helicopter

Helicopter: “Yacht X”, this is helicopter “Callsign”, request your position

Equanimity: “Callsign”, this is “Yacht X”, our position is...

Helicopter: “Callsign”, copied. We will be overhead you position in ... minutes, with ... persons onboard

Equanimity: “Callsign”, roger, my present course is ... degrees at ... knots (or at anchor, ship’s head ... degrees), with a relative wind of port/starboard ... at ... knots. The helideck pitch is ... degrees and roll is ... degrees, with ... metres heave

Helicopter “Callsign”, copied When visual

Helicopter: “Yacht X”, “Callsign” has you in sight

Equanimity: “Callsign”, the deck is ready (or, deck will be ready in ... minutes)

Helicopter: “Callsign”, roger

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COMMUNICATIONS RADIO TERMINOLOGY When Helicopter is Finals to Land Helicopter: “Callsign” is finals, port/starboard approach

Equanimity: “callsign”, helideck available (or as appropriate) When Helicopter is ready to Depart Helicopter: “Callsign” is ready to depart port/startboard side, with ... persons onboard

and ... minutes endurance

Equanimity: “Callsign”, ship’s heave is ... degrees, relative wind is port/starboard ... at ... knots. Helideck pitch is ... degrees and roll is ... degrees

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COMMUNICATIONS HAND SIGNALS Hand signals are the most effective way to communicate in high noise environments, and/or where the use of radios is difficult. To avoid misunderstandings, NATO standard hand signals should be used.

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COMMUNICATIONS WEATHER REPORTING The helicopter may request the following information: True wind direction and speed – reported in degrees and knots, from the direction that the wind is coming from

Relative wind direction and speed – reported in degrees Port/Starboard of the ship’s head (so as to avoid confusion with True wind) and knots

Pitch, Roll and Heave of the helideck

Visibility – this should be estimated by observation of selected objects at known distances. If the distance is greater than 10 kilometres then it is acceptable to give the visibility as “greater than 10 kilometres”

Precipitation – any precipitation should be reported, with a description of light, moderate or heavy

Cloud – normally expressed as amount of cloud coverage and the base of the lowest cloud in feet. Cloud coverage is measured in oktas, or expressed as Sky Clear, No Significant Cloud, Few (1-2 oktas), Scatter (3-4 oktas), Broken (5-7 oktas) or Overcast (8 oktas). Without sophisticated cloud measuring equipment, it is acceptable to make a judgment by eye, although this should be made clear to the PIC

Outside Air Temperature (OAT) – given in degrees centigrade

QNH – is the barometric pressure at mean sea level, given in millibars

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HELICOPTER LOADING AND PASSENGER MOVEMENT General The PIC is responsible for the safety of the helicopter; however, the HLO should liaise with the helicopter crew regarding any helicopter loading requirements. As part of pre-flight checks, the PIC is to make a calculation for the helicopter’s Centre of Gravity (CoG) and take off mass, and as such he must be aware of loading weights and positions. Incorrect CoG calculations can result in unexpected handling restrictions during flight, particularly when in the hover. Excess take off mass may result in insufficient power available. The HLO is responsible for the safety of personnel involved with the loading requirements.

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HELICOPTER LOADING AND PASSENGER MOVEMENT PASSENGERS Passenger numbers should be recorded on the passenger manifest. This practice is to assist rescue crews in case of an emergency. Note: Passengers may be subject to immigration control on arrival at the destination. The PIC is responsible for the safety and briefing of the passengers. However, it may be agreed that the HLO is given responsibility for briefing the passengers on safety equipment, including the wearing and operation of lifejackets, the wearing suitable clothing and the operation of seat belts and emergency exits. The HLO will be responsible for ensuring that passenger disembarkation and embarkation is carried out safely.

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HELICOPTER LOADING AND PASSENGER MOVEMENT PASSENGERS Rotors Stopped Embarkation/Disembarkation The normal routine used on Equanimity is to have passengers embark and disembark when the helicopter is fully shutdown. In these instances, the passengers must remain seated with their seatbelt on during the shutdown or start up of the rotors. One of the pilots or a yacht crewmember must still guide the passengers to and from the helicopter. Personnel and passengers should exercise great care if working or moving between the helicopter and the collapsed guardrail.

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HELICOPTER LOADING AND PASSENGER MOVEMENT PASSENGERS Rotors Running Embarkation/Disembarkation In exceptional circumstances, the embarkation/disembarkation will occur while the rotors of the helicopter are still turning. Due to the noise of the helicopter, it is vital that the passengers are communicated with clearly, and under the guidance of the co-pilot or HLO when moving across the helideck. Dual pilot helicopter When the helicopter is manned by two pilots, the co-pilot may be responsible for guiding the passengers to and from the helicopter. The HLO remains in control of the access to and from the helideck. Single pilot helicopter If, for any reason, the helicopter has only one pilot, the HLO must also take responsibility for assisting the passengers in and out of the helicopter, and guiding them across the helideck. Alternatively, the Master or other suitably experienced crewmember may perform these duties, under the control of the HLO.

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HELICOPTER LOADING AND PASSENGER MOVEMENT

PASSENGERS Passenger briefing cards:

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STORES, LUGGAGE AND EQUIPMENT General It is essential that instructions provided by the helicopter operator on the carriage of stores, luggage and equipment are complied with. The PIC or co-pilot must supervise the loading and securing of stores luggage and equipment. Stores, luggage and equipment to be carried by the helicopter are to be weighed prior to loading. These weights are to be provided to the aircrew so that the takeoff weight and center of gravity calculations can be made. Consider introducing bag tagging for security tracking. Note: Stores, luggage and equipment may be subject to customs control on arrival at the destination, and as such the correct documentation must be provided.

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STORES, LUGGAGE AND EQUIPMENT Dangerous Goods Yachts and private / charter helicopters are generally not authorized to transport dangerous goods by air. Dangerous goods may only be transported in accordance with IATA “Dangerous Goods Regulations”. Dangerous goods may only be sent when accompanied by the form “Shippers Declaration for Dangerous Goods”, and when loaded under the supervision of an appropriately qualified person. The form must be completed and signed by appropriately trained and authorized personnel. Note: Additional regulations regarding the transport of dangerous goods differ between various countries, and are applicable to the country of registration for the helicopter, and the country within which the helicopter is flying. ALL regulations must be obeyed. The following is a non-exhaustive list of items that are prohibited in personal belongings:

Adhesives

Aerosols

Alcohol

Cigarette lighters

Controlled drugs without prescription

Explosives / fireworks

Firearms / ammunition

Flammable liquids / gasses

Magnetic materials

Matches

Mercury

Oils and greases

Paints and solvents

Poisons

Radioactive materials

Weapons including pocket knives

Wet batteries

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STANDARD PROCEDURES CHECK LISTS AND TASK SHEET Check lists have been compiled and included in the Yacht’s Helicopter Operations Manual. The use of checklists will ensure that all stages of preparation are completed, and also assist personnel in following standard procedures. The task sheet is not an official document, as the flight details will also be recorded in the helicopter’s documentation, and therefore does not need to be retained after use. However, at a minimum the information should remain available until the flight is completed, as it contains important information that may assist in a search and rescue effort in the event of an emergency.

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STANDARD PROCEDURES VISITING HELICOPTERS Any helicopter aircrew that are not already familiar with the yacht must be supplied with sufficient information about the yacht and specifically the helideck prior to commencing the flight, as it is an PIC’s responsibility to ensure that a landing area is suitable for the helicopter and the flight profile to be adopted. A “Helicopter Landing Area Plan” prepared in accordance with the International Chamber of Shipping Guide to Ship/Helicopter Operations is included in the yacht’s Helicopter Operations Manual. This plan should be faxed or emailed to the helicopter operator in good time prior to the flight commencing. New helicopter operators should be encouraged to perform an on-site visit to the helideck prior to operation to better familiarize them with the helideck and the expected procedures to be used.

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STANDARD PROCEDURES PREPARE FOR FLYING Hands to flying stations Alert Alert Duty Helicopter Landing Officer and Heli Deck Assistants (2). All crew must be notified of helicopter movements 30 minutes in advance (where possible) using PA or Supergroup. Complete Mission Sheet. The following information should be sent to the pilot:

Yacht and Aircraft Callings

Frequencies to be used (primary and secondary) ETD/ETA

Position of yacht (at time of operation), course and speed of yacht (if applicable)

Helicopter routing

Number of Persons on Board and/or cargo

Any specific requirements

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STANDARD PROCEDURES PREPARE FOR FLYING Ensure all vessel crew and relevant guests are aware helicopter operations will take place. Action OOW

Prepare heli deck, ensure clear of all obstruction (i.e. hand rails and flagstaff lowered and all loose articles secured). Request all loose items from adjacent areas as well as any other loose objects are secured or stowed. Action Hotel Dept Manager / Bosun (Deck Boss) / HLO

Ensure that a positive report has been made to the Bridge that the helideck and surrounding areas have been cleared of all obstructions and loose objects. Tag and isolate mast and any adjacent hatches. Action OOW

Complete Task Sheet. Action Helicopter Pilot / Master

The passenger manifest and any relevant documentation has been completed and checked for accuracy. Action OOW

Check local weather and sea state - confirm deck is within limits. Action OOW

All lighting and GSI to be checked. Action OOW

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STANDARD PROCEDURES PREPARE FOR FLYING Wind Indicator to be positioned on the top deck. Action OOW

Check availability and muster contents of helideck crash rescue box. Action HLO

All fire fighting equipment to be checked and ready for use. Start fire pump, check with Engineering Department, charge fire main. Action HLO / Chief Engineer

Tie downs/chocks to be ready to secure the helicopter once it has landed. (Chocks are required if the helicopter has a wheeled undercarriage). Action HLO

Bow and stern thrusters online and tested. Action OOW

When all the above preparations are made, the helideck has to be cleared and the railings are to be folded down/removed and secured (Consider the time required for this)

The yacht sets a course to provide the most appropriate conditions (if not at anchor), considering relative wind and deck movement. Action OOW

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STANDARD PROCEDURES PREPARE FOR FLYING Check helideck communications with bridge. Helicopter will operate on XXXX MHz. Action OOW / HLO

The HLO along with at least two HDAs, fully dressed in PPE, are present on the helideck (these crew members cannot be allocated to any other tasks during helicopter landing). Action HLO

All crew members to be involved in the helicopter landing to be equipped with 2-way radios. Action HLO

Confirm all fixed and portable fire fighting equipment is in place and ready for use. Check HLO

Check rescue tender is ready for immediate launch and appropriately equipped. Action Bosun report to OOW

Check passengers aware of departure timing and gather luggage, including any stores / catering requirements at helideck. Action Hotel Department / Purser.

Stores, luggage and equipment to be carried by the helicopter are to be weighed prior to loading. These weights are to be provided to the aircrew so that the takeoff weight and center of gravity calculations can be made. It is essential that instructions provided by the helicopter operator on the carriage of stores, luggage and equipment are complied with. The PIC or co-pilot must supervise the loading and securing of stores luggage and equipment Consider introducing bag tagging for security tracking Stores, luggage and equipment may be subject to customs control on arrival at the destination, and as such the correct documentation must be provided

Final deck checks to make sure all decks and clear of foreign object debris (FOD). Action HLO

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STANDARD PROCEDURES PREPARE FOR FLYING Ensure vessel’s bridge records are completed to reflect mission sheet. Action OOW

Establish communications with arriving helicopter. Action OOW

The HLO has provided a “helideck ready” call. Action HLO

The landing area is to be monitored with CCTV at all times (recordable if possible). Action OOW

The yacht sets a course to provide the most appropriate conditions (if not at anchor), considering relative wind and deck movement. Action OOW

Radio call: “Helicopter (insert call sign) this is Yacht X, you are clear to land, wind is (provide relative wind bearing / strength in knots), pressure is (insert local pressure setting).

At all times the weather conditions and deck motion are to be monitored and if they exceed limits the Pilot in Command(PIC) is to be informed immediately. Action OOW

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STANDARD PROCEDURES HELICOPTER ARRIVAL Final Visual Checks - check helideck, main deck, tenders, verifying all loose items such as towels, pillows, chairs or any other item that requires storage or securing has been done. Action HLO

Helideck crew remain clear of departing and arriving aircraft

Landing zone crew with pax /baggage stays on Starboard waist until thumbs up given by aircraft captain

Ensure access to the helideck is restricted, particularly consider children

Muster all departing guests; check they have their travel documents. Action Hotel Department

For departing passengers ensure they have received a safety briefing on the helicopter

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STANDARD PROCEDURES HELICOPTER ARRIVAL Hazards to personnel include: Main Rotor and Tail rotor Dangers - Exhaust gases - Where to step and hold - Safety belt operation and life jacket locations - Loose Articles on their person during rotors turning embarkation - Action HLO

Check guests for articles that could cause foreign object damage; sunglasses, mobile phones,pens, baseball hats etc. Action Hotel Department

Check approaching helicopter for any visible abnormalities, be prepared to WAVE OFF an approaching helicopter and use voice command - ABORT ABORT ABORT. Action HLO

Any Helideck / Bridge Team member may Wave Off – Abort an approach

For all Helicopter movements check door and luggage latches are correctly closed

Record « Yacht at flying-stations, permission to carry out helicopter operations » in the Ship’s log.

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STANDARD PROCEDURES LANDING PROCEDURE The OOW, or other appropriately qualified person, is to be present at the helicopter control station at all times during helicopter operations, which is the Bridge. From this control station all helicopter operations are coordinated

When all the “Imminent Helicopter” preparations have been made, the helideck has to be cleared and the railings are to be folded down/removed and secured (consider the time for this)

The yacht sets a course to provide the most appropriate conditions (if not at anchor) considering relative wind and deck movement

At all times the weather conditions and deck motion are to be monitored and if they go out of limits the PIC is to be informed immediately

The landing area is to be monitored by CCTV at all times

Before the helicopter lands a final check is made between the PIC and the Bridge for final Information

The helicopter will approach to land either across deck or facing aft. The Pilot will advise depending on the relative wind conditions

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STANDARD PROCEDURES AFTER LANDING / HELICOPTER ON DECK The HLO is in a supervisory position and he monitors the helideck activities from a prominent position where he will remain in eye contact with the pilot.

Check for any visible aircraft abnormalities, fuel leaks, fire, open doors. Action HLO

If the helicopter is a wheeled helicopter, chocks must be placed against the helicopter’s main wheels unless advised otherwise by the pilot. Action HDA

Helideck crew remain clear of departing and arriving aircraft. Landing zone crew with pax baggage stays on Starboard waist until thumbs up given by aircraft captain

After landing, HDAs are to put two tie downs (one each side) on skidded helicopters, the same plus two wheel chocks (one each main wheel) in case of a wheeled undercarriage helicopter.

NOTE: in most cases, operations are performed with no significant wind conditions or platform movements. It can then be agreed with the PIC that tie downs and chocks (when appropriate) can be put in place immediately after rotor shutdown rather than Immediately after landing. Action HLO

Wait until anti-collision light(s) are switched off and the pilot has given a “thumbs up” sign to approach the helicopter.

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STANDARD PROCEDURES AFTER LANDING / HELICOPTER ON DECK Respect approach paths below for arriving and departing passengers:

Tell the pilot when ready to receive passengers / load passengers. Action HLO

Ensure all luggage is removed / loaded from/into the helicopter Action HDA

Assist aircrew in additional securing arrangements should the helicopter be remaining on deck for an extended periods of time. Action HDA

During helicopter operations with the helicopter on the helideck the HLO must: Ensure the PIC is informed of any relevant change in situation or environmental conditions that may affect the safety of the helicopter

Maintain communications between the Bridge, helideck and helicopter

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STANDARD PROCEDURES AFTER LANDING / HELICOPTER ON DECK Maintain positive control of all persons on the helideck

Ensure at least one member of the helideck crew is manning the fire equipment

Supervise the off loading and boarding of any cargo and/or passengers

Supervise the provision of any required service for the helicopter

Ensure any outgoing passengers are suitably dressed for flight, and in a fit condition to travel

Ensure the passenger manifest is correct for any outgoing passengers

Record in the Ship’s Log that the helicopter has landed and shut down

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STANDARD PROCEDURES HELICOPTER START UP PROCEDURES The yacht sets a course to provide the most appropriate conditions (if not at anchor) considering relative wind and deck movement. At all times the weather conditions and deck motion are to be monitored and if they go out of limits the PIC is to be informed immediately. The flight deck area is to be monitored by CCTV at all times.

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STANDARD PROCEDURES HELICOPTER START UP PROCEDURES Clear helideck of all personnel except deck crew. Action HLO

Connect external power (“Red box” - if held) – if required, under supervision of flight crew

Stand-by for engine starts. Have CO2 fire extinguisher ready

Watch pilot’s signals for rotors start – ensure personnel clear of rotor sweep area

Disconnect external power when requested by pilot. Action HDA

Remove chocks for wheeled helicopters when requested by pilot. Action HDA

Check closure of doors and security of hatches. Look for fuel and oil leaks. Action HDA

Final Check helideck is clear Prior to take-off. Action HLO

Advise Bridge helicopter ready to take-off. Action Pilot

Bridge passes final clearance to take off, and advise wind direction / pitch / roll / heave if appropriate

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STANDARD PROCEDURES HELICOPTER START UP PROCEDURES The OOW, or other appropriately qualified person, is to be present at the helicopter control station at

all times during helicopter operations, which is the Bridge. From this control station all helicopter operations are coordinated. HLO Actions: Observe the helicopter until it is established in a safe climb and report any unusual occurrence to the pilot

Check the helideck for cleanliness and loose objects (known as Foreign Object Debris (FOD))

Ensure that all equipment is secured correctly and maintained as necessary, and report any

shortage, replacement or repairs required to the HRO

Ensure any post flight documentation for the vessel has been completed

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STANDARD PROCEDURES NIGHT FLYING Flying at night reduces the visual references available to the pilot, and as such is a more hazardous task than flying during the day. Therefore, the helideck limitations are more restrictive during night operations. The Master should only allow night flying operations in the most benign of conditions. The presence of an installed calibrated and working Helicopter Management System would permit a broader night time operating envelope. Additionally, the helideck and surrounding areas are more hazardous to the helideck team. The HLO should have “light wands” available for use to make visual signaling to the pilot easier. It is important to take every effort to preserve the “night vision” of the pilots during night flying. Light pollution, and sudden changes in light intensity can cause significant disorientation for the pilot.

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STANDARD PROCEDURES WINCHING Winching may be required the event of a requirement to transfer personnel for example by a search and rescue helicopter too large to operate to the deck. Winch transfer areas should be identified for use in all conditions, underway or at anchor, ideally on a clear area aft of the main superstructure and clear of deck obstructions and hazards. The most likely winch transfer method is the ‘high line transfer’, which minimizes the time spent by the helicopter over the deck and uses a light rope to stabilize the winch man and cabe during transfers. This rope should never be attached to a bollard or similar and should ideally be laid into a bucket or clear area. The master should aim to provide minimal deck movement and an optimum relative wind from the port ahead sector, enabling the helicopter to hover slight across deck facing 10o’clock with good visual references for the pilot and minimal turbulence.

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STANDARD PROCEDURES WINCHING Persons being winched should respect the following guidelines: Ensure that they maintain a maximum distance from obstructions

Ensure that bags or loose objects are held close to the body

A member of the deck team should hold and steady the passenger on their departure from the deck

Follow the instructions of the winch man

Avoid touching the strop until the static line has touched the deck

At the helicopter doorway be aware that the winch man will turn them to face outboard and will assist them into the helicopter. They must not try to help him as he has a set procedure to follow

Once in the helicopter sit where the winch man instructs them

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STANDARD PROCEDURES SECURING OF HELICOPTER ON DECK If a helicopter is to remain on deck for any period that the helicopter will not be manned, then securing the helicopter to tie down points should be considered. Even in relatively benign conditions, helicopters have slid or rolled over due to a “rogue” wave, severe local gusts or rapid change of direction by the vessel. The process of securing the helicopter is to be completed under the direction of the aircrew.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS It is may be necessary to move a helicopter without using the aircraft’s motive power i.e. without running the engines by pushing it (man-handling or mechanical assistance). Both methods require the use of a helideck team called the Helicopter Movement Team. Additional information and advice on aircraft movements can be found in the manufacturer’s instruction leaflets.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Helicopter Movement Team When moving the helicopter, the prime objective is the safety of the Helicopter Movement Team and the helicopter. Only ever push, never pull a helicopter, you may fall underneath it. Never jump on or off a moving aircraft, you may fall underneath it. Only push on aircraft strong points normally indicated by a “PUSH HERE” sign. Ideally the Helicopter Movement Team should consist of: Director (normally the HLO).

Brake Operator (if applicable).

Chock Operators.

Steering Arm Operator (normally the PIC).

Safety Numbers (if applicable).

Pushers. Additional crew acting as Safety Numbers and are to be placed adjacent to any obstacle in the intended path of aircraft move and warn the Director of the move of the threat of collision.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Helicopter Movement Team Helicopter Movement Team Responsibilities The following generic instructions apply to a wheeled helicopter. Procedures must be adapted for helicopters depending on wheel configuration, and in particular for procedures to move a skidded helicopter, which differ depending on the specialist equipment used.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Helicopter Movement Team Director The Director is in overall charge of the move. He is responsible for briefing all members of the team

and selecting the route to be taken. Brake Operator The Brake Operator is responsible for:

Operating the wheel brakes from the cockpit to slow down or stop the helicopter.

Monitoring the wheel brake and rotor brake gauge where applicable and reporting insufficient pressure to the Director.

Knowing the signal to “STOP” the helicopter.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Helicopter Movement Team Chock Operators The Chock operators are responsible for: Removing and fitting chocks when ordered.

Carrying chocks alongside a helicopter main wheel for use in a brake failure.

Chaining chocks together on completion of the move.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Steering arm operator Fitting the steering arm.

Prior to helicopter move, checking that the tail wheel lock is removed, or if applicable removing the main wheel locks or de-clutching the nose wheel steering.

Ensuring that the maximum wheel angle is not exceeded.

On completion of the move, checking the tail wheel lock is fitted, or fitting the main wheel locks or engaging the nose wheel steering.

Removing and stowing the steering arm.

Knowing that all orders are given with regard to the tail of the helicopter.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Safety number Take up position as required by the Director.

Stand in a position with a clear view while the helicopter is in motion.

Shout stop in plenty of time if in any doubt as to the safety of the helicopter or personnel. Pushers The Pushers should: Not push on “NO PUSH” areas or protruding objects such as pitot static pipes, footsteps, radio antennas etc. (any undue force exerted on these fragile parts will damage the aircraft).

Always push on an aircraft’s strong point, which is a strengthened part of the aircraft, such as the undercarriage.

Always move the aircraft at no more than a walking pace.

Never walk in front of the wheels.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Precautions before and during a move The Helicopter Movement Team is to be fully briefed on the helicopter movement and final position.

Brake Operator present and sufficient brake pressure to complete the move. If not report to the director.

All ground equipment ie Ground Power Unit etc, disconnected and removed from around the aircraft.

All panels secured and clear of the deck.

Serviceable steering arm fitted correctly.

Tail wheel unlocked, nose wheel de-pressurised and tail wheel gag fitted, or nose wheel pin fitted

Main wheel ground locks fitted and secure.

Note: When onboard, a minimum of four nylon lashings must remain attached to the aircraft immediately prior to the helicopter move.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Precautions after a move Aircraft is properly secured before the removal of any towing equipment (minimum lashing onboard) 4-nylon lashings.

Tail wheel locked and gag removed.

Parking brake properly applied.

Chocks fitted squarely up against the main wheels and chocks chains lashed.

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STANDARD PROCEDURES HELICOPTER MOVEMENTS Sequence of signals and orders The ‘on brakes’ and ‘brakes on’ signal is a raised, clenched fist, palm towards the cockpit or Director.

The ‘off brakes’ and ‘brakes off’ signal is raised, open hand, palm towards the cockpit or Director. The orders are to be given as follows:

‘Standby to come ahead (or go astern)’‘On brakes’ (Brake Operator repeats the order) applies the aircraft brakes and gives ‘brakes on’ signal by hand.

‘Away Fwd/After chock’ (when this order is given only the chock in the direction of movement is to be removed until the aircraft has started to move in the direction). The second chock may then be removed.

‘Off brakes’ (Brake Operator repeats the order) releases the aircraft brakes and gives the ‘brakes off’ signal by hand.

‘Come ahead’ or ‘come astern’ as applicable (in the direction of movement)

‘Tail to port, starboard or midships’ as required.

Standby to stopStop (or whistle blast) Brake Operator repeats the order, applies the aircraft brakes and gives the ‘on brakes’ signal by hand‘In Chocks’ Chock Operators place chocks in front and behind the aircraft main wheels.

Parking brake is finally applied at end of move, as ordered by Director.

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STANDARD PROCEDURES HELICOPTER FUELING General Helicopter fueling is only to be conducted when rotors are stopped. The HLO remains in command of the helideck during fueling, however the PIC should oversight the operation. The fueling equipment is to be operated by appropriately trained members of the Engineering Department. Helicopter fueling should be considered a hazardous operation, and as such an HDA should be present with a foam fire extinguisher or foam hose, and no personnel others than those essential for fueling should be on the helideck. Fuel spillage cloths should be readily available. The Chief Engineer is overall responsible for the QA of the aviation fuel. Prior to the first fueling of the day, a “nozzle end” fuel check should be conducted. Essentially, this check is to ensure that the fuel is clean and free from water prior to going into the helicopter fuel tanks. One of the greatest hazards during helicopter fueling is static electricity, and as such it is vital that the aircraft and the fueling equipment are grounded correctly. There are two bonding cables, one connected to the fueling system in general, and one connected directly to the nozzle.

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STANDARD PROCEDURES HELICOPTER FUELING Prior to fueling Daily fuel checks to be completed with samples taken from the following points before fueling can start:

Storage tank in use

Water Filter

Monitor Filter and Nozzle

The OOW, or other appropriately qualified person, is to be present at the helicopter control station at all times during helicopter fuelling, which is the Bridge. From this control station all helicopter operations are coordinated

The helicopter’s engines will be shut down and the rotors stationary

Before fuelling all fire fighting equipment is to be checked to be in place

Before fuelling all equipment is to be checked whether it is electrically bonded

All non essential personnel and guests must leave the helideck, and surrounding decks during fuelling

One HDA with full fire fighting outfit, and the HLO are to be present at all times

All fuelling equipment is inspected and tested before the fuelling starts

Earthing clamp / pin connected to helicopter (resistance checked)

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STANDARD PROCEDURES HELICOPTER FUELING Fueling Fuelling hose pulled out and the nozzle laid on the helideck adjacent to the helicopter fill point

Dead-man switch and nozzle handle squeezed so pump starts running

A 4-litre sample is presented to the pilot for visual and chemical examination

Permission to fuel and quantities received from pilot

Nozzle bonding line is connected to helicopter

HDA stands by close with a foam fire extinguisher to immediately smother any flash fires

Helicopter is fuelled

Should the HLO or any other person observe an operational problem or unsafe condition during the fuelling then the dead-man valve is immediately released to stop the pump running. Once finished the dead-man switch is released and all valves returned to closing position to stop the pump

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STANDARD PROCEDURES HELICOPTER FUELING After fueling Nozzle removed from helicopter fill point

Nozzle bonding line disconnected from helicopter

A 4-litre sample taken and checked visually and chemically for contamination

Fuelling hose stowed

Bonding wire disconnected and stowed

Fuel meter reading recorded and meter reset

The fuelling daily log sheet completed and signed by the PIC

Any spillage is to be thoroughly cleaned

Once finished the dead-man switch is released and all valves returned to closing position to stop the pump

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EMERGENCY RESPONSE General It is of vital importance that all personnel on the yacht are familiar with the emergency procedures relating to the helideck. Although the helideck crew will handle many of the potential emergencies initially, additional support from an emergency team is likely to be necessary. The helideck team must work together as a team when dealing with emergency situations, with the HLO coordinating the procedures. The HLO is to remain the “On Scene Commander”, unless this duty is formally handed over in accordance with the yacht’s emergency response plan. It must be remembered that a helicopter incident may occur on, or spread to, another area of the yacht that is not part of the helideck. The yacht should be inspected for damage, giving particular attention to areas in the vicinity of the incident, as soon as is practicable. On going training exercises on the helideck should be organized to develop familiarity with these procedures.

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EMERGENCY RESPONSE ACCIDENT AND FIRE PROCEDURES Crash or accident In the vent of an accident or incident, initiate the Ship’s emergency response plan. The aircraft should be evacuated of all passengers and crew as soon as possible. If possible all electrical power to the helicopter should be switched off Careful attention should be paid to any fuel spillage and precautions should be made to prevent ignition and drainage to other areas via the scuppers. Whenever possible wreckage or a damaged helicopter should be left i situ to prevent subsequent fuel spillage when moved.

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EMERGENCY RESPONSE ACCIDENT AND FIRE PROCEDURES In the vent of a helicopter fire the following main pints should be noted Fuel tanks are mainly located under the aircraft floor, mostly in line with the main rotor mast. The operation of doors and hatches varies with aircraft type. The method of jettison and normal operation is normally clearly indicated on the helicopter. If the doors cannot be opened or jettisoned, access to the interior of a crashed helicopter should be fairly straightforward as the structure is fairly light and easy to cut into with an axe. A crash on deck can be expected to take place at low speed and could be accompanied by the break up of the rotors, gearbox and engine, with subsidiary damage to the fuselage from impact and blade strike. Ship’s personnel should take cover to avoid being hit by such debris. The main fire risk is from fuel leaking from a ruptured fuel tank onto hot engine parts. Since the amount of fuel in the engines is not great, any fire in this area is likely to be small at first. Even if the aircraft lies upside down with fuel running down into the engine from a ruptured tank there is likely to be a short amount of time 51 or 2 minutes) before the fire spreads and grows into something larger. If a helicopter crashes on deck, rapid use of the ship’s fire fighting facilities should contain the fire.

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EMERGENCY RESPONSE Initial helideck response The standard helideck response should be based on the following actions: Evaluate of the extent of the emergency situation

Secure own escape route

Call for assistance/sound the alarm

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EMERGENCY RESPONSE Execution of helideck response The situation should then be resolved using the following actions: Localizing the source of the problem

Extinguishing/eliminating the source of the problem

Rescuing personnel/reducing risk

Preventing spreading

Monitoring to prevent re-ignition/repetition

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EMERGENCY RESPONSE Rescue of Crew / Passengers In general, the rescue of crew and passengers should only take place when the aircraft is in a safe state, i.e. shutdown and secured. This will ensure that casualties onboard will receive the appropriate treatment, and reduce the chances of causing further injury. However, if delaying the rescue until the aircraft is safe is considered likely to prevent the lives of the crew and passengers being saved, and rescue appears to be possible, then this should be attempted, but the fire fighting equipment must be used to cover personnel involved in the rescue operation. The helicopter’s doors and hatches are of a relatively simple construction and the impact sustained from a crash may cause distortion, preventing the doors and hatches opening easily. Should this be the case then the rescuer should attempt to use the emergency handle/system. Should it be necessary to use more force to enter the helicopter, cutting must only take place at specific points e.g. emergency exits and windows. Should a helicopter be lying on its side, the casualties onboard must be supported when the seat belts are released.

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EMERGENCY RESPONSE Emergency Shutdown of Helicopter In most circumstances the helicopter pilots will perform any actions required for an emergency shut down. However, should the pilots be incapacitated for any reason then the helideck team will need to be capable of performing the correct routine. The procedures for emergency shut down differ between the helicopter types, and as such the helideck team must become familiar with the models that they normally service. At a minimum, the helideck crew should be able to shutdown the engine(s), fuel pump and master battery. Helideck crew should be aware that rotor blades move closer to the deck as the rotation speed drops, which can be amplified by wind, causing the blades to unexpectedly drop below head height. Therefore, any personnel under the rotor disc during an emergency shutdown should stay close to the body of the aircraft.

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EMERGENCY RESPONSE Follow Up Actions Follow up actions should be in accordance with standard ERP with the addition of the helicopter operator being informed of the incident. It is important that any wreckage remaining on the vessel is not disturbed unless it presents a danger to the vessel. Helicopters contain many hazardous materials such as Man Made Mineral Fibres (MMMF), and as such should not approached without wearing appropriate PPE, to include breathing apparatus. Photographic and/or CCTV evidence should be retained if possible to assist with any following investigation

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE CRASH ON DECK A crash on deck is an unlikely occurrence but will certainly result in a fuel spill, fire and the need to consider casualties and trauma treatment.

The response to the incident should be considered a whole ship commitment.

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE CRASH ON DECK Action points: CAUTION IF ROTORS TURNING Raise the Alarm - Vessel to Emergency Stations. Action HLO / OOW Maintain a course to keep smoke from blowing over the decks. Action XO Attempt first aid fire-fighting. Attempt casualty grab evacuation only. Save Life is the only goal. Contain Fire Treat Casualties. Action Medical Team Photograph incident prior to moving wreckage. Action XO Secure Wreckage. Action HLO Inform Charter Operator. Action XO Monitor incident for fire preventative action, foam blanket, cooling of structure. Action HLO Inform Designated Person Ashore (DPA) for yacht. Inform insurers / accident investigation offices. Action XO Investigate Cause. Action shipboard investigating officer / outside investigating

Officer

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE ENGINE FIRE An engine fire is most likely to occur around the external part of the engine.

The preferred extinguishing device for an engine fire is a portable CO2 extinguisher.

Remember the value a water wall provides with regard to radiant heat protection against an established fire.

The extinguishing port for a portable equipment lance is likely to be next to the intake or exhaust of the engine. Know where this port is for visiting helicopters.

Get the pilot to show deck crew how to activate onboard extinguishers.

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE ENGINE FIRE Action points: CAUTION IF ROTORS TURNING

Raise the alarm (inform pilot), he may not be aware the helicopter is on fire

Inform Bridge - Vessel goes to Emergency Stations. Action OOW

Pilot activates onboard engine fire extinguishing system. Action PILOT

Evacuate the helicopter of aircrew and passengers on the side opposite to fire. Action Pilot / HLO / Action HDA

As directed by pilot, attack fire, CO2 fire fighting equipment. Action HLO / Action HDA

If fire persists or spreads, HDAs charge hoses ready for advancement towards the fire. Once ready the HDA1 (Fire-fighter) advances with foam fire fighting nozzle and extinguishes all fuselage fires and then deck fires. Action HDA

Extinguish fire. Action HLO / Action HDA

Treat Casualties. Action Medical Department

Monitor Helicopter for remedial fire preventative action i.e. foam blanket, cooling of structure. Action HLO / Action HDA

Secure the Helicopter. Action HLO

Inform insurers / accident investigation offices if appropriate. Action XO

Inform Designated Person Ashore (DPA) for yacht

Investigate cause. Action vessel investigating officer / outside Investigation agency

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE FIRE ON DECK / AIRFRAME FIRE A Fire on deck is most likely to be caused by the development of an engine fire, a heavy landing resulting in the rupturing of fuel tanks, a fuel or lubricating fluid spill contact with a hot surface, an ignition source and a resulting fire. The key issue is to not allow a fire to develop; contain, extinguish, cool and monitor the incident. The preferred extinguishing mediums for an airframe fire will be Foam or Dry Powder. When deploying foam with hoses do not break up a foam blanket. Where could a fire spread to on the vessel, what is below the flight deck area?

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE FIRE ON DECK / AIRFRAME FIRE Action points: CAUTION IF ROTORS RUNNING Using the appropriate hand signal, inform Pilot to cut engines, he may not be aware the

Helicopter is on fire. Action HLO Inform Bridge - Vessel goes to Emergency Stations. Action OOW Select a course to keep smoke from blowing over the decks. Action OOW Pilot will use onboard extinguishers first, following his actions and as directed, attack fire

with most appropriate agent. Action HLO / Action HDA As directed by pilot, attack fire, Dry Powder fire fighting equipment. Action HLO / Action

HDA Back up fire team dress and report to HLO on helideck If fire persists or spreads, HDAs charge hoses ready for advancement towards the fire.

Once ready the HDA1 (Firefighter) advances with foam fire fighting nozzle and extinguishes all fuselage fires and then deck fires. Action HDA

Once all fires are out, HDA1 (Firefighter) maintains a foam coverage on the fuselage and the surrounding deck to prevent fires restarting. Action HDA

HDA2 (Rescuer) advances towards wreckage and ventilates the fuselage. Action HDA

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Evacuate the helicopter of aircrew and passengers. Follow immediate action card No. 9

Treat Casualties. Action medical department Extinguish Fire Monitor Helicopter for remedial fire preventative action i.e. foam blanket, cooling of

structure. Action HLO Secure the Helicopter. Action HLO Collect evidence, photographs, record incident in Vessels Log Inform Designated Person Ashore (DPA) for yacht / Inform insurers / accident

investigation offices if appropriate. Investigate cause. Action vessel investigating officer / outside investigation agency.

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EMERGENCY ESPONSE TYPES OF EMERGENCY AND RESPONSE EMERGENCY OR PRECAUTIONARY LANDING Action points: CAUTION IF ROTORS RUNNING This could occur at any moment during flight operations with little or no notice

Communication between the Pilot, Bridge and HLO identifies the nature of the emergency. Action HLO / OOW

Raise the Alarm - Vessel to Emergency Stations. Action HLO / OOW HDAs charge hoses ready for advancement towards the wreckage. Action HDAs When landed visually confirm with pilot whether to activate fire fighting equipment (if fire

present) or if he is going to use his onboard extinguisher systems. Action HLO / OOW HDA2 (Rescuer) evacuates the helicopter (either before or after rotors stopped, but not

during shutdown) Action HDAs Medical team assemble to respond to a medical emergency. Action medical department Once the situation is stabilized the helicopter is to be secured. Action HLO / OOW Secure the Helicopter. Action HLO Collect evidence, photographs, record incident in Vessels Log Inform Designated Person Ashore (DPA) for yacht / Inform insurers / accident investigation

offices if appropriate. Investigate cause. Action vessel investigating officer / outside investigation agency.

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE FUEL SPILLAGE Fuel spillages may occur as a result or mechanical failure, incorrect procedures or as the result of an aircraft accident. Fuel contamination and fire risk may not be limited to the flight deck. Action points: Communication between the Pilot, Bridge and HLO identifies the nature of the emergency.

Action HLO / OOW Raise the Alarm - Vessel to Emergency Stations. Action HLO / OOW HDAs charge hoses ready for advancement towards the wreckage. Action HDAs When landed visually confirm with pilot whether to activate fire fighting equipment (if fire

present) or if he is going to use his onboard extinguisher systems. Action HLO / OOW HDA2 (Rescuer) evacuates the helicopter (either before or after rotors stopped, but not

during shutdown) Action HDAs Medical team assemble to respond to a medical emergency. Action medical department Once the situation is stabilized the helicopter is to be secured. Action HLO / OOW Secure the Helicopter. Action HLO Collect evidence, photographs, record incident in Vessels Log Inform Designated Person Ashore (DPA) for yacht / Inform insurers / accident investigation


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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE HELICOPTER INCIDENT ON DECK (NON CRASH) May be minor and without injury, however, treat any abnormal occurrence with due consideration for a potential deterioration in the situation Action points: Helicopter is to remain on the deck

Communication between Pilot, OOW, HLO to assess situation

HDAs charge hoses ready for advancement towards the fire. Action HDA

All guests to be escorted off the helideck

Consider contamination and fire risk in adjacent areas.

Secure the Helicopter. Action HLO

Collect evidence, photographs, record incident in Vessels Log

Inform Designated Person Ashore (DPA) for yacht / Inform insurers / accident investigation offices if appropriate.

Investigate cause. Action vessel investigating officer / outside investigation agency.

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE HELICOPTER DITCHING A helicopter may ditch in a controlled or uncontrolled manner.

A controlled ditching will be the result of a partial power failure of engines or control surfaces resulting in the pilot aborting the flight in a controlled manner into the water.

An uncontrolled ditching will be the result of a complete failure of engines and control surfaces resulting in an uncontrollable entry of the helicopter into the water.

Aircrew / passenger rescue is the priority.

Aircrew may have experience of exiting a ditched helicopter / passengers are unlikely to have experienced this very dangerous and frightening environment.

The yacht must be able to react immediately.

A helicopter pilot is likely to ditch the helicopter before attempting to land an uncontrollable helicopter on deck.

A helicopter ditching is a plausible Heli Yacht Emergency.

In placing guests aboard a helicopter for flights over water ensure they are properly briefed on the location of their life jacket, life raft and exiting procedures.

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE HELICOPTER DITCHING Actions:

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE HELICOPTER DITCHING Actions: Sound General Alarm Crew muster and Shipboard MOB procedures activated Communications maintained between deck, OOW, rescue boat and any external rescue

services Record last know position of helicopter if not in the vicinity of the yacht. If position not known, initiate « helicopter missing » procedure. Launch heli crash boat or tender if in close proximity. Prepare onboard emergency facilities to receive casualties. Ensure onboard medical emergency personnel are prepared. Inform charter operator. Check helicopter crew and passenger manifest. Collect Next of Kin data. Collect evidence, photographs, record incident in Vessels Log Inform Designated Person Ashore (DPA) for yacht / Inform insurers / accident investigation


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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE HELICOPTER MISSING IMPORTANT SAFETY NOTE - When the yacht arrives in a cruising area the Helicopter Responsible Officer must know how to coordinate a sea Search and Rescue procedure for a missing helicopter with the local SAR authorities. The HRO / OOW is responsible for ensuring that the contact details for the local SAR Authority are recorded on each mission sheet prior to commencing a flight. STANDARD REPORTING FREQUENCY (Standard methods of report vary from Marine Band VHF, SSB HF , Cell phone, Sat phone (see Mission sheet).

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE HELICOPTER MISSING Actions: The following procedure should be initiated by the vessel: When a helicopter has failed to land at its destination at the latest advised ETA, PLUS

FIFTEEN MINUTES (VFR TRAFFIC) and communications cannot be re-established, OR En-route, when a call has not been received for more than FIFTEEN MINUTES and

communications cannot be re-established, OR When a DISTRESS call is intercepted. Information Required To Coordinate with Local SAR Unit: Type of aircraft Aircraft registration Colour of aircraft / any distinguishing marks Point of departure Time of departure Speed, level and route Destination and ETA

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Time of last contact and means (frequency) Last reported position and method of determination Passenger and aircrew manifest Follow local SAR reporting procedure Collect evidence, photographs, record incident in Vessels Log Inform Designated Person Ashore (DPA) for yacht / Inform insurers / accident

investigation offices if appropriate. Investigate cause. Action vessel investigating officer / outside investigation agency.

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE CASUALTY EXTRACTION / EVACUATION In the event that an accident occurs resulting in air crew or passengers being incapacitated it is important that there is a procedure in place to extract and treat the casualties. Qualified medical personnel should attend the incident. The HLO remains responsible for monitoring the incident area. Remember that neck and spinal injuries may be present. Consider discrete code-words to communicate degrees of injury or the death of a casualty. Follow Standard First Aid procedures – wear protective gloves / masks.

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND RESPONSE CASUALTY EXTRACTION / EVACUATION Actions: CAUTION IF ROTORS TURNING

“DRABC”

D – Danger: is there still current danger in the vicinity of the incident, i.e fuel spillage, ignition source, who is monitoring the accident scene?

R – Response: does the injured person respond to both verbal and / or physical touch?

A – Airway: is it clear? If not, clear it.

B – Breathing: are they still breathing?

C – Circulation: is there a pulse?

The actions below should be performed by the helideck and medical teams

Move casualties away from the incident area for treatment

Consider carefully neck / spinal injuries

For patients not breathing and without a pulse be prepared to initiate resuscitation, two breaths 30 chest compressions, work as a two person caring team

Ensure all available trauma equipment is available to carers at the incident scene

Prepare an onboard area to receive and permit stabilization of the injured person

Contact outside emergency services to assist with patient treatment

Consider how a visiting SAR helicopter would land onboard or winch to the vessel

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Collect evidence, photographs, record incident in Vessels Log

Inform Designated Person Ashore (DPA) for yacht / Inform insurers / accident investigation offices if appropriate.

Investigate cause. Action vessel investigating officer / outside investigation agency

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EMERGENCY RESPONSE TYPES OF EMERGENCY AND EMERGENCY RESPONSE ILLNESS OR INJURY EVACUATION In cases of illness or injury when it is necessary to arrange for the evacuation of a patient by helicopter the following essential points should be noted: When requesting assistance the master should:

Decide and arrange a rendezvous position as soon as possible if the ship is beyond helicopter range and a diversion is therefore necessary

Give as much medical information as possible, particularly about the patient’s mobility

Advise immediately of any changes in the condition of the patient

Before the helicopter arrives, steps should be taken to:

Move the patient as close as possible to the operating area as his/her condition permits

Ensure the patient is tagged to show details of any medication that has been administered

Prepare the patient’s papers, passport, medical record and any other necessary documents in ap package ready for transfer with the patient

Ensure that personnel are prepared to assist with moving the patient to a social stretcher (which will be lowered by the helicopter). The patent should be strapped in the stretcher face-up, in lifejacket if his/her condition permits

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