Aircraft Management Guide

Aircraft
management
guide
Report No. 6.51/239

March 1998
P ublications
Global experience
The International Association of Oil & Gas Producers (formerly the E&P Forum) has
access to a wealth of technical knowledge and experience with its members operating
around the world in many different terrains. We collate and distil this valuable knowl-
edge for the industry to use as guidelines for good practice by individual members.
Consistent high quality database and guidelines
Our overall aim is to ensure a consistent approach to training, management and best
practice throughout the world.
The oil and gas exploration and production industry recognises the need to develop con-
sistent databases and records in certain ﬁelds. The OGP’s members are encouraged to
use the guidelines as a starting point for their operations or to supplement their own
policies and regulations which may apply locally.
Internationally recognised source of industry information
Many of our guidelines have been recognised and used by international authorities and
safety and environmental bodies. Requests come from governments and non-government
organisations around the world as well as from non-member companies.
Disclaimer
Whilst every effort has been made to ensure the accuracy of the information contained in this publica-
tion, neither the OGP nor any of its members past present or future warrants its accuracy or will,
regardless of its or their negligence, assume liability for any foreseeable or unforeseeable use made
thereof, which liability is hereby excluded. Consequently, such use is at the recipient’s own risk on the
basis that any use by the recipient constitutes agreement to the terms of this disclaimer. The recipient is
obliged to inform any subsequent recipient of such terms.
Copyright OGP
All rights are reserved. Material may not be copied, reproduced, republished, downloaded, stored in
any retrieval system, posted, broadcast or transmitted in any form in any way or by any means except
for your own personal non-commercial home use. Any other use requires the prior written permission
of the OGP.
These Terms and Conditions shall be governed by and construed in accordance with the laws of England
and Wales. Disputes arising here from shall be exclusively subject to the jurisdiction of the courts of
England and Wales.
OIL INDUSTRY INTERNATIONAL
EXPLORATION AND PRODUCTION FORUM
AIRCRAFT MANAGEMENT GUIDE
FOREWORD
This Manual, for the use of Management personnel is issued as a guide to air operations. It replaces
the Aircraft Management Guidelines, issued October 1993 and May 1996, both of which should now
be destroyed.
The Aircraft Management Guide is not related to specific local conditions but is aimed at providing
general guidance and procedures. It will be amended from time to time to meet our changing
requirements.
The Manual is not to be construed as authority to operate aircraft other than in strict compliance with
the regulations of the country in which an aircraft is registered or operated.
Whilst every effort has been made to ensure the accuracy of the information contained in this
publication, neither E&P Forum, nor any of its members will assume liability for any use made
thereof.
Comment, criticisms and suggestions are welcome as are any specific requests for advice, the aim
being to ensure that aviation support is both safe and efficient.
Aircraft Management Guide

FORWARD.DOC Issue Date: February 1998 Page i
Contents
AMENDMENT RECORD
Amendment Effective Date Amended By Date

Number of Amendment Name Ref Ind Signature Inserted

FORWARD.DOC Issue Date: February 1998 Page ii
REFERENCE PUBLICATIONS
AVIATION
ICAO-ANNEX 14 Vol 1 Aerodrome Design And Construction
UK-CAP-168 Licensing Of Aerodromes (UK-CAA)
US-FAA Advisory Circular-Ac150/5300-13 Airport Design
US FAA FAR Part 77 - Objects Affecting Navigable Airspace
ICAO ANNEX 14 Vol 2 - Heliports
UK-CAP 437 Offshore Helicopter Landing Areas
US-FAA Advisory Circular AC150/5390-2A Heliport Design
US-FAA FAA Part 139 Certification of Airports, Aircraft Rescue and

Fire Fighting
API American Petroleum Institute API-RP 26-Planning

Designing, and Constructing Offshore Heliports on Fixed
Platforms
ICAO-DOC 9284-AN/905 Technical Instructions for Safe Transport of Dangerous

Goods by Air
IATA International Air Transport Association - 618 - Dangerous

Goods Regulations
UK CAP 434 Aviation Fuel at Aerodromes
UK CAP 426 Helicopter External Load Operations
US FAA Part 133 Helicopter External Load Operations
Petroleum Industry Helicopter Landing Officer (HLO) Hand Book (UK - HSE)
Training Board
International Chamber Guide To Helicopter Operations and Landing Areas

of Shipping

FORWARD.DOC Issue Date: February 1998 Page iii
Contents
CONTENTS
Foreword ............................................................................................................................................... i
Amendment Record.............................................................................................................................. ii
Reference Publications........................................................................................................................ iii
Contents ...............................................................................................................................................iv
PART 1 - MANAGEMENT CONSIDERATIONS
CHAPTER 1 - GENERAL CONSIDERATIONS ...............................................................................1-3
1.1. AIM........................................................................................................................................1-3
1.2. SETTING AN AVIATION POLICY..........................................................................................1-3
1.3. USE OF NON-SCHEDULED AIRCRAFT ...............................................................................1-4
1.4. CHOICE OF SINGLE OR MULTI-ENGINED AIRCRAFT .......................................................1-4
1.5. RISK/ENVIRONMENT - HELICOPTERS ...............................................................................1-4
1.6. OVER WATER OPERATIONS - MINIMUM SAFETY REQUIREMENTS ...............................1-5
1.7. REVIEW AND REVIEW OF AVIATION COMPANIES ...........................................................1-6
1.8. SUPERVISION ......................................................................................................................1-6
1.9. REGULATORY GUIDELINES................................................................................................1-6
1.10. AVIATION ADVISER INVOLVEMENT IN SCOUTING TRIP ..................................................1-6
1.11 HOW THE AVIATION ADVISER CAN ASSIST IF NO SCOUTING TRIP IS CARRIED OUT .1-7
1.12 LOGISTIC DIFFICULTIES AFFECTING OPERATING COMPANY OBJECTIVES.................1-7
1.13. RISK INHERENT IN OTHER FORMS OF TRANSPORT .......................................................1-7
1.14. ACCEPTING LIFTS ...............................................................................................................1-8
1.15. FLIGHTS ON GROUP COMPANY BUSINESS BY PRIVATE PILOT LICENCE HOLDERS ...1-8
1.16. SENIOR EXECUTIVE PASSENGERS...................................................................................1-8
1.17. EMERGENCY FLIGHTS........................................................................................................1-8
1.18. EMERGENCY EVACUATION BY AIR ...................................................................................1-9
CHAPTER 2 - SELECTING THE RIGHT AIRCRAFT FOR THE JOB ............................................2-3
2.1. FIXED WING, HELICOPTER, OR JOINT OPERATIONS....................................................2-3
2.2. TYPES OF AIRCRAFT........................................................................................................2-3

FORWARD.DOC Issue Date: February 1998 Page iv
Contents
Fixed Wing.....................................................................................................................2-3
Helicopters .....................................................................................................................2-4
Performance ..................................................................................................................2-5
Visual/Instrument Flight Rules (VFR/IFR) .......................................................................2-5
2.3. USE OF NON-PRESSURISED AIRCRAFT .........................................................................2-6
2.4. LIMITATIONS OF THE HELICOPTER ................................................................................2-6
2.5. AIRCRAFT: OIL RELATED OPERATIONS .........................................................................2-7

Gravimetric and Seismic Work .......................................................................................2-7
Drilling Rig Movement by Air ..........................................................................................2-8
Helicopter/Tanker Operations .........................................................................................2-8
Communications ............................................................................................................2-8
2.6. NUMBERS OF AIRCRAFT REQUIRED FOR THE TASK....................................................2-8
2.7. AVAILABILITY OF TYPES VS OPTIMUM REQUIREMENT ...............................................2-10

Shortage of Time.......................................................................................................... 2-10
Operating Licence ........................................................................................................ 2-10
Military or Government Aircraft..................................................................................... 2-10
Military or Government Aircrew .................................................................................... 2-10
Commercial.................................................................................................................. 2-10
2.8. AIRCRAFT DATA.............................................................................................................. 2-10
2.9. AIRCRAFT SUPPORT FOR GROUP OPERATIONS BY MILITARY OR

GOVERNMENT OWNED OR SPONSORED ORGANISATIONS ...................................... 2-10
CHAPTER 3 - CONTRACTS AND APPROVALS............................................................................3-3
3.1. SCHEDULED CARRIERS ...................................................................................................3-3
3.2. SOLE USE AIRCRAFT SERVICES.....................................................................................3-3
3.3. BID LIST .............................................................................................................................3-4
3.4. AIRCRAFT TYPE APPROVAL ............................................................................................3-5

Procedure for Approval ..................................................................................................3-5
Aircraft Types, Marks and Modifications .........................................................................3-5
Military Aircraft Types.....................................................................................................3-5
3.5. APPROVAL AND REVIEW PROCEDURES........................................................................3-5
3.6. INVITATIONS TO TENDER ................................................................................................3-7
3.7. SELECTION OF TENDERERS ...........................................................................................3-7
3.8. TENDER EVALUATION ......................................................................................................3-7
3.9. CONTRACT FORMULATION..............................................................................................3-8

Definitions ......................................................................................................................3-8
Insurance .......................................................................................................................3-8
Availability......................................................................................................................3-9
Maintenance Considerations...........................................................................................3-9
Training Costs ................................................................................................................3-9
3.10. ROUGH COSTING GUIDE .................................................................................................3-9
Fixed Costs ....................................................................................................................3-9
Variable Costs .............................................................................................................. 3-10

FORWARD.DOC Issue Date: February 1998 Page v
Contents
3.11. TURNKEY OPERATIONS................................................................................................. 3-10
3.12. CONTRACTOR/OPERATOR PERFORMANCE MONITORING ........................................ 3-11

Contractor Safety Record and Philosophy towards Safety ............................................ 3-11
Contractor Responsibilities ........................................................................................... 3-12
PART 2 - AVIATION BASE SUPPORT REQUIREMENTS
CHAPTER 4 - AIR TRANSPORT ADMINISTRATION.....................................................................4-3
4.1. GENERAL...........................................................................................................................4-3
4.2. START UP OF OPERATIONS ............................................................................................4-3
4.3. RESOURCING STRATEGY................................................................................................4-3
4.4. SCHEDULING/FLIGHT AUTHORISATION .........................................................................4-4
4.5. PASSENGER HANDLING AND MANIFESTING .................................................................4-4
4.6. COMPILATION OF STATISTICS AND RECORDS .............................................................4-5
4.7. AIRCRAFT EMERGENCY PROCEDURES.........................................................................4-6

Aircraft Operators...........................................................................................................4-6
CHAPTER 5 - AIR TRANSPORT ORGANISATION ........................................................................5-3
5.1. AIR TRANSPORT SUPERVISOR .......................................................................................5-3
5.2. PILOTS AND AIRCRAFT ENGINEERS...............................................................................5-4

Pilot Establishment.........................................................................................................5-4
Engineering Establishment .............................................................................................5-4
5.3. OTHER PERSONNEL.........................................................................................................5-5
5.4. CONTRACTOR LIAISON ....................................................................................................5-5
CHAPTER 6 - AIRFIELDS, RUNWAYS AND THE OPERATION OF FIXED WING AIRCRAFT......6-3
6.1. INTRODUCTION.................................................................................................................6-3
6.2. REMOTE AIRSTRIP OPERATION......................................................................................6-4

Airstrip Inspection...........................................................................................................6-4
Airstrip Inspections Following Rain .................................................................................6-4
Airstrip Manning .............................................................................................................6-5
Radio Beacon (NDB) ......................................................................................................6-5
Contact with the Aircraft .................................................................................................6-5
Airstrip Weather Report..................................................................................................6-6
After Landing..................................................................................................................6-7
Extended Transit Time ...................................................................................................6-7
Before Departure............................................................................................................6-7
Night Operations ............................................................................................................6-8
Laying a Flare Path ........................................................................................................6-9

FORWARD.DOC Issue Date: February 1998 Page vi
Contents
Security and Picketing....................................................................................................6-9
CHAPTER 7 - HELICOPTER FACILITIES ONSHORE ...................................................................7-3
7.1. PERFORMANCE CONSIDERATIONS................................................................................7-3
7.2. THE HELIPORT ..................................................................................................................7-4
7.3 UNLICENSED HELIPORTS ................................................................................................7-4

Raised Helipad for Desert Operations.............................................................................7-6
Jungle Landing Areas .....................................................................................................7-6
CHAPTER 8 - REFUELLING ..........................................................................................................8-3
8.1 AIRCRAFT FUEL ................................................................................................................8-3

Source of Information.....................................................................................................8-3
Types of Fuel .................................................................................................................8-3
Density ...........................................................................................................................8-3
Batch Number ................................................................................................................8-4
Contamination ................................................................................................................8-4
Water ........................................................................................................................8-4
Solids ........................................................................................................................8-4
Discoloration .............................................................................................................8-4
Micro-biological bacteria and fungi ............................................................................8-4
Additives in Fuel.............................................................................................................8-5
Personal Protection ........................................................................................................8-5
Protective Clothing .........................................................................................................8-5
Static Electricity..............................................................................................................8-5
Bonding..........................................................................................................................8-6
Environmental Management at Airfield Depots...............................................................8-6
Leaks .............................................................................................................................8-6
Drain Samples................................................................................................................8-7
Soil and Ground Water Protection ..................................................................................8-7
Vapour Emissions...........................................................................................................8-7
8.2 INSTALLATIONS ................................................................................................................8-7
Storage Tanks ................................................................................................................8-7
Transportable Tanks.......................................................................................................8-8
Bunding..........................................................................................................................8-9
Fuel Delivery System .....................................................................................................8-9
8.3 FUELLING OPERATIONS ................................................................................................ 8-11
Onshore ....................................................................................................................... 8-11
Receipts .................................................................................................................. 8-11
Testing .................................................................................................................... 8-12
Responsibilities ....................................................................................................... 8-13
Offshore ....................................................................................................................... 8-13
Storage and Transport............................................................................................. 8-13
Receipt, Testing and Transfer.................................................................................. 8-13
Responsibilities ....................................................................................................... 8-14
8.5 FUEL AT REMOTE LOCATIONS...................................................................................... 8-14
Supply.......................................................................................................................... 8-15
Aircraft Fuelling ............................................................................................................ 8-15
Drum Stocks................................................................................................................. 8-15

FORWARD.DOC Issue Date: February 1998 Page vii
Contents
Receipts .................................................................................................................. 8-15

Storage ................................................................................................................... 8-15
Decanting to Bulk Storage ....................................................................................... 8-16
Refuelling ................................................................................................................ 8-16
8.5. TYPES OF REFUELLING ................................................................................................. 8-17
Pressure Refuelling ...................................................................................................... 8-17
Gravity Refuelling......................................................................................................... 8-17
System Design ............................................................................................................. 8-17
Aircraft Refuelling......................................................................................................... 8-17
General ................................................................................................................... 8-17
Pre-Refuelling Checks............................................................................................. 8-17
Ready for Refuelling................................................................................................ 8-18
Refuelling Sequence ............................................................................................... 8-18
Completion of Refuelling ......................................................................................... 8-19
Rotors Running Refuelling (RRR) ................................................................................. 8-19
Emergency Procedures - Fire Guard ....................................................................... 8-19
8.6 QUALITY ASSURANCE.................................................................................................... 8-20
Water Checks.......................................................................................................... 8-20
Testing With a Water Detector Capsule................................................................... 8-20
Testing with Water Finding Paste ............................................................................ 8-21
Discoloration Test.................................................................................................... 8-21
Checks following heavy rainfall, snow, high seas or large temperature changes ........... 8-21
Testing of Static Stocks................................................................................................ 8-21
Settling......................................................................................................................... 8-22
Daily Checks ................................................................................................................ 8-22
Periodic Checks ........................................................................................................... 8-23
Filtration Equipment ................................................................................................ 8-23
Hose End Mesh Strainers ........................................................................................ 8-23
Pumps..................................................................................................................... 8-24
Refuelling Dispensers.............................................................................................. 8-24
Hoses ...................................................................................................................... 8-24
Commissioning a Hose............................................................................................ 8-25
Monthly Hose Test Procedure.................................................................................. 8-25
Six Monthly Hose Test Procedure............................................................................ 8-26
Bonding Checks ...................................................................................................... 8-27
Tanks ...................................................................................................................... 8-27
Tank Cleaning ......................................................................................................... 8-28
Annual Inspection of Tanks...................................................................................... 8-28
Seal Drum And Pillow Tank Commissioning ............................................................ 8-29
Equipment.................................................................................................................... 8-30
Record Keeping............................................................................................................ 8-30
Documentation and Manuals ........................................................................................ 8-31
Training........................................................................................................................ 8-31
CHAPTER 9 - OTHER SUPPORT FACILITIES AND REQUIREMENTS.........................................9-3
9.1. FIRE FIGHTING CRASH RESOURCES .............................................................................9-3

International and Regional Airports and Licensed Aerodromes .......................................9-3
Smaller Manned Airfields, Private Airstrips and Heliports ...............................................9-3
Unmanned Landing Strips and Heliports.........................................................................9-3
Unmanned Helidecks .....................................................................................................9-3
Manned Helidecks ..........................................................................................................9-4
Considerations ...............................................................................................................9-4
Scale A - Fire-Fighting Equipment..................................................................................9-4
Scale B - Portable Fire-Fighting Equipment....................................................................9-5
Scale C - Crash Equipment ............................................................................................9-5

FORWARD.DOC Issue Date: February 1998 Page viii
Contents
9.2. COMMUNICATION EQUIPMENT .......................................................................................9-6

Very High Frequency (VHF) Air Band .............................................................................9-6
Single Sideband, High Frequency (SSB-HF) ..................................................................9-7
9.3. NAVIGATION EQUIPMENT ................................................................................................9-7
9.4. TECHNICAL ACCOMMODATION.......................................................................................9-9

Engineering Accommodation..........................................................................................9-9
Battery Charging .......................................................................................................... 9-10
Aircraft Stores .............................................................................................................. 9-10
9.5. OPERATIONS ACCOMMODATION.................................................................................. 9-12
Flight Planning Room ................................................................................................... 9-12
Pilot's Crew Room ........................................................................................................ 9-13
Operations Room ......................................................................................................... 9-13
Traffic Office ................................................................................................................ 9-14
9.6. METEOROLOGICAL INFORMATION ............................................................................... 9-15
9.7. SECURITY OF OPERATIONS.......................................................................................... 9-16
9.8. VEHICLES WORKING AROUND AIRCRAFT ................................................................... 9-17

Condition of Vehicle and Equipment............................................................................. 9-17
9.9. DRIVER COMPETENCE................................................................................................... 9-17
9.10. DRIVER SUPERVISION DURING REVERSING ............................................................... 9-17
9.11. FORK-LIFT TRUCKS ........................................................................................................ 9-17
9.12. VEHICLE SELECTION AND LOADING OF CARGO......................................................... 9-18
9.13. AIRFIELD GROUND SUPPORT EQUIPMENT ................................................................. 9-18

Baggage Trolleys and Passenger Steps ....................................................................... 9-18
Mobile Ground Power Units (GPUs) ............................................................................. 9-18
Mobile Cabin Air Heating or Air Conditioning Units ....................................................... 9-18
Body Bags.................................................................................................................... 9-18
Stretcher ...................................................................................................................... 9-18
Manifest and Scales ..................................................................................................... 9-19
Passenger And Freight Booking System....................................................................... 9-19
Meteorological Equipment ............................................................................................ 9-19
PART 3 - AIR OPERATIONS, GENERAL
CHAPTER 10 - FLIGHT CREW REQUIREMENTS ....................................................................... 10-3
10.1 MINIMUM PILOT LEVELS ............................................................................................... 10-3

Aeroplanes ................................................................................................................... 10-3
10.2 PILOT QUALIFICATIONS AND EXPERIENCE LEVELS ................................................... 10-3
Aircrew Experience Requirement ................................................................................. 10-5
10.3 FREELANCE PILOTS ....................................................................................................... 10-7
10.4 FLIGHT TIME AND DUTY TIME LIMITATIONS ................................................................ 10-7

Definitions .................................................................................................................... 10-7
Standby Duty................................................................................................................ 10-8
Recommended Maximum Flying Hour Limits ............................................................... 10-8
Maximum Flying Duty Periods - General ...................................................................... 10-9

FORWARD.DOC Issue Date: February 1998 Page ix
Contents
Flying Duty Periods/Max Hours - Sole Use Contracts ................................................... 10-9

Maximum Cumulative Duty Hours .............................................................................. 10-10
Pilot Manning - Night Standby Duty ............................................................................ 10-11
10.5 FLIGHT CREW TRAINING ............................................................................................. 10-12
Flight Crew - Definition ............................................................................................... 10-12
Pilot Training .............................................................................................................. 10-12
General ................................................................................................................. 10-12
Conversion Training .............................................................................................. 10-12
Recurrent Training................................................................................................. 10-12
Specific Requirements........................................................................................... 10-14
Six Monthly Base Checks ........................................................................................... 10-15
Annual Checks ........................................................................................................... 10-16
Recency Checks......................................................................................................... 10-16
Crew Resource Management Training........................................................................ 10-16
Other Considerations.................................................................................................. 10-18
10.6. PILOTS FLYING MORE THAN ONE AIRCRAFT TYPE .................................................. 10-18
10.7. SAR CREWMEN TRAINING ........................................................................................... 10-18

Initial Training............................................................................................................. 10-18
Recurrent Training...................................................................................................... 10-19
10.8 SINGLE PILOT OPERATION.......................................................................................... 10-19
10.9 CABIN ATTENDANTS .................................................................................................... 10-20
CHAPTER 11 - ENGINEER REQUIREMENTS.................................................................................11-3
11.1. ENGINEER EXPERIENCE AND QUALIFICATIONS ......................................................... 11-3
11.2. AVOIDANCE OF FATIGUE - ENGINEERS ....................................................................... 11-4
11.3. ENGINEER TRAINING ..................................................................................................... 11-5

Initial Training............................................................................................................... 11-5
Recurrent Training........................................................................................................ 11-5
Promotion to Senior Positions ...................................................................................... 11-5
CHAPTER 12 - REQUIREMENTS FOR OTHER PERSONNEL .................................................... 12-3
12.1. SEARCH AND RESCUE CREWMAN................................................................................ 12-3
12.2. HLOS/HELIDECK CREW.................................................................................................. 12-3
12.3. REFUELLING SUPERVISORS ......................................................................................... 12-3
12.4 AIR TRAFFIC CONTROLLERS......................................................................................... 12-3
12.5 RADIO OPERATORS ....................................................................................................... 12-3
12.6 DESPATCHERS/TRAFFIC CLERKS................................................................................. 12-3
12.7 CARRIAGE OF LOAD MASTERS..................................................................................... 12-4

FORWARD.DOC Issue Date: February 1998 Page x
Contents
CHAPTER 13 - PASSENGERS..................................................................................................... 13-3
13.1. BRIEFING......................................................................................................................... 13-3
13.2. PASSENGER AND BAGGAGE WEIGHTS ....................................................................... 13-3
13.3 EMBARKING/DISEMBARKING PROCEDURES ............................................................... 13-3
13.4 SAFETY AND SURVIVAL EQUIPMENT ........................................................................... 13-4
13.5. DISCIPLINE ...................................................................................................................... 13-5

Smoking....................................................................................................................... 13-5
13.6. ALCOHOL......................................................................................................................... 13-5
13.7. AUTHORITY OF CREW ................................................................................................... 13-5
13.8 CARRIAGE OF PASSENGER OPERATING ELECTRONIC DEVICES ............................. 13-6
13.9. DRESS ............................................................................................................................. 13-6
13.10. CARRIAGE OF FREIGHT WITH PASSENGERS.............................................................. 13-6
13.11. USE OF CO-PILOT SEAT FOR A PASSENGER .............................................................. 13-7
CHAPTER 14 - HEALTH, SAFETY AND OCCURRENCE REPORTING....................................... 14-3
14.1 HEALTH, SAFETY AND THE ENVIRONMENT................................................................. 14-3

Chief Executive ............................................................................................................ 14-3
Line Supervision........................................................................................................... 14-4
Employees ................................................................................................................... 14-5
Implementation ............................................................................................................ 14-5
14.2. HEALTH AND FITNESS.................................................................................................... 14-6
Periodic Medical Checks .............................................................................................. 14-6
Drugs and Alcohol Policy.............................................................................................. 14-6
Alcohol ......................................................................................................................... 14-6
Drugs ........................................................................................................................... 14-7
Smoking....................................................................................................................... 14-7
General Hygiene .......................................................................................................... 14-7
14.3. ACCIDENT/INCIDENT REPORTING AND ACCIDENT INVESTIGATION ......................... 14-8
Aircraft Accident........................................................................................................... 14-8
Aircraft Incident ............................................................................................................ 14-8
Reporting outside the Company system........................................................................ 14-9
Accident Investigation .................................................................................................. 14-9
14.4. MEDIA RELATIONS......................................................................................................... 14-9
14.5. REMOVAL OF DISABLED AIRCRAFT............................................................................ 14-10
14.6. HAZARDOUS SUBSTANCES - MAN MADE MINERAL FIBRES..................................... 14-10

Protection................................................................................................................... 14-10

FORWARD.DOC Issue Date: February 1998 Page xi
Contents
CHAPTER 15 AIRCRAFT AND PERSONAL EQUIPMENT........................................................... 15-3
15.1 PROTECTION OF PASSENGERS AND CREW ............................................................... 15-3

Seats and Seatbelts ..................................................................................................... 15-3
Immersion Suits ........................................................................................................... 15-3
Life Jackets .................................................................................................................. 15-3
Inflatable Liferafts......................................................................................................... 15-3
Underwater Location Beacons ...................................................................................... 15-4
Materials Used in Upholstery and Internal Trim ............................................................ 15-4
Helicopter Flotation Gear.............................................................................................. 15-4
Security of Cargo ......................................................................................................... 15-5
Sideways Facing Seats ................................................................................................ 15-5
15.2. EQUIPMENT FITTED IN AIRCRAFT ................................................................................ 15-5
Emergency Locator Transmitters.................................................................................. 15-6
Cockpit Voice Recorders (CVR).................................................................................... 15-6
Flight Data Recorder (FDR).......................................................................................... 15-6
High Intensity Strobe Lights (HISLs) ............................................................................. 15-6
Ground Proximity Warning Systems (GPWS)............................................................... 15-7
First Aid Kits................................................................................................................. 15-7
Survival Equipment ...................................................................................................... 15-7
Radio Transmission Equipment .................................................................................... 15-7
CHAPTER 16 - OPERATIONAL PROCEDURES .......................................................................... 16-3
16.1. COMMUNICATIONS AND FLIGHT FOLLOWING PROCEDURES ................................... 16-3
16.2. FUEL PLANNING.............................................................................................................. 16-4

Aeroplanes ................................................................................................................... 16-4
Helicopters ................................................................................................................... 16-4
16.3 CARRIAGE OF DANGEROUS GOODS AND RESTRICTED ARTICLES BY AIR ............. 16-5
16.4. CARRIAGE OF FREIGHT WITH PASSENGERS.............................................................. 16-7
16.5 SHUTDOWNS AWAY FROM BASE ................................................................................. 16-7
16.6. USE OF CO-PILOT SEAT FOR A PASSENGER .............................................................. 16-8
16.7. INDEMNITIES FOR CARRIAGE OF NON-COMPANY PERSONNEL ............................... 16-8
16.8. EMERGENCY FLIGHTS ................................................................................................... 16-8

Fixed Wing Operations................................................................................................. 16-9
Helicopter Operations................................................................................................... 16-9
Types of Emergency Flight......................................................................................... 16-10
Evacuation from Work-Site/Onshore - Day................................................................. 16-10
Evacuation from Work-Site/Onshore - Night............................................................... 16-10
Evacuation from Work-Site - from Base Camp to Medical Facility.............................. 16-11
Authority for Despatch ................................................................................................ 16-11
Search and Rescue .................................................................................................... 16-11
Other Aviation Emergencies....................................................................................... 16-11
Typical Decision Making Team Organisation - Shore Based Aircraft (Day) ................. 16-12
Typical Decision Making Team Organisation - Shore Based Aircraft (Night) ............... 16-12
Typical Decision Making Team Organisation - Offshore Based Aircraft (Day & Night)..16-12
16.9 ADVERSE WEATHER POLICY ...................................................................................... 16-13

FORWARD.DOC Issue Date: February 1998 Page xii
Contents
PART 4 - AIR OPERATIONS, SPECIFIC
CHAPTER 17 - AIR SUPPORT OF LAND SEISMIC OPERATIONS ............................................. 17-3
17.1. HELICOPTER SUPPORT OF LAND SEISMIC OPERATIONS.......................................... 17-3

Provision of Helicopter Support .................................................................................... 17-4
Twin Engine Helicopter Performance Considerations ................................................... 17-4
The Base Camp Helipad............................................................................................... 17-5
The Helicopter Rejected Take Off at Base Camps........................................................ 17-5
Line Helipads ............................................................................................................... 17-6
17.2. SEISMIC BASE CAMP CONSIDERATIONS ..................................................................... 17-6
Location ....................................................................................................................... 17-6
General Layout of the Base Camp................................................................................ 17-7
Helicopter Parking Areas .............................................................................................. 17-8
17.3. CARGO AND PASSENGER HANDLING........................................................................... 17-8
17.4. ACCOMMODATION (LIVING AND WORKING) ................................................................ 17-8

Flight Operations Office ............................................................................................... 17-9
Engineering Facilities ................................................................................................... 17-9
Sleeping Quarters ...................................................................................................... 17-10
17.5. AVIATION FUEL ............................................................................................................. 17-10
17.6. BASE CAMP HELIPAD LIGHTING.................................................................................. 17-11
17.7. BASE CAMP LOCATION AIDS ....................................................................................... 17-11
17.8. BASE CAMP COMMUNICATIONS ................................................................................. 17-11
17.9. FOCAL POINT PERSONNEL.......................................................................................... 17-12

Company/Contractor Liaison ...................................................................................... 17-12
Base Camp Personnel................................................................................................ 17-12
Air Operations Supervisor .......................................................................................... 17-12
Pilots .......................................................................................................................... 17-13
3D Seismic Operations............................................................................................... 17-13
Engineers ................................................................................................................... 17-14
Refuellers................................................................................................................... 17-14
Loadmasters (also known as Hookmen, Marshallers).................................................. 17-14
Radio Operators ......................................................................................................... 17-14
Winch Operators ........................................................................................................ 17-15
Training...................................................................................................................... 17-15
Explanatory Note on Pilots Qualifications and Training............................................... 17-15
17.10. PROTECTIVE CLOTHING AND EQUIPMENT................................................................ 17-15
17.11. HELICOPTER OPERATORS .......................................................................................... 17-16

Aircraft Scheduling ..................................................................................................... 17-16
Air Operations Safety Meetings .................................................................................. 17-16
Responsibilities of the Contractor ............................................................................... 17-16
Pilots remaining at the Controls of the Helicopter ....................................................... 17-17
Radio Communications .............................................................................................. 17-17
Flight Following .......................................................................................................... 17-17
Search and Rescue .................................................................................................... 17-18
Helicopter Winches .................................................................................................... 17-18
Crash Rescue Boxes .................................................................................................. 17-18
Emergency Locator Transmitters, Aircraft Homing Devices and Survival Equipment.. 17-18

FORWARD.DOC Issue Date: February 1998 Page xiii
Contents
Navigation Equipment ................................................................................................ 17-19

Lifting Equipment ....................................................................................................... 17-19
Helicopter Cargo Hooks.............................................................................................. 17-20
External Load Operations ........................................................................................... 17-20
Carriage of Dangerous Goods (Restricted Articles)..................................................... 17-21
Rotors Running Refuelling.......................................................................................... 17-22
Use of Helicopters and Facilities by Third Parties ....................................................... 17-23
17.12. LONG LINE SEISMIC SUPPORT ................................................................................... 17-23
Basis for Requirement ................................................................................................ 17-23
Conventional Operations ............................................................................................ 17-24
Long Line Operations ................................................................................................. 17-24
Considerations ........................................................................................................... 17-24
Helicopter and Equipment Selection for Long Line Operations ................................... 17-25
Trace Baskets ............................................................................................................ 17-25
Dropping Zones (D.S.s) .............................................................................................. 17-25
Personnel - Pilots ....................................................................................................... 17-26
Personnel - Crewmen ................................................................................................. 17-26
Personnel - Hookman................................................................................................. 17-26
17.13. SEISMIC LINE OPERATIONS ........................................................................................ 17-26
Landing Areas and Clearings...................................................................................... 17-26
Line Helipads in Desert Areas (Special Considerations).............................................. 17-27
Line Helipads in Mountainous Areas (Special Considerations) .................................... 17-27
Line Helipads in Jungle Areas (Special Considerations).............................................. 17-28
Ground to Air Communications................................................................................... 17-29
Hazards...................................................................................................................... 17-29
Aircraft Shutdown ....................................................................................................... 17-30
Administration and Documentation ............................................................................. 17-30
CHAPTER 18 - HELIRIG OPERATIONS....................................................................................... 18-3
18.1 GENERAL......................................................................................................................... 18-3

Provision of Helicopter Support .................................................................................... 18-3
Helicopter Contract....................................................................................................... 18-4
18.2. HELICOPTERS................................................................................................................. 18-4
18.3. BASE AIRPORT FACILITIES............................................................................................ 18-5

Buildings ...................................................................................................................... 18-5
Hard-Standings and Aprons.......................................................................................... 18-5
Service and Ground Equipment.................................................................................... 18-5
Aviation Fuel ................................................................................................................ 18-6
Base Camp Facilities and Procedures .......................................................................... 18-7
Personnel ..................................................................................................................... 18-7
Safety........................................................................................................................... 18-7
Specific Items............................................................................................................... 18-8
Emergencies ................................................................................................................ 18-9
Standards and Practices............................................................................................... 18-9
Communications .......................................................................................................... 18-9
Publications and Documentation .................................................................................. 18-9
Designed Documentation ........................................................................................... 18-10
Accounting ................................................................................................................. 18-10
Flying Programme...................................................................................................... 18-11
Manifests and Loadsheets .......................................................................................... 18-11
Refuelling Sheets ....................................................................................................... 18-11
Medical Evacuation .................................................................................................... 18-11
18.4. RIGSITE ......................................................................................................................... 18-11

FORWARD.DOC Issue Date: February 1998 Page xiv
Contents
Considerations ........................................................................................................... 18-11

Equipment.................................................................................................................. 18-12
Fuel Storage and Consumption .................................................................................. 18-13
Jet A-1 Refuelling Units.............................................................................................. 18-14
18.5. JET A-1/DIESEL FUEL TRANSPORTATION - SEAL DRUMS ........................................ 18-14
Identification............................................................................................................... 18-15
18.6. HELIRIG ......................................................................................................................... 18-15
Pre-Rig Arrival............................................................................................................ 18-15
Rig in Broken Down State........................................................................................... 18-15
Rig Arrival .................................................................................................................. 18-16
Rig Mobilisation.......................................................................................................... 18-16
Rig Assembly ............................................................................................................. 18-16
Demobilisation/Rig Move............................................................................................ 18-17
18.7. LOADMASTER ............................................................................................................... 18-18
18.8. HELICREW EQUIPMENT ............................................................................................... 18-19
18.9. HELIRIG SLING EQUIPMENT ........................................................................................ 18-20
18.10. HELICOPTER LOADS ...................................................................................................... 18-21

Casing........................................................................................................................ 18-21
Consumables, General ............................................................................................... 18-21
Consumables, Mud Chemicals ................................................................................... 18-21
Consumables, Cement ............................................................................................... 18-21
Consumables, Barytes................................................................................................ 18-21
CHAPTER 19 - OFFSHORE EXPLORATION ............................................................................... 19-3
19.1 GENERAL......................................................................................................................... 19-3
19.2. POLICY ON OVERWATER FLIGHTS............................................................................... 19-3
19.3. ADVERSE WEATHER POLICY ........................................................................................ 19-3
19.4. OFFSHORE ALTERNATES .............................................................................................. 19-3
19.5. TWIN ENGINED HELICOPTER PERFORMANCE CONSIDERATIONS ........................... 19-4
19.6. PASSENGER HANDLING FACILITIES ............................................................................. 19-5
19.7. MAINTENANCE FACILITIES ............................................................................................ 19-6
19.8. AIRFIELD REQUIREMENTS............................................................................................. 19-7
19.9. OFFSHORE HELIDECKS ................................................................................................. 19-7

Design and Construction............................................................................................... 19-7
Maintenance and Inspection ......................................................................................... 19-8
Fire Fighting and Crash Rescue Equipment.................................................................. 19-8
Passenger Facilities ..................................................................................................... 19-9
19.10. EMERGENCY GAS RELEASE ON OFFSHORE PLATFORMS ........................................ 19-9
19.11. EMERGENCY GAS RELEASE ON OFFSHORE PLATFORMS - NORMALLY UNATTENDED

INSTALLATIONS (NNMP)............................................................................................... 19-10
19.13. SHUTTING DOWN A HELICOPTER ON A REMOTE INSTALLATION ........................... 19-10
19.14. HELICOPTER OPERATIONS DURING PRODUCTION TESTING.................................. 19-11

FORWARD.DOC Issue Date: February 1998 Page xv
Contents
19.15. SAFETY AND SURVIVAL ............................................................................................... 19-11
19.16. HELICOPTERS BASED OFFSHORE ............................................................................. 19-12
19.17. SAFETY UNDER THE ROTOR DISC ON OFFSHORE HELIDECKS .............................. 19-12
19.18. HEIGHT OF ROTOR DISC ............................................................................................. 19-12
19.19. ROTOR SPEED .............................................................................................................. 19-13
19.20. EFFECT OF WIND AND MOVEMENT OF HELIDECK ................................................... 19-13
19.21. SIZE OF HELIDECKS AND POSITION OF ACCESS POINTS ....................................... 19-13
19.22. NUMBER OF AIRCREW AND ACTIVITY........................................................................ 19-13

Heli-Admin ................................................................................................................. 19-13
Helicopter Operators .................................................................................................. 19-13
HLO ........................................................................................................................... 19-14
Passengers ................................................................................................................ 19-15
Cranes ....................................................................................................................... 19-16
19.23. HELICOPTER UNDERWATER ESCAPE TRAINING (HUET) ......................................... 19-16
19.24. MEDICAL EVACUATION (MEDEVAC) FROM OFFSHORE............................................ 19-16
19.25. HELICOPTER ROTORBRAKE - THE REQUIREMENT FOR FLIGHTS OFFSHORE...... 19-17
19.26. MOTION LIMITS FOR LANDING ON MOVING DECKS.................................................. 19-17
CHAPTER 20 - OTHER SPECIALISED OPERATIONS ................................................................ 20-3
20.1. AERIAL TOP SPRAYING.................................................................................................. 20-3
20.2. OIL DISPERSANT SPRAYING ......................................................................................... 20-4
20.3. WINCH OPERATIONS ..................................................................................................... 20-4

Emergency Winch Capability........................................................................................ 20-4
Winch Equipment......................................................................................................... 20-5
Empty Winch Hooks..................................................................................................... 20-5
20.4. HELICOPTER EXTERNAL LOAD OPERATIONS ............................................................. 20-5
Specialist Personnel ..................................................................................................... 20-6
Pilots ....................................................................................................................... 20-6
Aircrewmen ............................................................................................................. 20-6
Loadmasters............................................................................................................ 20-6
Lifting Equipment ......................................................................................................... 20-6
Personal Protective Equipment .................................................................................... 20-7
20.5. SAR PROCEDURES......................................................................................................... 20-7
20.6. DESERT OPERATIONS ................................................................................................... 20-8
20.7. COLD WEATHER OPERATIONS ..................................................................................... 20-8

FORWARD.DOC Issue Date: February 1998 Page xvi
Intentionally Blank

Part 1 - Management Considerations Determination of Air Transport Requirement
CHAPTER 1 - GENERAL CONSIDERATIONS .............................................................................. 1-3
1.1. AIM....................................................................................................................................... 1-3
1.2. SETTING AN AVIATION POLICY........................................................................................ 1-3
1.3. USE OF NON-SCHEDULED AIRCRAFT.............................................................................. 1-4
1.4. CHOICE OF SINGLE OR MULTI-ENGINED AIRCRAFT ..................................................... 1-4
1.5. RISK/ENVIRONMENT - HELICOPTERS.............................................................................. 1-4
1.6. OVER WATER OPERATIONS - MINIMUM SAFETY REQUIREMENTS .............................. 1-5
1.7. REVIEW AND REVIEW OF AVIATION COMPANIES .......................................................... 1-6
1.8. SUPERVISION ..................................................................................................................... 1-6
1.9. REGULATORY GUIDELINES .............................................................................................. 1-6
1.10. AVIATION ADVISER INVOLVEMENT IN SCOUTING TRIP ................................................ 1-6
1.11 HOW THE AVIATION ADVISER CAN ASSIST IF NO SCOUTING TRIP IS CARRIED
OUT ..................................................................................................................................... 1-7
1.12 LOGISTIC DIFFICULTIES AFFECTING OPERATING COMPANY OBJECTIVES .............. 1-7
1.13. RISK INHERENT IN OTHER FORMS OF TRANSPORT ..................................................... 1-7
1.14. ACCEPTING LIFTS ............................................................................................................. 1-8
1.15. FLIGHTS ON GROUP COMPANY BUSINESS BY PRIVATE PILOT LICENCE

HOLDERS............................................................................................................................ 1-8
1.16. SENIOR EXECUTIVE PASSENGERS ................................................................................. 1-8
1.17. EMERGENCY FLIGHTS ...................................................................................................... 1-8
1.18. EMERGENCY EVACUATION BY AIR.................................................................................. 1-9

CHAPTER 1 Issue Date: February 1998 Page 1-1
Intentionally Blank

GENERAL CONSIDERATIONS
1.1. Aim
1.1.1. The aim of this Manual is to provide a ready reference for the management of aviation.
It deals with operations from the conceptual phase onwards. In doing so it addresses the
factors to be taken into account when contemplating aircraft operations, the tendering
and contractual process, the setting up of support facilities and the expectations required
of our contractors.
1.1.2. Clearly the Air Transport Industry is enormous, with its own accepted structures,
processes and standards. However, these do not necessarily relate directly to the
practices, procedures and requirements of the Oil Industry, whilst those responsible for
managing aviation, particularly if they are not aviation specialists, cannot hope to
develop immediate expertise. This Manual and the readily available support from
Aviation Advisers, should enable them to plan, develop and control, safely and
efficiently, air transport operations that are best suited to their needs.
1.2. Setting an Aviation Policy
1.2.1. Companies should consider the establishment of an Aviation Policy to provide guidelines
for the safe, economic and efficient use of aircraft in support of Company operations.
Such a policy would apply equally to Company and contractors` personnel.
1.2.2. As an example the aviation policy could require that:
1.2.2.1. Preference be given to the use of those international airlines and regional
carriers with low accident rates. Where any doubt exists, advice is should
be sought from an aviation adviser.
1.2.2.2. Exposure to high risk operations should be minimised. In this regard, fixed
wing aircraft flying into established airports are to be preferred to operations
into airstrips or flight by helicopter.
1.2.2.3. For all aviation activities, other than scheduled airline travel, only aircraft
operators and aircraft types approved for use by the accredited Aviation
Adviser should be used.
1.2.2.4. Contracted aircraft are to be operated only by aircrew, and maintained by

engineers, meeting specified minimum qualifications, and experience and
currency requirements.
1.2.2.5. Aircraft operators are to meet Company Insurance requirements.
1.2.2.6. Specific operational restrictions may be applied, taking account of the

contractor and local environment; amongst these will be the requirement to
operate to public transport standards and to meet airfield performance
criteria.
1.2.2.7. The decision to use aircraft should be weighed against the alternatives of
using other forms of travel, taking full account of operational, economic
and, above all, safety implications.

1.3. Use of Non-Scheduled Aircraft
1.3.1. When travel by non-scheduled aeroplane or helicopter is deemed appropriate, this may
be on dedicated contract aircraft, by spot charter or on aircraft of joint venture partners.
In these cases, specialist advice should be sought from the Aviation Adviser regarding
the approval status of the aircraft operator and aircraft type, and the qualifications of the
pilots to be used.
1.3.2. The operator must always be properly licensed for the task, in terms of both operations
and maintenance. Pilots and engineers should meet as a minimum the requirements set
out in this Manual.
1.3.3. The normal flight crew complement is to be 2 pilots although single pilot operations are
acceptable in certain circumstances. Guidance should be sought from the Aviation
Adviser when single pilot operations are proposed.
1.4. Choice of Single or Multi-Engined Aircraft
1.4.1. A major requirement is that at all times from take-off to landing, including the en route
phase, in the event of an engine failure, the fixed wing aircraft must be able to make a
safe emergency landing and the helicopter a safe autorotative landing. A safe landing is
defined as the aircraft being substantially undamaged and the occupants unhurt. This
may restrict the use of single engine aircraft for use in harsh environments and for night
operations and flight under IFR conditions. Only twin engine helicopters crewed by two
qualified night current instrument pilots shall be used for all IFR and any night flight
operations.
1.4.2. Where flight routes are at relatively lower levels, over short distances and favourable
terrain, and supported by closely monitored flight following with back up Search and
Rescue resources, day Visual Meteorological Conditions, i.e. Visual Flight Rules (VFR),
single engine aircraft may be acceptable (e.g., seismic or geology support or float
planes).
NOTE: A qualified aviation consultant should be contacted prior to chartering/

contracting for single engine aeroplanes.
1.4.3. Certification standards for twin engine aeroplanes vary significantly relative to
demonstrated and documented performance criteria. Those aeroplanes certificated to
Federal Aviation Regulation (FAR) Part 25 (or equivalent such as JAR 25) have higher
performance criteria than those certificated to FAR Part 23 (or equivalent). A qualified
aviation consultant should be contacted to assist in the selection of an appropriate twin
engine aeroplane. Major considerations in the selection of an aeroplane are,
performance, runway requirement, including type of surface, airport elevation, obstacle
clearance, terrain, and mission requirements.
1.4.4. Wherever practical those aircraft that are certificated to Part 25 or JAR 25, or have
demonstrated and published single engine performance which meets the criteria of Part
25 should be used.
1.4.5. It is further recommended that turbine powered twin engine aeroplanes crewed with two
pilots be used wherever practical.
1.5. Risk/Environment - Helicopters
1.5.1. In determining the class of helicopter to be specified for a specific contract, factors to be
considered are harsh and non-harsh operating environments. The environment may
affect the methods of operation and the equipment selected. Risk factors to be
considered in assessing and characterising the environment are:

Geographical characteristics of the operating area
Politically sensitive areas
Weather conditions, including temperatures
Performance characteristic of the helicopter
Search and rescue resources and response time.
1.5.2. Harsh or Hostile Environment: For this operating environment, a Class I or Class II
performance helicopter should be specified because it is an environment in which a
successful emergency landing cannot be assured, or the occupants of the helicopter
cannot be adequately protected from the elements, or search and rescue
response/capability cannot be provided consistent with the anticipated exposure.
1.5.3. Non-Harsh or Non-Hostile Environment: For this operating environment, a Class I, Class
II, or Class III performance helicopter may be specified because it is an environment in
which a successful emergency landing can be reasonably assured, the occupants can be
protected from the elements, and search and rescue response/capability is provided
consistent with anticipated exposure. The definition of Class I, II and III is found at
19.5.8.
1.6. Over Water Operations - Minimum Safety Requirements
1.6.1. Only twin engine helicopters should be used when operating in a harsh environment such
as remote jungle, arctic conditions, or cold weather water offshore operations, and when
search and rescue resources are limited. These helicopters when operated over water
shall also be fitted with flotation equipment. The helicopter will also carry life rafts.
Double-sided reversible life rafts are recommended for offshore helicopter operations.
Transport helicopters shall carry two rafts as a minimum each capable of 50% overload
so that in the overload condition one raft will contain all helicopter occupants. Where
possible, and given the option, it is desirable that life rafts be externally jettisonable.
Depending on water temperatures and search and rescue response time and resources,
passengers may have to wear an approved immersion suit and with approved life vest.
1.6.2. Single Engine - if permitted by local regulatory authorities, single-engine helicopters may
be operated over open water beyond auto-rotational distance from land provided ALL of
the following conditions are met:
• The environment is determined to non-harsh or non-hostile
• Daytime VFR operations, and the helicopter shall be on the helideck offshore
or on the beach 30 minutes prior to official sunset.
• The helicopter is fitted with flotation devices
• Inflatable buoyancy vest worn by each person on board
• Each helicopter is fitted with a life raft secured to the helicopter by a lanyard
• Water temperatures are above 60°F
• Acceptable Search/Rescue Services available
• Helicopter operations are conducted with constant radio watch

• Helicopter characteristics have been demonstrated by experience to provide

safe emergency landings and terrain survivability
1.7. Review and Review of Aviation Companies
1.7.1 Any aircraft operator invited to tender should be reviewed and approved by the Aviation
Advisor. Furthermore, all operators should be reviewed on a regular basis.
1.7.2 Operators used for Ad hoc charter flights are also subject to review. Should this not be
practical, an exceptional “one off clearance” may be given subject to certain criteria
being met and accepted, although it must be recognized that this provides less
assurance about the safety of the operation and the contractor’s suitability for the
proposed task.
1.8. Supervision
1.8.1. All Companies using aircraft should have a nominated focal point, responsible for
overseeing aviation activities in accordance with the advice laid down in this manual.
Advice is available at all times from the nominated Aviation Adviser, and this
advice is supplemented by the "Guidance to Air Operations Supervisors" booklet
issued by E&P Forum.
1.9. Regulatory Guidelines
1.9.1. Most Governments have some form of Civil Aviation Authority, the function of which is to
lay down standards for both the aircraft and the manner in which they are operated.
However, Aviation Authorities vary in their effectiveness and standards, although a good
aircraft operator may apply more exacting standards than those legislated. Indeed, even
the best Aviation Authority can only lay down minimum standards, and the ultimate
responsibility for safety in the air lies with the aircraft operator.
1.9.2. This Manual has been formulated from both best industry practice and the regulations of
the leading regulatory authorities; it does not however, seek to impose unreasonably high
standards. Indeed, additional requirements may be imposed on any operation by the
civil aviation authority in the host country.
1.10. Aviation Adviser Involvement in Scouting Trip
1.10.1. Aviation Adviser involvement, in the early stages of planning a new venture where
aircraft transport, is an option which has proved invaluable in arriving at the optimum
solution for aviation transport requirements. In such cases, Aviation Adviser
representation on the scouting team provides the necessary expertise to evaluate
influencing factors such as terrain, distances, climate, SAR facilities, and make timely
recommendations. In remote and developing areas, a considerable lead time (typically a
minimum of six months) may be required to ensure availability of suitable aircraft
operated by an approved contractor.
1.10.2. To varying degrees, all types of aircraft will require ground facilities, and the location and
siting of runways, helicopter operating area, hangarage and aviation administration
facilities require careful consideration in order to minimise 'dead' flying time, while
providing adequate support. Adequate lead time is also required for the planning of
these facilities.

1.11. How the Aviation Adviser Can Assist If No Scouting Trip is Carried Out
1.11.1. Aviation Adviser involvement at the earliest possible stage is encouraged, as details of
operating performance of various aircraft types are held, and the necessary expertise
exists for interpreting these parameters in the context of the potential operating
environment. The most suitable aircraft for the task is essential if the operation is to be
safe and ton/mile or seat/mile costs are to be minimised. Should analysis of the potential
traffic show that load and frequency requirements can be met with a single aircraft,
before letting such a contract account should be taken of the need for continuous
availability (which cannot be guaranteed with only one aircraft on site), and the need for
mutual search and rescue support if adequate coverage is not provided by local civil or
military authorities. As an alternative to a sole use or 'hull' charter, if the local aviation
industry is sufficiently well developed, it may be possible to enter into a service
agreement for "call-off" as required from a pool of suitable aircraft.
1.12. Logistic Difficulties Affecting Operating Company Objectives
1.12.1. Where large numbers of personnel have to be moved over long distances on a regular
basis, a dedicated aircraft service should be considered. Regular scheduled services
may be available, or offered by a national airline, and, if so, block booking of seats will
invariably represent the most economical option, although standards vary widely, and
before selecting such an option Aviation Adviser advice should be sought.
1.12.2. Where distances are relatively short, but no infrastructure exists, then charter of a
smaller aircraft is likely to prove necessary. Chapter 2 deals with the advantages and
disadvantages of various types of aircraft, but at the stage of assessing whether or not air
transport will be required or cost-effective, it is important to realise that the simpler (and
cheaper) unpressurised aircraft may be incapable of crossing safely high mountain
ranges, or avoiding severe weather.
1.12.3. Only in exceptional cases will the carriage of freight alone justify the regular use of air
transport, such as for the deployment of high-cost rented specialist equipment, or where
land transportation is either impracticable or prohibitively expensive.
1.13. Risk Inherent in Other Forms of Transport
1.13.1. Aviation support generally, and particularly the use of helicopters in areas where
infrastructure is poor or non-existent, should be considered not only against costs, but
also against the risk to personnel and costly equipment when transported by other
means.
1.13.2. As a general rule, over the shorter distances where roads are well developed or waters
are calm, surface transport is preferred. However, this may not always be the case and
analysis of the factors is required.
1.13.3. For example, in desert areas with poorly marked tracks, the possibility and consequences
of drivers becoming lost can be significant. In mountainous regions, where roads are
badly constructed or maintained, land transport may also be hazardous. Also, where
driving standards are generally low, the risk of collision is a factor, particularly at night.
1.13.4. In offshore operations, it has been found that, even with the facilities located close to the
coastline, it may not always be practical to transfer personnel from marine craft, to the
fixed structure in conditions of poor weather or heaving seas. For this reason helicopters
are invariably used, at least for much of the year.
1.13.5. Terrorism can also be a significant risk, both on the ground and in scheduled airlines.
Where operations take place in such areas, sole-use aircraft may represent the only
secure form of transport.

1.14. Accepting Lifts
1.14.1. Personnel are sometimes offered lifts in private aircraft or in aircraft operated by
unreviewed or non-approved companies. In such cases the Aviation Adviser is unable to
comment on the operators 'Safety'.
1.14.2. For this reason, accepting 'lifts' on aircraft is discouraged when travelling on business; in
such cases the unknown safety risk should be weighed against the importance to the
business relationship, as well as any possible embarrassment, in declining a seemingly
reasonable offer. Conversely, Corporate operations tend to be at the safe end of general
aviation and the Aviation Adviser may well be able to provide guidance on a particular
operation. At the very least, prospective passengers should check that their personal
insurance is not adversely affected by flying in a privately operated aircraft.
1.15. Flights on Company Business by Private Pilot Licence Holders
1.15.1. From time to time, enquiries are received from Company employees holding PPL about
the policy for use of private aeroplanes when travelling on Company business.
1.15.2. Stringent operating and technical standards are required of aircraft contractors or
company aviation departments before approval is given to operate services in support of
Companies, and it is unlikely that a non-professional pilot will meet either the
qualification/experience requirements or that maintenance standards of his aircraft would
be acceptable. The type of aircraft normally owned by private individuals is also unlikely
to be approved, and for these reasons, private flying on company business is not
recommended.
1.16. Senior Executive Passengers
1.16.1. In Companies with a large management team and limited, heavily utilised aircraft
services, the question frequently arises whether senior executives should fly together in
the same aircraft. On this difficult matter there can be no hard and fast rule, but
consideration should be given to limiting the number of senior executives flying in the
same aircraft be it on a scheduled service, chartered or company owned aircraft.
1.16.2. The criteria used by the Aviation Adviser when evaluating types of aircraft and suitability
of operators to transport Company personnel are designed to determine that chartered
operations may be conducted at a level of safety compatible with the Company safety
policy.
1.17. Emergency Flights
1.17.1. Even if aircraft are not employed on day to day business, Companies should consider
inclusion of an emergency flight Medrescue procedure in their Company Emergency
Procedure Guide. Such arrangements would be a sensible precaution in those areas
where operations take place far from proper medical facilities.
1.17.2. In some cases, particularly remote areas, it may well be possible to pool emergency
requirements with third parties.
1.17.3. If aircraft for use in emergency are not available in the country in which operations are
conducted, it may be possible to arrange evacuation to a suitable medical facility by use
(on contract or otherwise) of an aircraft based in a convenient location in an adjacent
state.

1.18. Emergency Evacuation by Air
1.18.1. The Aviation Adviser is available for advice and for support in the provision of aircraft
outside the Companies resources.
1.18.2. Contingency plans should be prepared for the evacuation of Company personnel and
their families in an emergency. Contingency plans should take into account :
1.18.2.1. The number of people involved (Company - Contractors - families).
1.18.2.2. The nearest suitable airfield as a safe haven. If no bulk fuel of the
appropriate type (usually Jet A-1) is available there, drum fuel of the
required type with pump should be pre-positioned, stored correctly, and
maintained in date by rotation.
1.18.2.3. Alternative airfield. This should be a less obvious staging post in case the
whole operation has to be re-located in the last minute due to unforeseen
circumstances.
1.18.2.4. Whether passengers can be moved onward from the safe haven? If not,
where from? With what (helicopter)?
1.18.2.5. Using likely available resources, the time needed to complete the
evacuation.
1.18.2.6. The names of appropriate local contacts, including telephone/fax numbers.

This should include Managers of the expatriate companies with transport
aircraft (f/w and r/w) or marine vessels, such as barges etc.
1.18.2.7. The Corporate contact number (Co-ordination and Aviation Adviser), and
possible local contacts with HF or SATCOM communication equipment
1.18.2.8. Internal communications for co-ordinating the evacuation, (e.g. company

VHF-FM radio system).
1.18.2.9. Diplomatic clearance, lead time, and who obtains them. Local contacts in
all western diplomatic representations should be established.
1.18.2.10. Flight authorisation (who gives the final word and under what condition can
his deputy - name - authorise the evacuation).
1.18.2.11. The absolute minimum baggage case (5kg per family) and the standard
baggage case (20kgs per person) should be specified as appropriate when
limited air lift capacity is available.

Intentionally Blank

Part 1 - Management Considerations Selecting the Right Aircraft for the Job
CHAPTER 2 - SELECTING THE RIGHT AIRCRAFT FOR THE JOB ................................................2-3
2.1. FIXED WING, HELICOPTER, OR JOINT OPERATIONS.........................................................2-3
2.2. TYPES OF AIRCRAFT ............................................................................................................2-3

Fixed Wing ........................................................................................................................2-3
Helicopters ........................................................................................................................2-4
Performance......................................................................................................................2-5
Visual/Instrument Flight Rules (VFR/IFR) ........................................................................2-5
2.3. USE OF NON-PRESSURISED AIRCRAFT..............................................................................2-6
2.4. LIMITATIONS OF THE HELICOPTER.....................................................................................2-6
2.5. AIRCRAFT: OIL RELATED OPERATIONS .............................................................................2-7

Gravimetric and Seismic Work.........................................................................................2-7
Drilling Rig Movement by Air............................................................................................2-8
Helicopter/Tanker Operations ..........................................................................................2-8
Communications...............................................................................................................2-8
2.6. NUMBERS OF AIRCRAFT REQUIRED FOR THE TASK ........................................................2-8
2.7. AVAILABILITY OF TYPES VS OPTIMUM REQUIREMENT ..................................................2-10

Shortage of Time.............................................................................................................2-10
Operating Licence...........................................................................................................2-10
Military or Government Aircraft......................................................................................2-10
Military or Government Aircrew .....................................................................................2-10
Commercial .....................................................................................................................2-10
2.8. AIRCRAFT DATA..................................................................................................................2-10
2.9. AIRCRAFT SUPPORT FOR GROUP OPERATIONS BY MILITARY OR GOVERNMENT

OWNED OR SPONSORED ORGANISATIONS .....................................................................2-10

Intentionally Blank

Part 1 Management Considerations Selecting the Right Aircraft for the Job
SELECTING THE RIGHT AIRCRAFT FOR THE JOB
2.1. Fixed Wing, Helicopter, or Joint Operations
2.1.1. Once the decision has been taken to use air transport, the next step is to decide whether
the operation should be performed by fixed-wing aircraft or helicopters. In some cases,
such as offshore Exploration and Production support, only a helicopter will be able to land
on the offshore structures. For other operations, where base and destination are
onshore, and airstrips can be made available, a fixed wing operation is likely to be
preferable. If airstrips cannot be made available, however, then a helicopter operation is
necessary. Some operations will benefit on both cost and safety grounds from a joint
fixed wing/helicopter service.
2.1.2. Longer distances overland point towards fixed wing aircraft due to their higher speed,
thus reducing journey time, increasing comfort, and lowering operating costs. Flights of
much more than one hour's duration in a helicopter are in any case fatiguing, due to
noise and vibration levels, and, the load which the helicopter can carry decreases greatly
with increase in distance. Conversely, the helicopter is extremely practical for providing a
short distance "door to door" service.
2.1.3. Operations in jungle, forest, bush and also in mountainous areas are dictated by the
availability of existing airfields, or the ease with which they can be constructed should the
duration of the operation warrant the effort and expense.
2.1.4. Flying over desert terrain is not normally a helicopter operation. However, helicopters are
often used for survey work because of the short distances between landing areas, and
the ease with which unscheduled landings can be made to inspect areas of interest.
2.1.5. In sum, fixed wing aircraft are less costly than helicopters and should always be used
when task requirements and the operating environment permit.
2.2. Types Of Aircraft
2.2.1. When the decision to use either a fixed wing aircraft or a helicopter, or perhaps a
combination of both, has been made, the next decision is the specific type. There is a
bewildering array of different types with none designed specifically for the oil industry. The
major subdivision is the power plant. Fixed wing aircraft can be jet, turboprop and piston,
and helicopters turbine and piston, although turbine helicopters should always be used..
Fixed Wing
2.2.1.1. In the Company, owned or contract fixed wing aeroplanes may be used for:
a. Executive transportation/communications (Jet and Turboprop)
b. Commuter/crew change activity (Principally turboprop)
c. Joint passenger/freight ("Combi") movement (Turboprop)
d. Pure Freight (Turboprop)
2.2.1.2. Ad hoc charters are also employed to provide any of the above services, with
the poorer performance piston engined aircraft normally used only when
turboprops are not locally available. It is unlikely that special role equipment
will be needed, although the following types of specialist aircraft and
equipment, can be chartered:-
a. Medical evacuation

b. Large freight aircraft
c. Aerial Application
(Examples of specialist role modifications include:-)
d. Balloon tyres for desert or rough field operations
e. Deflectors to prevent engine ingestion of gravel on rough fields.
f. De-icing equipment
g. Oxygen systems in unpressurised aircraft.
2.2.1.3. Jet powered fixed wing aircraft normally require well maintained, level, hard
surfaced runways and sophisticated backup and maintenance, but have the
ability to fly high and fast. Depending on type, they can carry any number of
passengers from six to over four hundred, but they can be expensive to
operate. Some of the newer executive jets are comparable in operating costs
to turboprop aircraft of the same capacity.
2.2.1.4. Turboprop fixed wing aircraft combine the reliability of the turbine with the
lower operating costs and flexibility of the propeller. They are generally more
rugged, and can operate from smaller, less sophisticated airfields, while
requiring less back-up and maintenance. They can carry between six and
one hundred passengers, but at lower altitudes and speeds than jet aircraft.
They provide the backbone of the fixed wing aircraft support for the oil
industry.
2.2.1.5. Piston engined fixed wing aircraft are the least desirable option. They are
less reliable than turbine engines, so that the chances of a piston failure are
higher. The power to weight ratio of turbine engines is also higher than for
piston engines, providing more excess power. Piston engined aircraft are
less costly to operate than turboprops, but if suitable turboprop aircraft are
available at affordable cost, they are strongly preferred. Airfield requirements
for piston engined aircraft are similar to those needed by turboprops with
variations depending on the specific type.
Helicopters
2.2.1.6. Turbine power is the standard for helicopters which are capable of carrying
more than about three passengers. Due to much greater reliability of turbine
engines, and the increased power availability, turbine powered machines
should always be chosen.
2.2.1.7. Helicopters can be used in a multitude of roles. Owned or contract machines

are usually configured in passenger or Combi role, with the capability of very
quick change to search and rescue aircraft by installation of a winch or hoist.
Such equipment is not normally carried simultaneously with passengers
because of the weight penalty, requirement to carry a winchman or operator,
interference with safety arrangements and blocking of normal or emergency
exits. Role change from passenger to SAR can take as little as 10 minutes
on certain types provided maintenance personnel and aircrews are given
regular practice in this activity.

2.2.1.8. The extent to which search and rescue duties may be undertaken will depend
on the specialist equipment carried in addition to the winch: such equipment
may invariably include full instrumentation for operation in bad weather by
day, plus auto-hover for operations in fog or by night. Actual rescues by night
requires additional search equipment. Each increase in capacity adds to the
cost of the helicopter partly because of the hardware needed and partly
because of the additional pilots required to provide 24 hour service. The level
of training needed to keep aircrew fully competent in the night SAR role also
contributes to the high costs.
2.2.1.9. Other examples of helicopter specialist role equipment include:
a. Camera (vibration free mounts)
b. Cargo hook (including long-line)
c. Datalink (Automatic position reporting)
d. Emergency Medical Kit (Airborne ambulance)
e. Fixed floats (for amphibious operations)
f. Loud hailer (for airborne control of rig evacuations etc.)
g. Nightsun (searchlight)
h. Oil pollution spraying (either fitted or underslung)
i. Aerial Application (for top dressing)
Performance
2.2.1.10. Only flight manuals approved by competent airworthiness authorities contain

performance information which can be regarded as accurate, and each
situation and/or aircraft type must be carefully assessed for the proposed
task. The Aviation Adviser's advice should be sought, as various marks and
modification states of a specific type may differ enormously.
Visual/Instrument Flight Rules (VFR/IFR)
2.2.1.11. The aircraft service requirement and the operating environment vary widely
between areas and type of company activity, and before starting the process
of acquiring air support, the Aviation Adviser should be approached, to
assess the requirement, and advise whether IFR operations are necessary.
2.2.1.12. In essence, VFR aircraft operate on a 'see and be seen' basis in weather
conditions (outside controlled airspace where special rules will apply) where
the aircraft can remain at least 1 nautical mile horizontally and 1,000 feet
vertically from cloud, and in flight visibility of at least 3 nautical miles (5 n.m.
above 3,000 feet a.s.l.) or 1nm for helicopters. In Europe, more complicated
rules apply to helicopters operating over water.
2.2.1.13. If the above weather conditions cannot be met, then the aircraft will have to
conform with Instrument Flight Rules, which dictate a certain standard of
aircraft instrumentation, pilot qualifications, routing and reporting procedures.
This will invariably necessitate some form of landing aid and approach
procedure approved by the regulatory authority at the destination, and this will
normally mean taking off from and landing at an established properly
equipped airfield or heliport.

2.2.1.14. There are numerous exceptions, exemptions and additional restrictions to

qualify the above requirements, and it is essential for the maintenance of
flight safety standards that the rules are strictly followed; any pressure to
continue operations under VFR in conditions that do not technically allow
them is extremely dangerous and a common cause of fatal accidents in the
industry. Conversely, there is no point in paying the incremental cost for an
IFR capability if this is not required and the en-route and destination
navigation aids required for it do not exist at the operating locations.
2.2.1.15. One exception to the above is helicopter flight over water, when an IFR
capability is always recommended because of the increased safety margins
derived from higher standards of training of aircrew and higher aircraft
equipment standards that attend this capability. The capability is especially
important in marginal conditions when horizon is indistinct and sea surface
lacks texture, again a common cause of fatal accidents.
2.3. Use of Non-Pressurised Aircraft
2.3.1. To improve the margins of safety, pressurised aircraft should be used wherever possible
on flights above an altitude of 10,000 feet - where such an option is not available, the
Aviation Adviser may approve the use of non-pressurised aircraft taking into account such
factors as aircraft type, operator, terrain, weather patterns, airfields, navigation and
approach aids, on board oxygen equipment, routing and minimum IFR altitudes.
2.3.2. However, wherever possible, the use of non-pressurised passenger carrying aircraft
should be limited to those routes where flights can legitimately take place below an
altitude of 10,000 feet, with safe terrain clearance under all conditions. This restriction
should be reflected in contracts and the supervision of operators.
2.3.3. For cargo carrying, approved non-pressurised aircraft and approved operators may be
used subject to no passengers being carried above 10,000 feet and the flight crews using
oxygen.
2.4. Limitations of the Helicopter
2.4.1. Contrary to popular belief, a helicopter cannot climb vertically and carry out hovering
manoeuvres under all conditions. The performance of a particular helicopter is
dependent upon three main factors while taking off, hovering and landing. These factors
are:-
2.4.1.1. The effect of increased weight upon the helicopter is self evident, and strict
weight limitations are imposed upon the helicopter, because of aerodynamic
limitations and structural considerations.
2.4.1.2. Increases in both altitude and temperature will reduce air density. Under
conditions of reduced density, the rotor system of a helicopter becomes less
efficient, which means that its lifting ability or performance is reduced.
2.4.1.3. As wind speed increases, the performance, and therefore the lifting ability of
the rotor system increases. At a wind speed of some 15 knots (25 km/h) or
greater, the airflow pattern through the rotor system changes, and a
phenomenon known as translational lift takes effect. The effect of this is to
reduce the amount of power required for the helicopter to hover under a given
set of conditions. As the wind speed factor is not, of course, controllable, it
cannot be taken into account at the planning stage, although if wind blows
during the actual operation, it becomes a bonus.

2.4.1.4. Thus, from the foregoing, the worst conditions in which to operate a
helicopter, are, a hot and high environment, at a high gross weight, with no
wind.
2.4.1.5. The ability of a helicopter to climb vertically, hover at various heights (more
power is required to hover above 30 ft. (10m.) over the ground, than below it)
and manoeuvre in these flight regimes is dependent upon the amount of
excess power which is available under the prevailing air density, air
temperature and gross weight conditions. The greater the power available in
excess of that required to hover at approximately 6 ft. (2m) skid or wheel
height, the greater the flexibility the pilot will have in choosing his flight path.
2.4.1.6. However, if the helicopter is not carrying the maximum load possible, it is not
operating at its most cost effectiveness. It is therefore, unusual for the pilot to
have that flexibility and he is forced to follow a very strictly defined procedure
or flight path. He will not have the ability to climb vertically to a high hover,
may not have the ability to take-off in the safest direction, as he has to
take-off into wind, and when landing, may not be able to follow the safest
route, because he has to land into wind. Thus, to maximise cost
effectiveness, the pilot would be forced to compromise flexibility, and
ultimately safety. Therefore, for safety reasons. it is sometimes necessary to
reduce the payload. For specialist operations, such as long-line sling
operations, which require the helicopter to hover at heights often in excess of
100 ft. (27m), the payload will have to be reduced considerably.
2.4.1.7. In addition to these considerations, current twin engined helicopters spend a

short period of time, some 1 or 2 seconds, during the early stages of a
take-off, and the late stages of an approach to landing, when they will be
unable to continue flight in the event of failure of one engine. Thus, on every
take-off there is a need to rapidly achieve full single engine flying capability,
and on every landing the final speed reduction is delayed, to maintain single
engine flying capability, for as long as possible. In the event that an engine
fails while the aircraft is exposed in either of these two flight regimes, the pilot
will be committed to a landing straight ahead. This means that landing areas
need to be of certain minimum dimensions to provide a suitable landing area
in the event of an engine failure while in the critical area of flight.
2.5. Aircraft: Oil Related Operations
2.5.1. The use of aircraft in oil related operations, can greatly assist both production and
marketing by accelerating the job programme. In addition to offshore support, there are
four major areas in oil related operations where aircraft are used. These are:-
Gravimetric and Seismic Work
2.5.1.1. Small to medium sized aircraft, fixed wing and helicopter, are of great value to
ground geophysical parties in both the transport and support role. They are
able to move men and equipment quickly over terrain which would be
impenetrable at surface level, thus speeding up the operation. Helicopters
are normally used for seismic support, and by the continual preparation of
landing sites for temporary use, rapid progress can be made through the
area. This factor and the time taken in construction and preparation of sites
has a very significant impact on the cost of operation. However, there is a
higher risk involved in helicopter support of seismic operations than in most
other helicopter operations. All possible precautions should therefore be
taken to minimise the effect of an aircraft accident.

Drilling Rig Movement by Air
2.5.1.2. If a drill string can be moved into a location and out again quickly to the next
one, substantial savings can be made, helping to offset the ever-increasing
drilling costs. Aerial transport of helirigs may be cheaper than construction of
surface access roads or canals, the costs of which are not recoverable. The
speedy movement of equipment also reduces the cost of committed surface
support equipment. The advantages of speed will help in the fulfilment of
lease obligations and concession requirements generally. The use of air
transport is complex, and planning presents many difficulties such as
assessing comparative costs of equipment positioning, rig breakdown
weights, terrain conditions and geographical location, all of which must be
evaluated before a decision can be made. The advice of the Aviation
Adviser should invariably be sought by any Company contemplating such an
operation.
Helicopter/Tanker Operations
2.5.1.3. The use of helicopters to transfer stores and personnel between tankers at
sea and a land base is now accepted practice which involves special
procedures and safety precautions. The International Chamber of Shipping
under the title of "Guide to Helicopter/Ship Operations" and is the standard
work on the subject. Any Company likely to become involved with this type of
operation should seek specialist advice from the Aviation Adviser.
Communications
2.5.1.4. This is the broadest area of the four, and can be subdivided into three general
classes:-
a. senior management transport,
b. general staff transport,
c. general freight.
2.5.1.5. Costing of projects of this kind is complex, and there are many factors which
must be considered in relation to one another. While there are many cases
where the application of transport aircraft of the right type will result in
considerable savings in cost and time, there are others which show that such
savings are marginal or non-existent.
2.6. Numbers of Aircraft Required for the Task
2.6.1. Estimation of numbers of aircraft required is not always straightforward, and varies
depending on the possible fleet composition - that is whether aircraft are fixed wing,
helicopter or both, and whether one is dependent on the other as in, for example, offshore
crew changes originating from a shore airfield where changeovers take place.

2.6.2. Generally speaking, turboprop and jet fixed wing aircraft are more reliable and likely to
remain available for planned use than turbine engined helicopters: this is purely because
of the larger number of moving parts on any helicopter, and the greater maintenance
effort and "downtime" required to maintain serviceability. Numbers of fixed wing aircraft
required can therefore be estimated on the assumption that planned availability will be
approaching 100%: this will be ensured by careful attention to forthcoming maintenance
requirements on any given aircraft at the time of commencing a contract, and by accurate
forecasting of scheduled maintenance which can be brought forward (or in certain cases
slightly delayed) to coincide with, for example a period of slackened activity. If this does
not suit the Company, it may be possible to lease in a replacement aircraft for a limited
period.
2.6.3. Almost inevitably, despite their generally excellent serviceability, turboprop or jet aircraft
will suffer unscheduled 'snags' from time to time. If this unavailability can be taken up by
use of helicopters in lieu, or can simply be absorbed, then there is no case for having a
spare aircraft on site. If however, it is essential that the flying task is carried out 100%
with only minor delays acceptable, then it makes sense to have a spare available, either
permanently or on an ad hoc basis. Obviously the utilisation (hours used per month) will
have some bearing on the overall fleet establishment. The greater the planned utilisation,
the more necessary it becomes to provide an increased number of aircraft. Provided
aircrew and maintenance staff are available in sufficient numbers to ensure planned use,
turboprop aircraft can be expected to fly at least 150 hours per month, daylight use only
considered. Jet executive aircraft, because of their more specialised use, will seldom fly
more than 100 hours per month though there is no reason why this should not be
exceeded if necessary.
2.6.4. In E & P Companys employing helicopters for offshore support, it is general practice to
provide a spare helicopter to ensure the flying task is met in full. Cost of the additional
helicopter has to be weighed against numerous factors including the penalty cost to the
Company of downtime on rigs offshore, cost of waiting for specialist oil field contractors
and employee relations. The method of providing the spare machine will vary depending
on the locality of use: in remote areas, a permanent on site "spare", which is in fact
rotated within the fleet on the daily flying programme, is a sensible example of a hull
contract dedicated machine. In places where there is a great deal of helicopter activity,
such as Aberdeen, it is possible to enter into a service contract where the machines used
are drawn from a pool of like types providing service to a number of clients.
2.6.5. Broadly speaking, the same philosophy applies to provision of spare aircraft for seismic
support and helirig operations, where non completion of the flying task can have serious
operational and financial consequences. Both seismic and helirig activities generally take
place in unfriendly environments, and it is practice never to have less than two helicopters
on site regardless of task. The second machine must be available and serviceable to
undertake SAR missions in case of accident to the first machine. Flying operations would
not normally take place in the event of unserviceability of one helicopter, unless a reliable
alternative means of SAR was available.
2.6.6. Like their fixed wing counterparts, modern medium twin engined helicopters can be
expected to provide 125 hours or more per month. Competent spares backup will be
required to realise this utilisation for extended periods due to the need to change rotating
assemblies at regular intervals based on accumulated flying hours.
2.6.7. In all cases, the Aviation Adviser can advise on the optimum number of aircraft required
for any particular task.

2.7. Availability of Types vs Optimum Requirement
2.7.1. In ideal conditions the most suitable type of aircraft will always be identified and
contracted, usually after an invitation to tender has been extended to approved
contractors. Factors which may adversely influence procurement of the optimum types
for the job include:-
Shortage of Time
2.7.1.1. Desirable types may not be available due to commitment to other clients. The
time factor may also affect mobilisation if this is over a long distance.
Operating Licence
2.7.1.2. Some countries will not permit use of civil aircraft which are not already on the
register of civil aircraft of that state. Normally it is possible to get round this
problem by importing aircraft to work on the licence or operating permit of
companies already in the state.
Military or Government Aircraft
2.7.1.3. As covered in 2.9, these bodies may insist on use of specific types either
military or civil, and whether approved or not for Company use. Influence on
costs and operating standards in such cases is likely to be minimal.
Military or Government Aircrew
2.7.1.4. If the qualifications, experience and observed safety standards of imposed

aircrew are seen to be unacceptable, it may be possible to specify use of an
aircraft type which is not in service with that Military or Government, in which
case, certainly for a while at least, suitably qualified pilots may be imported
complete with the aircraft. In these circumstances, the aircraft used may not
be ideal practically, but from the safety viewpoint entirely acceptable.
Commercial
2.7.1.5. Differences in bid prices for various types of aircraft may point to use of a
particular machine. Before deciding, however, a careful comparison of costs
between the optimum operational type and the economically preferable type
will have to be carried out taking utilisation into account, as this will vary
according to the size and speed of the contenders.
2.8. Aircraft Data
2.8.1. Aircraft type and mark specifications vary widely and are constantly changing as
modifications are incorporated. Any attempt to publish data for use by Companys
therefore has inherent dangers and the Aviation Adviser should be consulted in all cases.
2.9. Aircraft Support For Company Operations By Military Or Government Owned Or

Sponsored Organisations
2.9.1. When an Operating Company requires air support and the national situation demands
that such service be provided by the military, or government owned or sponsored civil
operators, the initiative in setting standards, improving performance, achieving
operational reliability and negotiating costs is invariably restricted.

2.9.2. Some of the more liberal sponsored civil operators will welcome and respond to the
Aviation Adviser involvement. It may not, however, be always possible to negotiate costs
and as normal contractual relationships do not exist, there are no "rights of review" and
choice of aircraft, personnel or support facilities may not be available. Even if a "review"
is agreed, there may still be no free access to information, freedom of speech,
acceptance of adverse reporting or realistic hope of action on recommendations.
2.9.3. The problems presented to an Company when obliged to use the aviation services of the
above types of organisation, can range from very difficult to the normal day to day hassle
experienced with any contractor. However, in the better cases, an almost normal
client-customer relationship can exist, albeit with the background knowledge that the
contractor can call the tune particularly when it comes to charging for services rendered.
2.9.4. In all cases, with a tendering exercise denied, there is no control of costs at the outset
and subsequent price increases for whatever reason cannot be contested with any
chance of success. In consequence, normal methods of assessing operating costs
cannot apply and contingencies must be expected.
2.9.5. A further factor which may have a significant impact on the operation is that less than
ideal aircraft types may have to be accepted with consequent incremental costs for
facilities, (e.g. longer/possibly paved runways, larger seismic helipads/clearings) and
factors such as range, payload/capacity, speed, ease of operation and fuel consumption
are not controllable.
2.9.6. Reliability and smooth running of an operation is controlled by choice of aircraft,

operations and maintenance staff, and procedures, availability of spare parts, and
back-up aircraft. None of these is truly negotiable in such a situation.
2.9.7. Difficulties are by no means confined to military operators, and monopoly operators can
and do present equally intractable fronts. The difficulty of highlighting unsatisfactory or
dangerous situations in these circumstances is of serious concern because of the
unknown and possibly considerable risks to Company personnel.
2.9.8. It is appreciated that when a concession agreement is negotiated there are many aspects
to be considered and that air transport may be considered a relatively minor item.
However, the decision to embark on an operation in the above circumstances should be
taken at the highest level after due consideration. If concern is registered with the
authority at an early stage, it may be possible to influence some of the conditions
normally set.

Intentionally Blank

Part 1 - Management Considerations Contracts and Approvals
CHAPTER 3 - CONTRACTS AND APPROVALS ..............................................................................3-3
3.1. SCHEDULED CARRIERS .......................................................................................................3-3
3.2. SOLE USE AIRCRAFT SERVICES .........................................................................................3-3
3.3. BID LIST .................................................................................................................................3-4
3.4. AIRCRAFT TYPE APPROVAL................................................................................................3-5

Procedure for Approval ....................................................................................................3-5
Aircraft Types, Marks and Modifications .........................................................................3-5
Military Aircraft Types.......................................................................................................3-5
3.5. APPROVAL AND REVIEW PROCEDURES ............................................................................3-5
3.6. INVITATIONS TO TENDER.....................................................................................................3-7
3.7. SELECTION OF TENDERERS................................................................................................3-7
3.8. TENDER EVALUATION ..........................................................................................................3-7
3.9. CONTRACT FORMULATION..................................................................................................3-8

Definitions .........................................................................................................................3-8
Insurance...........................................................................................................................3-8
Availability.........................................................................................................................3-9
Maintenance Considerations............................................................................................3-9
Training Costs...................................................................................................................3-9
3.10. ROUGH COSTING GUIDE ......................................................................................................3-9
Fixed Costs .......................................................................................................................3-9
Variable Costs.................................................................................................................3-10
3.11. TURNKEY OPERATIONS .....................................................................................................3-10
3.12. CONTRACTOR/OPERATOR PERFORMANCE MONITORING.............................................3-11

Contractor Safety Record and Philosophy towards Safety ..........................................3-11
Contractor Responsibilities............................................................................................3-12

Intentionally Blank

CONTRACTS AND APPROVALS
3.1. Scheduled Carriers
3.1.1. When the numbers of personnel required to be moved are relatively small and the
Company's operational requirement can be met by the use of scheduled fixed wing
carriers then these will invariably prove the cheapest method of moving personnel by air.
However, Companies has no "right of review" for scheduled operations. Before being
granted a licence to carry passengers on scheduled air services, an aircraft operator will
have been subjected to an examination by the relevant authority in the country of
registration, and this in many countries provides a stringent control.
3.1.2. In some countries, however, confidence in the relevant authority examinations may not be
so well founded and the quality of scheduled operations is by no means assured. The
Aviation Adviser recognises the concerns that may exist on the use of certain scheduled
airlines and is available to provide limited advice based on general industry knowledge
and observation, and to assist in producing guidelines for use of scheduled carriers.
Where, however, there remains serious doubt about the standard of scheduled
operations, then the only recourse is to establish a corporate aircraft or to arrange ad-hoc
or sole use charter of suitable aircraft; in either case the Aviation Adviser's advice should
be sought.
3.1.3. Where a scheduled carrier also performs charter work there may be different operating
standards, aircraft, crews and maintenance procedures. Moreover, the nature of a sole
use charter is often quite different from flying scheduled operations. In such cases the
Aviation Adviser would be entitled to review, and an review would be appropriate since,
for any charter operation, the Company must assume responsibility for employee safety.
3.2. Sole Use Aircraft Services
3.2.1. In companies using dedicated aircraft, there are two types of management; those
employing a Contractor, and those operating their own aircraft. The decision whether to
own and operate aircraft, whether to charter, or a combination of both, is likely to depend
on the duration of the requirement and its degree of specialisation.
3.2.2. The principal advantage of a company owning and operating its own aircraft, is that in
the long term, substantial cost savings will accrue from the elimination of the Contractor's
profit and the reduction of the contingencies factor which all Contractors include in their
contract price. In addition to these savings, there may also be considerable tax
advantages to be gained by owning aircraft. A company owned and operated aircraft
operation benefits from unquestioned employee loyalty, and their identification with aims.
Management can also maintain a much tighter control of an in-house operation.
3.2.3. Using a Contractor, on the other hand, also has its advantages. The capital commitment
is avoided, and the day to day administration of the operation becomes the responsibility
of the Contractor. The second point is to a degree offset in practice as the performance
of the Contractor has in turn to be monitored, and his administration checked. A third
major point in favour of using Contractors, is that they are required to provide their own
specialist qualified personnel, and, on termination of the contract, be responsible for
them. This eliminates the requirement for the company to recruit such specialised
personnel, and then provide suitable career development.

3.2.4. Under certain circumstances a combination of the two alternatives may be the best
solution to a particular problem. It may be worthwhile leasing aircraft, providing company
flight crew, and contracting the maintenance to an outside organisation, or, owning the
aircraft and contracting the provision of both the operational and maintenance personnel
to an outside organisation. There is obviously a wide choice when taking into account
considerations of this nature, and great care must be taken to make the correct decision.
Use of resources is valuable in enabling companies to maintain standards, and, if no
suitable Contractor and/or aircraft are available, to assist in achieving their goal.
3.2.5. If the decision is taken to set up a Company operation under any of the above categories,
then the Aviation Adviser has the necessary experience to advise closely on all
operational and technical matters.
3.3. Bid List
3.3.1. If it is decided to put the whole or any part of the aircraft operation out to contract, then
the choice of the Contractor is the next consideration. It should be noted that in order to
provide a satisfactory service the Contractor's aircraft type and the Contractor's
operations should be of a standard that can be approved by the Aviation Adviser.
3.3.2. For reasons of economy, and sometimes political necessity, a list of local operators with
the perceived potential to perform the required service should be drawn up. In regions
where the Company has maintained a presence for some time, the Aviation Adviser is
likely to be able to respond rapidly with general guidance on suitability of operators for
inclusion in a bid list. In any case, The Aviation Adviser should be requested to carry out
an operational and technical review of these operators if their approval is not current
(normal validity one year).
3.3.3. In some cases, although local operators abound in the concession area, they may lack
the necessary equipment or personnel to perform satisfactorily the contract services from
their own resources. If this is the case, then it will be appropriate either to invite tenders
only from established international operators, or if local circumstances dictate, to invite
tenders only from local operators with the support of an international aviation company.
For very specialised work such as helirig support it may be necessary to insist on aircraft,
crews and operational and administrative organisation being provided directly by the
major operator, using the local company only as the licence holder. Satisfactory results
have been achieved by using various combinations, but great care should be taken to
include only companies capable of performing cost effectively and, above all, safely on
the contract bid list to avoid possible later recriminations. While it is acceptable but not
desirable to invite tenders from operators "subject to successful review", contract award
should never be made subject to this condition. The bid list ideally should contain only
approved operators.
3.3.4. Another factor to consider when compiling bid lists is the performance, based on past
experience if any, of individual operators. This assessment should include safety record,
"value for money", ease of administration, performance on contract and ability to continue
to provide high quality service in the type of activity required.

3.4. Aircraft Type Approval
3.4.1. Great care must be taken in selecting a specific type of aircraft.
Procedure for Approval
3.4.1.1. Before considering a particular type of aircraft for use, the management
should seek advice from the Aviation Adviser on its operational suitability for
the job, and technical safety and reliability. Approval of a particular type (or
sub type) of aircraft will be granted only after an exhaustive review of
technical and in-service operational reliability, usually in an environment
similar to that envisaged. To assist in this, liaison is maintained with aircraft
manufacturers and operators world-wide.
3.4.1.2. Accidents and incidents are reviewed for the purposes of establishing trends
and monitoring corrective action.
3.4.1.3. Due to the complicated nature of helicopters (of which only turbine powered
models will be approved) and the relatively small number of types, these are
kept under constant review, and response to a type approval query will be
more or less immediate. The large number and variations of aeroplane types,
however, means that if approval is required for a type that has not previously
seen service, extended research may have to be undertaken. This process
will take from several days to some weeks if the aircraft is not on the register
of a state to whose records the Aviation Adviser has reasonable access.
Aircraft Types, Marks and Modifications
3.4.1.4. While the ultimate decision to use an unapproved type (e.g. for a one-off ad
hoc charter) must rest with the Chief Executive, it is strongly recommended
that only approved types be considered. In this context it should be noted
that an apparently small change in the type reference number may indicate a
significant difference in performance or reliability and therefore require
individual research. Furthermore, the safety and reliability of some
unapproved types is poor, and much worse than their approved counterparts.
Military Aircraft Types
3.4.1.5. Because of the lack of readily available safety and reliability information, the
use of military aircraft of any type without exhaustive review will not be
approved.
3.5. Approval and Review Procedures
3.5.1. The Aviation Adviser provides specialist advice to companies who contract aircraft on a
regular or occasional basis, or wish to screen locally available aircraft services. The
advice and assistance available is aimed at ensuring the safe and efficient use of aircraft,
partly achieved by carrying out operational, technical and limited financial reviews on
Contractors. These reviews are carried out before aircraft are contracted and during
contract periods on a regular on-going basis.
3.5.2. The Aviation Adviser aims to approve aircraft operators by establishing that they are of a
suitable standard for the provision of service to the Companies and their Contractors.
This implies not only a high standard of aircraft maintenance and operation, but also an
assessment of the operator's ability to provide a reliable and efficient service.

3.5.3. The authority to issue an approval for an aircraft operator to carry Company or
Contractors personnel should be vested only in the Aviation Adviser. This policy
determines that in view of the far-reaching implications of aircraft operator approvals,
criteria applied are consistent and interpreted by personnel with appropriate experience,
and suitably removed from possible internal pressures.
3.5.4. Aviation advisers are available to carry out operational and technical reviews of aircraft
operators, and for tendering purposes, the object is to establish by detailed inspection of
operational and maintenance procedures, whether an operator is competent to tender on
the contract. The procedure normally includes an assessment of management,
administration, and all operational and technical procedures and standards. A comment
on financial status is desirable, and aircraft types considered suitable will be itemised as
being available for use by the Company. The review may also include providing the
contractor with the E&P Forum Questionnaire/Checklist to be completed prior to visiting
the contractor, followed up by a formal review of the contractor.
3.5.5. To complete reviews prior to issue of invitations to tender, it is advisable to give as much
notice as possible of the requirement, preferably three months, in order to assist in
programme planning. Sufficient notice will also assist in reducing costs where possible,
by combining visits within a region. Similarly, for a recurrent review, the Aviation Adviser
will liaise with the Company to agree a visit programme in good time.
3.5.6. In order to be of value, sufficient time must be allocated to an review visit, to enable the
adviser to inspect operational and crew training procedures, engineering facilities and
maintenance control procedures. Inspection of an actual flight is a requirement and
should be representative of the type of service required by the company, and over a
relevant route. Alternatively a representative training flight (e.g. a base check) is normally
acceptable. However, a ten minute demonstration confined to the airport vicinity would
be of little value. If the review is required only to place the operator on a list of possible
providers of ad hoc services, it may not be possible to justify the time and expense of an
inspection flight. Conversely, if the contract is for provision of a sole-use aircraft, then
inspection of a representative flight, if necessary by arrangement with another oil
company or similar client, is considered essential.
3.5.7. The time taken to review a small (say 2 or 3 aircraft) ad hoc operator by one adviser may
be up to one working day, but in any event not less than five working hours. Inspection of
a large company operating from several bases may take a number of days depending on
the size and complexity of the company and travelling time involved between bases.
3.5.8. Frequency of an Aviation Adviser review will depend on various factors and is assessed
according to a formula taking account of area and type of operations, safety record,
exposure, whether or not there is a specialist aviation focal point and the result of the
previous review.
3.5.9. Normally, the period of approval is for one year, but can be less if a follow-up review is
required to ensure certain recommendations have been carried out. Conversely, it can
be extended by up to two years if exposure is low in a well regulated environment and
where close and expert supervision is exercised by the focal point. Extension to the
approval period can only be given by the Aviation Adviser.
3.5.10. When a review is being carried out, the Adviser will also assess which of the aircraft
operated and/or available is on the Aviation Adviser list of Approved Aircraft Types, and
he will make recommendations on their suitability for use by Company or Contractors
personnel.

3.5.11. A general report will be made for management, covering all aspects of the visit, and
making recommendations where appropriate, which may be applicable only to the
operating area. Individual reports will also be made on the visit to each aircraft operator
and it is left to the discretion of the company management to forward this report to the
Contractor concerned. The reports are written with the intention of giving constructive
criticism and recommendations, and are usually, although not exclusively received in the
right spirit. As a general rule, it is beneficial for the report to be passed to the aircraft
operator, although in some cases certain information may be confidential to companies.
Where confidentiality is stated in a report it should be treated accordingly.
3.5.12. Aircraft operators must be made fully aware of the scope of a review. The requirements
may be provided in the form of the E&P Forum Questionnaire/Checklist. They must
realise that if standards are not sufficiently high, or that if they are seen as unlikely to
improve to an acceptable standard in a reasonable period, they will be disqualified from
operating on Company business. If an operator should refuse a review visit, that operator
will automatically be dropped from the approved list of carriers.
3.6. Invitation to Tender (ITT)
3.6.1. In order that tenders from all operators on the bid list may be assessed and evaluated on
an equitable basis, it is essential that invitations to tender be standardised and
adequately detailed, particularly in the area of aircraft payload and performance and
provision of supporting facilities by Company and Contractor respectively. In aircraft
performance, seemingly small variations of temperature and altitude can have a large
effect on the maximum weight authorised for take off of a particular aircraft. It is therefore
important that competing tenderers use the same parameters for calculation of this
maximum weight. The available payload will be further affected by the basic weight of the
aircraft when prepared for service, and this may vary significantly from machine to
machine, although Contractors will often quote for a fleet average which may or may not
be representative.
3.7. Selection of Tenderers
3.7.1. There is a fine balance between selecting sufficient tenderers to promote competition and
having too many companies bidding for work who have not got any chance of winning the
contract.
3.7.2. No one should be included on a bid list unless they meet operating guidelines and have a
chance of winning the contract. The actual exercise of putting a tender together is
expensive for Contractors and if their efforts are perceived as being wasted this could
have a detrimental effect on future relations.
3.7.3. Where practicable, the tenderers selected should be taken from those that have a current
review approval. Where a non reviewed Contractor is invited to tender, it is highly
desirable that it be informed that an aviation review will be conducted of the probable
candidate with award of work dependent upon a satisfactory outcome.
3.8. Tender Evaluation
3.8.1. Commercial evaluation of tenders may appear a simple process, and if all competing
aircraft operators submitted unconditional bids, this might be the case. In practice
however, variations in modification and equipment status of similar aircraft types operated
by different companies results in differing quotations of aircraft performance and
specification. When such operational or technical conditions are placed on a tender, the
evaluation becomes more complicated and decisions need to be taken with some degree
of judgement, taking into account both cost and operational impact of variations.

3.8.2. In order to maintain a visible display of detachment on behalf of those conducting the
evaluation, it is recommended that the weighting of the relative importance of particular
factors to be addressed in the evaluation be agreed and recorded prior to opening the
tender.
3.8.3. This may allot weightings to different aircraft types, speed, comfort, existing operational
knowledge etc., but there should be no attempt to try to evaluate safety record as a
weighting. If an operator does not meet the required safety standards they will not be
considered for the work in the first place.
3.9. Contract Formulation
3.9.1. The Aviation Advisor should provide assistance and recommendations pertaining to the
technical and operational aspects of the contract. Aircraft contracts are highly specialised
documents and even though check lists, standard conditions and standard contracts may
be made available by the Aviation Adviser, there are many pitfalls in contract formulation,
and therefore contracts should be prepared by contract administrators in conjunction with
the company’s legal staff.
3.9.2. Some of the issues to be considered in contract formulations are as follows:
Definition of "Flying Hours"
3.9.2.1. Flying Hours are defined as "the period between which the aircraft takes off
and lands". It is proposed that this definition continue to be used, although
there are now a number of options available to aircraft operators under their
maintenance schedules which can allow significant differences in the
methods of recording time for the life and overhaul of components. It is
important that this definition is made clear in the contract document, as it is
otherwise impossible to compare the various bids. Whatever arrangement is
made, it must be easily administered and not liable to misinterpretation.
3.9.2.2. Some Contractors will try and argue for "Block Hours" to be the measure
used, because the block hours will invariably be more than the flying hours,
and can considerably increase their profit margins. Whatever unit is used, it
is essential to 'normalise' these between contractors during any tender
evaluation.
Insurance
3.9.2.3. The levels of insurance quoted in the specimen contract document for use on
contracted aircraft are under constant review by insurance, in the light of the
relevant fluctuating indices. Any amendments which it is felt necessary to
implement will be notified immediately to all Companies holding current
aircraft service agreements. While the risks of under-insurance are obvious,
it is equally important not to over-insure as the cost of the excess insurance
borne by the Contractor is fed straight back to the Company, directly
increasing the cost of operating. Equally important is the status and financial
standing of the insurance company providing the cover. If local expertise is
not available to assess this, the insurance department can provide advice.

Availability
3.9.2.4. It must be appreciated that the Operator needs time to maintain their aircraft
and the availability clause should be drafted to allow that with minimum
interference to the operation. The availability clause used as a standard
defines the amount of unavailability which is allowed within the contract and
the conditions under which time not available will not be counted as
unavailability for the purpose of reducing the Standing Charge paid to the
Contractor.
Maintenance Considerations
3.9.2.5. A reasonable amount of scheduled maintenance downtime must be allowed

in hull contracts if no spare aircraft is included. If spare aircraft are included
no additional allowance should be made for either scheduled or unscheduled
maintenance. This may lead to a reduction in the number of aircraft available
on a particular day, and this should be set out by the Company in agreement
with the Contractor. The scheduled maintenance, downtime will have to be
assessed by an inspection of the aircraft operators maintenance schedule,
which covers such items as the check cycles, the frequency of inspections,
and component replacement periods. An allowance of two to three days per
month for unscheduled maintenance is also normally included. The Aviation
Adviser can provide the necessary expertise to advise on required
maintenance downtime allowance, but it is important to detail in the contract
what maintenance is to be achieved and the down time allowance set aside
for it.
Training Costs
3.9.2.6. Where the aircraft operation includes specialist tasks such as search and
rescue or winching, it may be necessary for the aircraft operator to undertake
specialised training and/or currency and proficiency checks, subsequent to
contract signature, prior to commencing operations, or during the contract
period. It is considered reasonable for the Company to reimburse the aircraft
operator for the extra costs involved.
3.9.2.7. The cost of providing for normal aircraft type proficiency training and checking
and for the renewal of instrument rating is, however, a standard burden, and
will normally be reflected in the fixed monthly charge element of contract
payments.
3.10. Rough Costing Guide
3.10.1. Aircraft operating costs are conventionally broken down into fixed and variable cost:
Fixed Costs
3.10.1.1. Fixed Costs are those costs which arise whether or not the aircraft flies. They
are not affected by the hours flown, remaining relatively unchanged from
month to month, and can therefore be forecast with reasonable accuracy.
Fixed costs normally include:
a. Depreciation
b. Interest on capital
c. Insurance
d. Rental of hangar space and other facilities

e. Taxes
f. Salaries, wages and welfare costs for aircraft personnel
g. Professional services, including where applicable private weather

information service, personnel membership fees of professional societies,
periodical subscriptions, pilot and engineer training and refresher curses
and outside medical examinations.
h. Administrative costs such as communications, accommodation, office

supplies, heating and lighting.
Variable Costs
3.10.1.2 Variable costs are directly attributable to the operation of the aircraft, thus
they will vary with the utilisation of the aircraft measured in hours flown.
Variable costs normally include:-
a. Fuel and oil.
b. Maintenance and repair.
c. Materials and supplies necessary for the maintenance of the aircraft but
also including catering if applicable.
d. Landing and handling fees.
e. Crew travelling expenses such as accommodation and meals when away

from base.
3.10.2. It is normal practice to charge a profit element only on the fixed costs. The only other
significant costs involved in providing aircraft services are Mobilisation and Demobilisation
at the start and end of the services. These can be particularly significant for short term
contracts, especially if the operation is remote from the supplier of the service. Such
costs usually include:
Mobilisation Flight to the location.

Set up of hangar/office/base facilities, if applicable.
Administration in acquiring visas etc.
Demobilisation Flight to next location or company base.

Closing down/tidying up of a location before leaving.
3.11. Turnkey Operations
3.11.1. Turnkey contracts provide a particular challenge for the assurance of flight safety. With
the responsibility for supervision delegated to the prime Contractor the danger exists that
without direct supervision of the aircraft operator and with the pressing need for the
Contractor to stay within budget, the control of flying may not be up to standards nor the
needs of this manual met.
3.11.2. It is important therefore, that if a turnkey contract is being considered embracing aircraft
operations, then the Aviation Adviser's advice be sought on the wording of the contract. It
is recommended that the operation be reviewed and approved by the Aviation Adviser,
who should also be present before and during operation start-up. In essence:
3.11.2.1. The contract should embrace the Aviation Adviser standard conditions.
3.11.2.2. The aircraft and operator must be approved by the Aviation Adviser.

3.11.2.3. The operation must meet the minimum standards and requirements set by the
Aviation Adviser.
3.11.2.4. The Aviation Adviser should be present at the start-up of the operation.
3.11.2.5. The Company's focal point should have the right competence to manage the
operation and his responsibility and accountabilities should be clearly set out
in his job description. He must have sufficient time to supervise the operation
in detail.
3.11.2.6. The focal point should be adequately trained in the special aspects of the
operation e.g. seismic work.
3.11.2.7. The contract must allow the focal point and, with the approval of the
Company, the Aviation Adviser, free access to the aircraft operator.
3.12. Contractor/Operator Performance Monitoring
3.12.1. Once the contract has been awarded, it is essential for the maintenance of high standards
of flight safety, maintenance quality assurance, cost effective utilisation and speedy
resolution of problems, that the operator's performance against contract standards and
other criteria be continuously monitored.
3.12.2. The costs directly and indirectly attributable to aircraft operations are significant and may
represent a substantial proportion of an Company's capital and operating budget. Where
this is the case, and aircraft are contracted on a sole-use base, the most satisfactory
method of monitoring performance and maintaining standards is to introduce a position of
Head of Aircraft Services, filled by a trained employee. Additionally, in seismic
operations, it may be found advantageous to employ a Seismic Aviation Supervisor who
will both monitor performance and control the flying programme on site.
3.12.3. The position in the company reporting relationship will inevitably vary, but it has been
found appropriate in companies making sole use of say 5 - 6 aircraft, for the incumbent to
report to the Operations Manager. In the case of a large offshore Company, employing
also significant numbers of vehicles and marine craft, the aviation commitment clearly
belongs within the Logistics function.
3.12.4. With the aim of achieving measurable performance and safety data on operators of sole
use or ad hoc contracts it is necessary to collect and collate information from Companies
on their usage of aircraft services, and their assessment of reliability and the quality of the
service provided. This will necessitate regular reports from Heads of Aircraft Service,
where the position is established, and these will also be invited from all Companies using
aircraft services. Such information sent to the Aviation Adviser is not only useful for the
monitoring of safety and utilisation but will lead to the compilation of performance ratings,
which will be used for influencing selection for the "bid list", and allocation of a weighting
factor, if possible in financial terms, prior to putting the contract out to tender and for
subsequent use in the tender evaluation.
Contractor Safety Record and Philosophy towards Safety
3.12.3.1. Aircraft operators' safety and accident/incident records are monitored by the
Aviation Adviser and adverse trends may be considered sufficient to withdraw
approval, or removal from the bid list. While many countries require by law
the reporting of specific types of occurrence and others operate a voluntary
system (there are good arguments for each system or a combination, so long
as there is a system), guidelines have been developed for the use of
Companies in the reporting of accidents or incidents suffered by operators
engaged on contracted operations.

Contractor Responsibilities
3.12.3.2. It is the responsibility of the Contractor to comply with:-
a. All laws and regulations for the time being in force in the area of
operations relating to the employment, recruitment and conditions of
service of workmen and other employees or relating to or affecting any of
the operations under the Agreement.
b. All permits, licences, or clearance which are granted by competent

authorities to either the Company or the Contract in connection with the
operations under the Agreements.
c. All instructions, practices and procedures as to the safety welfare of

workmen and other employees which the Company may from time to time
recommend to the Contractor.
3.12.3.3. Prior to the start of any contract, the Contractor should submit a proposed list
of personnel, with whom he proposes to man the operation, to the Company
concerned. If at any stage during the contract, the Contractor wishes to
change any of the accepted personnel, or if additional personnel are required,
the same procedure should be followed.
3.12.3.4. These personnel details should be examined by the Company aviation

representative, to see if the proposed staff meet the required standards of
experience, as laid down in the standard conditions. Under normal
circumstances, only personnel who meet these rigid experience requirements
will be acceptable to operate on operations.
3.12.3.5. Although the aircraft operator may be approved, if during the period of validity
a new type of aircraft should be acquired, even if that type is already
approved by the Aviation Adviser, the company would not automatically be
approved to operate that type. The reason for this is that the Aviation Adviser
would wish to ensure that the necessary levels of skill and experience for both
pilots and engineers on that type, and the required level of technical and
spares support, has also been acquired.
3.12.3.6. Notwithstanding routine renewals, however, an aviation adviser should be

made available at short notice if a Company has cause for concern and so
requests. In case of accident to an aircraft contracted to, it would be
expected that an adviser, experienced in aircraft accident investigation
techniques would immediately be despatched to the operating area to assist
in the Company and for regulatory authority investigations.

Part 2 - Aviation Base Support Requirements Air Transport Administration
CHAPTER 4 - AIR TRANSPORT ADMINISTRATION.......................................................................4-3
4.1. GENERAL ............................................................................................................................... 4-3
4.2. START UP OF OPERATIONS ................................................................................................4-3
4.3. RESOURCING STRATEGY ....................................................................................................4-3
4.4. SCHEDULING/FLIGHT AUTHORISATION.............................................................................4-4
4.5. PASSENGER HANDLING AND MANIFESTING .....................................................................4-4
4.6. COMPILATION OF STATISTICS AND RECORDS .................................................................4-5
4.7. AIRCRAFT EMERGENCY PROCEDURES .............................................................................4-6

Aircraft Operators .............................................................................................................4-6

Intentionally Blank

AIR TRANSPORT ADMINISTRATION
4.1. General
4.1.1. Whether the aircraft operation is company-owned or contracted, the guidance given in
Chapters 2 and 3 will help to ensure that the correct number of suitable aircraft,
adequately crewed, is available to meet the Company's requirements at the minimum
cost.
4.1.2. Once the aircraft and personnel are on site and working, however, it is important for
safety, operational efficiency and cost control (particularly the variable cost) to ensure
that the contract or aviation department is well administered. Much of the routine but
essential work such as payload, utilisation, and fuel statistics may be handled by
non-specialist personnel, but overall supervision is best carried out by an experienced
pilot or engineer able to identify the details that combine to make the difference between
a satisfactory and a highly cost-effective operation.
4.2. Start up of Operations
4.2.1. It is important, particularly in a multi-function company, to establish from the beginning of

operations, an administrative cell independent of any one user department, in order that
the optimum use may be made of the aircraft resources, without any one function or
department independently establishing priority.
4.2.2. When air operations are difficult due (for example) to climate, altitude or topography, it is
recommended that management request the assistance of the Aviation Adviser in
providing on-site personnel to set up the necessary procedures and documentation. If
the procedures recommended in foregoing sections have been followed, arrival on site
approximately 6 weeks before start-up would be adequate, but if there are anticipated
difficulties with the local regulatory authorities, then it would be advisable to make an
earlier start in order to pre-empt problems. A visit period of 7-10 days would be the
norm.
4.3. Resourcing Strategy
4.3.1. One of the features of aircraft utilisation is that it tends to expand with time and
familiarity, and unless periodic re-assessments of the requirement are carried out, costs
and exposure will rise unnecessarily. While exclusive use of an aircraft generally
remains the prerogative of senior management, there is a tendency for individual
departments to demand aircraft at the same (convenient) times and this rapidly leads to
extra aircraft being required on site in order to cover peak periods.
4.3.2. The maximum monthly availability of an aircraft will vary with its complexity and the
operating environment, but the range of 110-170 hours per month is an indication, and
clearly the most efficient utilisation will be achieved by filling the available payload at all
times, if necessary calling at several locations to embark and disembark passengers
rather than originating special flights for each location.
4.3.3. The number of aircraft and crew coverage required should be based on information
researched by the department responsible for transport administration, and will preferably
be based on a 'seat-mile' requirement per department, which is readily converted to
flying hours.

4.3.4. At this stage a judgement has to be made as to whether it is more efficient to employ one
larger aircraft (which will generally give lower costs per seat mile) or two smaller aircraft,
which will be less cost-efficient but give flexibility of operation. It is vital that user
departments be made fully aware of the overall costs of aircraft operations, and be made
accountable for their proportion of the budget. Actual utilisation against forecast should
be circulated to user departments and taken into account when reviewing resource
levels.
4.3.5. It is recommended that strict control be exercised on the shipping of freight by air. While
there may be cases where there is no alternative, and airlifting perishables may be
justified, without tight control the situation may arise in which passengers are taking lower
priority than non-urgent freight and this should not be tolerated.
4.3.6. In U.K., Europe and America, where aircraft may be made available from a reasonably
large pool, it will probably be satisfactory formally to review the requirement on an annual
basis, as, provided the contract is appropriately written, additional aircraft may be
acquired and surplus released at reasonably short notice.
4.3.7. In less developed parts of the world it is important to consider the regional market for
provision of aircraft service, before settling on the review period. Low availability and
reliability may make the consideration of a company operation worthwhile, and high
mobilisation/ demobilisation costs dictate careful forecasting of requirements.
4.4. Scheduling/Flight Authorisation
4.4.1. In addition to aiding the control of costs, an efficient flight booking and scheduling
organisation is essential in order to ensure that only authorised passengers with a clear
need to travel are able to make use of company air transport.
4.4.2. Most well established Companies will have a 'Manual of Authority' or similar document
which should contain a section referring to the authority levels required for bookings of
seats on aircraft, and thus provide the basis of booking procedures.
4.4.3. Booking and scheduling functions may either form part of the Transport department
planning cell, when marine and land transport is also employed, or may be located within
the Aviation department. There are pros and cons in both arrangements, but the
essential requirement is for strict control of seat allocation in a function independent of
any one user department, and for recording and subsequent analysis of actual payload
utilisation.
4.4.4. It is often stated, particularly in exploration companies, that the style of operation
requires total flexibility of aviation support, and it is true that ad hoc requirements will
form a proportion of the activity. It has been shown however, that time spent in planning
aircraft routing and cargo loading in advance is well spent and results in considerable
cost savings. Even in the most transient of operations it will be possible to establish a
backbone schedule of crew change personnel, management inspection routings etc., on
which payload utilisations can be maximised and around which short notice requirements
may be fitted.
4.5. Passenger Handling and Manifesting
4.5.1. An efficient system is required for notifying passengers of the details of their flight and for
the consignment of cargo. The widespread availability of computers has enabled the
automatic manifesting of passengers, from information and allocations stored at the time
of booking, and there exists a range of systems suitable for use in differing sizes of
operation. By pre-processing of the passenger list, time and effort spent at the check-in
point will be minimised.

4.5.2. The manifest should contain the following details:-
a. Aircraft Registration
b. Flight Number
c. Destination (s)
d. ETD
e. Aircraft Commander's name
f. Passenger list with following details:-
g. Name
h. Nationality and passport no. if international flight or if required for offshore travel
i. Weight
j. Baggage weight
k. Freight list with following details:-
l. Description (to include reference to UN Classification or I.C.A.O. Code if classified as

"Dangerous Goods")
m. Weights
n. Special Handling Instructions
o. In some countries, legislation may allow the use of standard passenger weights for
payload calculation purposes, but due to the statistically unreliable sample
represented by small helicopters, it is recommended that actual weights be used in
these cases.
p. Manifests should be signed by a crew member.
q. Minimum copies required:-
i. To be filed and left at point of departure
ii. For crew in-flight reference
iii. To be left at destination
4.6. Compilation of Statistics and Records
4.6.1. In order to monitor the performance of the aircraft operator against the requirements of
the contract or departmental objectives, it is important to ensure that relevant statistics
are compiled and recorded.
4.6.2. Items for consideration are as follows:-
a. Aircraft flying hours (preferably defined as take-off to landing, or else in accordance

with contract provisions)
b. Pilot flying hours.

c. Pilot duty hours.
d. Sectors flown (take-off point to next landing point).
e. Distance flown.
f. Passengers (or freight equivalent) flown per sector (by user function)
g. Passenger-miles (or freight equivalent miles) flown (by user function).
h. Aircraft availability against contractual provision.
i. Delays per schedule.
j. Rotors running time (helicopters only).
k. Cumulative fixed and flying hour costs.
l. Cost/flying hour.
4.6.3. Many of the above headings are common to those required by the EP standard
Operations Managers Monthly report, and provide measurable performance criteria for
assessment against the objectives that will have been set when establishing the number
of aircraft and crews required. By continuous and detailed monitoring of the above
statistics, it will be possible to reduce wasted flying time, and also ensure that
accountable departments and functions are fed back with adequate information to
minimise costs.
4.7. Aircraft Emergency Procedures
4.7.1. Wherever Companies are responsible for the operation of aircraft on a charter basis,
management should determine that there exists adequate procedures in the company
and adequate resources (if necessary in-house) for search and rescue purposes in the
event of aircraft accident or incident.
Aircraft Operators
4.7.1.1. The operator has a prime responsibility for determining that his Operations
Manual covers all potential aspects of aircraft accident or incident.
Contingency planning and the contents of safety and survival equipment
specified for carriage in aircraft should be appropriate to the type of terrain to
be encountered.
Companies
4.7.1.2. Emergency procedure guides should be produced and distributed throughout

the company organisation in order to determine that appropriate personnel
are aware of their duties in the event of the procedure being activated.
4.7.1.3. The actual procedure to be followed in the event of aircraft accident will vary
somewhat, depending on the environment, functional organisation within the
companies, availability of government resources etc., but key elements are
as follows:-

a. Duty Personnel - A nominated co-ordinator must be ready

and available at all times, to take over this
role.
b. Communications - Must be established between base and
aircraft in flight, between bases, and
between base and a portable set to be used
by search parties.
c. Crash Box - Containing equipment appropriate to search
and rescue activities in the terrain to be
encountered.
d. Rescue Teams - Particularly in jungle areas, nominated

personnel, with knowledge of the local area
should be available to form search parties,
and protective clothing and tools should be
maintained in a special store, specifically
for use in emergency. Equipment such as
bush knives, chain saws, bolt croppers etc.,
may be necessary, and if it is deemed likely
that the team will need to be inserted by
means of winching from a helicopter,
members should be familiarised with this
procedure.
4.8.1.4. The requirement is that effective Search and Rescue cover should exist for
all air transport operations. Typical organisational procedures for SAR,
crash, and medrescue will be developed by the contractor. This subject is
also addressed in Chapter 16.8. The Aviation Adviser's advice should be
sought on all occasions. Recommendations can be made on all aspects,
including the initial need for company cover down to a suggested list of items
to be held in the crash box.

Intentionally Blank

Part 2 - Aviation Base Support Requirements Air Transport Organisation
CHAPTER 5 - AIR TRANSPORT ORGANISATION .......................................................................... 5-3
5.1. AIR TRANSPORT SUPERVISOR ........................................................................................... 5-3
5.2. PILOTS AND AIRCRAFT ENGINEERS................................................................................... 5-4

Pilot Establishment........................................................................................................... 5-4
Engineering Establishment .............................................................................................. 5-4
5.3. OTHER PERSONNEL ............................................................................................................. 5-5
5.4. CONTRACTOR LIAISON ........................................................................................................ 5-5

Intentionally Blank

Chapter 5 Issue Date: February 1998 Page 5-2
AIR TRANSPORT ORGANISATION
5.1. Air Transport Supervisor
5.1.1. The prime responsibility of the Air Transport Supervisor is to maintain safe and
efficient operating standards in all aspects of the Company's aviation operations
and to promote a high standard of flight safety.
5.1.2. The responsibilities and accountability of this position should include the
following:
5.1.2.1. Provision of aircraft support to meet the needs of the company.
5.1.2.2. Formulation, administration, amendment and control of contracts for

the provision of aircraft services.
5.1.2.3. Ensuring that a comprehensive monitoring and recording system is

maintained to generate relevant data for evaluation of costs and
efficiency of the operation.
5.1.2.4. Controlling scheduling and usage of company contracted aircraft in

an efficient manner and supplying records to management and user
departments to quantify efficiency.
5.1.2.5. Liaison with user departments concerning aviation support

requirements.
5.1.2.6. Monitoring the operational and technical performance of the aviation

contractor to determine that high standards of flying and maintenance
are being practised.
5.1.2.7. Preparation, distribution and amendment of emergency procedures

relating to aircraft emergencies.
5.1.2.8. The provision and control of all aviation related facilities including,
where appropriate, the supply, storage and quality control of aviation
fuel.
5.1.2.9. Responsibility for all contacts, liaisons and negotiations with

government bodies concerning the operation of aircraft.
5.1.2.10. Determining that all necessary permits, permissions and licences

which are required for the operation of aircraft in support of the
Company's business are held or obtained by the aviation contractor
and kept in date thereafter.
5.1.2.11. Provision of advice on aviation matters to senior management.
5.1.2.12. Implementation of Company's policy and standards in all areas of the

aviation operations.
5.1.3. The incumbent of this position should have a direct reporting relationship to a
sufficiently high level of management to promote effective execution of the
foregoing responsibilities and accountabilities and have adequate seniority to
deal effectively with user departments.

CHAPTER 5 ISSUE DATE: FEBRUARY 1998 PAGE 5-3
5.2. Pilots and Aircraft Engineers
5.2.1. Although under I.C.A.O. influence there is a trend towards standardisation, and
most if not all national governments nominate a department responsible for
regulating civil aviation, the depth of knowledge encountered and the quality of
control exercised varies throughout the world, from informed and practical
guidance, to complete laisser-faire. Both legislation and administration of
licensing requirements can be extremely variable.
5.2.2. As aircraft become technically more complex - albeit with greater reliability of
individual components, it becomes increasingly important that pilots and
engineers are adequately qualified and suitably experienced.
5.2.3. In the first instance, it is essential that pilots and engineers conform with the
licensing requirements of the state of registration of the aircraft operated. If
aircraft are registered in a state other than that in which the work is being carried
out, then additional requirements may apply. In addition, to determine as far as
possible that Company and contracted personnel are provided with an aircraft
service that is safely and efficiently conducted. Specimen guidelines for the
minimum qualifications and experience levels acceptable for pilots and engineers
employed on contracts may be found in Part 3, Chapters 10 and 11. These may
vary within companies and any queries should be referred to the Aviation Advisor.
5.2.4. A significant number of incidents and accidents can be attributed to human

factors of some kind - what used to be called 'pilot error', and it is strongly
recommended that the pilot and engineer qualifications and experience level
requirements be included as a standard condition of contract. Experience levels
are of necessity detailed and specific as the demands made of a pilot in, for
example, seismic operations differ greatly from those made on him in the same
aircraft type employed on offshore production support, and dispensations from
recommended minima are rarely advised.
Pilot Establishment
5.2.4.1. Noting the pilot flight time and duty limitations as laid down at Part 3,
Chapter 10, the calculation of the numbers of pilots required on site
for an operation is straightforward, but must be based not only on the
forecast flying hours, but also the hours of stand-by cover needed.
5.2.4.2. The nominated senior pilot will be required to spend some time in
management, administration and monthly returns for the operator and
for the Company and these hours must be included in the duty hours
calculations. The additional hours will be proportional to the numbers
of aircraft and crew employed.
Engineering Establishment
5.2.4.3. Levels of engineering manpower required to provide adequate

engineering support of flight operations will be very much dependent
on such factors as number and complexity of aircraft to be operated,
hours to be flown in support of operations, length of operational day,
intensity of weekend operations, requirements for night and weekend
maintenance, levels of maintenance to be carried out, etc.
5.2.4.4. Whilst engineers are not subject to the stringencies of flight crew flight
and duty hour restrictions, they do require adequate time away from
the work-site for rest and relaxation and the labour laws of some
countries do in fact lay down the maximum number of overtime hours
that can be worked in a given period of time. Guidelines for Company
Operations are set out at Part 3 Chapter 11.

5.2.4.5. It is recommended that a minimum of two type licensed or approved

engineers per type to be operated form part of any establishment.
Even in the case of a single aircraft operation, a second A and C
engineer is occasionally needed in order to meet the requirement for
duplicate inspection of any work which has involved disturbance of
the flying or engine controls or any vital points. It should be noted
that although this requirement is regarded as mandatory by the UK
C.A.A. this is not the case with many other regulatory bodies; it may
therefore be necessary to make it a standard condition of contract.
The second engineer required to meet this condition need not be
directly employed if arrangements can be made to call up such
services from another source on an ad hoc basis. Furthermore, in an
emergency away from base, a pilot may be authorised to carry out
the role of the checking engineer.
5.2.4.6. It is considered essential that where complex aircraft are operated, at

least one multi-category avionics and Radio Engineer forms part of
the establishment and in the case of smaller less complex machines,
such a rated engineer should be available on site at short notice.
5.2.4.7. The manpower loading of the contract operation should be reviewed

by the Aviation Adviser to determine that number of personnel
assigned and their respective disciplines and qualifications are
appropriate for the task.
5.3. Other Personnel
5.3.1. In considering the personnel required to staff an Air Transport organisation, it is

necessary to take into account both the size of the operation and the contractual
obligations of the Company and the operator. Thus the number of personnel, and
their responsibility will vary.
5.4. Contractor Liaison
5.4.1. It is essential for the smooth running of a contracted operation that a focal point
also be nominated within the contractors' organisation, and this will normally be
an area manager or Operations Manager.
5.4.2. Day to day problems should be discussed between the senior pilot on site and
the field Company Supervisor.

CHAPTER 5 ISSUE DATE: FEBRUARY 1998 PAGE 5-5
Intentionally Blank

Part 2 - Aviation Base Support Requirements Airfields, Runways & Operation of Fixed Wing Aircraft
CHAPTER 6 - AIRFIELDS, RUNWAYS AND THE OPERATION OF FIXED WING AIRCRAFT.........6-3
6.1. INTRODUCTION .....................................................................................................................6-3
6.2. REMOTE AIRSTRIP OPERATION ..........................................................................................6-4

Airstrip Inspection ............................................................................................................6-4
Airstrip Inspections Following Rain.................................................................................6-4
Airstrip Manning ...............................................................................................................6-5
Radio Beacon (NDB) .........................................................................................................6-5
Contact with the Aircraft...................................................................................................6-5
Airstrip Weather Report....................................................................................................6-6
After Landing ....................................................................................................................6-7
Extended Transit Time......................................................................................................6-7
Before Departure...............................................................................................................6-7
Night Operations...............................................................................................................6-8
Laying a Flare Path ...........................................................................................................6-9
Security and Picketing......................................................................................................6-9

Intentionally Blank

AIRFIELDS, RUNWAYS AND THE OPERATION OF FIXED WING

AIRCRAFT
6.1. Introduction
6.1.1. The operation of fixed wing aircraft in support of Company activities is a daily occurrence
and most of these flights are into licensed airfields.
6.1.2. There are, however, occasions when fixed wing air transport is needed to support
activities in remote areas. A small airfield may exist in the proposed theatre of operations
but its use by local aircraft operators should not be seen as automatic endorsement of its
suitability. In all probability the existing runway will need to be extended.
6.1.3. Experience has shown that operators of smaller twin engined aeroplanes, and sometimes
even the larger twins, all too often find it convenient to disregard the take off and landing
performance characteristics of their aircraft. Some pilots are not too familiar with the
performance section of the Aircraft Flight Manual and unwittingly expose their passengers
to unnecessary exposure which could result in serious injuries. Whilst such an approach
to the operation of aircraft is clearly unacceptable, it is not uncommon.
6.1.4. The need to extend a runway or restrict the number of passengers is often brought into
question . A 1200 m runway for a small 8 seater piston engined twin versus a 1100 m
runway for a 19 seater turboprop aircraft also raises questions. Runways are built to
accommodate aeroplanes and it is the performance characteristics of the particular
aeroplane intended to be used that needs to be considered. As an example, turbo prop
aircraft such as a DHC-6 Twin Otter has a Short Take Off and Landing (STOL)
performance that far outstrips the performance characteristics of light piston engined
twins.
6.1.5. It is emphasised that separate criteria apply to a runway used with visual conditions
compared to a runway required for instrument conditions.
6.1.6. Having decided that fixed wing support is required and either an airfield exists but the
runway needs to be extended or an airfield is just not available in the proposed theatre of
operations, it is necessary to consult the National Aviation Authorities prior to embarking
on any construction work.
6.1.7. Assuming an airfield and runway are to be developed it should be made clear to the
Authorities that the airfield is intended for use in support of Company activities only and
not for public use.
6.1.8. Most runways constructed or further developed by the Company are initially used in
support of seismic and exploration drilling campaigns and as such are unpaved, visual
runways. The need to keep costs to a minimum is understandable but minimum
standards must be attained. Furthermore, although these minimum standards are
acceptable for a limited traffic flow and a limited period, when operational requirements
demand an increase in utilisation or the use of larger aircraft then consideration will need
to be given to upgrading the runway and support facilities.
6.1.9. International standards and recommended practices in airfield design and operations are
set down in Annex 14, Volume 1, of the ICAO document to the Convention on
International Civil Aviation; this document is available in English, French, Russian and
Spanish and can be obtained by either contacting the National Aviation Authorities.
Further guidance is available in UK CAA Publication CAP 168 Licensing of
Aerodromes.

Figure 25
Windsocks
6.2. Remote Airstrip Operation
6.2.1. The following guidance applies particularly to the operation of remote airstrips.
Airstrip Inspection
6.2.1.1. At remote airstrips an inspection must be at least 60 minutes prior to the ETA
of an aircraft. This safety inspection must be made over the full length of the
airstrip driving at a low speed of approximately 10 kph. Drivers should keep
to the right and watch out for any animals, obstructions, washouts, holes or
large stones, etc., in the middle of the area. Stones measuring 4cm or more
in diameter should be removed.
6.2.1.2. Repeat the exercise above but driving back down the right hand side of the
runway on the opposite side.
6.2.1.3. Particular attention should be paid to landing areas approximately 200 metres
from the runway ends.
6.2.1.4. The pilot must be warned if there are serious defects which may present a
hazard when landing. Runway side markers should be checked to see that
they are correctly positioned. Fire extinguishers/fire tender must be in place
and the windsock(s) free.
Airstrip Inspections Following Rain
6.2.1.5. Many remote airstrips are made up of laterite, compacted sand, etc. They
must be inspected, preferably by Field Engineering, after heavy rain before
being declared serviceable.
6.2.1.6. In some circumstances Air Operations, Safety or Rig Personnel may be

requested to inspect an airstrip. It is essential that the inspection is carried
out by the most senior person available, and the correct criteria must be met
before the airstrip is declared fit for use.

a. No visible water is permitted on a runway or parking area that will be

used. (Remember that if the strip is a remote desert or laterite strip it
will not be covered by bitumen).
b. Sand/mud must not accumulate on the tyres of the inspection vehicle,

nor be thrown up on the underside of the vehicle.
c. The surface must be tested by driving a Land Rover or similar vehicle

over it. If 80 kph cannot be attained, or if ruts deeper then 2.5 cm are
made, then the surface is probably too soft. check for good braking
action by hard-braking at 60 kph and that this action causes no deep
ruts (i.e. deeper than 3.5cm).
d. Dig a small hole to a depth of 15 cm in the centre area of the wettest

part of the airstrip and check if soft mud or sand is reached. The hole
should not fill with water. Refill the hole.
e. Check the edges of the runway for washouts and ruts where water
has deposited the grade surface.
Airstrip Manning
6.2.1.7. Remote airstrips must be manned 30 minutes prior to the estimated time of
arrival (ETA) of an aircraft. The airstrip must be manned at least 30 minutes
after departure or up until the point of no return, whichever is the least time.
6.2.1.8. Aircraft must be monitored by radio whilst in flight and position reports
regularly given by the pilot. A log is to be kept of all aircraft movements.
6.2.1.9. Search and rescue procedures, with regular exercises, are to be in place.
Radio Beacon (NDB)
6.2.1.10. Where possible, a party operating an airstrip must use a Non Directional
Beacon (NDB). This equipment assists the pilot to locate the airstrip using
the Aircraft Radio Compass (ADF). The position of the NDB will be shown on
a Pilot's Route Map with courses from/to other locations. The NDB should be
activated one hour before the scheduled estimated time of arrival (ETA) of the
flight and remain switched on for at least 30 minutes after the departure of the
aircraft or up until the point of no return, whichever is the least time.
6.2.1.11. If an airstrip is used by more than one party, then only one NDB is to be
operated.
Contact with the Aircraft
6.2.1.12. When contact is made, the following information is to be given to the pilot of
the aircraft. The information is to be given in the order listed below and
written down prior to aircraft arrival.
a. Flight.... this is ..... Airstrip. The runway has been inspected and is
clear.
DO NOT SAY: Clear to land.
b. The surface wind is .... degrees at ... knots.
c. Visibility is ... kilometres.

d. IF less than 5 kilometres, say why (e.g. fog, rain, dust, haze, etc.).
IF over 10 kilometres say: more than 10 kilometres.
e. Cloudbase is ... octas at ... feet estimated.
f. Temperature is plus ... degrees Celsius.
Note: Reference items c and d: report a single CAV OK if visibility is more

than 10 kilometres and the sky is clear.
Airstrip Weather Report
6.2.1.13. If a remote airstrip is called upon to give a weather report(s), the following
details are required:
a. Name of airstrip (this may be different from a Rig Location).
b. Type of report (routine or Special).
c. time of report (Local).
d. Surface horizontal visibility in kilometres (this can be judged by using

a vehicle to lay off markers) and any significant weather (e.g. 4
kilometres in rain, dust, haze, fog, etc.).
e. Cloud cover in octas (8ths) - 4/8 equals half blue sky - and estimated
height of lowest cloud (in feet).
f. Temperature in degrees Celsius.
6.2.1.14. At permanently manned airstrips, markers should be placed to give a

reference point for estimating horizontal visibility to improve accuracy of
reporting.
6.2.1.15. A special weather report must be sent immediately to aircraft (if possible) or
base if conditions deteriorate considerably after a routine report and exceed
the following parameters:
a. Wind exceeding 25 knots
This may impose crosswind limits on the aircraft, therefore the

direction as well as the speed is important
b. Visibility less than 3 kilometres
c. Unusual weather
For example, fog, moderate to heavy rain, thunderstorms,

dust/sandstorms, hail, snow etc. Light rain is not significant unless
the runway is affected.
d. Low cloud covering more than half the sky
This is probably the most difficult for an untrained observer to judge.

Four octas below 2000 feet is probably best described as 'low
overcast', and becomes significant at those airfields which have no
position-fixing aids or approved approach procedures.

After Landing
6.2.1.16. Inform base control of the actual time of landing.
6.2.1.17. The responsible person at the airstrip must keep personnel away from the
aircraft until the propellers/rotor blades have stopped. Personnel must not be
allowed to approach the aircraft until the pilot indicates that it is safe to do so.
This is vital for safety reasons.
6.2.1.18. A fire extinguisher is to be positioned in the front of the aircraft where it can
be seen by the pilot, in preparation for starting of engines, refuelling, etc.
6.2.1.19. The crews will open the aircraft doors. Other personnel must keep clear while
this is being done.
6.2.1.20. It is important that all cargo consigned to the airstrip is offloaded. The cargo
manifest must be thoroughly checked. Any cargo remaining/added must be
secured. The crew, or sometimes the loadmaster, will advise on this.
Particular attention must be given to ensuring that:
a. The name and weight of all boarding passengers are recorded.
b. All pieces of cargo to be loaded are weighed in advance and items

marked.
c. No dangerous goods are loaded. A list of dangerous goods must

be available at all rigs, stations and remote airstrips. If in doubt, the
item must not be carried.
6.2.1.21. The cargo/passenger manifest is to be issued by the person handling the

flight and given to the pilot, who will sign for receipt. It is a legal requirement
that copies are retained on file for the period of one month.
6.2.1.22. Scheduled transit times at remote airstrips must be observed. This will avoid
delays at other locations and to later flights.
Extended Transit Time
6.2.1.23. If for good reason the aircraft is to remain at the airstrip for a period longer
than the normal transit time, accommodation should be made available for
passengers and crew. It is important that pilots have reliable two-way
communication with a radio room and/or telephone in order that they may be
contacted in the event of an emergency situation developing at another
location.
6.2.1.24. The aircraft should be guarded whilst on the airstrip to prevent tampering by
unauthorised persons.
Before Departure (Manned airport or airstrips)
6.2.1.25. On completion of loading freight and passengers, the doors will be closed and
checked by the crew. People must be kept away from the aircraft and the fire
extinguisher must be manned. The person in charge of the extinguisher must
be in the pilot's line of sight.

6.2.1.26. The pilot will request clearance to start the engines. Clearance is indicated
by the 'thumbs up' sign from the aircraft marshaller or the person holding the
fire extinguisher in the marshaller's absence. When both engines are started,
the pilot will, by waving crossed hands, signal confirmation that all equipment
is clear and there are no chocks at the wheels. This should then be checked
and fire extinguisher removed. Clearance to the pilot to taxi is indicated by a
further 'thumbs up' sign.
6.2.1.27. The person in charge of the fire extinguisher must know how to use it and
where. (Most fires occur at engine start-up).
6.2.1.28. Staff involved in aircraft operations should wear ear defenders while engines
are running.
6.2.1.29. After take-off, VHF and fire coverage must be maintained at the airstrip for 30
minutes or up until the point of no return, whichever is the least time. The
departure time must be radioed to base.
Note: NO SMOKING WHEN INVOLVED IN AIRCRAFT OPERATIONS.
Night Operations
6.2.1.30. Night operations may be required for emergency purposes (e.g. Medevac,
etc.) at remote locations. In such cases it is normal to fly with two pilots (this
is appropriate for both fixed wing and rotor aircraft).
6.2.1.31. An attendant, preferably a person with medical knowledge, should travel with
the sick or injured person. The flight crew are unable to attend and supervise
a sick or injured person and safely fly the aircraft.
6.2.1.32. Night flying will impose restrictions on pilots' normal duty hours.
6.2.1.33. The following definitions of emergency flight are now accepted throughout the
Industry:
a. Search and Rescue (SAR)
An emergency mission to locate and rescue a person who is in an

abnormal environment and whose life is threatened if not removed
from the environment or if not provided with protection and
assistance. This has priority over all other operations.
b. Medrescue (medical rescue)
Indicates a 'life and limb' emergency and is a medical mission to

rescue a person who is in hostile environment. Also indicates that an
evacuation or doctor's visit is necessary to prevent death or serious
damage to a person's health.
c. Medevac (medical evacuation)
Indicates a non-urgent situation requiring a seat in an aircraft a t a

time to be specified by Medical. This terminology is necessary to
alert those concerned to the degree-of-response facilities required.
This has no priority other than seat allocation; priority shall be advised
by the doctor.
Note: The term 'Casevac' has been dropped by the UK Rescue Co-
ordination Centres and the UK Offshore Operators Association.

Laying a Flare Path
6.2.1.34. Wherever possible battery operated glim lights should be used rather than
flare pots.
6.2.1.35. On arrival at the airstrip, pass a weather report to the person who asked for
the strip to be illuminated. If unable to determine which is the upwind end of
the runway, the air operations supervisor or the aircraft captain will advise as
to which way the flare path is to be laid.
6.2.1.36. If flare pots are the only means of illumination, ensure that flare wicks are
protruding and the reservoir is sufficiently filled with kerosene, paraffin or
diesel.
Note: DO NOT USE PETROL.
6.2.1.37. The flares are to be positioned 50 metres (ICAO) apart along the edge of the
airstrip, on the inside of the normal edge markers.
6.2.1.38. Six flares should be placed across the upwind end of the runway. The
downwind end should be marked with additional flares on each side and the
surface can be lit with dipped headlights of two vehicles.
6.2.1.39. The parking area (if any) is to be marked.
6.2.1.40. The flare path is to be lit 30 minutes before the flight is expected and must not
be extinguished until at least 30 minutes after the flight has departed.
6.2.1.41. When contact is made with the aircraft, handle as for a day operation.
However, the pilot must be informed if a major change in the wind direction
has occurred since the flare path was laid (i.e. if the flare path is laid the
wrong way). When giving wind state, be as accurate as possible. The pilot is
unable to see the windsock and the wrong information can lead to a
downwind landing which is potentially dangerous. If possible, the windsock
should be illuminated by spotlights.
Security and Picketing
6.2.1.42. No aircraft is to be left unattended, day or night. A guard must be posted no

matter how short or long the transit time of the aircraft.
6.2.1.43. If high winds are forecast, the aircraft is to be 'picketed' (lashed down). The
aircraft crew will advise and must be in attendance when this is carried out. If
possible, the aircraft should be turned 'head to wind'.

Intentionally Blank

Part 2 - Aviation Base Support Requirements Helicopter Facilities Onshore
CHAPTER 7 - HELICOPTER FACILITIES ONSHORE ......................................................................7-3
7.1. PERFORMANCE CONSIDERATIONS ....................................................................................7-3
7.2. THE HELIPORT ......................................................................................................................7-4
7.3 UNLICENSED HELIPORTS ....................................................................................................7-4

Raised Helipad for Desert Operations .............................................................................7-6
Jungle Landing Areas.......................................................................................................7-6

Intentionally Blank

HELICOPTER FACILITIES ONSHORE
Reference: I.C.A.O. Annex 14 Vol 2 - Heliports
7.1. Performance Considerations
7.1.1. Offshore helicopter facilities are detailed in Chapter 19. This chapter concerns itself with
the onshore environment. The definitions reference is ICAO Annex 14 Vol 2(Heliports)
7.1.2. The regulation of helicopter operation varies widely between countries, and the first
requirement when establishing a helicopter base is to determine that the law of the land is
complied with. That said, the Aviation Adviser is aware of the need to minimise
restrictions in order to exploit the helicopters flexibility, without jeopardising safety.
7.1.3. In principle, the Aviation Adviser would wish to see the dimensions and relative location of
helicopter take-off, landing areas and parking areas selected in such a way that in the
event of a engine failure (in either a single or multi-engined machine) at any stage of
flight, including air taxiing, the aircraft should either be able to make an immediate safe
landing back in the departure site, or be able to fly safely to and complete a controlled
approach and landing at a predetermined site. It is accepted that in certain specialised
operations, notably support of seismic activities, this will not always be practicable due to
the temporary nature of line clearings, and this subject is addressed in Chapter 17 It is
recommended however, that the above requirements be met at all helicopter bases.
7.1.4. The following Performance Classes are recognised internationally:
7.1.4.1. Performance Class 1 Helicopter. A helicopter with performance such that

in case of critical power unit failure, it is able to land on the rejected take off
area or safely continue the flight to an appropriate landing area.

in case of critical power unit failure, it is able to safely continue the flight
except when failure occurs prior to a defined point after take off or after a
defined point before landing, in which case, a forced landing may be required.

in case of a power unit failure at any point in the flight profile, a forced landing
must be performed.
7.1.5. Pilots of Class 3 helicopters are required to follow flight paths that will allow forced
landings at all times.
7.1.6. Helicopters are also constructed to one of two build standards reflecting their overall
performance: Category A and Category B, but for practical purposes it is the Performance
Class which reflects the chosen method of operation
7.1.7. Helicopter operators are required to ensure that:
7.1.7.1. Helicopters which have a maximum approved passenger seating

configuration of more than nineteen are always operated in accordance with
Performance Class 1 requirements.

configuration of nineteen or less but more than nine may be operated in
accordance with Performance Class 1 or Performance Class 2 requirements,
depending on their actual take-off weight.


configuration of nine or less may be operated in accordance with
Performance Class, 1 2 or 3 requirements.
7.1.8. Present generation helicopters are not built to full Category A and hence unlimited
Performance Class 1 standards but it is recommended that wherever possible, payload
and profiles should be adjusted to operate to as near Performance 1 standards as
possible. Certain activities, in particular seismic work, do not allow this opportunity and
this is covered in Chapter 17.
7.2. The Heliport
7.2.1. The physical characteristics for a Heliport are set out in ICAO Annex 14. They set out
dimensions required of a licensed heliport i.e. one suitable for scheduled public transport
flights. Whereas unscheduled public transport flights may not be compelled legally to use
such heliport dimensions, it is desirable for them to do so.
7.2.2. Fire/Crash response requirements are set out in Chapter 9.
7.2.3. It is essential that helicopter operations are conducted safely and with the minimum risk of
danger to persons or property. It is also important from the "good-neighbour" aspect that
disturbances or annoyances to others is minimised. Both these aims can be met to a
large extent by ensuring that flight paths to and from a heliport pass over ground which
will provide open areas suitable for a forced landing. Engine failure at a low height in a
Performance 3 or in restricted areas. Performance Class 2 helicopters will give a pilot
very little option as to where he will land.
7.3. Unlicensed Heliports
7.3.1. Whereas the aim is to set up heliports to the "licensed" standard in accord with ICAO
Annex 14, this may not always be fully achieved but the main principles still apply:
sufficient clearance on the ground for both parking and for movement by personnel and
vehicles and sufficient clearance for helicopter ground manoeuvring, approach and
landing, and take off and climb away. Where the licensed standard cannot be achieved,
advice from the Aviation Adviser should be sought.

7.3.2. An example of an unlicensed site with adequate reject area, to accommodate a Bell 212
is shown below:
REJECT AREA REQUIREMENTS FOR PERMANENT LANDING SITES

MINIMUM REQUIREMENT FOR LIGHT TO MEDIUM TWIN ENGINED HELICOPTERS -
ETC.
Reduce RTOW by 5% if
1. Obstacle height > 15mm max 30m or
2. Reject area reduced by <30m or
3. Part of reject area (max 50m) is swamp or water
Note: - No more than two of the above circumstances (10% reduction) should occur simultaneously
- No more than two degrading steps should be allowed to occur concurrently
Max
obstacle
height 15 m
15M
(50’)
15M Add 30m of
reject area
for every 3m
40° 6° of obstacle
height
20m increase.
170m
20m Reject area Wind

direction
must be
Surface should: 60°
within 30°
40m 1. Be smooth enough to allow road vehicle to travel on (4WD) either side
2. Not have obstacles, including grass, higher than 0.25m of runway
direction
20m
40m
7.3.3. The positioning of helicopter parking spots requires careful consideration to avoid the
possibility of main or tail rotor contact with an obstacle or adjacent helicopter during
manoeuvring. Notwithstanding the distances specified in the reference, it is
recommended that adequate rotor clearance be maintained, such that no part of one
helicopter shall ever come closer than rotor diameter to another helicopter or other
obstacle.
7.3.4. It should also be noted that static electricity continues to cause aircraft explosions and
fires year after year. Fixed floats, fibre glass skis, wooden dollies (or landing pads) and
poor bonding can effectively insulate the helicopter, preventing it from dissipating its
electrostatic charge on landing. If such conditions are coupled with an accumulation of
fuel-air vapour in either empty or partly full fuel-tanks then there can be a high risk of
ignition from an electrostatic discharge.
7.3.5. When using any landing site particularly those constructed of wood, fibre-glass, or any
other non-conductive material, one should be aware of the electrostatic hazards and
ensure that any bonding is regularly checked for integrity. In the absence of any clear
static discharge path, consideration should be given to fitting a surface mounted earthing
strap laid across the normal points of contact with the helicopter undercarriage or skids.
7.3.6. The layout of, for example, a seismic base camp should allow for complete segregation of
helicopter activity from passenger and vehicular traffic, with only authorised and trained
personnel allowed access to the helicopter operating area. Routes for embarking and
disembarking passengers should be marked and a clear indication should be given of the
point beyond which passengers must not proceed unless accompanied by a member of
the aviation staff.
7.3.7. The siting of refuelling points should be chosen to reduce the necessity for rotors running
refuelling, and the bulk fuel installation should be sited as far as possible from the
helicopter parking and landing/take-off areas. Under no circumstances should the bulk
fuel installation infringe the zone defined in the reference as the "peripheral area".

7.3.8. All the foregoing is intended to show the large variety of important considerations when
setting up an on-shore helicopter base, but there is no substitute for on-site expert
involvement at the earliest possible stage of the operation planning process, as late
modifications to facilities invariably involve higher costs.
Raised Helipad for Desert Operations
7.3.8.1. The Spreeuwenberg Steiger Bouw C.V. Helipad is suitable for working in
sandy conditions. The equipment can easily be handled by manpower alone
and the building technique is not complicated.
7.3.8.2. The helipad consists of a steel framework built on a base of wooden scaffold
boards. The actual deck is made up of two layers of 18mm plywood attached
by screws to the wooden crossbeams.
7.3.8.3. The helideck is 25 metres square and 1.75 metres above ground level.
7.3.8.4. The construction of the raised pads can be by any number of means,
however, there are light-weight easily constructed portable systems available,
other alternatives are large tarpaulins suitably secured or oiled sand/bitumen
or even watered sand. Clearly sand erosion and sandouts on approach or
take off are hazardous considerations and therefore, the reduction of these
effects to the minimum is highly desirable.
Jungle Landing Areas
7.3.8.5. Remote sites to be used for helicopter operations in jungle locations for short
periods of time should follow the criteria listed below.
a. Landing area at Ground Level
Width Equal to overall length (main to tail rotor tip) of largest

helicopter intended for use (D).
Length Twice dimension (D) above.
Surface Smooth, stable and firm under both wet and dry conditions.
Maximum inclination not to exceed three degrees from the
horizontal.
b. Elevated Landing Pad
This is an alternative to (a) and is likely to prove most suitable for

jungle clearings with uneven ground. For ease of access it is
recommended that the pad should not be raised more than an
average of one metre above ground level.
c. Recommended Dimensions
The area should be large enough to contain a circle the diameter of

which should be equivalent to the overall length (main to tail rotor tip)
of the largest helicopter intended for use.
d. Minimum Dimensions for Skid Fitted Aircraft
An area large enough to contain a circle of a diameter equivalent to

three quarters of the main rotor diameter.

e. Construction
Local materials may be used. If logs are to be used the top layer
should be approximately fifteen centimetres in diameter. The joints of
the top surface should be as close as possible in order to afford the
best possible "ground effect" for helicopters and ease of movement
by personnel. There should be no projecting articles which might
hazard underslung load operations.
Construction should be of logs or sawn timber. Note that packed

sand and/or clay is not recommended. Operational procedures
should indicate that aircraft be landed with skids across and not
parallel with the top timbers.
f. Transition Area
Length 20 metres from edge of landing pad in direction of take-off

path.
Width 10 metres or equivalent to width of landing pad whichever is

the greater.
Surface Should be cleared of brush and stumps to maximum height

of half metre above ground level and with no obstructions to
extend through the horizontal plane subtended by the landing
pad surface.
g. Cleared Area
Length Shall be a minimum of 25 metres measured from the edge of

the landing area/pad to the base of the trees and with a
maximum slope of 40 degrees measured from the same
edge of the landing area/pad to the top of the trees on the
same side.
Also a minimum of 150 metres horizontally and a maximum

slope of 15 degrees measured from the other side of the
landing area/pad to the base/tops of the trees respectively.
Notes: i. Hilltops and ridges make good areas for landing sites if
sufficiently close to the area of operations, as the clearance
required is considerably reduced and due consideration is
taken into possible wind tolerance.
ii. Loose brush and all material likely to be moved by helicopter

downwash must be cleared well away from the landing area.
iii. The landing area/pad must be kept clear of all items for
landings and take-offs, therefore, a baggage assembly/load
despatching area should be designated/constructed clear of
the landing area and no items awaiting loading/unloading
may be above level of landing pad.


Part 2 - Aviation Base Support Requirements Refuelling
CHAPTER 8 - REFUELLING.......................................................................................................... 8-3
8.1 AIRCRAFT FUEL ................................................................................................................. 8-3

Source of Information.................................................................................................... 8-3
Types of Fuel.................................................................................................................. 8-3
Density ........................................................................................................................... 8-3
Batch Number ................................................................................................................ 8-4
Contamination................................................................................................................ 8-4
Water.......................................................................................................................... 8-4
Solids......................................................................................................................... 8-4
Discoloration............................................................................................................. 8-4
Micro-biological bacteria and fungi.......................................................................... 8-4
Additives in Fuel ............................................................................................................ 8-5
Personal Protection ....................................................................................................... 8-5
Protective Clothing ........................................................................................................ 8-5
Static Electricity ............................................................................................................. 8-5
Bonding.......................................................................................................................... 8-6
Environmental Management at Airfield Depots ............................................................ 8-6
Leaks .............................................................................................................................. 8-6
Drain Samples................................................................................................................ 8-7
Soil and Ground Water Protection ................................................................................ 8-7
Vapour Emissions.......................................................................................................... 8-7
8.2 INSTALLATIONS ................................................................................................................. 8-7
Storage Tanks ................................................................................................................ 8-7
Transportable Tanks...................................................................................................... 8-8
Bunding.......................................................................................................................... 8-9
Fuel Delivery System ..................................................................................................... 8-9
8.3 FUELLING OPERATIONS.................................................................................................. 8-11
Onshore........................................................................................................................ 8-11
Receipts................................................................................................................... 8-11
Testing..................................................................................................................... 8-12
Responsibilities ...................................................................................................... 8-13
Offshore........................................................................................................................ 8-13
Storage and Transport............................................................................................ 8-13
Receipt, Testing and Transfer ................................................................................ 8-13
Responsibilities ...................................................................................................... 8-14
8.5 FUEL AT REMOTE LOCATIONS ....................................................................................... 8-14
Supply .......................................................................................................................... 8-15
Aircraft Fuelling ........................................................................................................... 8-15
Drum Stocks................................................................................................................. 8-15
Receipts................................................................................................................... 8-15
Storage .................................................................................................................... 8-15
Decanting to Bulk Storage...................................................................................... 8-16
Refuelling ................................................................................................................ 8-16
8.5. TYPES OF REFUELLING................................................................................................... 8-17
Pressure Refuelling ..................................................................................................... 8-17
Gravity Refuelling ........................................................................................................ 8-17
System Design ............................................................................................................. 8-17
Aircraft Refuelling........................................................................................................ 8-17
General .................................................................................................................... 8-17
Pre-Refuelling Checks ............................................................................................ 8-17
Ready for Refuelling ............................................................................................... 8-18
Refuelling Sequence ............................................................................................... 8-18

Completion of Refuelling ........................................................................................ 8-19

Rotors Running Refuelling (RRR) ............................................................................... 8-19
Emergency Procedures - Fire Guard...................................................................... 8-19
8.6 QUALITY ASSURANCE..................................................................................................... 8-20
Water Checks .......................................................................................................... 8-20
Testing With a Water Detector Capsule ................................................................. 8-20
Testing with Water Finding Paste .......................................................................... 8-21
Discoloration Test................................................................................................... 8-21
Checks following heavy rainfall, snow, high seas or large temperature changes.... 8-21
Testing of Static Stocks............................................................................................... 8-21
Settling ......................................................................................................................... 8-22
Daily Checks ................................................................................................................ 8-22
Periodic Checks ........................................................................................................... 8-23
Filtration Equipment ............................................................................................... 8-23
Hose End Mesh Strainers ....................................................................................... 8-23
Pumps ..................................................................................................................... 8-24
Refuelling Dispensers............................................................................................. 8-24
Hoses....................................................................................................................... 8-24
Commissioning a Hose........................................................................................... 8-25
Monthly Hose Test Procedure ................................................................................ 8-25
Six Monthly Hose Test Procedure.......................................................................... 8-26
Bonding Checks...................................................................................................... 8-27
Tanks ....................................................................................................................... 8-27
Tank Cleaning ......................................................................................................... 8-28
Annual Inspection of Tanks.................................................................................... 8-28
Seal Drum And Pillow Tank Commissioning ......................................................... 8-29
Equipment .................................................................................................................... 8-30
Record Keeping ........................................................................................................... 8-30
Documentation and Manuals....................................................................................... 8-31
Training ........................................................................................................................ 8-31

REFUELLING
8.1. Aircraft Fuel
8.1.1. This section is intended as a basic guide to operating companies when setting up or
supervising the operation of aircraft fuelling systems for upstream operations, and not
retail operations. Those handling and dispensing aviation fuel should fully understand
that the safety of an aircraft and its passengers is affected by on their ability to deliver the
correct grade of uncontaminated, dry fuel into its tanks.
Source of Information
8.1.1.1. Most Companies that have downstream operations will have procedures in
place for quality assurance for aviation products. The relevant Company
procedures should be checked but the remainder of this chapter should not
be found to be at variance with normal good practices.
Types of Fuel
8.1.1.2. There are two types of aviation fuel used, namely Kerosene and Gasoline,
with various grades available in both types. However, generally Jet A1 and
AVGAS-100LL will be encountered.
a. Jet A-1 is a kerosene grade of fuel suitable for most turbo-prop or jet
engined aircraft. Usually clear in colour, it has a relatively high flashpoint
for a fuel, and the ability to absorb significant quantities of water, holding it
in suspension. The amount of water the fuel is capable of absorbing is
directly proportional to its temperature. The ICAO colour code to identify
Jet-A1 is black on a white background.
Note: TC-1 is commonly used in the CIS. this wider cut grade, with a flash
point that can be as low as 28°C, requires additional handling care. Other
grades are also available and all are normally wider cut than Jet A1.
b. Aviation Gasoline (AVGAS) is the grade of gasoline fuel for reciprocating

piston engined aircraft and, having a very low flash point, is extremely
flammable at normal operating temperatures. For easy identification
AVGAS-100LL fuel is dyed blue.
Note: As a safeguard against Jet A1 being mistakenly decanted into a

piston engined aircraft, steps were taken in the late 1980's to introduce a
smaller size refuelling orifice to the aircraft tanks, and a correspondingly
smaller refuelling nozzle. However, many piston engine aircraft are not
fitted with this modification and refuelling operators should take great care
to ensure the correct grade is delivered. Refuelling with the wrong fuel
continues to be a regular cause of fatal accidents in aviation.
Density
8.1.1.3. The mass (or weight) per unit volume of a product and a density result must
include units of measurement. While kg/lt at 15ºC is still widely used kg/m³ at
15ºC is the unit measurement standard that should be adopted where
possible.

Batch Number.
8.1.1.4. The batch number, given on the Aviation Tank Filling Record, should be
carefully maintained on all documentation relating to a consignment of fuel, as
it enables its storage and movement of to be traced in the event of
contamination being found.
Contamination - Water
8.1.1.5. Water may be present in three forms:
a. Dissolved Water. Water molecules are present in JET A-1 as part of its
chemical structure. Provided the molecules remain chemically combined
with the fuel they are undetectable and present no hazard to aircraft. It
should be remembered, however, that the quantity of dissolved water held
by the fuel is directly proportional to its temperature, i.e. the warmer the
fuel the more water it can hold.
b. Suspended Water. A very fine mist of water droplets suspended in fuel,

which can cause it to take on a cloudy appearance if present in sufficient
quantity; but at very low concentrations the fuel will appear clear.
Suspended water will gradually settle to the bottom of the tank, forming
large drops of free-water.
c. Free-water. When sampling fuel, free water will appear as slugs, or as a

layer lying on the bottom of the glass sample jar.
Contamination - Solids.
8.1.1.6. Solid contaminants comprise mainly of dirt, dust, pipe or tank lining scale, or
rust particles. Fuel must not be passed for use until a clean, contamination
free sample, taken from the clean side of filters is obtained.
Contamination - Discoloration.
8.1.1 7. Discoloration of fuel can be caused by many contaminants, including other

petroleum fuels and substances, fine suspended solids or water. Fuel that
shows signs of discoloration must not be used.
Contamination - Micro-biological bacteria and fungi
8.1.1.8. There are many species of bacteria and fungi that can grow in hydrocarbon
fuels, given suitable temperature conditions and the availability of water, and
certain essential nutrients; two in particular can cause problems in fuel
handling systems and in aircraft. They are the fungus Cladosporium Resinae
and sulphate reducing bacteria (SRB's), in particular Desulfouibrio.
The development of corrosive fuel in storage due to bacterial action can be

avoided by stringent adherence to water drain procedures.

Additives in Fuel
8.1.1.9. Generally, additives are included in the composition of the product during
manufacture; however, Anti-Icing Additive (AIA) may have to be introduced
separately, due in part to the high risk to refinery staff when handling bulk
AIA. For example, "Prist", a commonly used AIA product is considered
hazardous to health as it can be absorbed through the skin and is thought to
be a carcinogen. A metered nozzle should therefore be used when applying
Prist into fuel.
Personal Protection
8.1.1.10. Contamination of the skin by fuels, can cause chapping, irritation and
infection. Skin should never be exposed to prolonged contact. This can
occur when operatives continue wearing clothing that has been contaminated
and soaked with fuel. First aid treatment is essential:
a. Fuel, however small a quantity, must be washed from the skin as soon as
possible, using soap and water.
b. Contaminated clothing must be removed at once and laundered before re-

use.
c. Protective gloves must be worn and barrier cream used to protect exposed
skin.
Protective Clothing
8.1.1.11. Correct Personnel Protect Equipment (PPE) is essential when dealing with
fuel or fuel additives such as Prist or AIA. When handling additives the PPE
should include a long sleeved garment, long rubber gloves and goggles and
when dealing with Jet-A1 fuel the gloves and goggles are still considered
necessary. Operators must always stand upwind of the refuelling activity, in
case there is leakage from the applicator. In the event of clothing being
accidentally splashed by neat AIA, the garments must be immediately
removed and the affected area of skin washed vigorously with soap and
water. Similarly if clothing becomes wetted by fuel it is important to change
out of the clothes quickly and wash the affected parts.
8.1.1.12. Overalls or protective clothing made of synthetics such as Nylon or Polyester

can be uncomfortable in hot climates and can be hazardous in a fire situation
by sticking to the skin when it burns.
Static Electricity
8.1.1.13. When fuel is flowing through handling systems, in particular filters,

electrostatic build-up will increase until the potential difference is sufficient to
allow an electrical discharge to earth through an adjacent member, thus
causing a spark. To prevent a static discharge and subsequent risk of fire or
explosion in a fuel rich atmosphere, all components must be effectively
bonded before the commencement of any procedure for the movement or
transfer of fuel (including fuel drain).

Bonding
CAUTION: Pipework and major components, pumps, meters, filters, etc., must be
effectively bonded to clean unpainted metal parts.
8.1.1.14. The danger of fire or explosion brought about by faulty or ineffective bonding,
or negligence in carrying out bonding procedures, cannot be over stressed.
Bonding leads must be checked for continuity at least weekly. Fuel
installation bonding cables, located in the refuelling cabinet and attached to
the gravity refuelling nozzle, must be connected to the aircraft before
refuelling commences and not removed until it is completed. Similarly, hoses
must not be connected to transportable or sample recovery tanks until te
bonding lead has been attached.
8.1.1.15. Refuelling hoses have an antistatic covering, but must be bonded to the
aircraft to ensure complete continuity. Bonding the hose to the aircraft when
pressure refuelling is effected through the coupling, as the coupling forms a
positive metal to metal contact and during gravity refuelling must be effected
by the use of a nozzle end cable by connection to a nearby aircraft structure.
Environmental Management at Airfield Depots
8.1.1.16. Environmental matters assume an ever increasing importance and wherever

personnel operate, they should adopt a policy of continuous improvement in
environmental performance.
8.1.1.17. The potential for environmental pollution is always present when handling,
transporting and storing fuel, and great care should always be taken to
contain the product. This section highlights the most common causes of
release into the environment and offers guidance on minimising the risks.
8.1.1.18. As a minimum, discharges should be controlled in line with national or local

legislative standards and be consistent with internationally agreed
conventions.
8.1.1.19. A quantitative inventory of current emissions, effluents and discharges of

waste material for all processes should be maintained.
8.1.1.20. The potential consequences of the environmental effects of past operations

should be assessed.
8.1.1.21. Action plans should be developed to implement improvements, with

quantitative targets supported by regular audits, reports and appraisals of
performance.
Leaks
8.1.1.22. Leakage is more likely to occur from ageing hydrant systems and buried
pipelines than from tank bottoms and buried tanks. If a hydrant leak is
suspected, immediate efforts must be made to identify its location. Methods
of detection will depend on hydrant size, position and design, but the following
should be considered:-
a. Digging. This involves physically locating the leak by excavation of the

pipeline at selective points; it is a crude and is only likely to be effective on
small hydrants.

b. Ultrasonic Sounding. In its simplest form, a single ultrasonic transducer

is fitted to various points along the line and the local noise level is noted on
a hand held meter. Leakage may then be traced to the area producing the
loudest ultrasonic noise signal. This technique has been used with
considerable success, and is simple and reasonably inexpensive.
c. Local Pressure Testing. Provided the hydrant line can be sectioned

using valves, short sections may be individually pressure tested to confirm
their integrity, thereby narrowing down the source of the leak.
d. Gas Sniffing. This technique involves the injection of a light gas, usually
helium, into the pipeline and monitoring concentrations of the gas in the
area above the pipeline using a special detecting device.
8.1.1.23. Tank installations should also be reviewed to minimise the risk of leakage. In
new installations, buried horizontal tanks should be avoided. The design and
construction of vertical tank bottoms should take into account measures to
minimise the risk of leakage due to corrosion, and consideration should be
given to secondary containment of leakage.
Drain Samples
8.1.1.24. Drain samples should not be tipped into the ground, but should be returned to
tank storage systems by means of a suitable product return system.
Soil and Ground Water Protection
8.1.1.23. Top soil and the ground water layer at airfield depots may be contaminated by
minor leakage and spills, or by oil contaminated water e.g. drained from the
tank bottom, overflowing from the tank during filling, leaking pipelines, or
leaking drainage channels. The bunded areas should be impervious to fuel.
Vapour Emissions
8.1.1.25. AVGAS tanks should either have an internal floating cover or be fitted with
conventional pressure vacuum (PV) valves as a means of reducing vapour
loss. Both floating covers and PV valves require regular maintenance to
assure their effectiveness.
8.2. Installations
8.2.1. The specification for a refuelling system in general, consists of a number of elements
connected together to form a complete installation. Elements include bulk storage tanks,
filtration, sample testing orifices, pumping facilities, pipework, valves, quantity gauges and
dispensing equipment. The various elements described in this part assume a refuelling
system for Jet A1 dedicated to the uplift of fuel and having a flow rate of 50 GPM.
Storage Tanks
8.2.1.1. Tanks will either be fixed or transportable and will vary in type, dependant on
whether they are installed on-shore or off-shore; however, they should
incorporate the following features:
a. Be constructed from stainless steel, steel, reinforced neoprene rubber,

(pillow tanks) or glass reinforced epoxy, although the latter is rarely used.
Stainless steel tanks are preferable for general use and are mandatory for
the storage and transportation of fuel offshore.

b. Tanks fabricated from steel (other than stainless steel) must have interior
surfaces coated with an amino epoxy paint finish.
c. Tanks should be installed in a frame or on supports. (Tanks are normally

cylindrical and mounted with a slope of at least 1 in 60 to give a low point,
where an externally mounted sump with gate valve for protection and a
3/4" diameter steel ball drain valve with a dust-cap on the outlet, is fitted.
The drain valve has at least 12" clearance above the ground to allow fuel
samples to be taken. Buried tanks require a suitable manual "thief pump"
to allow bottom samples to be taken).
d. With the exception of transportable and pillow tanks, floating suction

should be fitted to draw-off fuel. Some dispensations have been granted to
older fixed installation but certain operational restrictions apply. New tanks
require floating suction.
e. Tanks must have a flanged and bolted manhole (pillow tanks excepted) in
the top surface at the high end of the tank. There should also be a means
of checking the contents and the floating suction through easy access
sealable ports.
f. Tanks must allow space for expansion, amounting to 2% of the total

content when full. A pressure vacuum valve with a mesh cover to prevent
the ingress of contamination is also fitted on Avgas and offshore Jet A1
tanks. Pillow tanks and seal drums will not have this installed.
Transportable Tanks
8.2.1.2. Transportable tanks are subject to additional criteria, which is detailed below,
However, the standard continues to evolve and before purchasing new tanks
advice should be sought.
a. Off-shore Transport Tanks. These tanks are designed for transporting

fuel to offshore locations, where they are either used to supply a bulk
storage system or connected directly to the installation's refuelling system.
Tanks transporting Jet A1 at sea must conform to the Inter-Governmental

Maritime Consultative Organisation Code entitled 'International Maritime
Dangerous Goods Code Class 3 Inflammable Liquids'. However, national
authorities may have higher standards, as is the case in the UK. It is
therefore strongly recommended that the local Marine Authority is
consulted prior to purchasing tanks, to ensure they meet the required
standard.
b. Pillow Tanks. Collapsible rubber (pillow) tanks may be used as bulk

storage. This type of tank has the advantage of being available in a wide
range of sizes and is readily transportable when empty and collapsed.
This type of tank requires a firm, flat base, with 1 in 60 slope, otherwise
ripples can form on the bottom, and lead to the formation of water pockets
and subsequent micro-biological growth. The construction of the base
area must also include a bund capable of holding 110% of the tanks
maximum capacity. It will also be necessary to provide shelter for the
tanks when used in hot climates to avoid deterioration of the tank and
leaching from the tank walls.

c. Seal Drums. Neoprene rubber seal drums are available in various sizes
and are strengthened for transportation either underslung, in nets, on
trucks or even towable. These tanks have the added advantage of being
used as the bulk tank on location, and are filled and drained via a filter
monitor to ensure that the fuel remains clean and dry. The seal drum is
collapsible and when empty takes up 15% of the filled out volume. It has a
stainless steel cable mounted internally between the upper and lower end
plates, from which it gains its strength and rigidity when being moved.
Seal drums should be housed within a bund, capable of containing 110%

of the largest seal drum. Use of these drums requires specific
commissioning procedures to be followed which is detailed in 8.6.1.38.
When underslung they can be lifted one above the other, the first being
connected via a two point sling to the two lugs on the bearing supported
swivel neck; this is connected to the helicopter. The second seal drum is
connected from the lower plate of the first drum to the upper two lugs on
the bearing supported swivel neck of the second tank. It has been found
practical to carry seal drums two at a time in a suitable underslung net. To
aid the pilots underslinging the seal drums and to ensure that the contents
of the drums are not confused, the practice of painting the top plate of the
seal drum yellow for Jet A1, white for water and red for diesel is used.
Disadvantages of Seal Drums are:
i. They are virtually impossible to clean, and are therefore

downgraded to diesel after a year in operation.
ii. They are relatively expensive for their short service life.
d. Drum stock. This should only be used as an emergency fuel supply and
not as the prime source of bulk storage unless absolutely unavoidable.
Drums (normally 45 gallons) should be metal.
Bunding
8.2.1.3. Storage tanks must be housed in a protective barrier (a bund) capable of

retaining the fuel, thus preventing environmental damage, should the tank
rupture. The bund should be capable of holding 110% of the tank capacity
and be of sufficient strength to withstand the initial shock should the tank
suffer an instantaneous rupture. Where multiple tanks are housed within a
bund, it must be capable of retaining 110% of the largest tank. There must be
a means of draining the bund to clean standing rainwater, and contingency
plans in place to deal with product leaks.
Fuel Delivery System
8.2.1.4. Each delivery system will be designed for the specific location or type of
application. However, certain guidelines and requirements should be met:
a. General Requirements. A permanent site fuel delivery system consists

of pipework and valves from a bulk storage system, connecting it to
pumps and a dispenser cabinet via a filter separator and filter monitor. A
pressure differential gauge measures any pressure drop across the filters
and a metering system measures the quantity of fuel delivered.
The meter outlet is fitted with a 1½" lever operated ball type shut off valve,
approximately 25 feet of 1½" aviation delivery hose and a stainless steel,
trigger operated fuelling nozzle with static ground wire. The delivery hose
should be stored on a hose reel or suitable stowage brackets to facilitate
easy stowage clear of the ground.

Fuelling components are so positioned to minimise connecting pipework,

which should be of stainless steel.
A static electricity bonding reel, connected to the pumping and metering

equipment and fitted with 50 feet of braided copper cable, covered by a
clear PVC sheath is located near the delivery hose. The end of the
bonding cable is fitted with a crocodile clip for attachment to the aircraft
when refuelling.
The installation should have adequate fire extinguishers and fire alarms.
The types and quantity of extinguishers may be dictated by legislation or
decided by local fire officers; however, at least two 12Kg dry powder
extinguishers are recommended on an on-shore helicopter fuelling pad,
and a further two at the tank storage area.
As with storage tanks, the delivery system must be laid out such that
product spillage does not become a hazard. Drainage must be provided
with an oil interceptor or other container to avoid the risk of pollution from
any spillage.
The layout and requirements for refuelling systems at temporary sites

should meet the above specification but may be scaled down for ease of
transportation.
b. Filtration Units. Filters, including micro filters, filter water separators and
filter monitors will be required in a fuelling system to provide protection
against contaminants. The majority of fuelling installations will have a filter
water separator at the pumping unit, and must have a fuel monitor at the
dispenser cabinet. On the inlet to the bulk tank, dependant on the design,
there should be either a dedicated filter water separator, or pipework
routing the fuel via the outlet filter water separator to the inlet side of the
tanks with valves to direct the flow as required. Automatic shut off, where
water is detected in the fuel, achieved by using special filter elements
which rapidly swell on contact with water to block the flow of fuel.
Filter housings should be fitted with an air eliminator, low point drain
valves and a differential pressure gauge to monitor any pressure drop
across the filter pack. The differential pressure gauge should be a moving
piston type, with a three way valve facilitating full deflection testing in both
directions. Alternatively we accept the use of separate pressure gauges
measuring the inlet and outlet pressures on established facilities.
c. Pumps. Fuel pumps can either be independent, or form part of a

composite unit, including filtration, control valves and gauging equipment,
and can be driven by diesel or petrol engines, electrical motors,
compressed air, or by an aircraft's electrical power supply, in the case of
some portable models. Units should have adequate pumping rates for the
desired flow, with the correct level of filtration. The pump inlet is normally
protected by a 60 mesh Y-strainer. If electrically powered they, and any
starters, switches and wiring must be explosion proof. Pump motor
controls should be fitted with an easily identifiable 'emergency stop'
control, readily accessible to the system operator. The pumping system
should be fitted with a device to prevent excessive pressure in the hoses.
Hand pumps are least favoured as a means of moving fuel, however, they
must be provided as an emergency back up and to prime motorised
pumps when required.

Portable pumps, either powered or hand operated, should be complete

with the proper filtration, and care must be taken to ensure that the unit is
maintained in a clean condition, and that both inlet and outlet are blanked
at all times when not in use.
d. Weather Protection. All components should be designed for outside

operation in the prevailing climatic conditions, without special protection. It
is recommended that on drilling rigs, aircraft fuelling components, fittings
and supporting structures are, wherever possible, made from stainless
steel. In addition, dispensing equipment should be protected by a fully
enclosed cabinet, preferably of fibreglass, with shutters or doors that can
be easily locked in the closed or open positions. Onshore installations will
normally have a cabinet for both the dispensing and the pumping units.
e. Paint Colour Scheme & Grade Marking. All tanks, fuelling pipework and
components should be painted; onshore installations are normally silver,
whereas offshore tanks, requiring improved visibility, should be painted
Yellow with the framework and supporting structures in black.
Irrespective of usage and colour scheme, each tank should have a data
plate displaying the following information on a visible external surface:
i. The product and grade.
ii. The serial number of the tank
iii. The due inspection date.
iv. The due cleaning date.
v. The tank capacity.
The Data plate should be painted, black on pale grey for JET A1 and Red
on White for AVGAS. Near the fill and discharge connections, and at the
point of delivery, there should be product identification labels and surface
pipelines should be marked at 10 metre intervals with the API code of the
product they carry:
Jet A1 - two black bands on a pale grey background.
AVGAS-100 - a red band on a green background.
AVGAS-100LL - a red band on a blue background.
Trigger nozzles used for overwing fuelling should be colour coded to

identify the grade of product - jet fuels should be painted black, whilst
AVGAS should always be red.
8.3. Fuelling Operations
8.3.1. Detailed procedures should be in place at each fuelling facility. The following provides
guidance in the development of such procedures. One important aspect of receipt,
delivery and maintenance of the system, often found lacking, is the need for good
records.
Onshore - Receipts
8.3.1.1. Deliveries of fuel are generally by road, although the following guidelines
apply for other means of delivery. Before discharge:

a. Check that seals on the bridger discharge connections and manhole cover
are intact. Dip the tanks to confirm the quantity.
b. Check that the correct grade plates are displayed.
c. Check that documentation, (release or advice note) shows grade, batch

number, quantity and density of the product.
d. Draw 5 litre samples from the drain connection of each vehicle

compartment. Inspect visually for colour and particulate or water
contamination. When testing jet fuels check for water in suspension, using
Water Detector capsule.
e. Whenever practical, measure the density of the fuel and check that the
corrected value agrees with the advice note or expected batch value to
within .002 kg/lt.
Note Only road bridgers dedicated to one grade of fuel should be accepted; further
checks are required for non-dedicated vehicles.
Onshore - Testing
8.3.1.2. Fuel sample testing should be carried out before the stock is released for
service and where an aircraft operator is responsible for the control and
supply of his own fuel, it is essential that he carries out at least the minimum
checks, given below:
a. Visual checks - must be carried out:
i. On receipt of bulk stocks, before transfer to on-site storage

tank(s)
ii. Having transferred into storage, on completion of the

appropriate settling period.
iii. Before commencement of refuelling operations each day.
iv. At additional times during the day, if requested by the pilot of

the aircraft or if conditions warrant close monitoring.
b. Water detection Test. Using a Water Detector capsule (or similar

acceptable test method) and a syringe, test in conjunction with visual
checks shown above.
c. Density test. Using a hydrometer, measure the fuel density and

temperature, correct the reading to the standard reference temperature
and check against batch records. Again, carry out in conjunction with the
visual checks:
d. Membrane filtration test (Millipore test). This test is used to check the
cleanliness of fuel as it passes various points in a system, by determining
the amount of solid contamination. Checks can either be colorimetric or
gravimetric. However, in both cases results are difficult to interpret and
staff require training to carry out this task successfully. Colorimetric
checks are normally carried monthly and gravimetric quarterly.
e. Conductivity check. Using either a Maihak or Emcee meter.

Onshore - Responsibilities
8.3.1.3. The operator is responsible for determining that all fuel uplifted is of the
correct grade and quality, and that the tests are carried out.
Offshore - Storage and Transport
8.3.1.4. Fuel must be transported to off-shore locations in purpose built, dedicated

sealed tanks. Drum stocks are not acceptable. At some off-shore
installations the transportable tanks are also used to supply fuel, in which
case only one may be connected to the supply manifold at any one time.
Offshore - Receipt, Testing and Transfer
8.3.1.5. Tanks should be used in order of receipt and, on installations where a fixed
stock tank is used, transportable tanks should be discharged into the stock
tank as soon as possible following the compulsory setting time and quality
control checks.
8.3.1.6. On receipt of full transportable tanks, the following checks should be carried
out:
a. Examine the tank seals to confirm that they are not broken. All seals
except the inspection hatch cover seal should then be removed.
b. Examine the tank for signs of damage and leakage.
c. Vent the tank to relieve any pressure.
d. Connect the bonding wire between the tank and the filling facilities to
prevent static discharge.
e. Remove the dipstick cover and take a dipstick reading; on completion,

replace the dipstick and cover.
f. Check the advice note for the correct grade of fuel (JET A-1), quantity of
fuel, tank serial number, and fuel batch number. Record this information in
the appropriate installation record.
g. Check that the test dates on the tank test certificate and sling are valid
(date of sling test is stamped on the ferrule).
h. Having allowed the fuel to settle:
i. From the tank sample drain valve draw a 3 litre fuel sample.
ii. Visually inspect and check the sample for quality, check for
sediment, clarity, free water, colour and for water in suspension,
using a detector capsule and record results. Measure the density
and ensure compatibility with the advice note (as for 8.3.1.1.e)
iii. Transfer the fuel to the fixed installation tanks if applicable or

connect the transportable tank into the delivery system.

8.3.1.7. Suspect tanks, those damaged or giving unacceptable fuel samples, or with
seals broken, must be returned to the point of dispatch for further checking
without being used. Empty tanks returned to shore without intact seals must
be sent for cleaning before further use, irrespective of their visual cleanliness.
If a tank is being returned for further checks, the local Aviation Focal Point
must be immediately advised. He is to ensure the tank is not inadvertently
returned to service without being checked.
8.3.1.8. Fuel installations should have a sample recovery tank into which clean fuel
samples are put after being tested. They should be allowed to settle before
carrying out quality control checks, normally at the end of the days flying. If
acceptable, the fuel can be transferred back into the bulk tank for future use,
after the minimum settling period. The quantity returned to bulk storage
should be noted, from the transfer meter, and recorded on the appropriate
documentation. Dirty fuel samples shall be discharged into a separate
container and returned to the shore for environmentally safe disposal.
8.3.1.9. Fuel states should be checked daily at completion of flying. The quality of
fuel in each transportable or fixed stock tank should be recorded on the
relevant documentation and passed daily to the Aviation Focal Point to
facilitate the planning of replenishment stocks.
8.3.1.10. Fuel should only be transferred during the day when the following conditions
can be met:
a. The shorter settling period of two hours is only allowable when the fixed
storage tank is equipped with a floating suction; this allows the fuel to be
taken from near the surface.
b. Fuel in transportable tanks with no floating suction device must be allowed

the full time of one hour per foot to settle before transfer. The settling time
should be recorded on the fuel tank documentation.
Note: On mobile installations the motion of the vessel will continually agitate the
fuel, keeping water in suspension, often to the extent that an acceptable
sample cannot be obtained. Therefore it is recommended that all fixed
tanks on vessels should have a sump at the base and be fitted with
floating suctions.
Offshore - Responsibilities
8.3.1.11. The responsibility for fuel quality on an offshore location rests with the
helicopter operator. He may delegate some of the work in controlling the fuel
but must determine the overall quality of the product is acceptable. Any
problems must be reported to the Aviation Focal Point and the helicopter pilot
before uplifting/dispensing fuel.
8.3.1.12. The pilot is ultimately responsible for deciding whether the fuel is acceptable.
8.3.1.13. If fuel is not fit for use, helicopter pilots must be informed immediately, as it
may be necessary for them to carry extra from the shore or to divert if already
airborne.
8.4. Fuel at Remote Locations
8.4.1. The following paragraphs offer guidance on refuelling facilities used in support of aircraft
operating from remote locations such as jungle and desert drilling sites, forward support
heli-lift bases, forward air strips, seismic camps, etc.

Supply
8.4.1.1. The method of supplying bulk fuel to the area of operations will depend on
available access routes, and may be by land, water or air, or any combination
of the three, but where possible, should be shipped by road or barge. Fuel
transported by road should normally be carried in dedicated tankers.
Otherwise transportable tanks, which can also be carried by boat or barge,
may be used.
8.4.1.2. In some areas underslinging fuel by helicopter may be the only practical
method of supply, in which case the use of rubber seal drums is strongly
recommended.
8.4.1.3. Seal drums are specially designed, rubberised, transportable containers,

available in a variety of sizes to suit the lifting capacity of most helicopter
types, and may also be used as bulk storage tanks. They do, however,
require specific commissioning checks before use and the advice of the
Aviation Adviser should be sought prior to the commencement of operations.
8.4.1.4. Normal steel drums should not be used as they are not designed to cope with
the type of damage usually sustained during underslung operations. They
are susceptible to splitting if dropped or being set down at the landing site,
and create a problem of disposal after use.
8.4.1.5. Pillow tanks are an option as are fixed bulk tanks, but both have to be filled
via road tanker or barge.
8.4.1.6. Drum stock fuel is also listed as a Dangerous Goods cargo and therefore can
not be carried inside the aircraft, unless special arrangements are made.
They are governed by the IATA or ICAO rules.
Aircraft Fuelling
8.4.1.7. Aircraft refuelling requirements at remote locations do not differ from the basic
minimum standard required at any other facility. Contractors must be made
aware of the required standard and some training may be necessary to
ensure routine refuelling guidelines are followed.
Drum Stocks
8.4.1.8. Whenever possible the use of drum stock fuel should be avoided as it is the
least easy to control, and carries the highest risks of contamination and
abuse. Drums may also inadvertently become mixed and the wrong product
delivered to an aircraft.
Drum Stocks - Receipts
8.4.1.9. No tests are required on receipt of drum stocks, provided there is no doubt on
the grade and quality, i.e. all markings clear and drums in good condition, with
seals intact, and the consignment is accompanied by satisfactory release
documentation. However, prior to release for use testing will be required.
Drums not meeting this standard should be rejected on delivery.
Drum Stocks - Storage
8.4.1.10. Drums should be segregated by batch number and filling date, and the oldest
stock used first. They should be stored off the ground and on their sides, with
the bungs below liquid level, and should be inspected weekly for leaks.

8.4.1.11. After 12 months' storage, the stock should be replaced, and the old stock sent
back to the supplier for test and reprocessing as required. If re-testing is
available locally then a further six months storage is acceptable following a
successful re-test.
Drum Stocks - Decanting to Bulk Storage
8.4.1.12. Check condition of each drum and its markings, ensuring it contains the
correct grade of fuel and that the seals are intact.
8.4.1.13. Roll the drum to the required location, and allow to stand on its end for a
minimum of 10 minutes.
8.4.1.14. Place a wedge under the rim of the drum at the opposite side to the filler cap
to create a low point for water to run. Check for water using water finding
paste or paper on a dip stick.
8.4.1.15. Draw a bottom sample using a "thief pipe" and transfer to a glass jar. Check
for colour, clarity and freedom from dirt or free water. Check for water in
suspension using a Water Detector capsule and syringe.
8.4.1.16. If the tests are satisfactory the drums should be set back in the upright
position and decanted to storage using a transfer pump fitted with a micro-
filter, filter/separator or filter/monitor. Ensure the pump has been correctly
stored with blanks on the inlet and outlet. The pump standpipe should have a
suction break 1½" (4cm) from the bottom of the drum to avoid uplifting the fuel
at the bottom of the drum.
Note: The pump filter should be kept moistened with fuel whilst in storage.
The maximum operating life for filter elements is 3 years, although due to
the continued disruption to the system and the high potential for
contamination, the E & P Forum strongly recommend filters are routinely
replaced every six months. The due change date should shown on the
filter housing.
8.4.1.17. Prior to commencing the transfer, ensure the drum, pump unit and receiving
tank are electrically bonded together. Take a 3 litre sample from the nozzle,
into a glass jar and carry out the standard quality checks.
8.4.1.18. On completion of the transfer, having allowed the fuel to settle, draw a 3 litre
sample from the bottom drain of the receptor tank and check for water using a
Water Detector capsule.
8.4.1.19. To avoid the ingress of contaminants, ensure the standpipe and the outlet
hose of the pump unit are always blanked when not in use.
8.4.1.20. Drums may only be re-used subject to condition and must be inspected to an
approved standard before reuse.
Drum Stocks - Refuelling
8.4.1.21. The above procedure should be followed when uplifting the fuel directly into
aircraft except for the after transfer sampling and testing; this is covered as
follows. A filter drain (clean side) sample should be taken and tested with a
Water Detector capsule and the result shown to the pilot, who should confirm
the quality is acceptable. He must also confirm (preferably in writing) that he
is satisfied the correct grade and quantity of fuel was delivered to has aircraft.

8.5. Types of Refuelling
Pressure Refuelling
8.5.0.1. Pressure refuelling utilises a female quick release, self sealing connector
fitted to one end of the refuelling hose, and coupled to a corresponding male
connector permanently installed on the aircraft. The hose coupling should be
assembled with a pressure control valve incorporating surge protection and
an integral 100 mesh strainer. The action of the connection automatically
opens self sealing valves in the two halves of the coupling, allowing the fuel to
flow.
Gravity Refuelling
8.5.0.2. A gravity or overwing refuelling system has an open, trigger operated nozzle
fitted to the end of the hose, and is inserted into a refuelling orifice on the
aircraft. The nozzle should have a 100 mesh cone shaped strainer in the
spout.
System Design
8.5.0.3. Refuelling systems for smaller aircraft, and helicopters in particular, are flow
rate limited to a standard 50 GPM. Systems with higher flow rates are not
suitable and must be mechanically restricted before use.
Aircraft Refuelling - General
8.5.0.4. Refuelling Operations must not take place during local thunder storms, or if
lightning is evident, and will normally be carried out with the aircraft engines
or the helicopter rotor and engines shut down. It is permissible to carry out
rotors running refuelling on helicopters under certain conditions, but special
safety procedures must be followed.
8.5.0.5. Personnel in charge of refuelling operations should have received some

formal training in fuel receipt, storage and dispensing procedures, and ideally
should attend periodic refresher training.
8.5.0.6. It is essential that proper records of all aspects of refuelling operations are
maintained.
8.5.0.7. Although the aircraft captain is ultimately responsible for ensuring the correct
grade, quality and quantity of fuel is delivered to his aircraft, there is no room
for complacency, and system operators should always follow approved
procedures and constantly strive to maintain the highest standards. The
refueller should determine that the correct grade fuel is to be delivered and
that the decals by the aircraft fuel receptacle matches that of the fuel.
Aircraft Refuelling - Pre-Refuelling Checks
8.5.0.8. Prior to each refuelling:
a. Daily quantity/quality control checks must be carried out on the tanks and
the system.
b. Necessary documentation must be completed before the aircraft arrives.
c. The "on line" tank must contain sufficient fuel for the aircraft's
requirements.

d. The isolation valves on the suction and discharge side of the pump must
be open.
e. Check and record the meter readings, zero the issue record meter
reading.
f. Off-shore A minimum refuelling crew of two people is required.

Helideck fire fighting crews must be standing-by during all refuelling
operations.
On-shore Refuelling should be carried out by at least two personnel,

one of which may be supplied by the aircraft operator. One, usually the
system operator, should oversee the function and position himself
accordingly. He should stand in sight of the pilots, if they remain in the
cockpit, and must be able to shut down the refuelling operation
instantaneously if required to do so. The second person should operate
the refuelling nozzle during gravity refuelling operations.
Aircraft Refuelling - Ready For Refuelling
8.5.0.9. When the aircraft is ready to receive fuel:
a. Passengers should disembark the aircraft or helicopter and move off the
helideck or away from the refuelling operation. However, in some
circumstances it may be safer for them to remain on board, in which case
at least two exits on the side opposite to where refuelling is taking place
should remain open throughout the refuelling operation. Smoking or use
of high energy electrical equipment is not permitted during refuelling.
b. Take a minimum 1 litre sample of fuel from the outlet side of the filter,
monitor and check for quality, showing the result to the pilot where
possible.
c. When authorised to commence refuelling by the pilot, ensure the power is

switched on and personnel are in their correct positions.
8.5.0.10. If the passengers are to remain on board then the following additional
precautions should be taken:
a. Passengers remain in their seats with seat belts fastened.
b. The "NO SMOKING" lights must be on and strictly enforced.
c. At least two cabin doors on the opposite side to the aircraft's refuelling
points must remain open.
d. Passengers must be briefed on emergency procedures, including the

warning they will receive and the action they must take should there be a
need for emergency evacuation.
Aircraft Refuelling - Refuelling Sequence
8.5.0.11. Commence the refuelling task:
a. Bond the aircraft to the dispensing unit with the main bonding lead.
b. Run out the hose to the aircraft.

c. Confirm that the grade identity plate, located next to the filling point on the
aircraft, specifies the requested grade of fuel.
d. Gravity refuelling: before removing the tank filler cap, connect the hose
end bonding lead to the bonding point on aircraft, adjacent to the refuelling
orifice, or touch the nozzle on an unpainted metal surface of the aircraft.
Remove fuel tank filler and refuelling nozzle caps and insert the nozzle
into the filler orifice.
e. Pressure refuelling: will be conducted in accordance with the procedures

contained in the contractors air operations manual. The Aviation Adviser
should review the process.
Aircraft Refuelling - Completion of Refuelling
8.5.0.12. On completion of the refuelling the refueller should:
a. Check and record meter trip and totaliser readings. Zero the meter.
b. Take a 1 litre fuel sample from the outlet side of the filter monitor, check it
for quality and show the water detector capsule to the pilot.
c. Close the refuelling cabinet doors where applicable.
d. Obtain Pilot's signature accepting the fuel grade, quantity and quality.
8.5.0.13. These procedures are also applicable where fuel is uplifted from a fueller, and
its operator is responsible for their completion. The fueller should be parked
in a manner such that in an emergency it can be driven away in a forward
gear without further endangering the aircraft.
Rotors Running Refuelling (RRR)
8.5.0.14. Rotors running refuelling may be authorised for both on and off-shore
operations. However, local management should be aware of the additional
risks involved and seek the advice of the Aviation Adviser, giving sufficient
notice to enable them to comment or render practical assistance.
8.5.0.15. If it is an operational requirement to carry out rotors running refuelling the

operator should determine that there are written procedures stipulating that all
staff involved should have formal training.
8.5.0.16. Rotors running refuelling shall be conducted in accordance with the

procedures contained in the contractors air operations manual. The Aviation
Adviser should review the process.
Emergency Procedures - Fire Guard
8.5.0.17. In an emergency the Fire Guard should:
a. Discharge 45kg Dry Powder extinguisher onto source of fire and continue
fighting the fire using hand held extinguishers, whilst safe to do so, until
the installation fire team arrives.
b. Follow the refueller’s instructions

8.6. Quality Assurance
8.6.1. To maintain the integrity of aircraft fuel it is essential that the product and all equipment
used to deliver or store it is subject to regular maintenance and stringent quality checks.
A programme of inspections and checks should be written for those responsible for fuel
on offshore installations, and checks are equally applicable to aircraft operators
controlling their own fuel stocks and/or delivery systems.
WARNING Plastic containers must not be used for fuel sampling (or fuel drainage from
aircraft), due to the possible discharge of accumulated electrostatic charges.
Glass containers are the most suitable, but care should be taken in handling
due to their fragility. Steel sampling containers if used must be correctly
bonded and are used to drain initial samples and dead fuel prior to the final
test sample, which will be taken in a glass container. Failure to observe
these precautions may result in fuel igniting and/or exploding.
Sampling Methods - Water Checks
8.6.1.1. Storage tanks and refuellers are checked for water by taking a bottom sample
from the low point of the tank and testing with either a Water Detector capsule
or water finding paste as follows:
a. Tanks in use should be sampled daily prior to the first refuelling. In the
UK, CAP 434 requires samples to be retained for 7 days, elsewhere it is
recommended that it be retained for 24 hours, or until the next sample is
taken. Samples should be stored in sealed 4 litre cans, clearly labelled
and recorded in a fuel sample record book.
b. Tanks not in use should be sampled at least weekly.
c. Bulk tanks located on offshore installations should always be sampled

after a periods of heavy seas, storms etc.
d. After inter-tank transfers, fuel in the receptor tank should be allowed two
hours to settle before testing and release to service.
e. Prior to releasing a delivery system into service each day, and before the
first delivery of the day, a sample should be taken from the Filter separator
drain point and tested with a Water Detector capsule.
f. Where gravity refuelling is used, prior to delivery into an aircraft, samples

should be taken from the filter monitor drain and from the hose end, and
tested with a Water Detector capsule.
Sampling Methods - Testing With a Water Detector Capsule
8.6.1.2. If water or solid contamination is found in the initial sample, further checks
must be carried out, until a clear sample is obtained, otherwise the fuel should
be rejected (maximum 5 samples). Additional settling time may help to clear
the problem, but in any case the contamination should be recorded and
reported to the person responsible. He in turn should advise the aircraft
operator, particularly where no other fuel is available. In the case of an
offshore installation, helicopter crews need this information before departure
for the platform, to allow alternate arrangements to be made.

8.6.1.3. The Water Detector capsule kit is used to identify the presence of finely
dispersed suspended water in concentrations smaller than those normally
detected by visual examination. The kits are usually comprised of two parts,
a standard 5ml polythene syringe with nozzle fitting, and a plastic detector
capsule containing water sensitive filter paper. The capsules are supplied in
metal tubes and are life limited to one year from manufacture. The expiry date
is etched on the base of the tube.
Note: Care should be taken to keep the tubes sealed when not in use to
avoid the ingress of contamination and moisture. The syringe must also
be kept scrupulously clean to avoid false indications.
CAUTION Vital evidence, for example filter break up, can be gained from the initial
sample; therefore, it is essential that it is not flushed away whilst attempting
to obtain a clear one. Such practices tend to mask problems until it is too
late. Fuel must not be drained off for any reason before the initial sample has
been taken.
Sample Methods - Testing with Water Finding Paste or Paper
8.6.1.4. The use of water finding paste or paper is a simple method of identifying free
or droplets of water that may have collected at the bottom of a fuel sample.
Its poor sensitivity and the difficulty in interpreting results makes the paste
unsuitable for identifying water in suspension.
8.6.1.5. The method of testing for settled water is as follows:
a. Collect a minimum 3 litres bottom sample in the prepared container.
b. Using the spatula, or rod with paste or paper on the end section, gently
agitate the sample, ensuring the water finding paste on paper is at the
bottom of the container. The paste or paper will change from GREEN to
PURPLE where water is present and the same rejection criteria applies to
contaminated samples as with tests using Water Detector capsules.
Sampling Methods - Visual Check
8.6.1.6. The visual check is carried out by examining the fuel in a clear glass
container, looking for contaminants that cloud or colour the fuel, or for free
water (settled at the bottom). The fuel should be clear and bright or clear and
straw coloured.
Checks following heavy rainfall, snow, high seas or large temperature changes
8.6.1.7. Following heavy rainfall, snow or high seas, fuel sample should be taken from
the tank sump and checked for quality. The system should also be checked
for damage and water ingress. In operations carried out in humid conditions,
condensation within the tank will result in water in the fuel. Where such
conditions exist, tanks should be kept well filled whenever possible and
bottom drain samples taken daily.
Testing of Static Stocks
8.6.1.8. Where fuel has remained in storage tanks (fixed or mobile) for six months
without receipts (even though deliveries may have been made), a 2 litre
bottom sample should be drawn and sent to a laboratory for the following
tests to be carried out:

Jet A1 AVGAS
Appearance Appearance
Colour (by inspection) Lead content
Density Colour (by inspection)
Existent Gum Density
Copper Strip Corrosion Distillation
Silver Strip Corrosion Reid vapour pressure
Water Reaction Copper strip corrosion
Existent gum
8.6.1.9. Provided that the results are satisfactory, the stock may be used but must be
further re-tested at three monthly intervals if still not replenished.
Settling
8.6.1.10. All fuels, Jet fuel in particular, need time to settle before being tested and
released for use. As a general rule jet fuels will settle at a rate of 1 hour per
foot of depth. The minimum acceptable time before a fuel product may be
delivered from a tank is one hour after receipt, and testing is required before
release.
8.6.1.11. Off-shore transport tanks may require to be repositioned when putting them
into service, if so, a further 1 hour settling period should be allowed before
release.
Daily Equipment Checks
8.6.1.12. The following daily inspections should be carried out on the fuelling
installation in conjunction with fuel quality checks shown in the preceding
paragraphs:
a. Calculate the total fuel state of the installation by dipping each tank.
Replace all dipstick covers and record the results.
b. Check the entire system for evidence of leaks and physical damage.
During the inspection check each tank and filter placard to confirm the due
date for inspection has not lapsed.
c. Confirm the integrity and cleanliness of the bulk stock bunding.
d. Check valve positions to ensure only released tanks are on line to the
delivery system.
e. Check the signs indicating each tanks current status are in place.
f. Check the delivery meter totaliser and record the figure; also check the
delivery meter is zeroed.
g. Visually inspect the hose and nozzle/coupling for condition.
h. On systems fitted with air powered equipment, check and empty the
moisture and filter auto drain traps.
i. Using a standard continuity tester, check the following for continuity:
• Fuel bund delivery/transfer bonding cable.

• Main dispensing cabinet bonding cable.

• Gravity refuelling nozzle bonding cable.

j. Examine the bonding cables for damage, fraying and serviceability of the
clip/plug.
k. Maintain a record of these checks.
Daily Fuel Stock Checks
8.6.1.13. Take and test samples of fuel from the drain points at the tank sump and inlet
(dirty) side of each filter on fixed or mobile units. Samples will be a minimum
of one litre depending whether the drain point is direct or offset with
intervening pipework.
Periodic Checks
8.6.1.14. Some periodic maintenance is required in addition to the above checks. This
can fall due at weekly, monthly, quarterly or annual intervals, or as specified
for a particular installation. Local operating conditions should be taken into
consideration when determining the periodicity of this maintenance: for
example the filter element on a portable pump on seismic operations would
as a minimum be changed every six months, whereas at a fixed installation in
Europe or the USA it may remain in service up to three years.
8.6.1.15. Guidelines on the type of maintenance work required are given below, but are
not intended to be exhaustive. Each facility manager should draw up a
schedule of inspections in accordance with the equipment manufacturers
recommendations, or with the assistance of the facility constructor and/or bulk
supplier.
Periodic Checks - Filtration Equipment
8.6.1.16. Each differential pressure gauge should be checked weekly at maximum flow
rate and the readings plotted to obtain a trend. A progressive rise indicates
choking of the filter elements, and replacement will be necessary should the
differential pressure exceed a value recommended by the manufacturer. A
rapid rise is indicative of blocked filter elements, possibly due to water
contamination.
8.6.1.17. If samples drawn from the dirty or clean drain points are contaminated, and
the trend continues, dismantle and clean the filter housing. Otherwise open
and inspect the filter casing annually. Replace the filters at every third
inspection or if found to be contaminated.
8.6.1.18. Items containing gauze elements should be inspected and cleaned at least
once every three months.
Note: The addition of an approved filter water separator upstream of the

filter monitor is considered necessary on new facilities, and on existing
facilities where the presence of water has been a continuous problem.
Although not mandatory on existing facilities where there are no
operational problems, it is advisable for the same modification to be
incorporated.
Periodic Checks - Hose-End Mesh Strainers
8.6.1.19. Inspect and clean at least once a month. The cone mesh, in particular,
should be checked for fragments of hose liner, indicating break-up, which
may occur due to ageing or kinks in the hose. If rubber particles are found,
they should be retained for further investigation.

CAUTION: Handle nozzle filters with extreme care as they are fragile and if kinked, can
develop large holes in the mesh.
8.6.1.20. Inspect cone mesh filters is as follows:
a. Unscrew the nozzle spout from the main assembly and remove the cone
filter.
b. Withdraw the cone from the spout.
c. Check for debris and damage to the mesh and joints, and replace as
necessary. Replacement is essential as this last chance filter could avoid
contamination of the aircraft tanks, filters and fuel valves with particles of
hose lining rubber.
d. Wash the filter gently in clean Jet A-1 and blow through with low pressure
clean, dry compressed air. Use protective clothing and take the necessary
precautions when dealing with compressed air and fuel particles.
e. Replace the filter, ensuring the sealing ring is clean and serviceable. Fit
the spout into the nozzle body.
f. Tighten the retaining nut finger tight only; to avoid damage do not use
excessive force when tightening the nut.
Periodic Checks - Pumps
8.6.1.21. Pumps suitable for use in refuelling installations may be powered manually,
electrically, pneumatically or by diesel engine; petrol powered pumps are not
considered suitable. The most common types are powered by explosion
proof electric motors. Although the bearings of pump and motor are pre-
packed and sealed, they require periodic checking and replacement.
Similarly regular checks of the power supply, switching and connections
should form part of the inspection programme. Pumps generate considerable
heat when in operation, therefore, their ventilation, position in regard to other
equipment and the availability of fire appliances should be considered when
planning a facility. The emergency shut off system should be checked
monthly.
Periodic Checks - Refuelling Dispensers
8.6.1.22. These cabinets normally house a hose drum, meter, filter monitor, where
provision for drawing samples should be made, and a bonding lead.
Combustible loose articles, sampling containers, test capsules and rags,
should not be kept inside the cabinets as ventilation is poor with the doors
closed.
Periodic Checks - Hoses
8.6.1.23. Hoses used for aviation refuelling should by of the heavy duty semi-
conducting type, conforming to specification BS3158 Grade 2 type C or
equivalent.
8.6.1.24. Hoses should be stored away from direct ultra violet light and laid flat, or in
coils of not less than 20 times the diameter of the hose, and end caps must
be fitted. They have a recommended shelf live of two years and should
always be used in rotation, i.e. oldest first. Total life must not exceed 10
years from date of manufacture recorded on the hose, and records should be
maintained to ensure they are changed at the appropriate time.

Periodic Checks Commissioning a Hose
8.6.1.25. When commissioning a hose, the following procedure will be followed:-
a. Visually inspect the new hose for defects or for damage in shipment.
b. Check the hose assembly details against the suppliers certification.
c. Check that the couplings have been correctly installed and using standard
hand tools, check that the bolts on clamp type couplings are properly
tightened.
d. Pressure test in accordance with the six monthly test procedure.
e. Soak the hose in product for at least eight but preferably twenty four hours.
f. Flush the hose for at least two minutes at maximum flow rate either by
circulation or preferably back to main storage.
g. Check the hose end strainer for any foreign matter and if necessary, flush
the hose again.
If a newly installed hose is not used for several days, a hose-end sample
should be visually checked for deterioration in colour and if necessary the
hose should be re-flushed as in (f) above. This check is particularly important
for small bore hose at high ambient temperatures.
New hose should not be into immediate service where the ambient
temperature is very cold without a period of soaking at room temperature. To
improve flexibility, the hose should be filled with product (leaving a small air
space for expansion), securely capped and allowed to soak in a safe area of
the workshop for at least seven days and preferably longer. It can then be
installed following the above procedure.
Periodic Checks - Monthly Hose Test Procedure
8.6.1.26. With the hose connected to the fuelling unit, extend it to its full length.
Pressurise to normal operating level at zero flow and inspect for the following
defects:
a. Darker areas on the cover indicating that fuel is percolating through the
lining.
b. Cuts, gouges, nicks or abrasion which expose the reinforcement.
c. Bulges or blisters.
d. Coupling slippage or leakage.
Reduce the pressure to zero and examine the hose by pressing the circumference along
its length to feel for kinks, soft spots or blisters which may indicate
delamination or other structural damage.
Special attention should be paid to sections of the hose within about 2 metres of
couplings, at hose reel connections and support contact points. These areas
are particularly prone to deterioration.

Check the bolts on clamp type couplings for tightness and, without removing them,
inspect the pins on hinged type couplings for signs of wear or distortion that
could indicate imminent breakage due to shear forces. Checks should also
ensure that a gap remains between the clamp halves and that it is in parallel
alignment.
Periodic Checks - Six Monthly Hose Test Procedure
8.6.1.27. The purpose of this high pressure test is to establish that the structural
integrity of the hose is satisfactory rather than its ability to withstand normal
operating pressure. It therefore applies equally to hose used in both high and
low performance situations.
a. Extend the hose to its full length either still attached to the vehicle or
removed.
Testing with hose attached may only be carried out providing suitable
isolating valves are fitted to protect vehicle pipework, meters, filter vessels
etc. not rated to withstand the test pressure of 20 bar (300 lbf/in²).
If hose is to be tested on the vehicle, then the whole vehicle should be

pressurised to approximately 5.5 bar (80 lbf/in²) before the isolating valves
are closed. This will minimise leakage across the valves.
The vehicle pressure level should be monitored closely to see that it does
not increase due to valve leakage. If this happens, some fuel should be
drained to restore the 5.5 bar pressure.
Valves which are found to leak unduly should be repaired at the earliest
opportunity.
b. Hose end nozzles and regulators should be protected from the potentially
damaging effects of the test pressure by:
either - removing them and substituting a threaded blanking

cap or plug.
or - removing the nozzle from the quick disconnect and

inserting a plug formed from a spare adaptor and
blanking plate of adequate thickness.
or - connecting the nozzle to a blanked off aircraft

adaptor, opening the poppet handle and using a
'block out device' to ensure that the hose end
regulator remains open.
or - using a isolating valve (if fitted) upstream of the hose

end regulator and connecting the nozzle to an
aircraft adaptor, e.g. on a drain trolley, with the
poppet open.
c. Connect the hose to a suitable hydraulic pump combined with a line

pressure gauge, fuel reservoir and coupling.
Fill the hose with the grade of fuel it normally handles, ensuring that all air
is bled from it.
Gradually apply and maintain a test pressure of 20 bar (300 lbf/in²) for five
minutes.

d. After this time, inspect the hose as described in the monthly test procedure
part (a).
e. Reduce the test pressure to zero.
f. Increase the pressure to 3.5 bar (50 lbf/in²) and maintain for two minutes.
This low pressure test is to ensure that any inherent (already existing)
hose damage made worse by the high pressure test (which may not
appear at high pressure due to the lining having self sealed) becomes
apparent. The high pressure test itself will not damage a hose which is in
good condition.
g. Inspect the hose for fuel leakage, bulges or blisters.
h. Reduce the pressure to zero and examine the hose as described in the
monthly test procedure part (b).
i. Check coupling security as described in the monthly test procedure part

(c).
j. If the hose was disconnected from the refueller or facility or if a delivery

nozzle was removed to carry out the high pressure test, the system
integrity should be checked at normal maximum operating pressure after
re-installation.
Periodic Checks - Bonding Checks
8.6.1.28. Bonding leads should be checked at least weekly as follows:
a. Run the bonding cable out to its fullest extent, check the connections at
both ends are well made, and not clamped on the insulation.
b. Ensure the plastic covering is intact along the entire length of the cable.
c. Attach one lead of a tester to the crocodile clip or pin at the end of the
bonding lead and attach or rub the other on any clean dry part of the metal
base of the refuelling cabinet.
d. Press the button at the same time - the tester will illuminate if the
connection between bonding lead and frame is good.
Note: On off-shore installations which have metal decking, the hose end
coupling must be clear of the deck when carrying out the test.
Periodic Checks - Tanks
8.6.1.29. Weekly checks: Floating suction (if fitted) should be tested by pulling on the
check cable attached to the float.
8.6.1.30. Monthly checks:
a. Tank tops should be securely in place and be dirt and water tight.
b. Gratings and safety railings mounted on the tanks should be secure and
safe.
c. Fixed ladders should be secure and handrails in place.

d. Bonding jumpers between tank connections and the surrounding pipework

should be intact.
e. Tank vents should be clear.
Periodic Checks - Tank Cleaning
8.6.1.31. Entering a fuel vessel is a high risk activity, and the dangers should not
be under estimated; at all depots "Vessel Entry Permits" should be required.
The vessel should be drained and vented, with entry ports open, and the
atmosphere inside tested. Personnel should not be allowed into the vessel
until non explosive readings are obtained, and then only with full face
breathing apparatus fed from an external source. At all times with one or
more men in the vessel a safety man must remain outside the tank, and be
immediately available to rescue/raise the alarm in case of emergency.
8.6.1.32. To protect the lining, clean rubber soled shoes should be worn, and
individuals entering the vessel should wear suitable protective clothing to
avoid fuel contacting his skin. Ad hoc contractors should also apply these
standards, although it may not always be possible to influence them to do so.
8.6.1.33. Fixed storage tanks should be cleaned at least every three years and a
record maintained of their internal condition. The date of cleaning should be
clearly marked on the outside of each tank.
8.6.1.34. Visual internal checks for the build up of debris or damage to the lining, where
tanks are treated with Epicote, are normally made through an inspection port
and should be carried out at least annually.
8.6.1.35. Transportable tanks should be sampled before each filling, and flushed or
cleaned as necessary. Empty tanks held on off-shore installations should be
returned to the shore depot as soon as convenient, with all connections
sealed before despatch. The criteria for good tank management needs the
tank to be controlled and maintained throughout its working life. We consider
the following inspection criteria should be applied. Depending on the ability to
control the tanks it may be necessary to inspect them more frequently.
However, we strongly recommend that frequent opening of the tanks is
avoided.
Note: The storage of unleaded product in a tank which has previously

contained leaded gasoline does not make it safe and lead warning notices
must be displayed on the tank even though it has been gas-freed, de-
sludged, de-scaled and cleaned.
Annual Inspection of Tanks
8.6.1.36. This work will include but not be limited to the following operations:
a. Visual inspection of the exterior, lift tests and inspection of lift lugs to
comply with the requirements of local legislation and good safety
practice. The tank should be filled with Jet A-1 for lift test.
b. Dip tank to ascertain contents. Sample and transfer the contents to a

recovery tank.
c. Open the tank and vent then internally steam clean and inspect interior.
d. Ensure all water removed and close up the tank ready for return to service.

e. Check details on tank identification plate, load test plate, inspection date
plate are correct, re-stamp and re-new as required.
f. Raise documented records to cover inspections above.
8.6.1.37. After checking for water, residual product may be transferred to another tank
by drawing from the normal outlet or, if necessary, by drawing from the low
point drain, although particularly stringent precautions should be taken to
avoid contamination and spillages.
Seal Drum and Pillow Tank Commissioning Procedure.
8.6.1.38. The following procedure is the accepted requirement for commissioning a

new flexible neoprene tank and is necessary to ensure that the tank is fit for
service. Only new or reconditioned tanks are acceptable for aviation fuels.
a. Seal Drums. The screwed self sealing adapter is fitted to the tank outlet
(not normally removed again during service life). The elbow coupler
complete with seal adapter opening device is clamped to the outlet and the
coupling opened when fuel supply is connected.
All fuel is to be pumped via a filter monitor unit, once it has been tested
clear.
Partially fill the drum sufficient to wet all the internal surface (25-30 litres of
Jet A-1)
The drum is to be agitated at regular intervals to keep the surfaces wetted,

for a period of one week. This leaching process will allow any excess
adhesive from manufacture to be drawn out.
Completely fill the drum with Jet A-1 and allow to settle, take and test the
sample. Look for colour, clarity and water content.
If satisfactory release the seal drum to service.
b. Pillow tanks. Position the tank on the base with the drain point at the
lowest point, ensuring that this is level and well prepared, and has a slope
of at least 1 in 60. check that easy access to the drain valve can be
achieved to allow sampling and draining as required.
Connect the inlet/outlet connection and check that the vent valve is in
place.
All fuel is to be pumped via a filter water separator and filter monitor unit,
once it has been tested clear.
Fill the tank to 95% of the manufacturer's maximum capacity (allowing

space for expansion of the fuel). The site chosen should ideally allow the
tank to be in the shade or under a cover, with an air gap of at least 1 metre
between the tank and the cover.
Allow the tank to stand unused for 7 days and then draw of a sample for
testing. Check the sample for clarity colour and water content. Draw off a
second sample and send it to a laboratory for recertification.
If satisfactory release the tank to service.

Equipment
8.6.1.39. The probable equipment requirement for a small fuel facility to allow the
routine maintenance and testing of the fuel system:
a. A number of 3 litre screw top jars with protective wire cages.
b. Enough metal screw top sample cans for the storage of samples with
labels to identify date place from which the sample was taken.
c. Calibrated dipsticks suitable for the bulk fuel containers used.
d. Tank tables for conversion of depth to volume (dependant on availability of

calibrated dipsticks).
e. Water finding paste (drum fuel).
f. Water Detector capsules (in date), complete with 5ml syringe.
g. One stainless steel bucket with bonding lead attached.
h. Hydrometers for the ranges 0.75 to 0.8 and 0.8 to 0.85.
i. Measured glass for density checks.
j. Temperature conversion charts for density checks.
k. Thermometer in brass protective case, range -10 to 50°C.
l. Meger Ohmmeter.
m. Avo multimeter.
n. Field flash point testing apparatus (nice to have)
Record Keeping
8.6.1.40. It is essential to maintain clear, concise and accurate records of all fuel quality
control checks and routine maintenance carried out at fuelling depots and
installations. Some operatives may not be completely aware of their
importance, and managers should issue precise instructions to ensure staff
are fully conversant with the requirement.
8.6.1.41. During audit visit where an inspection of fuelling facilities is required, the level
and quality of the record keeping should be examined, to include:
a. Records of all daily and periodic checks, and maintenance carried out.
b. Water drain sampling records.
c. Stock records covering all fuel receipts and deliveries, to enable product
movement to be traced through the system
8.6.1.42. To assist those bases not having adequate records of their own, a selection
of sample forms has been developed and are available from Shell Aircraft Ltd.

Documentation and Manuals
8.6.1.43. The processes and practices for operating a fuelling facility should be clearly
set out in a manual produced by local management. Manuals to ensure the
correct operation and maintenance of equipment should also be available,
together with documentary records of component changes, maintenance and
quality checks.
8.6.1.44. Where fuel supply forms part of the Aviation Contractors activities and
responsibilities, the contracted company should have its own procedure
guide, covering all aspects of refuelling operations.
Training
8.6.1.45. Personnel involved in fuelling operations should receive formal, recognised

training, with the award of a certificate on completion, followed by regular
biennial refresher courses. This is particularly important for the supervisor
nominated as being responsible for the facility, and he should personally train
those assigned to work with him, and organise them into an effective and safe
team.

Intentionally Blank

Part 2 - Aviation Base Support Requirements Other Support Facilities and Requirements
CHAPTER 9 - OTHER SUPPORT FACILITIES AND REQUIREMENTS............................................9-3
9.1. FIRE FIGHTING CRASH RESOURCES ..................................................................................9-3

International and Regional Airports and Licensed Aerodromes ....................................9-3
Smaller Manned Airfields, Private Airstrips and Heliports..............................................9-3
Unmanned Landing Strips and Heliports.........................................................................9-3
Unmanned Helidecks........................................................................................................9-3
Manned Helidecks.............................................................................................................9-4
Considerations..................................................................................................................9-4
Scale A - Fire-Fighting Equipment ...................................................................................9-4
Scale B - Portable Fire-Fighting Equipment ....................................................................9-5
Scale C - Crash Equipment...............................................................................................9-5
9.2. COMMUNICATION EQUIPMENT ............................................................................................9-6
Very High Frequency (VHF) Air Band...............................................................................9-6
Single Sideband, High Frequency (SSB-HF)....................................................................9-7
9.3. NAVIGATION EQUIPMENT ....................................................................................................9-7
9.4. TECHNICAL ACCOMMODATION...........................................................................................9-9

Engineering Accommodation...........................................................................................9-9
Battery Charging.............................................................................................................9-10
Aircraft Stores .................................................................................................................9-10
9.5. OPERATIONS ACCOMMODATION ......................................................................................9-12
Flight Planning Room .....................................................................................................9-12
Pilot's Crew Room ..........................................................................................................9-13
Operations Room............................................................................................................9-13
Traffic Office....................................................................................................................9-14
9.6. METEOROLOGICAL INFORMATION ...................................................................................9-15
9.7. SECURITY OF OPERATIONS...............................................................................................9-16
9.8. VEHICLES WORKING AROUND AIRCRAFT .......................................................................9-17

Condition of Vehicle and Equipment .............................................................................9-17
9.9. DRIVER COMPETENCE .......................................................................................................9-17
9.10. DRIVER SUPERVISION DURING REVERSING ....................................................................9-17
9.11. FORK-LIFT TRUCKS ............................................................................................................9-17
9.12. VEHICLE SELECTION AND LOADING OF CARGO.............................................................9-18
9.13. AIRFIELD GROUND SUPPORT EQUIPMENT ......................................................................9-18

Baggage Trolleys and Passenger Steps ........................................................................9-18
Mobile Ground Power Units (GPUs)...............................................................................9-18
Mobile Cabin Air Heating or Air Conditioning Units......................................................9-18
Body Bags.......................................................................................................................9-18
Stretcher..........................................................................................................................9-18
Manifest and Scales........................................................................................................9-19
Passenger And Freight Booking System.......................................................................9-19
Meteorological Equipment..............................................................................................9-19

Intentionally Blank

OTHER SUPPORT FACILITIES AND REQUIREMENTS
9.1. Fire Fighting Crash Resources
9.1.1. The principal objective of a rescue and fire fighting service is to save lives in the event of
an aircraft accident or incident. An important factor affecting rescue in a survivable
aircraft accident is the standard of training of personnel, the effectiveness of their
equipment and the speed at which they and their equipment can be brought into use.
9.1.2. The numbers of emergency response personnel at an airfield, their reaction time and the
levels of fire and rescue equipment shown in this section are based on Annex 14
(Chapter 9.2) of the ICAO Aerodromes Manual, which relates the requirement to the
size of the largest aircraft expected to operate there. The figures quoted constitute a
minimum requirement, but may be supplemented as deemed necessary by local
Companies.
9.1.3. In some countries the local regulatory authority neither endorses Annex 14 nor offers
guidance, and in such cases a simplified policy is recommended, but still based on the
Annex 14 guideline. The size of the aircraft being operated is generally relational to the
numbers it can carry. Therefore fire fighting equipment should be supplied equivalent to
table A. In cases where larger aircraft (more than 49 passengers) are in use then the
Annex 14 standard for fire fighting equipment should be the standard.
9.1.4. There is a great diversity in the size and standard of airfields and landing sites from/to
which aircraft supporting activities operate, including:
International and Regional Airports and Licensed Aerodromes
9.1.4.1. There are invariably operated by the local Civil Aviation Authority or by third
parties licensed and controlled by them. They should conform to the ICAO
standard in every way.
Smaller Manned Airfields, Private Airstrips and Heliports
9.1.4.2. These may not be under the control of the local aviation authority and
standards could be minimal. The crash and fire-fighting resources may be
supplied by the owner, or an aircraft operator. As these locations are by
definition manned, staff should be trained in equipment use and have a
designated vehicular capability to reach runway and local off-site incidents.
Prior to any regular flights to such locations the Company should determine
that suitable levels of crash rescue equipment are available.
Unmanned Landing Strips and Heliports
9.1.4.2. These are often found in remote and/or infrequently used locations. There
maybe no specific equipment on site and it is often up to the user to make his
own arrangements. For flights to such locations the Company should
determine that mobile fire-fighting and crash rescue personnel and equipment
is available.
Unmanned Helidecks
9.1.4.3. These will be constructed to various international, national and/or Company

specifications. During the design phase the most appropriate method of fire
and crash rescue protection, relative to all the perceived risks should have
been considered. The number of flights to such installations is likely to be
minimal, with limited self help crash rescue and fire cover provided on the
deck. The supply of fire fighting equipment should be to Scale B and rescue
equipment as appropriate.

Manned Helidecks
9.1.4.4. These will be constructed to various international, national and/or Company

specifications. During the design phase the most appropriate method of fire
and crash rescue protection, relative to all the perceived risks should have
been considered. The crewing of the deck should include the supply of a
trained fire fighting crew, usually 3 in number. The supply of suitable levels of
equipment will vary dependant on the aircraft type used. The prime fire
fighting equipment is normally two or more monitors which are capable of
spraying a foam type extinguishant (such as AFFF) to all parts of the helideck
and these will be supported by hand held branch lines and portable fire
extinguishers. Fire fighting equipment will be to Scale A. Crash rescue
equipment will be supplied to Scale C.
Considerations
9.1.4.5. The following points should be considered when establishing, monitoring or

auditing fire fighting and crash resources:
a. The Numbers of Staff available.
b. Availability of information.
c. The training they have received.
d. Aircraft fire fighting and rescue procedures.
e. Frequency of exercises.
f. Response times achieved.
g. Communications and alarm systems.
h. Specification and quality of fire fighting vehicles.
i. Protective clothing and respiratory equipment.
j. Extinguishing agent characteristics.
k. Ambulance and medical services.
l. Local water supply.
m. Emergency access roads.
n. Environmental conditions (i.e. jungle, swamp, marine,).
Scale A - Fire-Fighting Equipment
9.1.4.6. Dependant on the type of foam extinguishant used and the concentration of
the mix (water to foam), the bulk will vary however as a minimum a discharge
rate of 5.5 litres/m2/min and being capable of a continuous discharge for a
minimum of 10 minutes.

Aircraft Seats Water in litres plus Dry chemical or Halons or CO2

length Approx. foam compound (Kg) (kg) (kg)
9 metre 8 250 45 45 90
12 metre 10 750 90 90 180
15 metre 20 1000 135 135 270
20 metre 40 2000 135 135 270
25 metre 50 3000 180 180 360
Scale B - Portable Fire-Fighting Equipment
Dry chemical (Kg) or Halons (kg) or CO2 (kg) and Foam/ AFFF (lt.)
45 45 90 90
A lance or hose and horn nozzles is recommended for dealing with engine fires (not dry
powder)
*Note: The use of Halon should be avoided where a suitable alternative

exists.
Scale C - Crash Equipment
9.1.4.7. The crash equipment should consist of the following items:
a. . Aircraft or fireman's type axe.
b. . Large axe.
c. . Heavy duty hacksaw with blade.
d. . Four spare hacksaw blades.
e. . Grab hook with a long handle or line.
f. . Harness knife with sheath (2 off).
g. . Heavy duty crowbar.
h. . 24 inch (61cm) bolt croppers.
i. . Flameproof gloves (at least two pairs).
j. . Two fireman's face masks.
k. . Torch with spare batteries.
l. . Adjustable spanner.
m. . Fire blanket.
n. . Side cutting pliers.

o. . Assorted screwdrivers.
p. . ladder. (8 ft. min)
q. . Breathing Apparatus (2 sets) (note: offshore locations only).
9.1.4.8. Useful publications for reference are:-
a. United Kingdom Civil Aviation Publications 168 "Licensing of

Aerodromes" and 437 - "Offshore Helicopter Landing Areas -
Guidance on Standards".
b. The Petroleum Industry Training Board - "Helicopter Landing

Officer's Handbook".
c. ICAO Annex 14 Aerodromes Manual.
d. U.S.F.A.A., Part 139, Certification of Airports. Aircraft Rescue and

Fire Fighting.
9.2. Communication Equipment
9.2.1. It is vitally important for the safe and efficient conduct of flights, that aircraft shall be able
to communicate with a ground station at all times. Adequate, serviceable equipment of a
type authorised for aeronautical use is therefore essential, both in the aircraft and on the
ground, and the Operations and Flight Manuals of the aircraft operator should include a
section on the minimum level of equipment required for the despatch of the aircraft.
There should always be a back-up system both in the air and on the ground, and it is
normal practice for aircraft engaged on public transport operations to carry at least three
independently powered radios in two or more of the following frequency bands, which
must also be capable of receiving broadcast meteorological information.
Very High Frequency (VHF) Air Band
9.2.1.1. This is the most common band in use in civil aviation, and generally applies to
the frequency range 117.975 MHz to 137 MHz. VHF airborne equipment is
small, lightweight and easy to use, although propagation is limited to line of
sight, leading to short range capability between aircraft at low level and
temporary or low ground antennae.
Typical maximum range of between an aircraft flying at 1,000 feet and a

building roof mounted antennae is 20 miles. Range may be extended by
increasing ground antenna height and by careful locations of antennae
relative to local topography.
The readability of VHF air band (am) propagation is good, although not to the
same standard as FM transmissions.

Single Sideband, High Frequency (SSB-HF)
9.2.1.2. The aeronautical mobile service operates in the band 2.8 MHz to 22 MHz in
multiples of 1 KHz, normally in the Upper Side Band (USB) and is in
widespread use throughout the world. It has the advantage of long range
propagation, provided that a range of frequencies is available in order to
avoid the problem of diurnal variation of the sky wave, and the "dead zone"
between ground and sky waves. HF reception is noisy and fatiguing to listen
to for long periods although SELCAL systems are used in larger aeroplanes
and helicopters to provide an alerting signal to crews not on listening watch.
For low level operations, especially in mountainous or jungle areas, where
line of sight between transmitter and receiver cannot be maintained, HF is the
only option until sophisticated satellite relaying becomes widely available.
9.2.1.3. It should be appreciated that in almost all countries licences are necessary for
the operation of all radios, and the control of frequency allocation is
particularly tight in the air bands. Due to congestion on administration
frequencies, it is often necessary to have a dedicated aviation frequency, set
and operator to ensure flight safety, and if the ATC network does not provide
adequate coverage, it is essential that the necessary permits are acquired to
allow the company to provide flightwatch cover. Advance planning is
necessary, as telecommunications bureaucracies are notoriously slow.
9.3. Navigation Equipment
9.3.1. Navigation equipment for aviation is used in standard form throughout the world as a
major aid to positioning and flight safety.
9.3.2. First of all there is the basic aircraft equipment concerned with navigation and positioning
but being self contained in the aircraft and requiring no ground station for its operation.
9.3.2.1. Compass - to fly specific magnetic headings.
9.3.2.2. Airspeed Indicator - to indicate speeds flown throughout the flight

parameters.
9.3.2.3. Altimeter - to maintain selected heights.
9.3.2.4. Vertical Speed Indicator - to climb and descend at required rates.
9.3.2.5. Radar - mainly used to show weather build ups and enable safe avoidance, it
is also used by helicopters as an offshore approach aid.
9.3.2.6. Radio Altimeter - to give height indications at low altitudes and to provide a
trigger for ground proximity warnings.
9.3.3. Secondly there is equipment fitted to the aircraft which complements and responds to
ground stations.
9.3.3.1. A supplementary method of communication is secondary surveillance radar

(SSR). The aircraft is fitted with a transponder and its signals (pulses) are
interrogated on the ground and information concerning the aircraft's
identification and flight level is available to the ground station.
9.3.3.2. NDBs (non-directional beacons) are ground stations and may be situated at
airfields, beneath air routes on offshore locations and in any position that will
assist in positioning aircraft. NDBs transmit on the MF band radiating in all
directions and provide a basic navigational positioning system. The cockpit
presentation is a single needle indicating the direction of the ground station.

9.3.3.3. This indication can be displayed on a compass and the pilot can utilise this
information to steer towards or away from a charted ground position. The
system uses a radio receiver to identify the direction and directional indication
is displayed on a radio magnetic indicator (RMI).
9.3.3.4. VOR (VHF omni-directional radio range) - the VOR is a ground navigational
aid operating in the VHF band as a standard short range facility. The VOR
transmits through 360° and therefore theoretically produces an infinite
number of tracks.
9.3.3.5. The cockpit presentation can be in two forms: it will be represented as a

needle on the Radio Magnetic Indicator (RMI) and will therefore indicate the
direction of the VOR. It will also be shown on a left and right indicator, and in
this mode the pilot can pre-set a heading required and fly towards it by using
the left/right indications. It will also provide to/from information.
9.3.3.6. VORs are used on airways and for final positioning before airport approach
procedures are instigated.
9.3.3.7. DME - distance measuring equipment - the DME is a secondary radar system
which provides accurate and continuous indications in the cockpit of the
distance between an aircraft and the ground transmitter. DME will also
enable the pilot to assess ground speed and time to go before arriving at the
DMEs location.
9.3.3.8. G.P.s. Global positioning system, transmitting a signal from the aircraft to pre
positioned satellites and retransmitted back provides long./lat. position,
ground speed, heading and altitude and through DGPS application can be
used for instant approaches where approved by the Regulatory Authority.
9.3.3.9. ILS - instrument landing system - the ILS is a pilot interpreted precision
runway approach aid and is installed at virtually every major airport. The
system provides the pilot with visual instructions enabling the aircraft to be
flown along a predetermined flight path to the threshold of the runway being
served by the system.
. The procedure is started by the aircraft self-positioning or being vectored by

ground radar to a point where the ILS may be used as the next and most
reliable aid. In using the ILS the pilot follows the indications in the cockpit for
final approach, the instrument provides two references. One needle shows
left or right deviation from the centre line, the other indication is up or down
telling the pilot if he is above or below the final glide slope. By flying the
indications on centre line (localiser) and glide slope the aircraft arrives at a
pre-determined decision height, from which point a visual landing is made or
an overshoot commenced. Marker beacons, typically an inner and outer
markers will provide way points for the approach.
9.3.3.10. Area navigational aids - Apart from navigating overland by ground stations
providing short range assistance, aircraft travel over vast areas of ocean and
uninhabited lands and require the use of long range assistance.
9.3.3.11. LORAN (Long range aid to navigation) is a hyperbolic navigation system: a

hyperbola is defined as the locus of a point having a fixed difference in range
from two other fixed points. Loran works on the principle of differential range
by pulse techniques.
9.3.3.12. DECCA - is another hyperbolic navigation system but is a shorter range

navigation aid.

9.3.3.13. Both the above systems have ground stations variously over the world, Loran
operates on MF (medium frequency) and Decca on LF (low); both are used
for maritime navigation and have largely been surpassed in International
Aviation usage. For helicopters, however, Decca is still widely used
especially in European waters and the once tedious methods of plotting on a
chart have been replaced by a sophisticated computerised aircraft receiver
providing instant accurate position information including distances travelled,
distance to go to next destination, speed and bearings.
9.3.3.14. VLF (very low frequency) also provides area navigation aid services in the
form of ONTRAC II and the Omega system, operating on a system of world-
wide transmitters and using the principle that signals from different stations
arrive at a given position at different times.
9.3.3.15. INS (inertial navigation system) is the system used by the majority of airlines
on long haul routes. The principle of the inertial navigation system is of
accelerometers so arranged that they can detect changes of aircraft motion
and through two successive integration procedures indicate aircraft position
and velocity.
9.3.3.16. Currently while INS and OMEGA compete to be used as global navigation
systems the future awaits the introduction of laser-based INS (LINS) and the
formal adoption as a primary aid of GNSS (Global Navigation Satellite
System) or GLONASS (the CIS equivalent) based on a constellation of
satellites. The generic term GPS (Global Positioning System) is used to
describe this aid and it is already in use, albeit regarded as a supplementary
aid until world-wide reliable coverage is proven. It is likely using differential
GPS that it will eventually be used as a primary approved aid, even to the
extent of replacing ILS..
9.4. Technical Accommodation
9.4.1. Adequate technical accommodation is required to ensure sound maintenance support.
Engineering Accommodation
9.4.1.1. The amount of accommodation required will depend on the size of the
operation. For a small operation, an office for the Senior Engineer which also
doubles as a Technical Records Office is considered sufficient, whereas a
large operation which has an independent Quality Control function will require
office space for a Chief Engineer, Engineering, Technical Records, Technical
Library and Quality Control office which will require sufficient space to house
a Standards Room.
9.4.1.2. Irrespective of the size of the operation, provision should be made for an
engineers crew room which should be reasonably comfortably furnished.
9.4.1.3. On contracts of some duration it is normal to expect that the contracted

aircraft will be operated from a fixed base. This fixed base should have
hangarage and ancillary facilities suited to support of the maintenance
requirements of the type/types of aircraft to be operated during the duration of
the contract.
9.4.1.4. The hangarage and ancillary facilities at the fixed base should include but not
be limited to:-
a. Hangarage sufficient to house all aircraft on contract and furnished with

lighting, air, water and electrical supplies and lifting equipment safe weight
loaded to lift the heaviest component installed in the contract aircraft.

b. Ground equipment, maintenance stands and special tooling sufficient to

support all maintenance tasks to be carried out.
c. Technical office accommodation.
d. Engineer's crew room.
e. Stores Suite
f. Quarantine store.
g. Commercial store.
h. Flammable store.
i. Ancillary workshops sufficiently equipped with special tooling to perform

the overhaul and repair tasks as approved by the Regulatory Authority
responsible for the operational area.
j. Battery Shop.
9.4.1.5. Where the nature of the operation is such that provision of hangarage is not
practical, i.e. contracts of short duration, seismic operations which change
base camps at regular short intervals, etc. aircraft can be expected to be
operated and maintained under these conditions for short periods of time.
However, due to the fact that aircraft require general husbandry which only a
fixed base can be reasonably expected to provide, the maximum period an
aircraft should be operated away from a proper fixed base is 300 hours or
three months. In all cases, an aircraft operated away from its fixed base
should be returned to that base for scheduled major component changes and
major inspections.
9.4.1.6. At all operating bases which do not have hangarage, there remains a
requirement to provide simple office, workshop and storage accommodation.
Battery Charging
9.4.1.7. Where there is a requirement to service aircraft batteries, an intrinsically safe

battery shop should be provided. If there is a requirement to service both
lead acid and Nicad batteries, these must be serviced in widely separated
dedicated battery shops. These shops must be fully ventilated, fitted with
smoke alarms and have a mains electricity power breaker fitted externally, but
in the immediate vicinity.
Aircraft Stores
9.4.1.8. The aircraft spare parts should be stored in a dedicated, secure area. This
generally forms part of the operators engineering accommodation. The items
contained within such a store are aircraft parts which have been received,
inspected and released as being fit for use on an aircraft and will be
supported by documentation that allows traceability. Items such as general
use commercial parts, oil, greases and paints should not be stored in the
same area as aircraft spare parts.
9.4.1.9. The Aircraft Parts Store should be supported by several sub-stores. These
could include all or some of the listed stores, depending on the size of
operation, local legislation, and the level of sophistication of the operators
procedures. The list is not exhaustive but the following need to be considered
when developing a store:

a. Receipt and Despatch Area. Self explanatory use; but should be a

secure and separate area. Incoming items are not acceptable for use on
aircraft until inspected and authenticity is established. Outgoing parts are
generally unserviceable or on dispatch to another base and as such are
not acceptable for use.
b. Quarantine Store. Is a secure and strictly controlled room in which parts

that need to be isolated from possible use are retained. These could be
suspect or undocumented incoming parts, or unserviceable or suspect
parts removed from aircraft. We should check if the stock held in this area
is regularly checked and is processed in a reasonable time frame,
generally not exceeding one year.
c. Dark Store. An area within the bonded store which contains aircraft parts
that would deteriorate in sunlight. Normally this covers the rubber based
products, but can contain other items that could be affected.
d. Commercial Store. A place to store the support products required to run

the base and maintain aircraft, but not intended for aircraft installation.
e. Lubricants Store. Normally expected to be located on the exterior of the

hangar, it contains the oils and greases used on the aircraft and its
systems. This should be equipped with explosion proof lighting (if any)
and be of robust fireproof type construction. Stock should be batched and
issued on an oldest stock first basis. Most of the products found in this
store should be subject to life limit controls.
f. Chemicals Store. Many of the dangerous and hazardous chemicals used

in maintaining aircraft can react with lubricants and general cleaning
products. Therefore the ideal solution would be a separate store although
this is not often found to be the case.
g. Paint Store. Paints and their relative products should be stored in a

ventilated external store similar to the lubricant store and their life subject
to similar controls.
h. Explosives Store. Normally a steel cabinet to hold flares and squibs

used in aircraft and survival equipment.
i. Role Equipment Store. Part of the aircraft parts store in which the
seating, spare covers, SAR, EMS and other specific role equipment is
housed.
9.4.1.10. The operator should have a written procedure guide to cover all aspects of his
stores operation which should include the names or positions of the person
authorised to carry out receipt inspections and release to bond.
9.4.1.11. Some of the storage areas need to be temperature and humidity controlled
dependent on global location and planned use. All parts should be racked or
binned in a manner such that they are individually stored by part number and
readily locatable. Every item should be identified, normally with a label,
although for smaller items this may cover a batch (e.g. a bag of washers).
The label should contain the following information: part number, serial number
(if applicable), description, quantity, authenticity information (e.g. reference
number of the incoming approved certificate) and the store location. The
label must advise the current serviceability state of the item and will often be
signed by the stores inspector at the base.

9.4.1.12. A records system should be kept which affords easy location of all spare parts
held in the store and reflects an accurate record of the stock levels of each
individual item. Regular stock checks should be carried out; this may include
a continual selective check of items as well as the annual total check.
9.4.1.13. The operator should have a formal policy on shelf life control and accurate
records of any such controlled items should be in evidence.
9.4.1.14. It is recommended that access be restricted to storemen and management. If

this is not possible then restricted access by selected users could be agreed.
Information on approved stores access should be posted at the store
entrance.
9.4.1.15. All issues must be recorded and the record system updated. A booking out
system is normally used but direct requests through a computer based record
would be acceptable.
9.4.1.16. In most cases, operators storage space will not be large enough to store such
large items as main rotor blades, main gearboxes, engines, etc. In such
cases the larger items will usually be stored in the hangar. The control of
issues of stock stored in this manner needs additional effort as the staff have
direct access. All parts thus stored must be clearly labelled and protected
against environmental and other damage. They are normally best kept in
their transfer boxes with silicon-gel to prevent damage through humidity.
9.4.1.17. Aircraft spare parts should be traceable through bona fide records (Approved
certificates, Airworthiness releases and certificates of conformity) to their
source of manufacture to ascertain the validity of the item. The purchase of
new and used spare parts should be closely scrutinised to be certain of
condition, traceability and correct specification. Used parts need additional
effort to confirm that the quoted time since new, time since overhaul, and life
remaining are supportable. Airworthiness tags in themselves are not
sufficient evidence to establish integrity, and it is up to each aircraft operator
to establish, by audit and cross checks, suitable levels of trust and reliability
with its suppliers.
9.5. Operations Accommodation
9.5.1. For quality assurance purposes, adequate office space must be made available for
operations and technical functions of the aircraft service organisation. The question of
whether company or Contractor(s) will be responsible for providing these facilities should
be addressed at the invitation to tender stage, as the cost has a significant impact on
fixed charges, and the responsibility must be clearly defined in the final contract. If the
Contractor(s) is to be responsible, then the amount and standard of such accommodation
should be stipulated and monitored throughout the period of the contract to ensure that
crews, administrative and technical personnel have appropriate space to plan and
document flying and maintenance operations.
9.5.2. Offices should be heated or cooled to the standards normally expected by office staff,
although the case for air conditioning in temporary seismic camps is considered in
Chapter 18.
Flight Planning Room
9.5.2.1. This area should be quiet and have adequate communications (either by
virtue of location or telecommunications facilities) with the following
agencies:-
a. Contractor(s) Operations Office,

b. or Company Traffic Organisation
c. Air Traffic Control
d. Aeronautical Fixed Telecommunications Network (AFTN)
e. Meteorological Information (Area forecast, destination, METARS and

terminal forecasts)
f. Maintenance Control Office
g. Live Maintenance Office
h. Refuelling co-ordinator (if not Operations office)
9.5.2.2. Desk space should be sufficient to allow the maximum number of crews to
carry out essential flight planning in reasonable comfort, and when operations
only take place during normal working hours, this will mean catering for peak
periods in the early morning. While feeder and offshore flying is normally
conducted on well-established routes or airways, support of exploration
activity may require planning from basic maps before each flight, and wall and
desk space for the handling of large aeronautical charts will be required.
9.5.2.3. While it will be the responsibility of the aviation department or Contractor(s) to

provide up to date copies of aeronautical publications, operations manuals,
etc. these are bulky publications and space for their ready-use storage must
be considered.
9.5.2.4. While not ideal, if crew numbers are small, the Flight Planning office may be
combined with the space allocated for pilots day use as a crew room. If more
than two or three crews are employed on an operation, then it is advisable for
the nominated senior pilot to be allocated individual office space for his
administrative duties, which will include a variety of returns called for by the
company.
Pilot's Crew Room
9.5.2.5. A reasonably quiet room should be provided for use by crews between trips,
and should be simply but adequately furnished, and within easy reach of the
Operations or Traffic room. Occasionally it is necessary for crews on
night-emergency duty, to stand by at the aircraft base, for example, when
domestic accommodation is distant from the operating base. In such cases,
suitable beds must be provided in a quiet and private area with sanitary
facilities. A camp bed set up the crew room for example, is not considered
satisfactory if the pilot is to be available for a flying duty period the following
day.
9.5.2.6. Provision of a reasonably comfortable crew room for day time use has the
attendant benefit of keeping the aircrew immediately available for short notice
flights.
Operations Room
9.5.2.7. In areas such as the North Sea, where several aircraft operators serve a
variety of oil company customers, the Contractor(s) will invariably have an
operations organisation, complete with office facilities at each location, and
day to day liaison with the customer department will be through this office,
and not directly with aircraft crews.

9.5.2.8. In another situation, for example, where the Company has been established
for some years and a long-term sole-use contract exists, the Company may
be responsible for providing the office accommodation, as it forms part of the
oil field infrastructure, but the Contractor(s) provides operations personnel for
co-ordination of flights, passenger handling and aircraft availability.
9.5.2.9. In short-term, highly mobile aircraft contracts, such as seismic or helirig

support activities, Company will usually be responsible for the provision of
office accommodation and personnel for the limited degree of operational
co-ordination that is required. The Contractor(s) chief pilot will normally carry
out the duties that call for specialist knowledge.
9.5.2.10. Whatever the level of Company involvement, it is important that the following
functions are available, from a room (size appropriate to the scale of
operations).
a. Communication with:-
• Contractor(s) main operations centre
• Contractor(s) central maintenance office
• Aircraft in local area
• Aircraft en-route (if necessary via another agency).
• Refuelling organisation
• Passenger traffic office
b. Access to:-
• Aircraft payload and basic weight information
• Company backbone and detailed flight schedules
• Aircrew flight time and duty time records
• Telex facilities (except in seismic field operations)
• Desk space and clerical equipment.
• Shelf space and filing cabinets.
Traffic Office
9.5.2.11. It is a legal requirement in most countries and should be a Company

requirement elsewhere, that the names of all occupants of an aircraft be
recorded on a manifest document.
9.5.2.12. A suitable traffic office must therefore be provided, where passengers

arriving, duly authorised, are required to report prior to embarking. A good
traffic section will also provide the opportunity to conduct security checks
(including search for contraband), passenger safety briefing by video or other
audio-visual medium, and to ensure that passengers proceed to the correct
aircraft in an orderly way, under supervision.
9.5.2.13. Depending on the scale of operation, any or all of the following rooms will be
required.

a. Traffic clerk administration area, separated by a check-in counter from

passengers.
b. Waiting room before check-in.
c. Waiting room after check-in (this is the ideal place for pre-flight briefing
systems).
d. Changing room (where survival suits are issued, if required)
e. Security checking area.
f. Cargo check-in bay, which for ground transport safety reasons should be
well separated from the passenger movement area.
9.5.2.14. To avoid bottlenecks, it is important to consider carefully the flow of

passengers in the traffic handling organisation, and at peak periods, a visual
display of the current flight schedule is helpful to minimise personal enquiries.
Where flight booking, scheduling etc. is computerised, this information can be
displayed at small additional cost, on large V.D.U.s close to the check-in area.
9.6. Meteorological Information
9.6.1. For flight planning purposes, pilots must have access to accurate, up to date information
on the weather actually being experienced, and forecast for the departure, en-route and
destination stages of their flight.
9.6.2. For international and long range flights, the requirements for weather reporting and
forecasting are met by stations at most airports and by World and Regional Area Forecast
centres, which conform to standard reporting codes and formats, and provide
Aeronautical Meteorological Service (AMS) to international standards as detailed in
I.C.A.O. Document 8896-AN/893/3 "Manual of Aeronautical Meteorological Practice".
9.6.3. Thus, company owned or chartered aircraft operating to and from licensed aerodromes
conforming with international standards will experience little difficulty in obtaining the
following information, which is required for pre-flight planning purposes:-
Upper/medium level winds and temperatures
Significant en-route weather phenomena
Aerodrome forecasts
Aerodrome reports
Take-off forecasts
SIGMET (potentially hazardous en-route weather information)
Air reports
NOTAMS - (Notice to Airmen)
A variety of media (telephone, broadcast, telex, facsimile) is used to

disseminate this information, and use is made of automatic broadcasting
equipment for in-flight information.

9.6.4. In many operating areas however, company or chartered aircraft operate from remote
bases with limited or no access to the sophisticated AMS. This has led in some cases to
a private meteorological facility being funded by oil companies (although other parties
have also benefited from the service). This was essential in the North Sea area where
extreme weather conditions are encountered, and are frequently difficult to predict.
9.6.5. In other areas with a more benign climate, a lower standard of service may be
acceptable, where sector distances are shorter and the area of operation restricted. In
such cases access to area forecasts by radio or telephone may be acceptable, at the
discretion of the aircraft operator, but accurate reporting of conditions at departure and
destination point is essential.
9.6.6. It is recommended that the Aviation Adviser be consulted prior to establishing an aircraft
base, and detailed guidance will be given but the following information must be available:
9.6.6.1. Pressure at runway/helipad level (QFE)
9.6.6.2. Dry bulb air temperature (plus preferably wet bulb)
9.6.6.3. Wind speed and direction
9.6.6.4. Assessment of surface visibility
9.6.6.5. Estimate of cloud base and cover (in octas)
Note 1 Many countries have established minimum legal requirements for

pre-flight planning and these must be strictly complied with irrespective of
other recommendations.
Note 2 A high proportion of aircraft accidents occurring due to human factors

involve poor or deteriorating weather and many of these, particularly in
developing countries could have been avoided by better pre-flight
planning, and established procedures to be following in the event of
encountering weather worse than anticipated.
9.6.7. Under no circumstances should pressure be exerted on pilots or operations personnel to

fly in marginal conditions.
9.7. Security of Operations
9.7.1. Aircraft operation is a high-profile activity, involving expensive equipment, and often
passengers who present an attractive target to criminal elements.
9.7.2. Hijacking incidents and other threats to scheduled flights of international airlines are well
publicised, and there is no need to expand further in this manual, other than to point out
that use of dedicated, company-owned and operated executive aircraft does provide a
degree of insulation against these threats.
9.7.3. In countries or locations where security is a significant problem, protection of owned or

contracted operations may well have to be considered as part of overall company security
precautions. Aircraft and associated ground facilities, including fuel installations are
clearly attractive targets for criminal or terrorist elements, as are offshore oil installations,
and in all cases, advice on protective measures should be sought from Company
Security, who are in a position to advise of the measures appropriate to the perceived
threat.
9.7.4. There are, however, some basic precautions for consideration by all operating
companies, which can perhaps best be described as the avoidance of unnecessary risks,
at minimal inconvenience. Some such measures are:-

9.7.4.1. Adopting as low a profile as possible - avoid unnecessary publicity concerning

company operations.
9.7.4.2. Avoiding the use of stickers etc. with company logos on baggage, decals on
aircraft etc.
9.7.4.3. Restricting the distribution of flight schedules to those with a real need to
know.
9.7.4.4. Recognition of V.I.P. passengers, and security checks and baggage checks
on others.
9.7.4.5. Institution of strict flight authorisation procedures, and passenger booking

procedures.
9.7.5. In certain cases, it may be considered necessary for aircrew to receive ground training, in
the response to hijack or bomb threats. The Aviation Adviser can advise on this, and
arrange short courses on request.
9.8. Vehicles Working Around Aircraft
9.8.1. The operation of vehicles adjacent to aircraft requires care and supervision to ensure
sufficient separation from aircraft, personnel and equipment.
Condition of Vehicle and Equipment
9.8.1.1. Vehicles must be in good condition with serviceable handbrakes. In many

countries the vehicle may have driven over rough terrain to meet a flight. On
arrival at the airstrip it must be checked for damage (e.g. fuel tank leakage).
9.8.1.2. A buffer should be fitted to vehicles used in the loading/offloading of aircraft to

prevent damage in case of the vehicle touching the aircraft. Old tyres may be
used for this purpose and should be in place only for the actual reversing and
loading/offloading operation.
9.9. Driver Competence
9.9.1. Aircraft are easily damaged and therefore the driver chosen for aircraft operations must
be well briefed and competent. Drivers should be regularly checked to see that they are
performing their duties in a calm and competent manner.
9.10. Driver Supervision During Reversing
9.10.1. When reversing up to the aircraft, the driver must be guided and supervised by an aircraft
crew member or the senior person in charge of the aircraft handling party.
9.10.2. When the vehicle is correctly positioned, the handbrake is to be applied, neutral selected,
and the engine switched off.
9.10.3. Wheel chocks are to be placed behind the vehicle rear wheels to prevent movement of
the vehicle towards the aircraft during loading/offloading operations.
9.11. Fork-Lift Trucks
9.11.1. When using a fork-lift truck for loading/offloading heavy objects to/from aircraft, the utmost
care must be taken. The operation must be supervised by an aircraft crew member inside
the aircraft and by the senior materials-handling member present at the airstrip.

9.11.2. Aircraft crews will advise on weights and point loadings. However, all heavy objects due
for air transportation should be palletised if at all possible, to facilitate weight distribution.
Air cargo is to be lashed down and preferably netted.
9.11.3. Palletising will depend on the weight and shape of the cargo to be carried. Each aircraft
has its own loading criteria. Information is available in the flight manual of the aircraft.
9.12. Vehicle Selection and Loading of Cargo
9.12.1. The vehicle selected must be large enough for the freight to be collected. This may seem
obvious, but fresh and frozen food boxes in particular are often seen piled far too high on
vehicles with insufficient capacity. This frequently results in the load falling from the truck
with the chance of damage to the contents and injury to personnel.
9.13. Airfield Ground Support Equipment
9.13.1. The contractor should wherever practicable be required to provide ground support mobile
equipment at main and other locations. If this is not agreed then the Company must
consider purchase of such units as "Moveable Capital Assets".
Baggage Trolleys and Passenger Steps
9.13.1.1. Baggage trolleys are often towed by battery-operated 'tractors'. The tractors
are also used for manoeuvring helicopters and small fixed wing aircraft in and
out of hangars. A battery-charging unit should be available at the airstrip with
one spare set of batteries on charge.
9.13.1.2. Flight schedules are often delayed by the slow loading/offloading of baggage.
The delays in many cases are caused by the lack of baggage trolleys. There
should be sufficient trolleys on site to ensure that outward-bound and inward-
bound baggage can be handled simultaneously.
Mobile Ground Power Units (GPUs)
9.13.1.3. To avoid aircraft using on board batteries in start-up engines, mobile Ground
Power Units should be positioned at base locations to provide a power
source.
Mobile Cabin Air Heating or Air Conditioning Units
9.13.1.4. In very hot or cold climates such units should be provided to make the internal
cabin environment comfortable for aircrew and passengers. Units should be
provided at main base and major offbase locations.
Body Bags
9.13.1.5. There should be available at least 5 body bags at the main base of operations
and at each location at least one body bag for the transport of a fatality. This
is a requirement which is often overlooked.
9.13.1.6. Avoid transporting dead bodies and passengers on the same aircraft.
9.13.1.7. Legal documents are required for the transportation of dead bodies - check
with the local authorities (e.g. CAA and police).
Stretcher
9.13.1.8. A stretcher of the rigid type should be available.

Manifest and Scales
9.13.1.9. Scales must be available for the correct weighing and manifesting of
passengers, personal baggage and freight.
Passenger And Freight Booking System
9.13.1.10. Operators are recommended to have a centralised, manual or computerised

booking system.
Meteorological Equipment
9.13.1.11. The meteorological equipment available at airstrips will vary. However,

remote strips should, as a minimum, have the following to meet the
requirements at 9.6.
a. Wind Sock. Fixed at each end of the airstrip and clear of obstructions.
b. Thermometer. To measure shade temperature in degrees Celsius. This

should be positioned in the shade away from a radiant heat source (e.g.
not on the bonnet of a vehicle or closer than one metre to the ground when
taking a reading).
c. Anemometer. To measure wind speed in knots. If not on a fixed

structure, it should be held in shoulder height away from the body.
d. Compass. To measure wind direction from the direction in which it is

blowing (e.g. from 020 degrees, from 180 degrees etc.).
Note: All of this equipment is very fragile and will not stand up to rough
treatment.

Intentionally Blank

Part 3 - Air Operations, General Flight Crew Requirements
CHAPTER 10 - FLIGHT CREW REQUIREMENTS ..........................................................................10-3
10.1 MINIMUM PILOT LEVELS .................................................................................................10-3

Aeroplanes....................................................................................................................10-3
10.2 PILOT QUALIFICATIONS AND EXPERIENCE LEVELS ....................................................10-3
Aircrew Experience Requirement ................................................................................10-5
10.3 FREELANCE PILOTS ........................................................................................................10-7
10.4 FLIGHT TIME AND DUTY TIME LIMITATIONS ..................................................................10-7

Definitions.....................................................................................................................10-7
Standby Duty ................................................................................................................10-8
Recommended Maximum Flying Hour Limits .............................................................10-8
Maximum Flying Duty Periods - General.....................................................................10-9
Flying Duty Periods/Max Hours - Sole Use Contracts ................................................10-9
Maximum Cumulative Duty Hours ............................................................................. 10-10
Pilot Manning - Night Standby Duty .......................................................................... 10-11
10.5 FLIGHT CREW TRAINING ............................................................................................... 10-12
Flight Crew - Definition .............................................................................................. 10-12
Pilot Training .............................................................................................................. 10-12
General........................................................................................................................ 10-12
Conversion Training................................................................................................... 10-12
Recurrent Training ..................................................................................................... 10-12
Specific Requirements ............................................................................................... 10-14
Six Monthly Base Checks .......................................................................................... 10-15
Annual Checks ........................................................................................................... 10-16
Recency Checks ......................................................................................................... 10-16
Crew Resource Management Training ...................................................................... 10-16
Other Considerations ................................................................................................. 10-18
10.6. PILOTS FLYING MORE THAN ONE AIRCRAFT TYPE.................................................... 10-18
10.7. SAR CREWMEN TRAINING............................................................................................. 10-18

Initial Training............................................................................................................. 10-18
Recurrent Training ..................................................................................................... 10-19
10.8 SINGLE PILOT OPERATION............................................................................................ 10-19
10.9 CABIN ATTENDANTS...................................................................................................... 10-20

Intentionally Blank

FLIGHT CREW REQUIREMENTS
10.1. Minimum Pilot Levels
10.1.1. The recommended number of pilots for routine flight operations has been set after many
years experience and takes into account aircraft equipment, cockpit workload and in-flight
conditions. Pilot levels have been determined assuming the crews meet or exceed the E
& P Forum minimum qualification and levels of experience. Where, exceptionally,
regulatory requirements are more stringent then these must be followed.
Helicopters
VFR IFR and Night

Single Engine 1 † Not recommended
Multi Engine <5,700 kgs 2* † 2
Multi Engine >5,700 kgs 2 2
* Exceptionally one pilot may be utilised provided the aircraft is certified for single pilot
operations and performance/requirements dictate e.g. single blind flying panel or
because of the special payload demands for a specific task. All cases of proposed
single pilot operation should be referred to the Aviation Adviser.
† Under no circumstances should the control of a helicopter be left unattended while

either engines are running or rotors are turning.
Aeroplanes
VFR IFR and Night

Single Engine 1 Not recommended
Propeller driven <5700 kgs 2* 2
Pure jet and propeller driven >5700kg 2 2
* Exceptionally one pilot may be utilised where certified for single pilot operations,
where workload is very light, the flight does not take place in a busy air traffic
environment, poor or uncertain weather conditions, or does not consist of multiple
sectors or sectors of over 1½ hours in duration. All cases of proposed single pilot
operation should be referred to the Aviation Adviser.
10.2. Pilot Qualifications and Experience Levels
10.2.1. The following tables stipulate the flying experience and qualifications of pilots
recommended by E & P Forum before they can fly passengers of the Company or
Contractor(s) either on ad hoc charter or under contract. Where these requirements
cannot be met it may be possible to obtain a dispensation and, in any event, companies
may wish to establish their own specific requirements. Where this is requested, full
details of an individuals experience and qualifications under the headings shown in the
tables must be submitted to the Aviation Adviser for assessment and consideration prior
to agreeing or otherwise such a dispensation.

10.2.2. For those operators on sole use contract who have an ab initio pilot training scheme
involving carefully structure modules from selection through to ab initio training,
conversion training and supervised line training, then dispensation may be given to the
graduates of such a scheme for acceptance as captains or co-pilots on Company flights.
Such a requirement could arise during a process of regionalisation or where there is a
shortage of suitably qualified and experienced pilots in the market place.
10.2.3. Some civil aviation authorities allow "captaincy under supervision", or "PI U/S" as it is
sometimes called, to count towards captaincy time, usually counting as half captaincy
time. Before such an arrangement can be agreed during the progression of a co-pilot
towards captaincy on a Company contract, guidance should be sought from the Aviation
Adviser to ensure the validity of that flying.
10.2.4. In some countries air taxi and helicopter pilots may not be entitled to an ATPL. If this is
the case then a CPL is considered acceptable.

Part 3 - Air Operations, General
E&P Forum Recommended Aircrew Experience Requirement
Aeroplanes
AIRCRAFT COMMANDER QUALIFICATIONS OVER 5,700kgs TURBOPROP PISTON ENGINED MULTI-ENGI
MAUW & ALL LESS THAN LESS THAN OVER
JETS 5,700kgs MAUW 5,700kgs MAUW 5,700kgs MA
(1)
LICENCES ATPL ATPL CPL ATPL(H)
TYPE RATING ON CONTRACT AIRCRAFT CURRENT CURRENT CURRENT CURRENT
INSTRUMENT RATING ON CONTRACT AIRCRAFT(2) CURRENT CURRENT CURRENT(3) CURRENT
EXPERIENCE Not less than

TOTAL HOURS 4,000 3,000 1,500 3,00
TOTAL HOURS IN COMMAND (4) 2,500 1,500 1,000 1,50
TOTAL HOURS IN COMMAND - MULTI-ENGINED (4) 2,000 1,200 750
TOTAL HOURS IN COMMAND OF GAS TURBINE OR JET 500 500 1,20
AIRCRAFT (4)
TOTAL HOURS IN COMMAND ON CONTRACT TYPE 100 100 100 10
CO-PILOT QUALIFICATIONS
LICENCES CPL CPL CPL CPL(H)
INSTRUMENT RATING ON CONTRACT AIRCRAFT(2) CURRENT CURRENT CURRENT(3) CURRENT
TYPE RATING ON CONTRACT AIRCRAFT CURRENT CURRENT CURRENT CURRENT
EXPERIENCE Not less than

TOTAL HOURS 1,000 500 500 1,00
TOTAL HOURS ON MULTI - ENGINED AIRCRAFT (4) 500 250 250
TOTAL HOURS ON GAS TURBINE AIRCRAFT (4) 250 100 50
TOTAL HOURS IN COMMAND OF MULTI-ENGINED AIRCRAFT (4) 150
TOTAL HOURS IN COMMAND (4) 100 100 10
TOTAL HOURS ON CONTRACT TYPE (4) 50 50 50 5
FLIGHT ENGINEERS (6)
LICENCE 2nd Class Licence 2nd Class Licenc

TOTAL FLIGHT HOURS 2,000 2,00
NAVIGATORS (6)
LICENCE 1st Class Licence 1st Class Licenc

TOTAL FLIGHT HOURS 2,000 2,00
MINIMUM NAVIGATOR HOURS 1,000 1,00
Notes: 1. Maximum All Up Weight

2. Instrument ratings are required to be tested at periods not exceeding 13 months. [Instrument base checks should be at 6 monthly intervals].
3. Requirement for Instrument Rating depends on role or task. However, in all cases, proven and current instrument competence is required.
4 These Hours to be fully on either aeroplanes or helicopters as appropriate. Up to 10% may be achieved in a flight simulator approved for the purpose by the regulatory authority
5. It is unlikely that a co-pilot will be required.

CHAPTER 10 Issue Date: February 1998
Part 3 - Air Operations, General
6. Flight Engineer and Navigator experience requirements are applicable to all Former Soviet Union (FSU) aircraft when flown in or outside the Commonwealth of Independent States (CIS
RELEVANT ROLE EXPERIENCE RELEVANT ROLE EXPERIENCE HELICOPTERS

AEROPLANES
Where specialist activities are involved, Land Seismic Operations - Total time required for seismic support is 300 hours which, where relevant must
such as airborne pollution control, top areas. A formal and recorded training scheme of underslung operations must have been undertaken plus a min
dressing, aero magnetic surveys, then operations. [50 of the 200 hours must be relevant to the role to be flown on contract, i.e. short or long line as app
advice on specialist experience hours may form part of the total requirement, pilot under instruction flying must not be undertaken within a Compa
requirements should be sought from
Aviation Adviser.
Offshore Role Experience - Total time for operating to fixed and moving platforms - 500 hours [(above 5,700kgs)
Mountain Flying Operations - A formal and recorded training scheme flying in mountain operations must h
operations in mountainous terrain.
Winching - A formal and recorded training scheme must have been undertaken plus a minimum of 50 hours of w
land seismic operations as appropriate as above.
Offshore Spraying / Pollution Control - Prior offshore experience. Details in each case to be agreed with SAL.
For all the above role requirements recent experience is considered essential and pilots who have not operate
excess of a year will require refresher training [more frequent in the case of winching]. Advice should be sought fr
In those cases where a co-pilot has no opportunity to accumulate 50 hours on the contract type, then an allowable variation is for him to have fl
hours on the contract type as follows:
Total Hours On Contract Type Which Must Include The Following Minimum Hours Under Each Section
Aeroplanes Type conversion plus Instrument flying training on type
Helicopters Type conversion VMC
Aeroplanes Initial type test, day Base Check, night BC and IR on type
Helicopters Initial type test, day Base Check, night BC
Helicopters Instrument flying Training
Helicopters Instrument rating test and IR Base Check
Helicopters Rig approaches (5 Day & 5 Night)
Both Simulator / procedural trainer if available
Aeroplanes Third pilot in jump seat on representative routes & observing procedures & duties of first officers in the normal area of operations
Helicopters At least 15 hours which must also include a minimum of 30 sectors with maximum exposure to all the current routes to be flown, as third
jump seat or equivalent passenger seat, observing the operating procedures, paperwork in the cockpit and duties of a First Officer.
AEROPLANES HELICO
Must be followed by further experience which may be gained during contract revenue flights : Must be followed by further experience which may
• a further 30 hours on line with type Training Captain and • On completion he is to fly on line a further 30
• final P2 Line Check on achieving 50 hours on type before being rostered to fly with other type • A final P2 line check on achieving 50 hours
qualified Line Captains. other type qualified Line Captains.

CHAPTER 10 Issue Date: February 1998
10.3. Freelance Pilots
10.3.1. Freelance pilots are not normally recommended to be employed on Company flights.
There are, however, occasions on the smaller operation where their use cannot always
be avoided. In such cases the freelance pilot should only be employed in the co-pilot role
and prior to his use he should at least have carried out full base and line checks by the
senior Company Training Captain, preferably be included in simulator training, and be
indoctrinated in company procedures. He should sign to the effect that he is fully
conversant with such procedures and will abide by them, and should be included in the
system for ensuring that amendments, warnings, and notices are drawn to the attention of
crews. his competence and suitability should also be formally endorsed by the senior
management of the company. He must of course meet all Aviation Adviser flying
qualifications and experience levels.
10.3.2. An exception to the foregoing is where 'self-employed' pilots are used by the company on
a 'permanent' basis. In such cases, provided that management has determined that
these pilots are fully conversant and compliant with company rules and procedures, and
provided training and checking is under the aegis of the operator and in accordance with
a properly controlled and supervised programme, then they may be employed as
captains. As a condition of their employment, these pilots may be free to fly with other
Contractor(s), in which case the operator must determine, by proper controls, that
Aviation Adviser standards for flight and duty times are being met.
10.4. Flight Time and Duty Time Limitations
10.4.1. In most but not all countries, flight crews are governed by regulations on the maximum
number of flight and duty hours over different periods of time. The prime objective of any
flight time limitations scheme is to provide crew members who are adequately rested prior
to the beginning of each flight, and when flying are sufficiently free from fatigue so that
they can operate to a satisfactory level of efficiency and safety in all normal and abnormal
situations. Aircraft operators are expected to appreciate the relationship between the
frequency and pattern of scheduled flying duty periods, rest periods and time off, and give
due consideration to the cumulative fatigue effects of working long hours interspersed
with minimum rest.
10.4.2. The actual limitations will vary from country to country, and the first requirement in a
Company managed operation is that work schedules shall not exceed the legal maxima in
force in the country of operation, which in some cases, may be generous. It is strongly
recommended that even if not legally required, all operators should have a system for
control of maximum flight time and duty periods, on call periods and minimum rest
periods. This should be detailed in the Operations Manual for the benefit of all crew
members and the staff concerned with the preparation and day to day management of
rostering and scheduling.
Definitions
10.4.2.1. Flying Hours - The definition of flying hours varies with different civil aviation
regimes but a generally acceptable criterion is the time between first moving
with the intention of taking off, and coming to rest after a flight. In the case of
helicopters completing multiple sectors, this will include time spent with rotors
running between landing and next take-off.
10.4.2.2. Flying Duty Period (FDP) - Any time during which a person operates in an
aircraft as a member of its crew. It starts when the crew member is required
by an operator to report for a flight and finishes at on-chocks, engines off, or
rotors stopped, on completion of the final sector. It is desirable that a
recording system is used to help prevent excessive FDPs.

10.4.2.3. Duty Period - Any continuous period during which a crew member is required
to carry out any task associated with the business of an aircraft operator
including any period spent completing post flight duties. Duty periods
particularly affect crew members required to carry out administrative,
managerial or executive roles in addition to flying duties.
10.4.2.4. Rest Period - A period of time before starting a flying duty period which is
designed to give crew members adequate opportunity to rest before a flight.
10.4.2.5. Split Duty - A flying duty period which consists of two or more sectors,
separated by less than a minimum rest period
10.4.2.6. Days Off - Periods free from all duties. A single day off shall include two
local nights. Consecutive days off shall include a further local night for each
additional consecutive day off. A rest period may be included as part of a day
off.
10.4.2.7. Acclimatised - When a crew member has spent 3 consecutive local nights
on the ground within 2 hours of the local time zone, and is able to take
uninterrupted nights sleep. The crew member will remain acclimatised
thereafter until a duty period finishes at a place where local time differs by
more than 2 hours from that at the point of departure
Standby Duty
10.4.2.8. A period during which an operator places constraints on a crew member who
would otherwise be off duty. However, it should not include any time during
which an operator requires a crew member to be contactable for the purpose
of giving notification of a duty which is due to start 10 hours or more ahead.
Recommended Maximum Flying Hour Limits
10.4.2.9. The following table will serve as a general rule for all operations.
CATEGORY PER YEAR 3 X 28 DAYS PER 28 DAYS PER 7 DAYS PER 3 DAYS PER 24 HOURS
One Two
Pilot Pilots
Fixed Wing 900 - 100 - - 8 10
Helicopter 800 240 80 30 18 7 9
10.4.2.10. The following either singly or in combination will affect the amount of flying
hours considered available for a pilot:
a. Where there is a high frequency of landings, continuous underslung/heli

rig operations, high ambient temperatures, wearing of immersion suits,
night flying and shuttling in night or IMC. For instance in underslung
loads/heli rig work, one pilot should be restricted to 5 hours a day and two
pilots 7 hours a day. When wearing immersion suits schedules which
involve continuous flying in excess of 4½ hours will include provisions for a
break free of duty of at least 30 minutes not including a total of 30 minutes
for immediate post and pre-flight duties. The break will be scheduled prior
to exceeding a total of 6 hours flying.
b. Helicopter pilots may exceptionally fly up to 90 hours a month but 80 hours

should be the planning maximum and in no case should 240 hours in 3
consecutive 28 day periods be exceeded.

Maximum Flying Duty Periods - General
10.4.2.11. The general rules to be applied to aircrew are:
a. Rest periods should normally be a minimum of 12 hours. A formal

schedule for rest periods should be laid down.
*b. They should not work more than 7 consecutive days between days off.
*c. They should have not less than 2 consecutive days off in 14.
*d. They should average at least 8 days off in each consecutive 5 week period
averaged over 3 such periods.
e. For single pilot helicopter operations a maximum limit of 10 hours FDP is a

requirement and for two pilot operations, 12 hours. These will be reduced
by early morning or evening starts.
f. For single pilot aeroplane operations a maximum limit of 10¼ hours FDP is
a requirement and for 2 pilot operations 14 hours. Again these will be
reduced by early morning or evening starts, the number of sectors and
whether or not pilots are acclimatised to local time.
g. For split duties with less than 2 hours rest within the FDP then no
extension is allowed. With 2-3 hours rest, the FDP can be extended by
one hour and with 3-10 hours rest, the FDP can be extended to half the
consecutive hours rest which most not include the time for post and pre-
flight duties. With more than 6 hours consecutive rest, suitable
accommodation must be provided.
h. Any concern about the FDPs being applied should be referred to Aviation
Adviser.
i. The wearing of immersion suits can contribute to fatigue and pilots

wearing them should not participate in moving freight or baggage or in any
other physical effort. His role should be supervisory.
j. Records for duty and rest periods of all flying staff should be kept.
* (Dispensation can be given under b,c, and d if crews are rostered to be on

site for limited periods interspersed with extended leave periods (e.g. 14
days on, 14 days off) but discretion will need to be tempered by the
intensity and nature of the flying operation).
Flying Duty Periods/Max Hours - Sole Use Contracts
10.4.2.12. For sole use contracts a greater degree of control can be exercised over
aircraft operators and the following tables enable FDPs and daily flying hours
to be more tightly governed by time of start, single or two pilot operation,
numbers of sectors and whether or not pilots are acclimatised. These hours
have been determined from careful research by national and international
institutions on the immediate and cumulative efforts of work in flight.

Table of Duty and Flight Time Limitations
HELICOPTERS SINGLE PILOT TWO PILOTS

LOCAL TIME OF START Max FDP Max Fly Hours Max FDP Max Fly Hours
0600-0659 9 6 10 7
0700-0759 10 7 11 8
0800-1359 10 7 12 8
1400-2159 9 6 10 7
2200-0559 8 5 9 6
AEROPLANES - TWO CREW
(Acclimatised to local time) SECTORS
LOCAL TIME OF START 1 2 3 4 5 6 7 8/+
0600-0759 13 12¼ 11½ 10¾ 10 9½ 9 9
0800-1259 14 13¼ 12½ 11¾ 11 10½ 10 9½
1300-1759 13 12¼ 11½ 10¾ 10 9½ 9 9
1800-2159 12 11¼ 10½ 9¾ 9 9 9 9
2200-0559 11 10¼ 9½ 9 9 9 9 9
AEROPLANES - TWO CREW
(NOT acclimatised to local time) SECTORS
LENGTH OF PRECEDING REST (HOURS) 1 2 3 4 5 6 7/+
Up to 18 or over 30 hours 13 12¼ 11½ 10¾ 10 9¼ 9
Between 18 and 30 hours 11½ 11 10½ 9¾ 9 9 9
AEROPLANES - SINGLE CREW
(Acclimatised to local time) SECTORS
LOCAL TIME OF START Up to 4 5 6 7 8/+
0600-0659 10 9¼ 8½ 8 8
0700-1259 11 10¼ 9½ 8¾ 8
1300-1759 10 9¼ 8½ 8 8
1800-2159 9 8¼ 8 8 8
2200-0559 8 8 8 8 8
Maximum Cumulative Duty Hours
AIRCRAFT 7 DAYS 14 DAYS 28 DAYS

Helicopters 60 - 200
Aeroplanes 55 95 190
Cabin Attendant 60 105 210

Pilot Manning - Night Standby Duty
10.4.2.13. Companies often state a requirement for nigh stand-by duty and this will
require additional pilots to be made available to fulfil what is likely to be a very
occasional commitment.
10.4.2.14. The principles to be observed are:
a. The requirements of the regulatory authority in terms of flight and duty

limitations must be met.
b. The maximum FDP/Flying Hours specified must be observed.
c. After a day duty period, each pilot should not normally have less than 12
hours rest.
d. If the pilots nominated for night standby duty are not used for such, then
they can be considered available for duty on the following day period.
Otherwise, they will normally be due for 12 hours rest before
recommencing duty.
10.4.2.15. Where a fleet of aircraft is in use, careful scheduling will enable night standby
to be covered without an increase in establishment. For a one aircraft, two
pilot operation, however, it follows that, after a full day's duty, a further two
pilots will normally be required, except in the circumstances outlined in
10.4.2.16 below.
10.4.2.16. A problem that could arise, is that where flying rates are low, but duty times
are high, pilots could be under-employed and this could have a negative
effect on morale and flight efficiency, particularly bearing in mind that nigh-call
out is rarely exercised.
10.4.2.17. In such circumstances, and subject to the requirements of the regulatory

authority, a concession can be considered whereby the day and night is
covered by 3 pilots for one aircraft. For this to be acceptable, the day duty
should be foreshortened, to enable there to be a rest period before
commencement of night duty. Additionally, the 3rd pilot already rostered for
night duty and not utilised during the preceding day should be nominated as
commander, with one of the day pilots nominated as co-pilot. A prerequisite
for such a scheme is that there should be adequate and convenient rest
facilities, to enable the co-pilot to work a safe split shift and that the overall
long term workload is light. It is emphasised, however, if a night call out takes
place then the full rest period must be available for both crew members,
before either can resume a day duty. This will inevitably mean a late start of
the following day's programme.
10.4.2.18. As a guide to the prudent maximum previous day's flight before night standby
commences, to enable 3 as opposed to 4 pilots to be used, day operations
should be limited to a maximum FDP of 8 hours and a maximum flight time of
4 hours. The day programme should be arranged to enable a release from
duty as early as practical provided this does not mean an inordinately early
start. As every situation is likely to be different, sensitive management is
required and guidance should always be sought from Aviation Adviser.

10.5. Flight Crew Training
10.5.1. This section sets out guidelines for flight crew training.
Flight Crew - Definition
10.5.1.1. A member of flight crew is defined as a pilot, engineer, cabin attendant,

loadmaster or other person required to fly in an aircraft for the specific
execution of its allocated task.
Pilot Training - General
10.5.1.2. Initial and recurrent training is a vital factor in flight safety and must be carried
out to ensure that high professional standards are set and maintained.
10.5.1.3. The validity of a pilots licence depends upon regular flight checks. Each
operation will have on site (or access to) a suitably qualified training captain
whose responsibilities will include pilot training, testing and maintaining
appropriate records.
10.5.1.4. The minimum level of periodic training and testing will be laid down by the
civil aviation authority existing in the country of operations, and while these
standards are normally acceptable certain countries fall short of the E & P
Forum requirements.
Pilot Training - Conversion Training
10.5.1.5. Initial competency on a specific aircraft type is assessed by an examiner

approved by the Regulatory Authority and is recognised by the award of a
type rating. Although the E & P Forum has no practical way of determining
either the adequacy of this training or the standards set by the regulatory
authority, safeguards are built into the system by the imposition of pilot
experience levels and qualifications.
Pilot Training - Recurrent Training
10.5.1.6. There are two main elements to recurrent training:
a. Base training: The purpose of base training is to improve, standardise and

test pilots' knowledge of systems and procedures, their handling of a
specific aircraft type and their instrument flying skills.
b. Line training; The purpose of line training which can take place on revenue
flights is to train, standardise and assess crews in the performance of their
task.
10.5.1.7. A minimum of five hours per pilot per year is recommended as the target for
recurrent training and this would be a firm requirement for any sole use
contract. This assumes 3 hours to cover base checks and instrument rating
renewal and a minimum of 2 hours line checking. This may need to be
extended depending on typical stage lengths flown. If full motion/visual flight
simulators are available a proportion of the training may be carried out in
them as they provide the ability to practice emergencies which cannot or
should not be performed in the air. They also provide the ability to freeze and
play back events, to conduct readily third seat supervision and to repeat
practise specific events. Simulators can be used for both base and line
training.

10.5.1.8. Dedicated flight and simulator sorties for training should be for the
Contractor(s) account; line training may be undertaken on revenue sorties.
Procedures trainers also perform a useful role in training but should be
regarded as an addition to the 5 hours total training requirement.
10.5.1.9. Although commitment to training is a measure of a company's attitude to

safety and proficiency, it is impractical to insist on five hours per year for
operators who provide no more than occasional use when the regulatory
authority may require little more than an annual test. In such cases, a pre
requisite for charter would be for six monthly and annual base checks to be
carried out as described below together with a line check and for training
records to reflect the adequacy of this training.
10.5.1.10. Wherever practicable, training should be conducted as a crew, with the

training/check captain occupying the third seat. This would improve
standardisation and optimise the crews activity as a fully integrated team.
10.5.1.11. In addition to the periodic and recurrent training of aircrew, specialised task
training may be necessary depending upon the Company aviation needs. For
instance, where the aircraft operator is expected to provide qualified crews in
winching and sling load work, a formal course of instruction followed by
regular continuation training is necessary to maintain proficiency. Training of
all relevant members of the crew should be accommodated during periods of
continuation training and should include pilots, winch operators, winchmen,
load marshallers, loaders and relevant ground crew.
10.5.1.12. If regular programming demands routine winching and sling load operations
then less training would be required but to maintain standards and
competency a minimum of three lifts per 30 days winching overland and six
lifts per 30 days over water is considered necessary. Similarly if external load
lifting is infrequent, then one hour per quarter is considered the minimum to
maintain proficiency.
10.5.1.13. In larger companies it is not necessary for all pilots on site to be qualified in
each specialised task but nominated pilots will be expected to remain current
to meet demands and only these may be used to complete the specialised
tasks.
10.5.1.14. Continuation training in specialised tasks is normally accepted for Company

account and the hours will be included in the revenue flying returns and
charged to the Company.
10.5.1.15. The aircraft operator will either have a separate training manual or it will be a
section of the Operations Manual.
10.5.1.16. Results of training exercises and renewal dates for flight checks may be kept
in computerised format, but all checks should have a hand-written completed
form of the actual exercises carried out, together with the result,
recommendations and both the subject's and Training Captain's signatures.
These should be kept and available for inspection. Narrative comment on the
pilots' performance should invariably be included to enable trends and
weaknesses to be identified and actioned. A record of the debrief should also
be included.
10.5.1.17. Seismic support, tanker transfers, pollution survey and control, are all
individual tasks that require specialised skills and experience. Companies
should be aware that certain levels of competence and continuation training
will be necessary in areas of flying differing from normal operations, for
example mountain flying where only occasional excursions are required.

Pilot Training - Specific Requirements
10.5.1.18. The addition of a new type to an operating fleet or the replacement of existing
types would normally add to the training commitment for the period of
introduction. The cost of this additional training would be subject to
contractual negotiations but the Company should expect to contribute only
when instigating fleet changes.
a. Single-Engined Helicopters
During day base checks, pilots of single-engined helicopters should carry

out one or more full engine off landings to the satisfaction of the training
captain.
This requirement must be clearly stated to prospective Contractor(s), so

that special arrangements may be concluded if necessary to conduct the
training; additional hull insurance cover may also be necessary.
b. Night Training
Where there is a requirement to carry out routine (or emergency) flights at

night, then the operator should arrange for each pilot to carry out at least 3
night take-offs and landings at a typical operational location every 90 days.
In case of offshore operations, these should embrace a balance of both
onshore and offshore locations.
c. External Training
Should smaller companies not have the in-house capability to perform the
required training due to lack of facilities of a formal flight training
establishment, approved simulators or the engagement of the services of
qualified training captains from other companies, or even the complete
training facilities of other companies may be necessary. In such cases,
documentary evidence on the satisfactory completion of the training
should be available for inspection.
d. Emergency and Survival Training
For over water operations, on conversion to type, wet and dry dinghy drill
should be carried out in addition to training in and checking of evacuation
drills and knowledge of safety equipment. Thereafter, dry dinghy drill
should be carried out annually and wet dinghy drill on a 3-yearly basis. It
is recommended, in accordance with regulatory requirements in several
countries, that breathing apparatus be provided for crew use in case of
fire. Training on this equipment should be conducted on a 3-yearly basis.
e. Training - Offshore Flight Crews
Wet dinghy drill should be carried out at least every 3 years. It is an E & P
Forum recommendation for operators of offshore helicopters, where
practical, to train their crew in response to a ditching by use of an
underwater escape simulator.
Underwater escape training should also be carried out at three year

intervals.

f. Crop Spraying Aircraft
A syllabus for conversion and recurrent training is a requirement and

details of an operators training scheme should be referred to the Aviation
Adviser for assessment.
g. Underslung Load Operations
If underslung load operations are likely to be required, it should be

specified in the contract, with a requirement that sufficient crews for the
cover demanded are line-checked in this role before contract
commencement. 200 hours previous sling load experience is required for
support of land seismic operations.
Pilots' nominated for underslung load work should have the competence
check formally signed off under one of the following categories:
• Onshore
• Offshore
• Vertical Reference
Unless at least five hours practical application has been achieved in the
preceding six months, competency should be re-checked during Visual
Base Check procedures and the pilot re-cleared under the above
categories.
h. Long-Line/Vertical Reference
Competence in long-line work is only achieved after considerable line

training, and if combined with vertical reference, will generally require
aircraft modification.
Vertical reference techniques employed by trained crews operating

suitably arranged aircraft can save much time particularly for precision
work where external visual references are poor (e.g. flare tip changes
offshore), safety margins may well be enhanced by use of the technique
where permitted by regulatory authority.
Since it is unlikely that more than one or two pilots' in a crew change
operation will be so qualified, training (refresher) will probably be required
prior to a specific operation and this would reasonably be taken for client
account. In this regard, a minimum of 10 hours vertical reference work in
the preceding six months would be the minimum required for currency.
Six Monthly Base Checks
10.5.1.19. Each pilot should be VFR and, if appropriate, IFR base checked every six
months on all types of aircraft being flown on contract. The IFR base check is
fundamental to both IFR operations and night Medrescue.
10.5.1.20. Where there is a requirement for night flying, whether on a routine or

emergency only basis, then alternate base checks should examine the pilot's
proficiency in the handling of aircraft emergencies at night.
10.5.1.21. VFR base checks will include normal operating drills with simulated
emergencies followed by a written questionnaire based on the Flight and
Operations Manuals and/or an oral discussion.
10.5.1.22. IFR base checks will include single engined approaches and overshoots and
other suitable emergencies.

Annual Checks
10.5.1.23. The annual check should embrace the following:
a. Instrument Rating Renewal - procedures are flown under simulated or

actual instrument conditions where the pilot under check has no visual
reference outside the cockpit
b. Line/Route Check - this is carried out during a normal revenue flight to

ensure continued operating standards are maintained.
c. Emergency and survival checks - to cover evacuation drills and knowledge

of safety equipment.
d. VFR only operations - an instrument check to ensure a minimum ability to

maintain height, heading and airspeed and to recover from unusual
attitudes, and also tracking to and from a navigational aid.
e. Questionnaire covering all aspects of both operational and technical

knowledge.
Recency Checks
10.5.1.24. Recency checks for all pilots should be carried out after 28 or more days
absence from flying and may be carried out by any suitable Senior /Line
Check Captain but preferably, the Chief Pilot or Training Captain. For
Captaincy the following limitations should apply:
TIME OF ABSENCE REQUIREMENT

3 - 4 weeks 1 flight as Co-Pilot
4 - 6 weeks 2 flights as Co-Pilot
6 - 12 weeks 1 flight with an Instructor plus
1 flight as Co-Pilot
12 weeks or more 1 flight with an Instructor plus
1 flight as Co-Pilot plus
1 flight with Check Pilot or
2 flights with Instructor and base
check if due
10.5.1.25. Some critical tasks require practice to achieve the necessary high standards
e.g. night rig landings, specific site rejects and supervisors must ensure that
such techniques are practised after an absence of 28 days or more before
routing to captaincy.
Crew Resource Management Training
10.5.1.26. With over 80% of accidents ascribed to human factors, the most fertile area
for the improvement of safety lies in the cockpit. This requires optimisation of
crew activities, procedures and training. This in turn requires a clear
understanding of the interaction between all crew members and the effects of
the environment i.e. psychology and physiology.

10.5.1.27. The importance of this has been recognised by certain regulatory authorities
and most of the worlds leading airlines. Where these requirements are not
met by regulation or by the operators own initiative, it is important that we
encourage a proper understanding and response to the needs of effective
cockpit resource management.
10.5.1.28. As a minimum for two pilot operations we require:
a. Checklists to be in challenge and response format.
b. Responsibilities of the aircraft commander and co-pilot, handling and non

handling pilot, to be clearly spelt out and endorsed by the Chief Executive.
There should be a clear understanding that the non handling pilot has the
prime responsibility to monitor the handling pilot's flying and if he believes
that a hazard exists or potentially exists, or there is anything he considers
to be untoward, he should have the clearly stated responsibility to
challenge and if necessary take control. It is vital that at critical stages of
flight e.g., final approach, any intervention should be positive and
unambiguous. Although parameters for all aspects of flight cannot be
legislated, the maintenance of correct altitudes, airspeeds, rates of
descent, check and decision heights and standard operating procedures
should always be tightly monitored and limits of deviation where practical
spelt out.
c. Cockpit workload to be optimised between the handling and non-handling

pilot so that each plays a fully active and integrated role. The balance
between look-out and the monitoring of instruments is particularly
important, as is the need to subordinate logistics management and
paperwork aspects of the task, to the prime requirement of operating the
aircraft safely.
d. Training to embrace discussion on the physiology of flight e.g. the effects

of fatigue, hypoxia, hypothermia and the recognition of subtle
incapacitation. Also to consider how to deal with a incapacitated crew
member. It should also embrace a clear understanding of crew
relationships and differing personalities to ensure that these do not
interfere with correct decision making.
10.5.1.29. Because many countries and air taxi operators are not alive to the
requirements of Crew Resource Management (CRM), they should be advised
that if at all practical, their Chief Pilots and Training Captains at least should
attend one of the growing number of CRM courses being run for third parties.
10.5.1.30. The CRM course is not an end in itself but should be an integral part of ab
initio, conversion and recurrent training. It fits neatly into Line Orientated
Flight Training (LOFT) which should be encouraged as a concept.
10.5.1.31. Within the total Safety Policy, CRM must have the positive support of senior
management. It should also be acceptable as a concept to a new aircrew
and they should be encouraged to take the lead themselves in analysis and
debriefings.
10.5.1.32. E & P Forum recommend that sole use contracts require a full commitment to
Crew Resource Management through the allocation of responsibilities, and
through procedures and training.

Other Considerations
10.5.1.33. The Aviation Adviser should carry out regular reviews of all aircraft operators.
These checks include a thorough inspection of the training section to ensure
adequate training is flown records are kept and the training staff are fully
qualified.
10.5.1.34. Results of training exercises and renewal dates for flight checks may be kept
in computerised format, but all checks should have a hand-written completed
form of the actual exercises carried out, with the result, recommendations and
Training Captain's signature. These should be kept and available for
inspection.
10.5.1.35. Seismic support, tanker transfers, pollution survey and control, are all
individual tasks that require specialised skills and experience. Companies
should be aware that certain levels of continuation training will be necessary
in areas of flying differing from normal operations, for example mountain flying
where only occasional excursions are required.
10.5.1.36. The addition of a new type to an operating fleet or the replacement of existing
types would normally add to the training commitment for the period of
introduction. The cost of this additional training would be subject to
contractual negotiations and the Company can expect to contribute when
instigating fleet changes.
10.6. Pilots Flying More Than One Aircraft Type
10.6.1. Aircraft operator policy regarding how many types of aircraft their pilots may fly varies
significantly from company to company. If often either takes the form of underwritten
understandings, or is delegated to base Chief Pilots and so varies across the same
organisation according to necessity and individual preference.
10.6.2. The advisability of pilots flying more than one type will vary with the types involved, the
experience level and ability of the individual pilot. A single rule is, therefore, not
appropriate. Nevertheless, because flying several types on a day-to-day basis inevitably
increases the danger of incorrect responses in the case of emergency, and the likelihood
of handling errors or errors of omission, a limit must be placed on the practice.
10.6.3. E & P Forum recommends that each company have a written policy on the subject, which
applies across their operations. While pilots are quite correctly endorsed on a number of
aircraft types, the E & P Forum recommends that only in exceptional circumstances would
more than 2 types be flown on a day-to-day basis, and prefer to see a single type flown,
or scheduling in blocks of days on a particular type. If more than one type is flown,
recency flying and type training must be closely monitored both by individual pilots and a
nominate member of the flying, training or operations staff.
10.7. 10.7. SAR Crewmen Training
10.7.1. 10.7.1 Training should embrace:
Initial Training
10.7.1.1. A recognised formal course of instruction should include, but not be limited to,
the following topics:
a. Basic Weight and Balance
b. Aircraft safety and survival equipment

c. Emergency procedures.
d. Technical details of winch operation.
e. First aid and cold water recovery techniques including cold shock and
hypothermia.
f. Wet dinghy drill.
g. Search and Rescue/Coastguard local organisation.
h. Wet and dry winching practical instruction which shall include at least
twenty lifts as the winch operator and twenty lifts as the winchman where
permitted by the regulatory authority.
Recurrent Training
10.7.1.2. Recurrent training should be conducted at regular intervals in accordance

with the requirements of the regulatory authority:
ANNUAL -Wet dinghy drill.
SIX MONTHLY - 1. Survival and safety check
2. A minimum of ten lifts, five of each

as winch operator and winchman.
10.8. Single Pilot Operation
10.8.1. Where aircraft are certified for single pilot operations and are practically operable by a
single pilot, then this mode of operation will be considered. Among the factors affecting
the decision are:
10.8.1.1. Workload.
10.8.1.2. Flight conditions.
10.8.1.3. Whether flights are conducted by day or night.
10.8.1.4. Whether flights are conducted under Instrument Flight Rules.
10.8.1.5. Traffic density.
10.8.1.6. Aircraft equipment (and the interface with approach and en-route aids) and
particularly in the case of fixed wing IFR operations whether an operative
approved auto-pilot system is fitted.
10.8.1.7. Length and nature of intended flights.
10.8.1.8. Whether flights involve departure or arrival at major Control Zones.
10.8.1.9. Whether traffic flow is managed and STARS/SIDS apply.
10.8.1.10 Whether flights are carried out in a hostile or non hostile environment
10.8.2. It will follow from the above that single pilot operations will be approved only by exception
and 2 pilots will always be required for:
10.8.2.1. All executive jet operations.

10.8.2.2. Helicopter operations at night or under I.F.R.
10.8.2.3. When so decreed by the regulatory authority.
10.8.3. It is common practice for small helicopters used for pipeline inspection activities, seismic
and helirig campaigns to be flown single pilot in the interests of increasing the available
payload. Such operations will be conducted in VMC.
10.8.4. Offshore helicopter operations may be conducted with single pilot in Day VFR, non-harsh
or non-hostile conditions. The operations should be conducted within 25 miles of a
suitable landing area on-shore or heliport or helideck.
10.8.5. During single pilot operation, it is vital that the controls of a helicopter are never left
unattended with engines running, or rotors turning. The practice of the pilot vacating the
helicopter before rotors have run down is strictly forbidden.
10.9. Cabin Attendants
10.9.1. Cabin attendants will inevitably be a requirement when more than 19 passengers are a
requirement. Below that number the need to carry a cabin attendant should be assessed
against the need for ex-route and passenger loading and unloading supervision.
10.9.2. Cabin attendants must have completed a formal and recorded course of training which
should include coverage of the following items:
10.9.3. Safety Equipment, First Aid, Aircraft Knowledge, Emergency Procedures, Loading
Procedures Documentation and The Handling of Dangerous Goods.
10.9.4. The training course may be carried out by the operator but it should be formally recorded
and a syllabus should be available for reference.
10.9.5. Formal training should be carried out yearly and should include dinghy drill etc., in
tandem with the training for cockpit crews.

Part 3 - Air Operations, General Engineer Requirements
CHAPTER 11 - ENGINEER REQUIREMENTS ...............................................................................11-3
11.1. ENGINEER EXPERIENCE AND QUALIFICATIONS ..........................................................11-3
11.2. AVOIDANCE OF FATIGUE - ENGINEERS ........................................................................11-4
11.3. ENGINEER TRAINING .......................................................................................................11-5

Initial Training ..............................................................................................................11-5
Recurrent Training .......................................................................................................11-5
Promotion to Senior Positions....................................................................................11-5

Intentionally Blank

ENGINEER REQUIREMENTS
11.1. Engineer Experience and Qualifications
11.1.1. The following qualifications and experience are offered as a guide (They are in
accordance with the United Kingdom Civil Aviation Authority Airworthiness Notice Nº10,
other countries have similar qualifications).
(C1) Chief Aircraft Engineer/Quality Manager
Qualifications : Aircraft Maintenance Engineer's Licence in the appropriate

in the appropriate category (airframe and engines) with
endorsements to cover contract Aircraft. Exceptionally and
depending on experience, multiple Licences may be
acceptable.
Experience : Not less than 15 (fifteen) years aircraft engineering,

embracing all aspects of aircraft maintenance. Holder of an
appropriate type rated or equivalent licence for not less than
10 years.
(C2) Licensed Aircraft Maintenance Engineer
Qualifications : Aircraft Maintenance Engineer's Licence of appropriate

category (airframe and engines) with type endorsements to
cover at least one of the Aircraft types operated.
Experience : Not less than 5 (five) years aircraft engineering, embracing

all aspects of aircraft maintenance. Holder of a licence with
appropriate type ratings for not less than 2 (two) years.
(C3) Licensed Aircraft Maintenance Engineer (Radio)
Qualifications : Aircraft Maintenance Engineer's Licence Category 'R' or US

FCC with endorsements to cover such equipment as is used
on the contract Aircraft.

all aspects of aircraft radio and associated systems
maintenance. Holder of a Category 'R' licence with
appropriate type ratings for not less than 2 (two) years or
U>S> FCC. license.
(C4) Licensed Aircraft Maintenance Engineer (Electrics, Instruments,

Automatic Pilots, Compasses)
Qualifications : Aircraft Maintenance Engineer's Licence Category 'X' with

endorsements as applicable and required in respect of
equipment used and embraced by the appropriate
paragraphs : 8, 9, 10, 13 and 15 of Notice Nº10.

all aspects of applicable aircraft equipment and associated
systems maintenance. Holder of an 'X' licence with
appropriate endorsements for not less than 2 (two) years.

Note: The qualifications at C3 and C4 may be combined.

However, in such cases each category group should have
been held for not less than 2 (two) years
11.2. Avoidance of Fatigue - Engineers
11.2.1. Other than any specific labour laws that may be applicable locally, engineers are not
regulated by duty hour limitations. The following guidelines should therefore apply to all
engineering staff as a minimum standard:
11.2.1.1. Work periods should not exceed 12 hours. Where it is essential that the
working period be extended, this should be approved by the Chief Engineer
on a case by case basis. The type of work carried out during the extension
should neither be intricate, nor have significant airworthiness connotations.
11.2.1.2. Where shifts are regularly rostered with a heavy maintenance workload to be
completed through the night, the length of the duty period should be reduced
from the 12 hour maximum. Medical studies have shown that workers
carrying out complex processes between the hours of 03.00 and 06.00 are
more likely to make mistakes than at any other time of the day. This factor
needs to be taken into account when introducing a shift pattern and when
planning high levels of overnight aircraft maintenance. Ideally the bulk of
work should be completed by the shifts on duty up to midnight; with the
residue completed by a swing shift covering the period from approximately
2300 to 0700.
11.2.1.3. Each full working shift should be followed by a minimum 8 hour rest period.
When setting the establishment for any operation, duty and rest periods will
affect the numbers of staff required. When working a 24 hour split shift on
line operations, at least 6 hours rest must be possible excluding travel.
11.2.1.4. The entitlement for days off should be a minimum of 7 per month of which at
least 4 should be in a minimum of 2 day periods; when the location or climate
is arduous then this should be increased to minimise fatigue.
11.2.1.5. Suitable relaxation and refreshment facilities should be available. If the shift
system routinely encompasses meal times and staff are unable to take their
meal breaks away from the work-site, then facilities for an appropriate meal
should be provided.
11.2.1.6. In tropical climates, the problems associated with bugs and insects have to
be seriously considered and effective control of these pests may be essential
for regular evening and night maintenance to be performed.
11.2.1.7. Sufficient and adequate lighting for the depth of work being undertaken
should be provided in all areas of the work-site.
11.2.1.8. On locations such as seismic camps, where it is not feasible to provide other
than the bare accommodation necessities, a regular "time on site, time off
site" routine must be set up to ensure that Engineers working under these
conditions do not stay in the field for prolonged periods. The minimum
acceptable ratio of time on site to time off site is considered to be 2:1 with a
maximum period on site not to exceed 2 months.

11.3. Engineer Training
11.3.1. Engineer training is broken down as follows:
Initial Training
11.3.1.1. It is considered essential that all engineers receive formal training and have a
minimum of 6 months experience on type before issue of licences or type
approval for the type/types of helicopters/aeroplanes to be covered. In
countries where this is not required by the national licensing authority, then
the aircraft operator must provide formal, general and type training for its
certifying staff to meet the minimum requirements.
Recurrent Training
11.3.1.2. It is considered desirable that companies provide continuation and 'updating'

training for their licensed and approved engineers and the attendance by
their senior engineering personnel at manufacturers' conferences and
airworthiness authority symposia, it is considered to be of great value.
Promotion to Senior Positions
11.3.1.3. Prior to promotion to a more senior position, it is considered essential that

engineers received formal instruction in company procedures and
responsibilities applicable to the new position. They should also receive
management training appropriate to their own level.

Intentionally Blank

Part 3 - Air Operations, General Requirements for Other Personnel
CHAPTER 12 - REQUIREMENTS FOR OTHER PERSONNEL ......................................................12-3
12.1. SEARCH AND RESCUE CREWMAN .................................................................................12-3
12.2. HLOS/HELIDECK CREW ...................................................................................................12-3
12.3. REFUELLING SUPERVISORS...........................................................................................12-3
12.4 AIR TRAFFIC CONTROLLERS..........................................................................................12-3
12.5 RADIO OPERATORS .........................................................................................................12-3
12.6 DESPATCHERS/TRAFFIC CLERKS..................................................................................12-3
12.7 CARRIAGE OF LOAD MASTERS ......................................................................................12-4

Intentionally Blank

REQUIREMENTS FOR OTHER PERSONNEL
12.1. Search and Rescue Crewman
12.1.1. SAR crewmen should have completed a satisfactory approved formal and recorded
course . Approval will only be given after examination of the syllabus obtained from the
course organiser or governing institution. SAR crewmen should also have some
experience, preferably with a military background.
12.2. HLOs/Helideck Crew
12.2.1. All such staff should have completed a formal training course which should equate to the
UK Petroleum Industry Training Board course or its equivalent. HLOs should preferably
have had at least some experience as helideck assistants.
Note: This level of experience and qualifications is recommended for those helideck
crew on manned platforms where the volume of air traffic warrants this level of
expertise.
12.3. Refuelling Supervisors
12.3.1. These persons will have completed an approved formal training course. It is
recommended that a refresher training course be undertaken at intervals not exceeding
two years.
Note: It is a firm requirement that specific refuelling supervisors be nominated and

available where bulk facilities exist.
12.4. Air Traffic Controllers
12.4.1. These persons should be licensed or unlicensed in accordance with the requirements of
the country in which operations are taking place and they should be familiar with the
company emergency and call-out procedures. They are also required to keep a log of air
traffic control radio transmissions.
12.5. Radio Operators
12.5.1. They should be VHF/HF licensed where applicable with relevant experience of A/C
operations and procedures and be completely familiar with aviation R/T terminology.
Additionally, they should also be completely familiar with company emergency and call-
out procedures. They are responsible for flight watch and the R/T log of all aircraft
communications. It is highly desirable that all communications and radio logs shall be in
the English language.
12.6. Despatchers/Traffic Clerks
12.6.1. Such persons should be completely familiar with the operation of aeroplanes or
helicopters and should have a good understanding of basic weight and balance problems
and manifest documentation.

12.7. Carriage of Load Masters
12.7.1. For operation (and sometimes commercial) reasons it is expedient to carry "load
masters" who are not trained aircrew, for the control of passengers and freight during
flight and while the aircraft is on the ground. These personnel should always be given
basic training as defined under "Crew" above and then should be given crew status.

Part 3 - Air Operations, General Passengers
CHAPTER 13 - PASSENGERS.......................................................................................................13-3
13.1. BRIEFING...........................................................................................................................13-3
13.2. PASSENGER AND BAGGAGE WEIGHTS.........................................................................13-3
13.3 EMBARKING/DISEMBARKING PROCEDURES ................................................................13-3
13.4 SAFETY AND SURVIVAL EQUIPMENT.............................................................................13-4
13.5. DISCIPLINE........................................................................................................................13-5
Smoking ..........................................................................................................................13-5
13.6. ALCOHOL ..........................................................................................................................13-5
13.7. AUTHORITY OF CREW .....................................................................................................13-5
13.8 CARRIAGE OF PASSENGER OPERATING ELECTRONIC DEVICES ..............................13-6
13.9. DRESS ...............................................................................................................................13-6
13.10. CARRIAGE OF FREIGHT WITH PASSENGERS ...............................................................13-6
13.11. USE OF CO-PILOT SEAT FOR A PASSENGER ...............................................................13-7

Intentionally Blank

PASSENGERS
13.1. Briefing
13.1.1. The type of aircraft chosen and the operator selected to provide aircraft services for
Company will have been subjected to evaluation by the Aviation Adviser and procedures
and maintenance standards will conform to minimum requirements.
13.1.2. It is however, a legal requirement in most countries, and prudent practice in all others, to
determine that passengers and crews are thoroughly familiar with routine and emergency
procedures and with equipment carried in aircraft for use in the event of accident or
incident.
13.1.3. Basic briefing should be carried out by the aircraft operator on boarding the aircraft, but it
has been found effective in Companies with sole-use aircraft services agreements, to
arrange for mass briefings (e.g. by use of video or audio/visual briefing machines) at the
passenger assembly points. Items to be covered during briefings are as follows:
13.2. Passenger and Baggage Weights
13.2.1. At the discretion of the Company and the Contractors, standard weights based on
averages relative to the operation may be used when preparing a manifest for aircraft
having a maximum gross take-off weight of 5,700 kg or more, or having seats for 12 or
more persons, including the crew. This standard figure may include hand carried
baggage but no baggage checked in which must always be individually weighed. Such
requirements are sometimes stipulated by regulation.
13.2.2. For aircraft of less than 5,700 kg in weight, all passengers and all their baggage must
always be weighed.
13.2.3. Where immersions suits are carried or worn by either passengers or crew, and standard
weights are in use, 3 kg should be added for each suit.
13.2.4. Where standard weights are used, and even when approved by the regulatory authority,
as a control, a full passenger weighing should be undertaken at intervals, to determine
that the standard weights in use provide a safety margin over actual weight. If it is found
to be inadequate then, until justified otherwise, the standard weight should be factored up
by the appropriate amount, or actual weights always used.
13.3. Embarking/Disembarking Procedures
13.3.1. This should cover the access route from passenger assembly point to the waiting aircraft
and should highlight the dangers of approaching aircraft with engines or rotors running.
In the case of fixed wing aircraft on a shuttle service, embarkation will only be permitted
via doors on the opposite side of the fuselage from any engines which remain running
during turn-round.
13.3.2. Helicopters should never be approached from behind, but always from a sector in full
view of the pilot, who will normally operate from the starboard side of the aircraft.
Embarkation procedures for helicopters will however be specific to aircraft type, as the
rotor height above ground of, for example, the Sikorsky S76 helicopter precludes
approach from directly in front of the aircraft. It is essential that the aircraft operator be
required to supervise this briefing.

13.3.3. Aircraft, particularly helicopters, are constructed from lightweight materials which,
although robust, are designed primarily to withstand aerodynamic loads rather than
enthusiastic handling by rig floor crews. If a cabin attendant is carried, he or she will
normally operate doors and cargo hatches, but if not carried, this task should be carried
out only by specified ground personnel who have been briefed on the operation of doors.
13.3.3.1. Helicopters - Basic requirements are that:
a. Only passengers or authorised and trained traffic staff should enter

the aircraft operating area, and passengers should only approach the
helicopter when invited to do so by the crew and under guidance of
traffic personnel.
b. Passengers should not embark until any cargo to be carried in the

cabin has been loaded and properly secured.
c. The number of personnel around helicopters should be kept to a

minimum at all times.
d. Personnel should not approach helicopters when red anti-collision

beacons (usually on tail area and underside of the aircraft) are
flashing.
e. Lightweight items should be securely attached or firmly held.
f. Personnel at remote locations must always remain outside the rotor

disc until called to embark.
g. After landing, passengers should remain seated, with seat belts

fastened, until doors are opened and the crew has indicated that it is
safe to disembark, when the aircraft should be vacated in a brisk and
orderly manner. Only baggage and cargo handlers should remain in
the vicinity of the aircraft and passengers should await their
belongings outside the aircraft operating areas, unless other
operating procedures are in place to permit passengers to safely
obtain their baggage.
h. PASSENGERS AND RUNNING JET ENGINES/ PROPELLERS/

ROTORS DO NOT MIX
13.4. Safety and Survival Equipment
13.4.1. During an accident that occurred to an aircraft on contract to a Company, two passengers
spent some time inverted in the aircraft as it lay on it's side, simply because they were
unable to release the seat-belt mechanism. This serves to illustrate that familiarity with
such basic equipment cannot be assumed, and pre-flight briefing must be carried out on
each occasion.
13.4.2. The following items must be demonstrated either by cabin staff or crew, or by video
briefing.
13.4.2.1. Operation of normal and emergency exits.
13.4.2.2. Operation of seat belts.
13.4.2.3. Operation of emergency passengers oxygen masks where appropriate.
13.4.2.4. Operation of smoke hoods when fitted.

13.4.2.5. Wearing and activation of individual life jackets.
13.4.2.6. Location of first aid kits and fire extinguishers.
13.4.2.7. Location, deployment and operation of inflatable life-rafts.
13.4.2.8. Where appropriate (during operations over hostile environments) the location
and contents of survival kits.
13.4.2.9. Donning and use of immersion/survival suits or "Shuttle Jackets"
13.5. Discipline
13.5.1. The following rules apply:
Smoking
13.5.1.1. Notwithstanding any concessions made by a Company to smoking in a work

environment, it is strongly recommended that smoking be prohibited at all
times in aircraft, as it represents an avoidable hazard, and, health reasons
apart, may affect electronic equipment and hamper good aircraft husbandry.
If it is felt that industrial relations problems dictate a compromise which
allows smoking during certain periods of flight, then this may only be
permitted under the aircraft's operating release. Wherever possible, it should
be discouraged.
13.5.1.2. Smoking should never be permitted during:-
a. Take-off and landing
b. Turbulence
c. In lavatories
d. Periods other than when seated in a passenger seat
e. Refuelling operations
13.6. Alcohol
13.6.1. Personnel under the influence of alcohol or drugs must not be allowed to board any
aircraft.
13.7. Authority of Crew
13.7.1. It should be stressed to all passengers that, in matters concerning the operation of
aircraft, control of embarked passengers, routing, serviceability, conduct of the flight,
etc., the aircraft commander's decision is final, and in most countries this is supported by
the law of the land.
13.7.2. For reasons of flight safety, it is unacceptable for a commander's decision to be debated
during a flight, and should any dispute arise, the matter should be referred to the contract
holder or appropriate department head for resolution after the event.
13.7.3. It is particularly important that instructions from the crew are immediately and strictly
followed in the event of an emergency situation developing.

13.8. Carriage of Passenger Operating Electronic Devices
13.8.1. The use of small (laptop/notebook) portable computers by passengers in business aircraft
is generally permitted with the following provisos:-
13.8.1.1. The crew are advised and agree to their use.
13.8.1.2. The equipment is switched off during take-off and landing (seatbelt signs
would be the cue).
13.8.1.3. When not in use, the equipment should be securely stowed.
13.8.2. Due to the confined space in helicopter cabins, their use is not recommended. Vibration
levels in any case inhibit their use.
13.8.3. Passenger operated devices specifically prohibited include any transmitting device which
intentionally radiates radio frequency signals such as Citizen Band radios, cellular
telephones and transmitters that remotely control devices such as toys.
13.9. Dress
13.9.1. In field areas, passengers should be dressed appropriately for the environment
regardless of the duration of the flight. Over remote and inhospitable areas, passengers
should wear clothing, in particular, tough footwear, appropriate to the terrain (marsh,
jungle, desert, Arctic) being overflown
13.10. Carriage of Freight with Passengers
13.10.1. The carriage of freight in the cabin with passengers is permitted by the Civil Aviation
Authorities / Federal Aviation Authority within certain rules defined in Crew Operating
Manuals. The following additional constraints are recommended to enhance safety and
comfort:
13.10.1.1. Urgent freight, including mail bags, shall normally be loaded in the
freight/baggage compartment. In exceptional circumstances only, it may be
carried in the cabin with passengers, but strictly subject to the following
conditions:
a. It must not obstruct main emergency exists or access routes

available to the passengers.
b. It must not obstruct secondary exit windows adjacent to occupied

seats.
c. It must be securely tied down to aircraft strong points or with a

tensioned net acceptable to the aircraft commander.
d. If seats are folded up, care must be taken to ensure that they are
stowed in such away that they do not present a hazard to any
passenger in an emergency.
13.10.1.2. Routine air freight should not be carried in the cabin when there are
passengers on the flight.

13.10.2. The primary mode of transportation for freight offshore should be by sea, and it is
expected that the authorisers will screen all air freight requests for genuine justification.
The priorities for air freight are set by the individual Company depending on their
particular circumstances, whilst remaining realistic and in line with the overall safety
thrust of the Company. The setting of the level of the priorities should be agreed at an
appropriately senior level within the Company.
13.11. Use of Co-Pilot Seat for a Passenger
13.11.1. When aircraft dual controls are fitted the co-pilot's station may only be used for
passengers carrying in emergency situations and after careful briefing on the hazards of
interfering with controls.
13.11.2. When duel controls have been completely removed a passenger may be carried in the
co-pilot's station subject to the following conditions:
13.11.2.1. A separate briefing covering any items which may differ from the standard
passenger briefing has been given. In particular, the use of crew emergency
exits should be covered, and attention drawn to any switches etc., vulnerable
to interference.
13.11.2.2. That the aircraft commander is satisfied that no safety or security risk is
involved.

Intentionally Blank

Part 3 - Air Operations, General Health, Safety and Occurrence Reporting
CHAPTER 14 - HEALTH, SAFETY AND OCCURRENCE REPORTING.........................................14-3
14.1 HEALTH, SAFETY AND THE ENVIRONMENT.....................................................................14-3

Chief Executive ...............................................................................................................14-3
Line Supervision.............................................................................................................14-4
Employees.......................................................................................................................14-5
Implementation ...............................................................................................................14-5
14.2. HEALTH AND FITNESS .......................................................................................................14-6
Periodic Medical Checks ................................................................................................14-6
Drugs and Alcohol Policy...............................................................................................14-6
Alcohol ............................................................................................................................14-6
Drugs ...............................................................................................................................14-7
Smoking ..........................................................................................................................14-7
General Hygiene .............................................................................................................14-7
14.3. ACCIDENT/INCIDENT REPORTING AND ACCIDENT INVESTIGATION.............................14-8
Aircraft Accident .............................................................................................................14-8
Aircraft Incident ..............................................................................................................14-8
Reporting outside the Company system.......................................................................14-9
Accident Investigation....................................................................................................14-9
14.4. MEDIA RELATIONS.............................................................................................................14-9
14.5. REMOVAL OF DISABLED AIRCRAFT ............................................................................... 14-10
14.6. HAZARDOUS SUBSTANCES - MAN MADE MINERAL FIBRES ........................................ 14-10

Protection...................................................................................................................... 14-10

Intentionally Blank

HEALTH, SAFETY AND OCCURRENCE REPORTING
14.1. Health, Safety and the Environment
14.1.1. There should be absolutely no question of operational urgency or other pressures taking
priority over safety. It has been repeatedly demonstrated that improved safety in
operations goes hand in hand with greater efficiency, quality and cost effectiveness.
Work should not start before it is confirmed that essential safety systems are in place
and that staff are accountable for this requirement. It should be policy that if safety
cannot be ensured, operations should be suspended and this applies equally to flying.
14.1.2. The promotion of health and safety at work and protection of the environment is
fundamental to Company operations and it is considered important that Contractor(s)
adopt and implement the same philosophy and these should be reflected in the
Contractor’s management system. Cross reference should be made to the E&P Forum
HSE Management System Guidelines.
14.1.3. Additionally although some companies have set up flight safety and quality assurance
organisations, these are the exception rather than the rule and the matter is left to, at
best, middle management. In consequence, the approach is often reactive, no more
than the regulations specify.
14.1.4. Threading through any organisation should be the understanding that responsibility for
health, safety and protection of the environment lie directly and personally with line
management from the Chief Executive through to every employee.
Chief Executive
14.1.4.1. The Company's policy on health and safety at work and protection of the
environment is normally undersigned by the Chief Executive. Such a policy
should include the requirement for proactive flight safety and an effective
company wide quality assurance organisation. Ideally this would mean
compliance with IS0 9000.
14.1.4.2. It is the responsibility of the management to ensure:
a. The adoption and formulation of safe and environmentally sound

working systems, practices and procedures .
b. The development of plans and programmes for the promotion of

health, safety and protection of the environment.
c. The auditing of the plans and programmes to measure progress, to

identify deficiencies and to close out all actions, ensuring lateral
implementation across the company.
d. The proper training of staff to enable them to work safely and to

avoid damage to the environment.
e. The selection of Contractors and sub-contractors who can meet the

same standards and have the same commitment, and the monitoring
of their work to ensure these standards are maintained.
f. Ensuring that any deficiencies in equipment, standards, operating

procedures and training facilities are corrected.

g. Ensuring that all incidents involving injury to persons, damage to

property or the environment, and those having potential for serious
effect are thoroughly investigated. The aim is to identify immediate
and basic causes and prevent recurrence, and ensure that effective
follow-up action is initiated. The Company should not limit
themselves simply to mandatory reporting requirements for external
processing but all those that meet the foregoing definition.
h. Establishing individual responsibilities, targets and accountabilities

for health, safety and protection of the environment for subordinates .
i. Setting a clear leadership example and promoting a high degree of

safety and environmental awareness among all staff.
j. Developing an environment which encourages staff to report unsafe

acts/conditions and near misses. This is applicable to human error in
normal and abnormal operations.
k. Providing waste disposal systems which allow for environmentally

sensitive material, fluids and chemicals to be removed safely in line
with national, international and Company guidelines.
l. Recording an analysis of days off sick per employee.
Line Supervision
14.1.4.3. It is the responsibility of all line supervisors to ensure:
a. That work under their control is conducted in a safe and

environmentally sound manner by appropriately trained and
competent staff.
b. That subordinates are made aware of any health and safety hazards
and of any activities that could cause environmental damage.
c. That they are aware of the contents of National or departmental

health, safety and environmental programmes and understand their
role in implementing them.
d. That subordinates carry out work in accordance with their statutory

obligations, company standards and the departmental health, safety
and environmental programmes.
e. That subordinates are aware of their individual responsibilities,

accountabilities and tasks and targets for health, safety and the
protection of the environment and that they are assessed against
these responsibilities.
f. That management is informed immediately of unsafe or

unsatisfactory plant and systems not being operated to the
appropriate standard.
g. That all incidents causing injury to persons, damage to property or

the environment, and those having potential for serious effect are to
be reported, recorded and properly investigated.
h. That they set a clear leadership example by promoting a high degree

of safety and environmental awareness amongst their subordinates.

i. That through consultation they encourage the active participation of

all subordinates in the improvement of health, safety and
environmental standards.
j. That all environmentally sensitive material is disposed of in the

correct manner.
Employees
14.1.4.4. It is the responsibility of all employee:
a. To co-operate fully in implementing Company health, safety and

environmental plans and programmes.
b. To carry out their work in accordance with their statutory obligations,

and Company health, safety and environmental standards and
procedures.
c. To take care of the health and safety of themselves and others.
d. To familiarise themselves with the information on the safety and

health hazards of their surroundings, equipment, material and
working procedures in their area of employment.
e. To bring to the immediate notice of the staff concerned or, if

necessary their colleagues and supervisors any potential hazards to
safety or the environment caused by the actions (voluntary or
otherwise) of others.
Implementation
14.1.4.5. There are several questions to be asked when conducting an audit:
a. Does the operation have a clear policy and staff involvement along
the lines of the above?
b. Does the policy require the implementation of proactive safety and

environmental plans and programmes?
c. Does the operation have a properly organised and managed accident

and incident investigation procedure? Are the lessons learned
applied in a positive way to prevent a recurrence?
d. Are regular safety meetings held involving senior management, line

management and employees? Do they work on the cascade
principle with feed back loops?
e. Does the safety publicity take note of third party as well as own
experience?
f. Is a safety data base held?

14.2. Health and Fitness
14.2.1. The following medical guidance is given:
Periodic Medical Checks
14.2.1.1. Regulations require that all personnel who fly aircraft be examined
periodically by Government approved physicians. Pilots who hold Airline
Transport Pilot's Licences (or equivalent) must be examined every six
months and must hold a first-class medical certificate; details of the
standards required are contained in most civil air regulations.
14.2.1.2. Pilots who have been absent from duty due to illness for longer than three
weeks are required to have a consultation or medical examination with their
Company Medical Officer or Medical Adviser.
14.2.1.3. Every pilot is responsible for keeping himself both physically and
psychologically fit for duty. Any working conditions which seem to contribute
to physical or psychological deterioration should be reported to the Chief Pilot
for investigation. The operator should endeavour to remedy such situations
but the employee must remember that his own misconduct or neglect is not
the responsibility of his employer.
14.2.1.4. Pilots are responsible for self-grounding whenever they sense that their
physical condition might affect their flying.
14.2.1.5. No such statutory requirement generally exists for engineers; however,

Company's supervisors are expected to monitor routinely their staff's health,
including hearing and visual acuity; a full medical at not less than 2 yearly
intervals should be considered to be the minimum requirement.
Drugs and Alcohol Policy
14.2.1.6. Sole use Contractors should have a formally documented policy on Drugs &
Alcohol consistent with that of the Company. Ad hoc Contractors are
expected to provide similar direction and guidance. Requirements are
outlined in the following paragraphs
Alcohol
14.2.1.7. Alcoholic drinks must NOT be consumed by Flying, Engineering or

Operational Staff during duty or the eight hours prior to reporting for a
rostered duty or commencing a standby duty period. If, in the event the local
Company or regulatory policy is more restrictive then it should apply.
14.2.1.8. Pilots should voluntarily disqualify themselves for duty if a non-scheduled

flight assignment should arise during or immediately following a drinking
period.
14.2.1.9. Aircrew and engineers employed in connection with sole use aircraft
operations must not consume alcoholic drinks in uniform when in public
areas.

Drugs
14.2.1.10. The E&P Forum Aviation Management Guide prescribes to the E&P Forum
Substance Abuse Management Strategies Report 6.23/173, July 1991. This
strategy includes random testing for substance abuse and applies to
personnel in risk sensitive designated positions, which include aircraft pilots
and aircraft maintenance engineers/mechanics. Substance abuse
management includes random testing for personnel in designated risk
sensitive positions. Any person using drugs of addiction is not fit to be a
member of flight crew or maintenance staff.
14.2.1.11. Staff taking prescribed medication should advise their supervisor before
carrying out a duty.
14.2.1.12. Sleeping pills should only be used if absolutely necessary and then only
under close medical supervision. All sleeping pills tend to cause mental
confusion, slow reaction time and cloud the mind on working after their use.
Moreover, their effects cannot accurately be predicted in different individuals
or at different times in the same individual. Combined with alcohol their
effects can be very dangerous.
14.2.1.13. Anti-histamine drugs all tend to have a sedative side effect and can cause
drowsiness. They are found in many different preparations for various
illnesses such as hay fever, asthma, eczema and are often incorporated in
various 'cold cure' preparations.
14.2.1.14. Sedatives and tranquillisers such as 'Valium', 'Librium' and 'Equaril' can
sometimes cause dangerous confidence or drowsiness and should be
avoided.
14.2.1.15. Anti-depressant drugs can cause side effects, including giddiness and blurred
vision.
14.2.1.16. Appetite suppressant drugs are liable to cause a variety of side effects
including drowsiness, giddiness, depression and other mental effects.
14.2.1.17. Streptomycin should be avoided as an antibiotic drug, as it can cause loss of

balance and dizziness with permanent disability. It is recommended that all
flying personnel advise their doctors of the risks of receiving treatment with
this drug and request a substitute whenever the use of streptomycin is
contemplated.
14.2.1.18. It is recommended that flying personnel do not become blood donors due to
the temporary lowering of the oxygen carrying capacity the blood which
follows a donation.
Smoking
14.2.1.19. Guidance on smoking by passengers is given at 13.5. It is recommended

that the flight crew should never smoke whilst manning an aircraft on a
Company flight and that the contract be worded to that effect.
General Hygiene
14.2.1.20 Whatever the operating location, all should be aware of the strict need for
cleanliness and general hygiene, particularly in the areas of catering.
Maintenance of toilet blocks and associated soakaways should be of a high
order

14.3. Accident/Incident Reporting and Accident Investigation
14.3.1. A comprehensive and open incident reporting system is considered essential as a means
of preventing both future incidents or even accidents. Unfortunately, many incidents go
unreported, particularly those concerned with Human Error. This reluctance to report can
be caused by a fear of blame, embarrassment or even laziness. It is important therefore
that operators develop a blame free culture with people encouraged to report as a
positive contribution to flight safety.
14.3.2. Similarly, Companies in requiring such incident information, should also employ the
blame free approach. Exceptions are, of course, where cases involving culpable
negligence come to light, causing concern to both operator and Company. These will
require deeper investigation and the Aviation Adviser should be approached for advice
without delay.
14.3.3. The following definitions apply:
Aircraft Accident
14.3.3.1. An aircraft accident is an occurrence associated with the operation of an

aircraft which takes place between the time any person boards the aircraft
with the intention of flight until such time as all such persons have
disembarked, in which:
a. Any person suffers death or serious injury as a result of being in or

upon the aircraft or by direct contact with the aircraft or anything
attached thereto,
or
b. The aircraft receives substantial damage.
Notes: 'Substantial damage' includes any damage or structural failure which

adversely affects the structural strength, performance of flight
characteristics of the aircraft and which would normally require the
major repair or replacement of the affected component and any
accident with damages/costs of more than, say, pounds 10,000.
'Serious Injury' shall be defined as injury that requires hospital or

medical treatment and results (or is expected to result) in suspension
or substantial restrictions of normal activities for period of fifteen (15)
days or more.
Aircraft Incident
14.3.3.2. An aircraft incident is an occurrence other than an aircraft accident which

either:
a. Jeopardises - or could jeopardise - the safety of the aircraft.
b. Involves an aircraft and causes injury or severe mental strain to any

person, or
c. Causes damage to property.

Reporting outside the Company system
14.3.3.3. Individual national requirements will have to be met: these will generally be
known to and be the responsibility of the aircraft Contractor(s) (or group
aviation department) and form part of the air legislation of the country
concerned. Organisations which must be informed will invariably include:
a. The Directorate of Civil Aviation or Civil Aviation Authority of the

country in which the accident takes place.
b. The Directorate of Civil Aviation or Civil Aviation Authority of the

country of registration of the aircraft if this is different from (a).
c. The Accident Investigation Branch or equivalent if it exists.
d. The Police
e. Provincial authorities
14.3.3.4. Companies usually assist in reporting some or all of the above as the
Contractor(s) will often be heavily engaged in Search and Rescue activities
in the immediate aftermath of an accident.
Accident Investigation
14.3.3.5. National regulations normally exist. Under no circumstances should aircraft

wreckage be disturbed or moved until clearance from the national authority
has been given.
14.3.3.6. Because of the specialist nature of knowledge required, Accident

investigations are best carried out by aviation personnel with appropriate
background and qualifications. Company safety departments can assist,
when available, by carrying out the following:
a. Interviews of passengers leading to written statements.
b. Interviews of witnesses leading to written statements.
c. Compilation of an accurate map of the accident area showing

locations and disposition of wreckage and obstructions.
d. Taking an accurate and complete photographic coverage of

wreckage and the accident site.
e. Ensure that arrangements are made for the crew to be medically

examined immediately after any accidents and local instructions
should also address a similar requirement for passengers involved.
14.3.3.7. On receipt of the initial accident advice, assess whether the nature of the
accident warrants an immediate visit by an Aviation Adviser. Accidents
involving death or serious injury to passengers or crew will invariably result in
the despatch of an Aviation Adviser to the area concerned.
14.4. Media Relations
14.4.1. It is essential that Heads of Aircraft Services and Aviation Focal Points familiarise
themselves with their Operating Company's policy for dealing with the media in the event
of an aviation related crisis.

14.4.2. Official "Position Statements" will need to be issued about the incident / accident by the
Company and normally the Head of Aircraft Services / Aviation Focal Point contribute to
the draft of the statement.
14.5. Removal of Disabled Aircraft
14.5.1. In the event of an aircraft accident and once rescue has proven successful a guard
should be posted with the wreckage to prevent interference with evidence which may
prove invaluable to accident investigators. Wherever possible, the wreckage should not
be removed nor any parts touched until an on site investigation into the accident has
been concluded.
14.6. Hazardous Substances - Man Made Mineral Fibres
14.6.1.1. The hazards at a crash site that may be encountered on aircraft and
helicopters which have components made from MMMF, fall into three main
categories, and will depend on a number of factors such as the extent of post
crash burning and the nature of the terrain and environment:
a. Those associated with the fibres themselves; skin contact with

damaged structure can cause needle-stick injuries and dermatitis.
b. The organic products of a post-crash fire pose a vapour hazard,

which can cause occupational asthma, and an injection hazard, via
fibre shards, to unprotected skin.
c. Certain exotic metals, such as beryllium and cadmium, which are to

be found in small quantities in most aircraft types, are either
poisonous in their own right or produce hazardous oxides when burnt.
Protection
14.6.1.2. The aircraft manufacturer and sometimes the Company should be able to
provide information on the use of MMMF or exotic metals. General
guidelines when involved with a crash site are as follows:
a. When there are no known toxic substances, special protective

measures are not required although arms should be covered, and
boots, gloves and a hard hat worn.
b. Where there is a risk of non-toxic dust or other contaminants that

might cause irritation to the skin or respiratory tract, a face mask
should also be worn.
c. Where there is a risk of toxic dust or other contaminants that may

pose a serious risk to health, advice should be sought from the
rescue services. As a minimum, it is anticipated that full PPE will be
required: sabre mask or respirator, impermeable pvc/neoprene
overall with hood, wellington boots and disposable latex gloves plus
leather gauntlets.

Part 3 - Air Operations, General Aircraft and Personal Equipment
CHAPTER 15 AIRCRAFT AND PERSONAL EQUIPMENT.............................................................15-3
15.1 PROTECTION OF PASSENGERS AND CREW....................................................................15-3

Seats and Seatbelts ........................................................................................................15-3
Immersion Suits..............................................................................................................15-3
Life Jackets .....................................................................................................................15-3
Inflatable Liferafts...........................................................................................................15-3
Underwater Location Beacons.......................................................................................15-4
Materials Used in Upholstery and Internal Trim ...........................................................15-4
Helicopter Flotation Gear ...............................................................................................15-4
Security of Cargo............................................................................................................15-5
Sideways Facing Seats...................................................................................................15-5
15.2. EQUIPMENT FITTED IN AIRCRAFT ....................................................................................15-5
Emergency Locator Transmitters ..................................................................................15-6
Cockpit Voice Recorders (CVR) .....................................................................................15-6
Flight Data Recorder (FDR) ............................................................................................15-6
High Intensity Strobe Lights (HISLs).............................................................................15-6
Ground Proximity Warning Systems (GPWS) ...............................................................15-7
First Aid Kits ...................................................................................................................15-7
Survival Equipment ........................................................................................................15-7
Radio Transmission Equipment ....................................................................................15-7

Intentionally Blank

AIRCRAFT AND PERSONAL EQUIPMENT
15.1. Protection of Passengers and Crew
15.1.1. The following guidance should be followed:
Seats and Seatbelts
15.1.1.1. No passenger or crew member should ever be carried in an aeroplane or

helicopter other than in a seat of a type approved by the aircraft
manufacturer and adequately secured to the aircraft floor. The passenger
must be provided with a seat belt to a standard approved by the regulatory
authority, which must be fastened at all times when required by regulation or
crew instructions.
Immersion Suits
15.1.1.2. Survival after immersion in cold water has been the subject of extensive
study. Policy on the wearing of survival suits by passengers and crew should
be detailed in a Safety Publication or similar instruction.
15.1.1.3. The policy on wearing of immersion suits by aircraft crews is less easy to
resolve, due to the problems of reconciling comfort during long periods of
wear (with its effect on fatigue, concentration etc. and consequently on flight
safety), and effectiveness against the short and long term impact of cold
water immersion. The policy for aircrew will rest with the aircraft operator the
airworthiness authority and possible legal requirements in addition to any
provisions considered necessary.
Life Jackets
15.1.1.4. Helicopters. Life jackets approved for aircraft use should be worn by
passengers and crew for all over water flights.
15.1.1.5. Fixed Wing. Life jackets approved for aircraft use should be provided for
crew and passengers on all overwater flights.
15.1.1.6. Crew (fixed and rotary wing). Crew life jackets should be fitted with Search
and Rescue Beacon Equipment (S.A.R.B.E.) transmitting on the appropriate
international and/or national aeronautical distress frequencies in areas where
suitable air and/or seaborne homing equipment is available to Search and
Rescue Services. In areas where such services are non-existent, Company
management should consider the provision of such homing equipment in
contract aircraft. Such a decision should be taken in the context of the
overall contingency planning and safety provisions of the company.
Inflatable Liferafts
15.1.1.7. Helicopters. Transport helicopters in the offshore support role should carry
sufficient liferafts, approved by the airworthiness authority, such that in the
event of loss or non operation of one liferaft, the remainder would have the
capability, in the overload case, to accommodate all aircraft occupants.
Helicopters having less than 9 seats and operating over water shall carry at
least one life raft.

15.1.1.8. Fixed Wing. With multi-engined fixed wing aircraft the criteria used to
determine the need for liferafts is the time/distance from land in the event of
an engine failure. The local regulatory authority stipulates the life raft
requirements for multi-engine fixed wing aircraft. Generally speaking, all
aircraft operating over water for company charter purpose should carry life
rafts.
Underwater Location Beacons
15.1.1.9. Most Civil Aviation Authorities have made it a mandatory requirement for
underwater locating devices to be fitted to Flight Data Recorders on public
transport aircraft. Examples of such requirements may be found in JAR-
29.1459 and US FAR-29.1459 covering rotorcraft and in JARs 23/25.1459
and US FAR 25-123.1459 covering fixed wing aircraft.
15.1.1.10. In the past, underwater locating devices were fitted to the airframe. With the
introduction of combined Cockpit Voice Recorder/Flight Data Recorder units
fitted with an underwater locating device, the airframe devices are being
removed. Whilst the Company cannot recommend manufacturers of this
type of equipment, the Dukane (DK 100) beacon, with a six year service life,
is most commonly used by western operators. Once activated, the DK 100
will "ping" for a minimum of 28 days. It is important to ensure that the aircraft
operator has access to locator receiver equipment.
15.1.1.11. In countries where underwater locating devices are not mandatory, Company
contracted "sole use" aircraft engaged on overwater flights are to be fitted
with an underwater locating beacon. Whilst it may not always prove
practicable, aircraft contracted on an ad hoc basis should preferably be
equipped with underwater locating beacons when operating over water.
Materials Used in Upholstery and Internal Trim
15.1.1.12. A major concern in an aircraft accident is fire, but the toxic fumes and smoke
produced by the fire are the major causes of death. The types of material
used in the construction of aircraft systems and interiors are regulated in
many but not all countries, and are subject to tightening controls. It is
therefore important that aircraft offered to Companies are not modified
merely to give an attractive appearance, but embody only approved
materials in their construction.
15.1.1.13. Recent legislation in the United Kingdom and the United States of America
requires the use of fire blocking materials in seat cushions of new
construction aircraft, and where this is practicable, it should be considered as
a contract condition in other operating areas.
Helicopter Flotation Gear
15.1.1.14. If helicopters are to be operated over the water, they should be capable of
alighting on the surface of the water, either by virtue of inherent design
features, e.g. boat hull, fixed floats, etc. or with the aid of inflatable flotation
gear.

Security of Cargo
15.1.1.15. Whenever possible, cargo should be carried in a compartment which is

separated by a strong bulkhead from the passenger cabin, and equipped with
an independent fire and smoke monitoring and extinguishing system. This
will not be possible in some of the smaller aeroplanes employed by
Companies, or in all but the larger helicopters so a compromise solution must
be sought.
15.1.1.16. Apart from the considerations for the handling of dangerous goods, which are
dealt with in 16.33, it is essential that all cargo be securely tied down in the
aircraft. Light aeroplanes and helicopters are particularly sensitive to shifts of
centre of gravity in a fore and aft sense and it is unfortunately this class of
aircraft which is most often exposed to rapid turn-round of payload, when
there is a temptation to cut corners by not securing cargo in a mistaken
attempt to save time. This temptation must be resisted.
15.1.1.17. Each item of freight must be weighed and manifested accordingly, to enable
the pilot to calculate his performance requirements correctly and thus ensure
adequate safety margins in the event of engine or other system failure.
15.1.1.18. The positioning, securing and removal of cargo and baggage should only be
accomplished by authorised aviation personnel. This is particularly important
during times when the aeroplane or helicopter has engines/propellers/rotors
running.
15.1.1.19. The carriage of cargo by external helicopter hook is considered in

Chapter 17.
Sideways Facing Seats
15.1.1.20. Current side-facing seat/restraint systems in fixed wing aircraft do not always
provide the necessary restrain to protect the occupants from serious injury.
Without a shoulder harness, side-facing seats provide very little restraint of
an occupant's upper and lower torso, and legs.
15.2. Equipment Fitted in Aircraft
15.2.1. In addition to personal safety equipment that is required by law to be carried in aircraft for
use by passengers and crew, there is a trend, which starts at the scheduled public
transport end of the market, to require locating and data recording equipment for the
assistance of investigators in the event of an accident or incident.
15.2.2. Currently all large public transport aircraft registered in I.C.A.O. member states are
required to carry the following equipment:-
• Emergency Locator Transmitter
• Underwater Sonar Location Device
• Cockpit Voice Recorder
• Flight Data Recorder
15.2.3. While regulatory authorities will not always require the carriage of these items of
equipment in other types of aircraft, the following sections should apply to aircraft
engaged on service contracts to companies.

Emergency Locator Transmitters (ELT)
15.2.3.1. ELTs are to be carried on all aircraft, and in some areas, such as offshore
UK, an automatic deployment capability (ADELT) is mandatory. Ideally, such
ELTs should be located in an area where they can easily be deployed or
alternatively best protected in the case of an accident, e.g. dinghy packs and
crew lifejackets.
15.2.3.2. Features should include crash switches, immersion switches, and the unit
should be buoyant. If portable, it should have integral and self-deployable
aerials.
15.2.3.3. Desirable features in addition to the basic radio transmitters should include
radar reflector, radar transponder, strobe light, and satellite (406 MHz) signal
transmission which is widely available and will have world-wide coverage.
Cockpit Voice Recorders (CVR)
15.2.3.4. Support should be given to Airworthiness Authorities mandatory requirements

for CVRs in all public transport operated aircraft including helicopters above
2730 kgs.
15.2.3.5. Where possible, an underwater location device should be associated with the
CVR.
Flight Data Recorder (FDR)
15.2.3.6. Legislation is anticipated, which will require the provision of 30 channel FDRs
in helicopters over 7,000 kg. maximum certificated take-off weight, and of 15
channel FDRs in helicopters of between 2,700 and 7,000 kg. A 4 channel
CVR with the ability to record the 15 parameters will meet the requirements
of the second case. Advice should be sought from the Aviation Adviser if
there is any doubt on what is required in a contract aircraft.
High Intensity Strobe Lights (HISLs)
15.2.3.7. Conspicuity of aircraft can be increased significantly by the fitment and use
of HISLs. These generally white strobe lights, as distinct from the routinely
fitted red anti-collision beacons, provide particular benefit when operations
take place under VFR in congested airspace. They are an added benefit
when lookout has to be shared between general surveillance and a particular
task. Because of their intensity, restrictions should be placed on their use on
the ground.
15.2.3.8. Whilst it would not be practical to insist on this equipment in remote areas,
where visibility is almost unlimited and traffic is of low density, in busy
uncontrolled airspace they are considered essential particularly in the lower
levels where vertical separation and visibility is often reduced.

15.2.3.9. Accordingly, it is an E & P Forum recommendation that HISLs should be

fitted for flights within Europe and where low level VFR flying takes place in
and around conurbation's. Areas of uncertainty should be referred to the
Aviation Adviser.
Ground Proximity Warning Systems (GPWS)
15.2.3.10. Controlled flight into terrain is responsible for a large proportion of accidents
and, as a preventive measure, GPWS is being fitted in an increasing number
of scheduled airliners. Because of the weight and cost penalties, it would be
impracticable to insist on its installation in all aircraft types, although it is
likely to be a growing regulatory requirement for certain classes of aircraft
e.g. turbine powered aeroplanes with 10 or more passenger seats (already a
firm requirement in the United States unless an alternative means of
determining excessive closure rates with the terrain is available). It is
recommended GPWS fitted aircraft be contracted wherever practical for
aircraft of 10 seats and above. For helicopters, a radar altimeter, preferably
fitted with Automatic Voice Alerting, is an acceptable alternative
15.2.3.11. It is essential that clear instructions and procedural guidance for crews on
their response to the various GPWS alerts laid down in Operations Manuals
and/or Standing Operating Procedures.
First Aid Kits
15.2.3.12. Suitable and comprehensive first aid kits are to be carried on all aircraft.
These kits should be serviced as part of the aircraft role equipment, ideally
every 6 months, but not exceeding one year. Use of the kit should be
reported through the normal defect reporting systems so that used items can
be replenished prior to the next flight.
Survival Equipment
15.2.3.13. A survival kit, suitable for the area of operation, is to be carried on flights
which are planned to overfly hostile terrain, including offshore operations.
Radio Transmission Equipment
15.2.3.14. In some regions, intercom systems are rarely found in aeroplanes, and the
use of hand-held microphones is widespread. This practice is not
recommended even in the case of two-crew aircraft. It is also highly
desirable that all single-pilot operated aircraft should be equipped with
headsets and control column mounted transmission switches.

Intentionally Blank

Part 3 - Air Operations, General Operational Procedures
CHAPTER 16 - OPERATIONAL PROCEDURES ............................................................................16-3
16.1. COMMUNICATIONS AND FLIGHT FOLLOWING PROCEDURES.......................................16-3
16.2. FUEL PLANNING..................................................................................................................16-4

Aeroplanes ......................................................................................................................16-4
Helicopters ......................................................................................................................16-4
16.3 CARRIAGE OF DANGEROUS GOODS AND RESTRICTED ARTICLES BY AIR.................16-5
16.4. CARRIAGE OF FREIGHT WITH PASSENGERS ..................................................................16-7
16.5 SHUTDOWNS AWAY FROM BASE......................................................................................16-7
16.6. USE OF CO-PILOT SEAT FOR A PASSENGER ..................................................................16-8
16.7. INDEMNITIES FOR CARRIAGE OF NON-COMPANY PERSONNEL ...................................16-8
16.8. EMERGENCY FLIGHTS .......................................................................................................16-8

Fixed Wing Operations...................................................................................................16-9
Helicopter Operations ....................................................................................................16-9
Types of Emergency Flight .......................................................................................... 16-10
Evacuation from Work-Site/Onshore - Day ................................................................. 16-10
Evacuation from Work-Site/Onshore - Night............................................................... 16-10
Evacuation from Work-Site - from Base Camp to Medical Facility ............................ 16-11
Authority for Despatch ................................................................................................. 16-11
Search and Rescue....................................................................................................... 16-11
Other Aviation Emergencies ........................................................................................ 16-11
Typical Decision Making Team Organisation - Shore Based Aircraft (Day) .............. 16-12
Typical Decision Making Team Organisation - Shore Based Aircraft (Night) ........... 16-12
Typical Decision Making Team Organisation - Offshore Based Aircraft (Day and
Night)............................................................................................................................. 16-12
16.9 ADVERSE WEATHER POLICY........................................................................................... 16-13

Intentionally Blank

OPERATIONAL PROCEDURES
16.1. Communications and Flight Following Procedures
16.1.1. Every aircraft operation carrying group personnel must be backed by an efficient
rescue procedure. Any rescue procedure can only be efficient if it can be directed to
the casualty without delay. Aircraft reporting and accurate plotting at base can
increase the chances of survival of the occupants of aircraft significantly.
16.1.2. When first considering the use of aircraft for the carriage of Company personnel,
management should, with the Aviation Advisers advice, carefully assess the regulatory
framework within which aviation is administered in the host country. The requirements
of high flying aircraft transiting on international routes have ensured that most
countries have at least a basic form of air traffic control or advisory service. Radio
communication and flight monitoring presents no great problems from the usual
en-route altitudes, as VHF propagation is excellent, and compulsory reporting points
reasonably frequent.
16.1.3. Aircraft support of oil company activity presents very different problems usually
associated with short sectors at low altitudes, and the aviation infrastructure is often
inadequate for flight safety purposes.
16.1.4. The basic requirement is that, in the event of accident or incident occurring to an
aircraft engaged in support of Company operations, a reasonably accurate position
shall be known to a ground station monitoring the flight. For flight safety reasons it is
essential that at all times the aircraft is in flight, the crew should be able to make good
radio contact with a reliable ground station, and that 'handover' between these ground
stations should be possible. This requirement should only be waived if sufficient and
suitable compatible navigation equipment is available in the aircraft and on the
ground, to ensure that an accurate aircraft position is being continuously monitored by
a ground station, or the aircraft is on an IFR flight in tightly controlled airspace. Flights
along designated airways with mandatory way point calls at not more than 30 minute
intervals would fall within this category, or where the aircraft has filed IFR but is off
airways. Otherwise, in order to reduce a possible search area or "circle of uncertainty"
to manageable proportions, the crew should make "Operations Normal" calls at
intervals of 10 minutes and do more than 15 minutes. These calls should be
acknowledged and logged at the ground station. The calls should also include the
aircraft's position and intentions if diversion from the planned route has occurred. On
certain operations e.g. seismic, 'flight following' will require dedicated personnel and
equipment. See “Flight Following and Chapter 7, Annex D.
16.1.5. The state Air Traffic Control network in many countries is not capable of meeting the
above requirements, and the Group Company (or preferably the aircraft operator) may
be required to set up the system. On certain operations e.g. seismic, this will require
dedicated personnel and equipment.
16.1.6. VHF (AM air band of frequencies) propagation is preferred, due to clarity and speed of
transmission and reception, but is limited to line of sight, and depending on terrain and
surface attenuation only gives ranges in the order of 15-20 miles to an aircraft at 1000
ft a.g.l. from an aerial mounted at building roof height. Other solutions to the problem
of VHF range have been to build appropriately sited antenna towers to extend VHF
range, but HF radio is commonly used for ranges over ±50 miles. It is essential that a
selection of HF frequencies be available, in order to cover diurnal variations in
frequency propagation, and the airborne equipment should be of the synthesised
(infinitely variable) frequency selection type if possible.

16.1.7. Where traffic levels are moderate, sharing of frequencies and equipment by air and
company operations requirements may be possible, but if there is danger of 10 minute
flight watch calls being missed due to other operational R/T traffic, then a dedicated
set, frequency, and operator should be provided in order to guarantee coverage. In
any case, all radio calls to and from aircraft should be logged against time of
transmission.
16.1.8. Where use of aircraft by the company is restricted to regular routes on an established
network, and it is possible for crews to maintain contact at all times, with an Air Traffic
Control station, then there is no requirement for full-time radio coverage, but a
company VHF frequency at base for the passing of operational messages in flight will
be found useful.
16.2. Fuel Planning
16.2.1. Detailed fuel requirements are laid down by the regulatory authority. The following
general rules however should apply to Company operations except when the
requirements of the regulatory authority are more stringent:
Aeroplanes
16.2.1.1. For flights in both IFR and VFR, an aeroplane at the pre-planning stage
should be planned to arrive overhead a destination airfield with sufficient
fuel to:
a. Make an approach to land; and
b. Carry out a missed approach; and
c. Fly to an alternate airfield; and
d. i. In the case of piston engined aircraft, hold for 45 minutes

at the alternate aerodrome, and carry out an approach
and landing;
ii. in the case of a turbine engined aircraft; hold for 30

minutes at 1,500 feet above the alternate airfield under
standard temperature conditions, and carry out an
approach and landing.
16.2.1.2. A reasonable percentage of the fuel to destination and thence to the

alternate, should be provided for contingencies such as errors in forecast
winds and temperatures, navigation errors and ATC restrictions on altitude
and route. This allowance should be about 5%.(i.e. of a,b, and c above)
Helicopters
16.2.1.3. For flights in IMC, Offshore and Hostile Terrain the total fuel carried must
be at least:
a. Route fuel from departure point to destination; and fuel to carry

out a missed approach; and,
b. Fuel to an alternate; and,
c. Contingency reserve of 10% of (a) and (b); and,

d. Holding fuel at alternative of at least 30 minutes at loiter speed.

Additional fuel may be required in areas where Air Traffic delays
are likely to occur.
16.2.1.4. For flights in VMC over hospitable terrain ( i.e. where a safe forced landing
may be carried out with no consequent survival problem), total fuel must
be at least:
a. Route fuel from departure to destination; and,
b. Holding fuel at destination of at least 20 minutes at loiter speed;

and,
c Contingency reserve of 5% of route fuel
Note 1: Flights using VMC fuel formula must not enter IMC unless all the
fuel requirements in 16.12.1.3. above are available at the time
flight in IMC is commenced.
Note 2: Loiter speed at a holding point is endurance speed. Fuel planned

in flying the route and to an alternate is assumed to be at the best
cruising speed for the height to be flown in accordance with the
flight plan.
16.3. Carriage Of Dangerous Goods And Restricted Articles By Air
16.3.1. It is an E & P Forum recommendation to comply with the requirement of Annex 18 of

the Chicago Convention and the associated 'Technical Instructions for the Safe
Transport of Dangerous Goods by Air' (Doc 9284-AN/905 adopted by the council
of ICAO (International Civil Aviation Organisation) and published biennially by
ICAO). Alternately, the IATA (International Airline Transport Association),
Dangerous Good Regulations, published annually, may be used.
16.3.2. The regulations and rules imposed by these bodies define such matters as:
16.3.2.1. Type of goods considered dangerous.
16.3.2.2. Type of aircraft allowed to carry certain goods, e.g. dedicated to freight,
able to transport a mixture of passengers and freight, etc.
16.3.2.3. The packing and labelling required for certain goods.
16.3.2.4. The manifesting and air way bills required for certain goods.
16.3.2.5. The type (and quantity) of goods a passenger is allowed to carry as

personal baggage.
16.3.3. The ICAO publications provide explicit instructions on the packaging and marking of
dangerous goods where carriage of these items by air is permitted, but require
specialist interpretation, and training in its application for personnel supervising the
handling of aircraft cargo. The requirements for carriage of certain items may involve
special packing and marking, carriage by cargo aircraft only, separation of various
types of non-compatible materials, or total prohibition in the case of 'forbidden' items.

16.3.4. There is provision within the "Technical Instructions" for the regulatory authorities of
member states to issue dispensations from the requirements of the document.
However, it is recommended that whenever an alternative means of transport exists,
albeit at inconvenience, the requirements of Document 9284 should not be
compromised. It is recognised, in some operations, such as seismic support in remote
areas, air transport of explosives, and other goods may be the only option available.
Certain types of explosive may be carried under the terms of the ICAO Instructions,
and these should be used whenever possible.
16.3.5. The IATA 'Dangerous Goods Regulations' published by the IATA Dangerous Goods
Board constitutes the manual of industry carrier regulations, which fully recognises
Annex 18 and ICAO as the sole legal and technical source for the transport of
dangerous goods by air. It contains material that gives practical assistance to users
and draws on its extensive experience to give special attention to the format and
wording of the Regulations to make them readily understandable in an easy-to-use
format. It is widely used, authoritative and practical document and Companies fully
recognises its use by IATA members and in helicopter operations.
16.3.6. Note: It is the responsibility of the consignor to declare the presence of the
Dangerous Goods to the aircraft operator.
16.3.7. Passengers, checking-in for flights should be shown the list of prohibited items. They
should be asked to declare any prescription medicines they may be carrying and make
a verbal statement to the effect that they are not knowingly carrying such articles in
their baggage or on their person. Where appropriate conditions warrant, authorized
security staff staff should then carry out a thorough search of personal baggage in the
presence of the passenger, before moving it to the loading area. Where appropriate
conditions warrant, body searches should be made when the flight is called for
boarding and prior to the issue of immersion suits (offshore flights).
16.3.8. List of items prohibited for carriage on aircraft or to offshore installations, which should
be displayed at dispatch counters for passengers to view and read.
• Adhesives
• Aerosols
• Alcohol of any kind (offshore flights)
• Canned drinks of any kind
• Cigarette lighters
• Drugs (save on prescription) See Note 1
• Explosives, fireworks
• Firearms/Ammunition
• Flammable gas or liquid, Tear Gas, CS Gas
• Magnetic materials
• Matches of any kind (offshore flights)
• Oils and greases
• Paints and solvents
• Poisons, weedkillers, pesticides and insecticides
• Radio-active materials
• Radio, cassette and disc players, unless batteries are removed
• Weapons - including knives with a blade longer than 3" See Note 2
• Wet Batteries
• Wet Fish
Note 1 Prescription drugs may have to be surrendered at check-in for safe-hand

carriage, record and re-issue on installation; with a similar procedure for
passengers returning onshore.
Note 2 Knives which are tools of trade (e.g. chefs and divers) must be declared at
check-in.

16.3.9. It is the responsibility of the consignor to declare the presence of the Dangerous
Goods to the aircraft operator.
16.4. Carriage of Freight with Passengers
16.4.1. The carriage of freight in the cabin with passengers is permitted by Civil Aviation
Authorities within certain rules defined in Crew Operating Manuals. Certain
constraints should however be applied to enhance safety and comfort: The primary
mode of transportation for freight offshore should be by sea, and authorisers should
screen all air freight requests for genuine justification. The priorities for air freight
should be set by the individual Companies depending on their particular
circumstances, whilst remaining realistic and in line with the overall safety thrust of the
Company. The setting of the level of the priorities should be agreed at an
appropriately senior level within the Company.
16.4.2. Priority freight including mail bags shall normally be loaded in the freight/baggage
compartment. In exceptional circumstances only it may be carried in the cabin with
passengers, but strictly subject to the following conditions:
16.4.2.1. It must not obstruct main emergency exits or access routes available to
the passengers.
16.4.2.2. It must not obstruct secondary exit windows adjacent to occupied seats.
16.4.2.3. It must be securely tied down to aircraft strong points or with a tensioned
net acceptable to the aircraft commander in such a manner that it cannot
become an obstruction to escaping passengers after a ditching or crash
landing, regardless of the final attitude of the aircraft.
16.4.2.4. If seats are folded up, care must be taken to ensure that they are stowed
in such away that they do not present a hazard to any passengers in an
emergency.
16.5. Shutdowns Away from Base
16.5.1. Statistically, aircraft component or system defects most commonly become apparent
during the start-up and shut-down sequences, and there is therefore an argument for
keeping an aircraft running for as long as practicable, once started.
16.5.2. For reasons of safety, however, and in some contractual situations, for reasons of
economy, it is often preferable to close down engines/propellers/rotors prior to
embarking or disembarking passengers of handling cargo. In the case of fixed wing
aircraft operating from established airfields, the problem may not be acute, as
maintenance facilities may be immediately available, or can be flown in and the worst
impact will be a delay to the schedule.
16.5.3. In remote areas however, other considerations may come into play, such as the
inability to clear a stationary aeroplane from a narrow strip with no parking bay in the
event of unserviceability. In such cases, thought must be given to the method of
inserting engineers and spare parts, should the airstrip be blocked, and it may be
prudent to keep the engines running on the side of the aircraft away from the
passenger door in use.

16.5.4. The case of helicopters operating from single machine helidecks offshore, or small
clearings on-shore presents an even more acute problem. If the contractual
arrangement is that flying hour charges accrue only between take-offs and landings,
there is little commercial argument for shutting down at outstations, unless
operationally required. In this case, careful consideration should be given to the
location, and helicopters should only be shut down in landing areas where sufficient
space exists for a second machine to carry out a safe landing and take-off with
engineering back-up. In such cases, aircraft should also only be shut down if radio
communications is available at the location, or is fitted in the aircraft and may be
operated from the aircraft battery.
16.6. Use of Co-Pilot Seat for a Passenger
16.6.1. When aircraft dual controls are fitted the co-pilot's station may only be used for
passenger carrying in emergency situations.
16.6.2. When dual controls have been completely removed a passenger may be carried in the
co-pilot's station subject to the following conditions:
16.6.2.1. A separate briefing covering any items which may differ from the standard
passenger briefing has been given. In particular, the use of crew
emergency exits should be covered, and attention drawn to any switches
etc., vulnerable to interference.
16.6.2.2. That the aircraft commander is satisfied that no safety or security risk is
involved.
16.7. Indemnities for Carriage of Non-Company Personnel
16.7.1. As a general principle, the carriage in company owned or chartered aircraft of

personnel not on company business is strongly discouraged.
16.7.2. However, in cases where it is politically or practically expedient to do so a form of

words indemnifying the company in case of death, injury or damage to third party
property etc. should be signed by the traveller.
16.7.3. It is appreciated that the legal value of such waivers may not be great, however, it
serves to remind people of the problem and may avoid frivolous claims.
16.7.4. Companies may well not wish to ask "important" passengers to fill in such a form
(particularly in view of its value). Also further consideration should be given to the
contractual requirement for the Contractor to hold "liability" insurance for all
"nominated" passengers.
16.8. Emergency Flights
16.8.1. Many group companies, more especially in E & P ventures will determine that their
activities are covered by emergency procedures, probably contained in an
"Emergency Procedure Guide" or equivalent. Such a guide, where fixed wing
aeroplanes of helicopters are employed on an owned or contract basis in support of an
operation, should include clear instructions on how to arrange emergency flights
which, depending on circumstances may be made for medical or technical reasons.
16.8.2. The ability to carry out emergency flights both by day and night will depend on a
number of variables which would have to be assessed for each particular operation.
These include:-

Fixed Wing Operations
16.8.2.1. The Aeroplane - Most owned, contracted or chartered aircraft will carry
full instrumentation for Instrument Flying in Instrument Meteorological
Conditions (IMC). Pilots will normally possess Commercial Pilots Licences
(or better) with a rating which permits them to fly in IMC (this includes
night flying). Thus, the aeroplane type and crew will not normally be a
limiting factor.
16.8.2.2. Airfields - Aeroplanes require runways to take off and land, therefore it is
essential that airfields are available at the locations required which are
open (or can be opened) with adequate facilities at the time the
emergency flight is carried out. "Facilities" include lighting, Navigation
aids, Radio, Air Traffic Control, Meteorological Information and
Customs/Immigration where appropriate. Lack of suitable lighting at a
remote airstrip would for example, effectively rule out a safe fixed wing
flight.
16.8.2.3. Aeroplane Performance - Clearly the performance of the aeroplane

selected for the flight must be equal to the task in hand. For example, if a
medical rescue has to be carried out from the same remote airstrip by day,
the performance must be sufficient to ensure that the aeroplane can safely
operate within the length of strip available, at the temperature envisaged,
at the actual altitude, if necessary in nil wind conditions, at the operating
weight.
16.8.2.4. In all cases, the pilot will advise whether such a flight is possible by
reference to the approved flight manual, which should be carried on board.
Calculation of fuel requirements is the pilot's responsibility.
Helicopter Operations
16.8.2.5. The Machine - Almost invariably, helicopters used by the group are twin
engined. Depending on the nature of the operation, they can be fully
instrumented (as in offshore operations) or equipped to a lesser standard
of instrumentation where an abundance of avionics is not appropriate (as
in helirig or seismic support). The former are crewed by pilots with
Instrument Ratings and may thus be used day or night, weather,
topography and Navigation Aids permitting. The latter group may be used
only for day visual or short night flights with adequate visual reference in
Visual Meteorological Conditions, irrespective of pilots qualifications.
16.8.2.6. Two pilots must be carried at all times at night or in instrument flight
conditions.
16.8.2.7. In some states, often in association with security regulations, helicopters

may not be permitted to fly at night. It is usually possible to obtain
dispensations from the Directorate of Civil Aviation, or equivalent body, for
night flights for medical reasons, and for the associated training
requirements to ensure crews are proficient in night flying.
16.8.2.8. In the very few locations where single engined helicopters are used,
emergency flights may be conducted under day visual flight conditions
only.
16.8.2.9. Heliports - Helicopters are very often based in fixed wing airfields, where
the same facilities must be available, although in general, less space is
required to operate safely. Emergency flights to offshore locations are
usually straightforward, requiring a return to a land airfield where medical
facilities are conveniently to hand.

16.8.2.10. Where helicopters are based at forward basic strips, or in jungle clearings
of small dimensions, it is unusual to find facilities to aid night emergency
flights, such as lighting. It is very important to avoid rushing in to carry out
a medical rescue without sufficient thought, and this endangers the
helicopter and crew. In these circumstances, it is often better, and indeed
the only safe course, to await first light to set out on the emergency flight.
16.8.2.11. Under no circumstances should helicopter crews attempt to land in

minimum sized seismic clearings at night, as failure of an engine is almost
certain to cause a serious accident.
16.8.2.12. Helicopter Performance - The pilot is once again responsible for

performance calculations. For genuine emergencies, weather limits are
generally reduced to "captains discretion".
Types of Emergency Flight
16.8.2.13. The following definitions are now accepted throughout the group:
a. Search and Rescue (S.A.R.). An emergency mission to locate

and rescue a person who is in an abnormal environment and
whose life is threatened if not removed from that environment or if
not provided with protection or assistance.
b. Medrescue (Medical Rescue). Indicates a "life or limb"

emergency and is a medical mission to rescue a person who is in
a hostile environment.
An evacuation or a Doctors visit is necessary to prevent death or

serious damage to a persons health.
c. Medevac (Medical Evacuation). Indicates a non-urgent medical

situation requiring a seat in an aircraft at a time to be specified by
MEDICAL. This terminology is necessary to alert those concerned
to the degree-of-response facilities required.
This has no priority other than seat allocation; priority shall be

advised by the doctor.
Evacuation from Work-site/Onshore - Day
16.8.2.14. There is no particular requirement for detailed crew unless winching is

involved in which case the crew should be fully qualified for winch
operation as set out above.
16.8.2.15. Medical staff should be carried at the discretion of the local management.
16.8.2.16. If no medical staff are carried as in (ii) above, then a loadmaster or other
responsible person preferably medical trained or with first aid qualifications
should accompany the flight.
Evacuation from Work-site/Onshore - Night
16.8.2.17. It should be noted that such an evacuation at night is only considered

possible from an airfield or helipad with full obstruction clearance on
approach and overshoot, full and adequate landing for the runway and
helipad and "alignment" lighting/"approach guidance" lighting and with the
further assistance of a navigational facility.

16.8.2.18. In all cases of a night medical evacuation consideration should be given to

transport by land to a more suitable facility if the above conditions cannot
be met at the work site.
16.8.2.19. Only multi-engined fully instrumented and equipped aircraft with two crew
should be used. Aircraft equipment must include dual controls, landing
lights, full blind flying capability from either side, and technically assessed
serviceable for night flying.
16.8.2.20. Consideration should be given to proper flight planning, information being

passed to Area Air Traffic Control centre, the institution of a proper and
realistic flight watch, and full radio communications with both ends of the
route.
16.8.2.21. As always, but particularly important in these circumstances, the Captain's

discretion is considered final.
Evacuation from Work-site - from Base Camp to Medical Facility
16.8.2.22. It is recommended that management consider this requirement and

consult with the Aviation Adviser as necessary to establish suitable air
support.
16.8.2.23. In both the above cases it is important to note that the Captains discretion
is always final.
Authority for Despatch
16.8.2.24. To determine a safe and effective response to genuine S.A.R. situations

and medical emergencies, it is vital that a prompt orderly authorisation
process is undertaken prior to launch of rescue helicopters or other
aircraft. A decision to launch must always be taken by the responsible
Company manager after consideration of all the circumstances. This
process, if planned and implemented meticulously, will prevent
over-reaction to the type of uncomplicated medical situations which have
led in the past to exposure to possible hazards and unnecessary risks in
the air.
16.8.2.25. Precise details of the authorisation group will depend on the nature and
location of the operation and whether shore or offshore based.
Search and Rescue
16.8.2.26. The company Head of Aircraft Services, Head of Transport or Safety

Department should draw-up Aviation Search and Rescue procedures
(either separately or within the Emergency Procedure Guide) in close
co-operation with the aircraft Contractor(s), other transport functions and
the Medical Department.
Other Aviation Emergencies
16.8.2.27. Depending on actual location, procedures may have to be drawn up for:
a. Aircraft Crashes/Fires at base/away from base.
b. Loss of Radio Contact.
c. Aircraft in distress.
d. Aircraft crashes in hostile terrain (e.g. jungle, mountains)

Typical Decision Making Team Organisation - Shore Based Aircraft (Day)
16.8.2.28. Operations or Service Manager/Head of Aircraft Services (Marine

Superintendent/Head, Scheduling)
16.8.2.29. Chief Pilot
16.8.2.30. Captain of Emergency Service Aircraft
16.8.2.31. Medical Adviser
Typical Decision Making Team Organisation - Shore Based Aircraft (Night)
16.8.2.32. Duty Manager/Head of Aircraft Services (Marine Duty Office/Duty

Scheduler)
16.8.2.33. Chief Pilot
16.8.2.35. Medical Adviser
Typical Decision Making Team Organisation - Offshore Based Aircraft (Day and
Night)
16.8.2.36. OIM/Flight Operations Controller/Marine Controller
16.8.2.37. Chief Pilot of Offshore Aviation Unit
16.8.2.39. Medical Adviser (Offshore or shore based)
Note: The Chief Pilot should not be rostered for SAR duties, and can
thus advise team on soundness of rescue strategies without
personal involvement.
16.8.2.40. Typical Organisation Flow diagrams will be found at Appendix 8.
Training of Rescue Team Personnel
16.8.2.41. Operations involving the transfer of personnel by winch should normally be

carried out only under aircraft weight and performance conditions that
ensure the ability to maintain a hover in the event of a single engine
failure.
16.8.2.42. It is recognised, however, that nominated members of for example, the

crash rescue team would benefit from a familiarisation winch lift as part of
their training, and that the type of aircraft available may not be capable of
the required performance in the ambient conditions experienced.
16.8.2.43. In this case the exposure to risk is justified on balance provided that:
a. The helicopter crew and trainees are briefed on actions in the

event of engine failure.
b. The exercise is carried out on an airfield or airstrip.

c. Training for personnel nominated is restricted to initial

familiarisation (say 2 lifts) and annual continuation.
d. Company management and the personnel involved are aware that

the accepted levels of protection afforded by twin-engine aircraft
are eroded in such operations.
16.9. Adverse Weather Policy
16.9.0.1. Companies should have a safe system for utilising aircraft in adverse
weather. Similarly, aircraft Contractors should also have their own
adverse weather policy setting out limits of operation and this should be
taken account by the Company’s policy in developing its own system.
16.9.0.2. Adverse weather embraces those conditions which are detrimental to

safety or the ability to achieve the task. These conditions include snow,
ice, fog, hail, lightning, heavy rain, high winds, low cloud base, forward
visibility, severe turbulence, the existence or potential for micro bursts or
strong wind gradients near the surface, severe sea states and strong
currents, low sea temperatures related to exposure time and SAR
capability combined with personal protection. Night operations would also
be a factor.
16.9.0.3. Decisions should be made in good time, normally no later than an hour
before aircraft departure, and should weigh the business need against the
risk. Often, it will be a combination of factors that should influence a
decision. Although the Contractor(s) will have some absolute limits
applying to weather minima, e.g. minimum cloud base, minimum visibility,
even being just within these limits, if seen in combination, can often
present a totally unnecessary risk.
16.9.0.4. Any policy should never be used to challenge a pilot's decision not to fly,
rather it is to provide an overview to a manager at a sufficiently
substantive level e.g. OIM, Ships Master, Operations or Transport
Manager, and to flag up a situation whereby if more than routine risk is
involved, then the need for the flight can be reviewed against that risk.
16.9.0.5. Clearly, in order to make a judgement, the relevant information must be

available to the Manager. In the offshore environment, the information
can readily be ascertained from direct observation, through met reports
and readings, and through the Contractor or airfield authority. Some
Companies may find it convenient to develop a matrix and even a
computer programme to alert them to increasingly marginal conditions. At
the very least however, guidance should be developed in conjunction with
the operator. This will have the advantage of alerting the operator to
Company's needs and will also underline the fact that the operator is not
expected to automatically operate down to the margins. It will also
remove the frequent misconception of commercial pressure.
16.9.0.6. In the onshore environment, the acquisition of information can be much

harder with large distances, remote airfields and small fixed wing
Contractors, and it may be that the judgement to go or not may have to be
delegated down even as far as the senior passenger although such
delegation would carry the risk of "pressonitus". It could also be that the
financial return is important enough for an operator to play down the
potential hazard on the grounds that the flight will be within minima. In
such circumstances thought should be given to developing a rule of thumb
for use by the Company manager who can influence the situation. At the
very least it is important that users of aircraft keep a critical eye open for
the situation and be ready to cancel unless the requirement to travel is
critical.

16.9.0.7. The Aviation Adviser is available to discuss these aspects and as each
situation is different, this supervision of flying will be a subject for
examination on review visits.

Part 4 - Air Operations, Specific Air Support of Land Seismic Operations
CHAPTER 17 - AIR SUPPORT OF LAND SEISMIC OPERATIONS................................................17-3
17.1. HELICOPTER SUPPORT OF LAND SEISMIC OPERATIONS............................................17-3

Provision of Helicopter Support.....................................................................................17-4
Twin Engine Helicopter Performance Considerations ..................................................17-4
The Base Camp Helipad .................................................................................................17-5
The Helicopter Rejected Take Off at Base Camps.........................................................17-5
Line Helipads ..................................................................................................................17-6
17.2. SEISMIC BASE CAMP CONSIDERATIONS.......................................................................17-6
Location ..........................................................................................................................17-6
General Layout of the Base Camp .................................................................................17-7
Helicopter Parking Areas................................................................................................17-8
17.3. CARGO AND PASSENGER HANDLING ............................................................................17-8
17.4. ACCOMMODATION (LIVING AND WORKING)..................................................................17-8

Flight Operations Office .................................................................................................17-9
Engineering Facilities .....................................................................................................17-9
Sleeping Quarters ......................................................................................................... 17-10
17.5. AVIATION FUEL............................................................................................................... 17-10
17.6. BASE CAMP HELIPAD LIGHTING................................................................................... 17-11
17.7. BASE CAMP LOCATION AIDS ........................................................................................ 17-11
17.8. BASE CAMP COMMUNICATIONS ................................................................................... 17-11
17.9. FOCAL POINT PERSONNEL ........................................................................................... 17-12

Company/Contractor Liaison ....................................................................................... 17-12
Base Camp Personnel .................................................................................................. 17-12
Air Operations Supervisor............................................................................................ 17-12
Pilots.............................................................................................................................. 17-13
3D Seismic Operations ................................................................................................. 17-13
Engineers ...................................................................................................................... 17-14
Refuellers ...................................................................................................................... 17-14
Loadmasters (also known as Hookmen, Marshallers) ................................................ 17-14
Radio Operators............................................................................................................ 17-14
Winch Operators ........................................................................................................... 17-15
Training ......................................................................................................................... 17-15
Explanatory Note on Pilots Qualifications and Training ............................................. 17-15
17.10. PROTECTIVE CLOTHING AND EQUIPMENT .................................................................. 17-15
17.11. HELICOPTER OPERATORS ............................................................................................ 17-16

Aircraft Scheduling ....................................................................................................... 17-16
Air Operations Safety Meetings ................................................................................... 17-16
Responsibilities of the Contractor ............................................................................... 17-16
Pilots remaining at the Controls of the Helicopter ...................................................... 17-17
Radio Communications ................................................................................................ 17-17
Flight Following ............................................................................................................ 17-17
Search and Rescue ....................................................................................................... 17-18
Helicopter Winches....................................................................................................... 17-18
Crash Rescue Boxes .................................................................................................... 17-18
Emergency Locator Transmitters, Aircraft Homing Devices and Survival
Equipment ..................................................................................................................... 17-18

Navigation Equipment .................................................................................................. 17-19

Lifting Equipment ......................................................................................................... 17-19
Helicopter Cargo Hooks ............................................................................................... 17-20
External Load Operations............................................................................................. 17-20
Carriage of Dangerous Goods (Restricted Articles).................................................... 17-21
Rotors Running Refuelling ........................................................................................... 17-22
Use of Helicopters and Facilities by Third Parties ...................................................... 17-23
17.12. LONG LINE SEISMIC SUPPORT ..................................................................................... 17-23
Basis for Requirement .................................................................................................. 17-23
Conventional Operations.............................................................................................. 17-24
Long Line Operations ................................................................................................... 17-24
Considerations.............................................................................................................. 17-24
Helicopter and Equipment Selection for Long Line Operations ................................. 17-25
Trace Baskets ............................................................................................................... 17-25
Dropping Zones (D.S.s) ................................................................................................ 17-25
Personnel - Pilots.......................................................................................................... 17-26
Personnel - Crewmen ................................................................................................... 17-26
Personnel - Hookman ................................................................................................... 17-26
17.13. SEISMIC LINE OPERATIONS .......................................................................................... 17-26
Landing Areas and Clearings ....................................................................................... 17-26
Line Helipads in Desert Areas (Special Considerations) ............................................ 17-27
Line Helipads in Mountainous Areas (Special Considerations) ................................. 17-27
Line Helipads in Jungle Areas (Special Considerations)............................................ 17-28
Ground to Air Communications ................................................................................... 17-29
Hazards.......................................................................................................................... 17-29
Aircraft Shutdown......................................................................................................... 17-30
Administration and Documentation ............................................................................. 17-30

AIR SUPPORT OF LAND SEISMIC OPERATIONS
17.1. Helicopter Support Of Land Seismic Operations
17.1.1. The acquisition of gravimetric, topographical and seismic data presents logistic problems
which, in many remote areas, can only be solved by the use of helicopters, or sometimes
helicopters plus a feeder service by small fixed-wing aircraft. This section focuses on
helicopter operations in support of seismic work in jungle or mountainous areas.
Helicopter operations in this kind of environment, of necessity, must exhibit greater
flexibility than, for example, operations in support of offshore oil and gas production.
There are, however, operational, safety and basic financial controls that must be
exercised to ensure an acceptable level of operational safety and cost effectiveness
compatible with main exploration activities. The operation of aeroplanes and the physical
characteristics associated with the development of a runway are dealt with in Chapter 6.
17.1.2. Specialist seismic contractors are, to varying degrees, familiar with the use of helicopters
and may well offer to tender on a turnkey basis; including the provision of the aircraft
service. Experience has shown that familiarity, without a basic understanding of and
training in aviation matters, can lead to an unacceptable exposure to aircraft related
hazards. It is, therefore, strongly recommended that any requirement for air support in
seismic operations be put out to tender as an independent exercise and advice be sought
from the Aviation Adviser at the earliest possible stage, preferably during a scouting trip.
17.1.3. The particular problems encountered during seismic data acquisition, such as striking the
required balance between the provision of adequate support facilities and the extremely
temporary and mobile nature of these facilities, are recognised. The E & P Forum
recommendation on this subject is quoted as follows:-
17.1.4. "Only approved helicopter types operated by Contractors recommended by The Aviation
Adviser, shall be used in support of seismic operations in jungle or mountainous areas".
17.1.5. Due to the need for rapid progress through the seismic area, the majority of helicopter
landing sites are required for only very temporary use. The time taken in construction and
preparation of sites has a very significant impact on the cost of an operation.
17.1.6. E & P Forum recommendations take into account the impracticalities of either cutting and
clearing or constructing landing sites to full public transport standards and the
requirement to maintain the operation within acceptable limits. Management should
therefore be aware that helicopter operations into restricted line landing sites in support of
seismic work in jungle or mountainous areas carry a higher risk than the risk associated
with normal public transport operations.
17.1.7. It is important to realise that there is a difference between Normal Public Transport
Standards, which are recommended for the carriage of passengers, and the minimum
standard accepted by the Company when operating helicopters into line helipads in
support of seismic activities. In a public transport operating regime, the safety of an
aircraft and occupants will, in the event of failure of one of the engines at any stage of the
flight, be assured. With helicopter types suitable for use in seismic activity, whenever the
minimum standards are applied for operations into line helipads, safety is only assured
during the critical stages of flight when both engines continue to operate normally.
17.1.8. In recognising the higher risk* involved in seismic operations, the Company should
detemine that all possible precautions have been taken to minimise the effect of an
aircraft accident. This may be achieved by enforcing the following:
17.1.8.1. Each flight to be confirmed as operationally essential.
17.1.8.2. All passengers to be briefed on helicopter safety disciplines before their first
flight.

17.1.8.3. The number of passengers travelling by helicopter to be strictly controlled.
17.1.8.4. Load masters, marshallers and loading crews to be trained.
17.1.8.5. At line sites as well as at base camp sites the movement of passengers
around a helicopter to be supervised by trained and experienced staff.
17.1.8.6. Every loading to be supervised to ensure emergency exits are not obstructed.
17.1.8.7. All cargo to be correctly secured and the regulations relating to the carriage of
Dangerous Goods By Air to be strictly observed.
17.1.8.8. Passengers not to be carried in combination with external loads.
17.1.9. *The higher risk relates to an engine failure or significant technical malfunction occurring
during critical exposure times, particularly on take-off and landing. The aircraft may well
be extensively damaged and the passengers.
Provision of Helicopter Support
17.1.9.1. Standards, quality and availability of air support, particularly helicopter

support, vary widely between countries, and for this reason, it is considered
essential that the Aviation Adviser be invited to comment on the local aviation
situation at as early a stage as possible in the planning process. If a scouting
trip is arranged, then this presents an ideal opportunity for such involvement.
If a scouting trip is not possible then an assessment of the aviation situation in
the prospect area should be sought from the Aviation Adviser before the
Company enters into negotiation with government regulatory bodies or
prospective contractors - including gravimetric survey contractors.
17.1.9.2. Where local helicopter operators exist, there are obvious cost benefits in
employing their services against mobilisation of a major international operator
provided the local company is financially and operationally capable of
performing to E & P Forum recommended standards and the management
fully appreciates the requirements of an operation. In many areas of the
world, however, a large-scale seismic campaign mounted by a Company
would make demands that a small local operator would not be able to meet.
Joint ventures, with more established operators, would need to be arranged,
but this would require careful supervision to ensure that uniform and
acceptable standards are met. Advice may be obtained from the Aviation
Adviser.
17.1.9.3. Similarly, the most cost-effective type of helicopter for seismic support may
not be available in the prospect area. The impact on the company's operation
through the use of a less than ideal type should not be under-estimated.
Although in some cases government intervention may limit the choice, given
sufficient lead time, it may be possible to arrange importation and registration
(perhaps temporary) of the appropriate helicopter. Experience shows that
although basic contracts for seismic work tend to be short-term, extensions
and exercised options often justify early planning and commitment to secure
the optimum helicopter for the task.
Twin Engine Helicopter Performance Considerations
17.1.9.4. Contrary to popular belief, helicopters cannot operate to the safest standards
when flying from what is conventionally thought of as a 'heliport' - that is a
cleared area just a little larger than the overall length of the helicopter. Most
civil aviation authorities require and the E & P Forum recommends that
helicopters operate from what is in effect a runway, the dimensions of which
will depend on the performance of the specific type in use.

17.1.9.5. The weight at which a helicopter can take-off depends upon the altitude and
temperature at the point of departure. Basically, the higher and hotter, the
lighter the helicopter must be to achieve a given level of performance; in
many cases this will lead to a reduction in allowable payload.
17.1.9.6. The reason for the requirement to provide a cleared space is that, in the event
of failure of one of the engines during the take off manoeuvre prior to a target
speed and height known as the decision point, the pilot must reject the take
off and land the helicopter.
17.1.9.7. Should an engine failure occur after the decision point, the pilot must continue
the take off for two reasons: firstly, the cleared area remaining ahead of the
helicopter will not normally be long enough to accommodate a reject and
secondly, from this point in the take off profile the pilot will be able to fly the
helicopter away to circuit height before making an approach to land.
Depending on the all-up weight of the helicopter, the pilot may be obliged to
carry out a run-on landing similar to, but much slower than, a fixed wing
aircraft.
17.1.9.8. The cleared area at a base camp heliport must not only meet the minimum
dimensions for a particular type of helicopter but the surface must be level,
flat and clear of obstructions.
The Base Camp Helipad
17.1.9.9. In areas where land acquisition is difficult or politically sensitive, the take-off
space required for twin engine helicopters must, in order to maximise the
payload/fuel uplift from the base camp without prejudicing the protection
afforded by such aircraft, be considered. It must be borne in mind that
although base camps may be considered as temporary, the helibase will
function as the air hub in support of personnel working on the seismic lines.
In complete contrast to the size restricted line helipads, with their associated
risk and which may be used for as little as 10 helicopter support flights within
as many days, a base camp helipad will need to accommodate at least 50
helicopter movements throughout each operational day for several months.
17.1.9.10. Take-offs and landings at base camps must be able to comply with public
transport criteria.
The Helicopter Rejected Take-off Area at Base Camps
17.1.9.11. The safe operations of helicopters to public transport standards requires

consideration of aircraft performance during all stages of a flight. To achieve
the required level of safety for take-off and landing, extensive clearance and
careful preparation of sites is necessary.
17.1.9.12. For helicopter operations, the requirement is for a sufficient length (calculated
from the performance section of the flight manual as a horizontal distance and
appropriate to ambient conditions) of level, flat, ground clear of all
obstructions and capable of bearing the helicopter for a running landing in the
event of an engine failure. The minimum length required for a specific type of
helicopter can be obtained from the helicopter’s flight manual. The minimum
width of a helicopter rejected take-off area should be 2.5 times the length
overall of the largest helicopter with its rotors turning.

17.1.9.13. To cover the case of an engine failure after the critical point mentioned, when
the take-off would be continued on the one remaining engine, the take-off
flight path must be cleared to a gradient in accordance with the performance
section of the flight manual. Advice may be obtained from either the aircraft
operator or, alternatively, the Aviation Adviser. A slope of 1:20 for 1200m
horizontally may be used but only as a guideline.
Line Helipads
17.1.9.14. The minimum overall dimensions for a line helipad in a jungle environment,
including maximum ground slopes, heights of obstructions and maximum
angles of approach are clearly depicted in the "Jungle Helipad Check Form "
which may be found at Annex C at the end of this Chapter.
17.1.9.15. All line helipads must be inspected by qualified and nominated personnel,
namely the senior pilot, an engineer or the Air Operations Supervisor, before
being declared operational for the carriage of passengers into or from the site.
Any line helipad that has not been prepared to at least Company minimum
specification must be rejected even if this entails the line opening crew
walking back into the jungle to complete the clearing operation. Whilst at the
outset it may appear extravagant to arrange some special flights for line
helipad inspections, experience has shown that a line helipad left uninspected
and later found to be below specification can hold up the seismic programme,
incurring considerable expense in down time.
17.1.9.16. A "Jungle Helipad Check Form" must be completed and signed for each line
helipad declared operational.
17.2. Seismic Base Camp Considerations
17.2.1. The standard of facilities provided at a seismic base camp will, to a degree, depend on
the expected duration of work in the area. However, certain basic provisions are
unavoidable for operational efficiency and the assurance of minimum flight safety
standards. While local materials will be used to best advantage, essential
accommodation, equipment and facilities detailed in the following sub-sections will need
to be provided.
Location
17.2.1.1. Where possible, the siting of a base camp should allow for the bulk delivery of
large quantities of aviation fuel; sites located adjacent to arterial
communications such as roads, or rivers navigable by flat-bottomed barges,
are ideal.
17.2.1.2. Base camps are often located in remote areas adjacent to small villages.
While this is helpful for recruiting labour, the alignment of landing strips and
aircraft operating areas must take account of the prevailing wind and the need
to avoid overflying populated areas during take-off and approach to landing.
Government or mission airstrips can be used to good effect; hopefully, the
education of the available labour force will start from a basis of at least a little
understanding of aviation. However, the particular hazards associated with
the operation of helicopters requires special consideration.
17.2.1.3. Local topography affects the aviation aspects of base camp selection and for
this reason the following locations should be avoided:

a. Valley and bowl locations which present obstacles on take-off and

unacceptably steep approaches. Early morning mist is slow to clear
from such sites in jungle areas and may, especially in mountainous
areas, give rise to excessive turbulence.
b. Ungrassed areas that are likely to give rise to excessive dust during
dry periods.
c. Sites close to population centres which cannot easily and

economically be made secure. The local security situation should be
fully assessed. While this aspect affects the entire seismic operation,
aircraft and aircrew are particularly sensitive to threats such as
sabotage and hijacking.
d. Low lying areas susceptible to flooding which can affect aviation fuel
storage, aviation fuel quality control and aircraft maintenance.
Mosquito nuisance may affect evening and night maintenance.
e. Power lines are a particular hazard, especially near the heavily

utilised base camp helipad. Therefore and depending on the
proximity of these cables, the position of the base camp helipad must
be considered with regard to approach and departure routes. Where
power lines are prevalent in any seismic area the following types of
restrictions should be imposed:
i. All power lines within 5000m of any helipad should be clearly

marked with "coloured balls".
ii. All flying should cease when met conditions are worse than
1000m forward visibility and below 1500ft cloud ceiling (this
may have to change depending on height of power lines
above ground level).
iii. Care should always be taken with small lower, low tension
telephone cables which are difficult to see.
iv. Every pilot joining an operation for the first time should be
fully briefed and area airborne familiarisation checked on the
position of overhead cables, with pilots' topographical maps
marked accordingly. All maps should be checked for validity
on subsequent periods of duty.
17.2.1.4. The permanence or otherwise of base camps will clearly be affected by many
factors but there are benefits from a flight safety point of view in establishing
facilities for as long as possible. Permanence ensures the appropriate
handling of maintenance and operational records, aircraft spares, refuelling
equipment, etc. When the concession area is large and progress through the
area rapid, then the establishment of small forward refuelling bases will
reduce helicopter transit time.
General Layout of the Base Camp
17.2.1.5. A prime requirement is that pedestrian and vehicular traffic should be

separated from helicopters when they are parked, being refuelled,
manoeuvred or operated. Warning notices, advising personnel not to
proceed beyond appropriate points should be prominently displayed and, if
necessary, a traffic flow control system introduced to halt vehicles during
helicopter arrivals and departures.

17.2.1.6. An area adjacent to the Party Chief or administrator's office should be

allocated to a logistics office/radio room and materials loading bay and this
area should have direct access for authorised personnel (e.g. load master) to
the aircraft parking area. It has been found helpful to locate the pilots
planning/rest room adjacent to the radio room.
17.2.1.7. Aviation fuel should be stored as far away as possible from the base camp;
preferably in a secure area on the opposite side of the helicopter landing pad
to offices and accommodation. Aviation fuel must not be stored with any
other types of fuel such as diesel or gasoline and it is essential that the
aviation fuel areas is clearly marked "AVIATION FUEL", in large capital
letters. This is clearly particularly important when bulk aviation fuel supplies
are in the form of drum stock. Consideration should also be given to the need
to duplicate signs in the local language if English is not understood or read by
ALL.
Helicopter Parking Areas
17.2.1.8. Ground handling of helicopters can be difficult on rough strips at seismic base
camps and helicopters fitted with skids may prove impossible to move.
Helicopter parking spots will be required. If a metalled or concrete surface is
not an option then level areas may be constructed with hardwood planks;
softwood is not suitable for use in tropical areas.
17.2.1.9. It should be assumed that there will be a need for all helicopters to turn when
hovering to position over their parking spots. Positioning of these spots
requires careful consideration to avoid the possibility of main or tail rotor
contact with an obstacle or adjacent helicopter whilst manoeuvring. Adequate
clearance must be assured such that no part of one helicopter shall ever
come closer than 1 rotor diameter to another helicopter or other obstacle.
17.3. Cargo and Passenger Handling
17.3.1. Depending on the contractual arrangement, aircraft hourly charges may well be
calculated from the time of rotor engagement. It is, therefore, beneficial to the Company
to ensure that passenger embarkation/disembarkation and cargo handling time be kept to
a minimum. Loading bays allocated to individual line crews and the pre-selection of cargo
are simple and effective controls; this is provided that only nominated personnel, familiar
with the system, are employed in aircraft loading. Colour coding by means of tapes has,
in areas where the labour force is largely illiterate, been found useful to ensure that cargo
reaches its intended destination.
17.3.2. In areas where the labour turnover is high, it is important that passengers are controlled
during embarkation and disembarkation - the tendency to mill around a running helicopter
is dangerous and slows down the loading process. Nominated, trained, load masters are
essential on the ground and, in some cases, prove valuable as additional helicopter crew
members.
17.3.3. A well considered logistic organisation, albeit on a small scale, is the key to the safe and
efficient utilisation of available helicopter payload in seismic operations.
17.4. Accommodation (Living And Working)
17.4.1. The office accommodation provided for aviation personnel should be of a similar standard
to that arranged for administrative personnel in the seismic party organisation should
include desk space, ventilation, lighting etc. and be adequate for the planning of flights
and the processing of paperwork in relative peace and quiet.

17.4.2. There may, however, be a case for air conditioning a small space for the storage of
sensitive aircraft spares when stocks have to be held on site. Advice on this subject
should be sought from the aircraft operator's engineering manager.
Flight Operations Office
17.4.2.1. A flight planning/briefing area, with suitable wall space for the display of
topographical charts, NOTAMs, meteorological information and current
operational notices is essential. Desk space should be appropriate to the
number of aircraft daily on line. Shelf space will be required for Operations
and Flight Manuals and there should be easy access to the radio room. A
quite rest area for aircrew, with reasonably comfortable seating, shall also be
provided; when base camps are very temporary this facility is often combined
with the operations area.
Engineering Facilities
17.4.2.2. Technical support facilities are essential. Maintenance at base camps will
normally be restricted to line maintenance with major inspections carried out
at the helicopter contractor's main base. The chief engineer of the aircraft
Company(s) will be able to advise on line-support facility requirements at the
time the contract is awarded. It will, however, be necessary to provide the
following:-
a. A secure store for aircraft spare parts complete with rack and bin
facilities appropriate to the numbers of aircraft on site.
b. A secure area for the storage of special oils and fluids.
c. A well ventilated battery charging bay; in the unlikely event of both

lead-acid and nickel-cadmium batteries being serviced, then two
separate areas will be required.
d. A small basic workshop area; where mechanical drilling rigs and

pumps are supported at the base camp, simple mechanical workshop
facilities may, at the discretion of the Chief Aircraft Engineer, be
shared with the seismic party mechanics
e. An engineers' rest area with reasonably comfortable seating and, if

overnight accommodation is distant or inconvenient, nearby washing
facilities. This could be combined with an area for the completion and
storage of technical records and maintenance manuals.
17.4.2.3. The guideline on hangarage is detailed in Chapter 9 but if this is not provided
then it should be borne in mind that most aircraft line maintenance will be
carried out after the return of the aircraft at the end of the day's flying.
Generator power and mobile lighting will need to be provided and
consideration will need to be given to the problems associated with insects.
17.4.2.4. The costs associated with positioning flights for scheduled maintenance are
generally shared equally between the contractor and the Company; the
Company is normally allowed to make use of these flights.
17.4.2.5. A maintenance schedule, for each aircraft operated should be made available
to the Air Operations Supervisor who must closely monitor the number of
flying hours available (remaining) per aircraft to its next major inspection. It is
also an advantage to try to balance the fleet hours to ensure that two
helicopter will not be away from the seismic operation at the same time.
Provision for this monitoring has been built into the "Seismic Helicopter
Operations - Daily Utilisation Report".

Sleeping Quarters
17.4.2.6. Aviation personnel contracted to work on seismic operations will invariably

work on a cycle of "time in/time out". This may be different from that worked
by seismic party personnel and will vary according to the regulations of the
country of operation. The system has the advantage that pilots will, on a
regular basis, be able to work to the maximum daily and weekly Flight Time
Limitations since longer term maxima will be balanced out during time off site.
17.4.2.7. However, to comply with recognised Flight Time Limitation maxima and to
avoid the safety hazard represented by short term fatigue, sleeping
accommodation must be quiet and comfortable, furnished to a reasonable
standard, well ventilated and with the facility to control levels of light and
temperature.
17.4.2.8. Whilst it is appreciated that senior staff beds are often at a premium in
seismic operations, consideration for the avoidance of accumulative effects of
fatigue leads to the normal expectation of a pilot for single accommodation;
whenever possible, single accommodation shall be provided. Where rooms
have to be shared it is strongly recommended not to mix seismic and aircraft
operator crews.
17.4.2.9. Engineering personnel will be required to work unusual hours and their
accommodation shall, whenever possible, also be equally and suitably
appointed and separate from other Companies.
17.5. Aviation Fuel
17.5.1. For logistic planning purposes, typical monthly fuel consumption of a twin-engine
helicopter operating 120 flying hours, will be in the order of 10,000 gallons (45,000 litres)
and 5,400 gallons (20,000 litres) for a single engine helicopter.
17.5.2. The task of maintaining stocks of aviation fuel should not be underestimated. A suitable
organisation for the transportation, storage, quality assurance and delivery of clean, dry,
fuel to aircraft must be considered at the planning stage when setting up an air-supported
seismic operation. Chapter 8 deals at length with Company standards in aviation fuel
but it is stressed here that although the seismic task may be small in scale and of short
duration, the quality assurance of fuel is as critically important as in larger scale
operations. In fact, given the inhospitable nature of terrain typically found in prospect
areas, the consequences of engine failure due to fuel contamination may be particularly
dire.
17.5.3. While steel bulk tanks are always to be preferred for fuel storage, the temporary nature of
seismic base camps may make this impractical or uneconomic; collapsible tanks, suitably
installed and protected from the elements, are an option.
17.5.4. Drum fuel may, in some parts of the world, be the only option available but must be
considered the least desirable for reasons of quality assurance and losses due to
pilferage.
17.5.5. When operating on seismic lines more than 15 minutes flying time away from the main
base camp, helicopter refuelling on the line should be employed to avoid transits back to
base. Collapsible, heli-transportable, approved seal-drums are strongly recommended. It
has been found that seal-drums, although expensive at the outset, are more economical
than using conventional 40 gallon steel drums and greatly reduce the likelihood of
contamination. Information on lightweight heli-transportable refuelling pumps can be
obtained from the Aviation Adviser.

17.6. Base Camp Helipad Lighting
17.6.1. The provision of helipad lighting will depend on the decision by Company's management
on the requirement for a night evacuation capability from the base camp; normal flying
operations will invariably take place only by day under Visual Flight Rules (DAY/VFR).
Unless simultaneous drilling and seismic activities mean that a suitably equipped facility is
already established and IFR equipped helicopters and qualified crews are available, then
a night capability from a base camp will, in all probability, prove unrealistic. It is
emphasised that a night capability should never be assumed in the seismic environment.
Alternative contingencies should be sought in order to cover the eventuality of an accident
or injury during the hours of darkness.
17.6.2. General guidance on the provisions for heliports can be found in Volume II of Annex 14
to the I.C.A.O. Document - Heliport. These instructions however, require interpretation,
and local civil aviation regulations may dictate minor differences. Advice should be
sought from the Aviation Adviser especially in areas where such policy is not well
developed and guidance is lacking. If the aircraft operator is well established and
experienced to an International standard then the Operations Manager can also be
considered competent to advise.
17.7. Base Camp Location Aids
17.7.1. The minimum requirement for daylight operations is a medium frequency non-directional
beacon (NDB) tuned to a frequency in the aviation band which has been approved by the
local regulatory authority. There are many different models available, some of which are
reasonably portable, and power outputs vary widely. Radio propagation is effected by
topography; jungle and mountainous areas present particular attenuation problems.
Specialist advice should be sought and attention paid to aerial siting and tuning. Base
camp equipment specification should require a usable range of at least 15nm for an
aircraft at 1000ft above local ground level; ranges in excess of this are highly desirable as
an aid to en-route navigation.
17.7.2. The provision of low power NDB units should be considered for use by initial traverse and
cutting crews at the first location on new lines; aircraft time wasted in searching virgin
territory for a small clearing or helipad is expensive. Information on GPS may be found
under the sub section "Navigation Equipment"
17.8. Base Camp Communications
17.8.1. The minimum requirement is for duplicated equipment to ensure that helicopters, when
airborne, are never out of contact with either the base camp or the local Air Traffic Control
network. In many areas of the world, where such a network is basic, if it exists at all, the
onus will be on either the Company, the seismic party or the aircraft operator to provide
appropriate coverage. Contractual agreements should clearly define this responsibility.
17.8.2. For logistic and local advisory information VHF (AM, air band) base equipment is
appropriate provided the area can be covered by line of sight propagation; the alternate
set may also be VHF. If, however, continuous cover cannot be guaranteed then HF must
be employed and suitable alternative equipment and an alternative power supply
provided.
17.8.3. The allocation by government bodies of suitable HF frequencies for use both by aircraft
and by seismic crews has been found to be a protracted process in developing countries;
this aspect is one that should be addressed at an early stage in the planning process.
Selection of frequencies should take into account diurnal ionospheric variations, distances
to be covered, and the need to separate the radio flight watch frequency from frequencies
used for seismic party logistic and operational traffic.

17.8.4. There must, at all times, be a communications link between the seismic base camp and
company headquarters and a means by which any available search and rescue facility
can be contacted in the event of a helicopter being overdue or involved in an accident.
While such a link may be as basic as HF voice equipment, it is recommended, for safety
as well as operational reasons, that the use of more sophisticated satellite links capable
of telex carriage etc. be investigated.
17.8.5. It should be noted that even where night emergency flights from base camps are not
considered practicable, a 24 hour communications link with all line crews in the field is
vital for the transmission of medical advice and the organisation of a possible evacuation
at first light.
17.9. Focal Point Personnel
Company/Contractor Liaison
17.9.0.1. For the timely resolution of problems, Company and Contractor focal points
must be nominated. At contractual level, liaison will normally take place
between the Head of Aircraft Services and the Operations Manager of the
aircraft operator. In Companies that do not have an aviation representative
then either the Materials/Transport Superintendent or the Senior Geophysicist
will be the appropriate company representative.
Base Camp Personnel
17.9.0.2. At field base camp level, an Aircraft Operations Supervisor should be made
responsible for day to day co-ordination of company and contractor
requirements, including the monitoring of aircraft charge time against actual
activity. It is essential that the aircraft operator nominate an on site senior
representative, normally one of the senior pilots, through whom all
communication with line pilots and engineers should be channelled; this
ensures that co-ordination is maintained in spite of the work cycle of
individuals.
17.9.0.3. The Operations Manager of the aircraft contractor should ensure that the
Company is kept informed of the pilots' and engineers' roster. Nominations
for new pilots and engineers, who must meet E & P Forum recommended
requirements in qualifications and levels of experience, must be submitted on
the appropriate acceptance forms well in advance of the date the nominee is
due on site. Contractor personnel should not be mobilised until Company
acceptance is given. In the close living environment of a seismic camp,
human factors, other than the ability to carry out the job, may adversely affect
an individual pilot or engineer to such an extent that they are considered not
suitable for the task given the environment in which they will be expected to
work. The contract should address the Company's right to decline or require
the withdrawal of an person considered unsuitable.
Air Operations Supervisor
17.9.0.4. The appointment of an Air Operations Supervisor is recommended to oversee

seismic helicopter operations in the field; experience has proven that
employing a supervisor has not only led to improvements in safety but has led
to massive savings due to the efficient utilisation of expensive helicopter flying
time.

17.9.0.5. An Air Operations Supervisor would normally report either directly to the Head
of Aircraft Services or indirectly to the Chief Geophysicist via the Operations
Geophysicist. It is recommended that assistance be sought from the Aviation
Adviser when reviewing the qualifications and level of experience of
personnel being considered for the position of Air Operations Supervisor
since the person selected should have a proven sound background in
commercial aviation involving the operation of helicopters; an individual with a
background in private flying is not considered to be appropriately qualified.
17.9.0.6. It must be realised that helicopter seismic support in a jungle environment is

exposed to a risk already higher than the risk associated with helicopter
support to normal public transport standards. Seismic helicopter support
needs to be professionally managed. The responsibilities of the Air
Operations Supervisor must be clearly defined; a sample job description is at
Annex A-1.
Pilots
17.9.0.7. Flying in support of jungle seismic activity demands special skills not
experienced by pilots accustomed to, for example, offshore operations. It is,
therefore, important that attention be paid to the specific role experience as
well as experience on helicopter type.
17.9.0.8. Flight and Duty Time Limitations for pilots are detailed in Chapter 10 and
these limits are to be used to establish the number of pilots required on site at
any given time to meet the task. The maxima for scheduling purposes should
be observed and whilst it is recognised that peak demands may result in
individual pilots occasionally exceeding these scheduling limits this is not to
be accepted as the "Norm". Flight crew fatigue is a complex matter with both
long and short term effects; the subject has been well studied and in many
cases regulated for. Pilots are responsible for keeping records of their own
flight and duty times. During times of peak demand, Flight and Duty Time
Limitations must be carefully considered by the Air Operations Supervisor
and in no case should legal limits be exceeded. It has been found that daily
flying should not exceed 7 hours, and where sling work is involved, this
maximum should be reduced to 6 hours. Further advice from the Aviation
Adviser should be sought regarding the requirement covering the maximum
number of take offs/landings per day per pilot.
3D Seismic Operations
17.9.0.9. With the close proximity of helipads required in some 3D operations,

restrictions may have to be imposed to prevent fatigue of aircrew, particularly
in tropical conditions.
a. Planning the task should not exceed 25 landings per hour.
b. When landings/take-offs exceed 15 per hour then the pilot should

have a break from flying for AT LEAST 30 minutes, within any
continuous period of 2 hours (This could be achieved at a refuelling
stop).
c. Flying under these conditions should be restricted to 5 hours per day.

Engineers
17.9.0.10. E & P Forum recommendations in technical qualifications and levels of

experience for engineers are detailed on Chapter 11. The on site senior
engineer should have field experience of seismic operations. It is
recommended that the work cycle established for engineers be broadly
similar to that of the pilots; whilst this is a contractor's responsibility, low
morale due to poor employment conditions could have an adverse effect on
maintenance standards. Moreover, consideration must be given to the need
to cover the requirement for duplicate inspections. The Aviation Adviser can
advise.
Refuellers
17.9.0.11. The importance of aircraft fuel quality control procedures to ensure only
clean, dry, fuel is delivered to an aircraft cannot be over emphasised. Staff,
specifically nominated as aircraft refuellers, must be given proper training to
ensure standards are to be complied with. An engineer normally supervises
the refueller; it has been found that customer supervision is necessary
especially in areas when the turnover of labour is high.
17.9.0.12. Aircraft refuelling procedures, equipment and examples of aviation fuel quality
control forms may be found at Chapter 8.
Loadmasters (also known as Hookmen, Marshallers)
17.9.0.13. These are key personnel in the smooth running of passenger and cargo
transport and should be chosen from the least mobile section of the labour
population. It is essential that they be properly trained in the use of hand
signals for directing helicopters and in the basic loading and safety
precautions associated with operations with helicopters.
17.9.0.14. Once the required training has been given they should be checked and
formally authorised by the senior pilot as being proficient in the handling of
internal and external cargo; load masters should be solely responsible for
organising loads and signalling to the helicopter crew. Attempts by other
personnel to assist inevitably results in confusion and loss of confidence. It is
emphasised, however, that the pilot remains responsible for the security of
internal loads.
17.9.0.15. Two load masters should be assigned to each seismic line crew and when
handling external loads one must remain in clear view of the pilot whilst the
other hooks up the load. At no time should personnel be allowed under a
suspended load.
Radio Operators
17.9.0.16. The individual appointed as the Radio Operator must be competent and
reliable. In most countries, it will be necessary for the individual to hold the
appropriate R/T licence which should be endorsed for communications with
air traffic. It is preferable that aviation communication be carried out in the
English language, but where this presents insurmountable problems and an
alternative language is used then the absolute criterion is that the language
chosen must be fluently spoken by all parties in the network.
17.9.0.17. It is essential that the aircraft operating frequency be continuously monitored

whenever aircraft are airborne; position reports are communicated at intervals
not exceeding ten minutes. Suitable arrangements must be made to cover
the full work day which will call for more than one operator to man the radio
set dedicated to aviation use.

Winch Operators
17.9.0.18. In areas where government Search and Rescue capabilities are either limited
or even non-existent, and management consider that rescue facilities (e.g. to
cover eventualities such as an aircraft accident) should be provided in-house,
then it is necessary to ensure that a helicopter, complete with a winch and an
adequately trained crew, be made available. One member of such a crew,
who may be a pilot, specialist air crewman or a suitably experienced
engineer, must be trained as a winch operator; in some countries winch
operators as well as the pilots require formal qualification for this role. It is
recommended that Search and Rescue crewmen should have satisfactorily
completed a formal course approved by the Aviation Adviser and have some
previous experience, preferably with a military background.
Training
17.9.0.19. When conducting operational and technical reviews prior to approval of an

aircraft operator, the Aviation Adviser assesses the management's training
philosophy, which should include provision for continuation training for pilots
and engineers. The costs for such training will normally be included in fixed
charges and the associated flying considered non-revenue. However, should
the seismic base camp be considered too restricted as an operating area then
it will be necessary to release an aircraft to a nearby airstrip to conduct some
aspects of the check/training flight.
Explanatory Note on Pilots Qualifications and Training
17.9.0.20. While most if not all governments nominate a department or directorate

responsible for regulating civil aviation, the depth of knowledge exhibited and
control exercised varies widely from an informed and professional approach
to a complete laissez-faire approach.
17.9.0.21. It is strongly recommended that the applicable section(s) from the table on
"Pilot Qualifications and Levels of Experience", in Chapter 10, be included as
a standard condition of contract. Experience levels are, of necessity, detailed
and specific since the demands made of a pilot in, for example, seismic
operations differ greatly from those made on the same pilot, in the same
aircraft type, but employed on offshore production support. Dispensations
from recommended minima are rarely advised.
17.9.0.23. Role training is often overlooked. For this reason E & P Forum recommends
minimum levels of continuation training; the aircraft operators stance on this
requirement is taken into account during initial approval and renewal audit
procedures.
17.10. Protective Clothing and Equipment
17.10.1. It is important that personnel such as load masters and refuellers are equipped with
coveralls for protection against dust, sand and small objects disturbed by rotor wash and,
to a degree, against flash burns in the event of incident. Colour selection of these
coveralls also serves to identify personnel authorised to work in aircraft operating areas.
17.10.2. The need to supply all personnel with safety helmets, boots etc. will depend on the
seismic work local habits and conditions, but the following protective clothing and
equipment should be supplied to all base camp personnel, other than passengers, who
are directly involved in aircraft operations:
Safety helmet - with chin strap fitted to the

Ear defenders (or at least ear plugs)

Eye protection
Coveralls
Safety shoes.
17.11. Helicopter Operations
Aircraft Scheduling
17.11.0.1. Given the high proportion of total costs that air support represents, it is
important that decisions on aircraft loading and utilisation are taken at a
sufficiently senior level in the company or seismic contractor organisation.
The time spent flight planning the next day's helicopter flying requirements is
time well spent. The flying programme should be prepared by the Party Chief
with the Chief Pilot and Air Operations Supervisor in attendance; it is at this
time that the day's flight safety and flight operations should be reviewed
including the status of helipads and any other special requirements such as
training etc.. The nature of seismic work calls for a certain amount of ad-hoc
use of helicopters, but this can be minimised by careful calculation of labour
food quotas, aircraft fuel requirements, camp and line moves. Examples of
planning boards which will greatly assist in the flight programme planning may
be found at Annex C.
Air Operations Safety Meetings
17.11.0.2. Air operations safety meetings, involving at least the Party and Crew Chiefs,
the senior pilot and senior engineer and Air Operations Supervisor, should be
held monthly. These meetings have proven to be an excellent tool in
improving an awareness to flight safety in the seismic environment and have
led to improved efficiency in air operations. All meetings should have
minutes, and copies distributed to focal point personnel for action. Minutes of
safety meeting should be attached to the copy of the monthly report submitted
to the Company.
Responsibilities of the Contractor
17.11.0.3. Clearly the aircrew, and primarily the pilot, will be responsible for the conduct
of each flight. The seismic contractor is more closely integrated into the
seismic operations than is common in, for a example, a production oriented
company. This brings about a better understanding of the requirements of
the seismic crews but in this closeness exists a danger of over familiarity and
of dilution of responsibility for matters of airmanship.
17.11.0.4. Ultimately, it is the aircraft commander's responsibility to determine that all

activities and equipment in and around the aircraft are compatible with a safe
operation. The pilot is responsible for ensuring that the aircraft is properly
equipped with sufficient seats, seat belts and ear defenders and that all
passengers, no matter how short their journey, are fully briefed on the
operation of seat belts, the location of emergency exists and on emergency
evacuation procedures.
17.11.0.5. The final decision on whether or not to accept a load is the pilot's although he
will be guided by international regulations and the aircraft operators
Operations Manual.
17.11.0.6. In most seismic operations, it will be convenient for load masters (including
those selected for flying duties) to be sourced either from the seismic
contractor or from the Company. However, the aircraft operator will be best
qualified to maintain standards of training and performance.

17.11.0.7. Straps, cargo nets, shackles and lifting equipment may be provided by the
aircraft operator or by the Company. It is essential that a procedure exists for
the regular rotation of these items through the base camp for checking. It
remains the responsibility of the aircraft commander to determine that the
particular sling, swivel or cargo net is in a suitable condition for the flight.
17.11.0.8. In a small or newly established seismic operation, the aircraft contractor will
usually assume responsibility for aircraft refuelling and quality control on
aviation fuel. Alternatively, this task may be carried out by the Company.
Whatever, either the pilot or the aircraft engineer will still be expected to
check, on each refuelling, the pre and post delivery fuel samples to confirm
that only clean, dry fuel has been delivered to the aircraft.
Pilots remaining at the Controls of the Helicopter
17.11.0.9. The controls of a helicopter must never be left unattended whilst either the
engines are running or the rotors are turning. Furthermore, the practice of
vacating helicopters before the rotors have stopped turning after the engines
have shutdown is to be prohibited.
Radio Communications
17.11.0.10. The safe and cost-effective utilisation of expensive aircraft time in often
remote areas, depends to a great extent, on good communications; both air to
ground and ground to ground. If the requirements for communications are
considered at an early enough stage in the planning process, it should be
possible to arrange suitable equipment and a selection of frequencies
(allocated by the appropriate government authority) so as to guarantee
communication at all times of the day and night. It is strongly recommended
to separate aircraft R/T traffic from the seismic party requirement.
17.11.0.11. Helicopters engaged in seismic support should be equipped with 2 x VHF

(AM) sets operating on the aeronautical band of frequencies and one HF
single side-band set; it should be specified that the HF set be capable of
frequency synthesised (infinite spacing) tuning.
Flight Following
17.11.0.12. Flight following is a system by which the positions of helicopters (and fixed
wing aircraft) are continually updated and recorded by a competent radio
operator. It is essential that the radio operator be thoroughly briefed on all
aspects of flight operations including the importance of the Emergency
Contingency plan, its structure and his role in effecting the plan should it be
put into effect.
17.11.0.13. For the purpose of flight following and to keep to a minimum the scene of
search area (in the case of a helicopter becoming overdue) pilots must be
instructed to report their position and intentions at intervals of not more than
10 minutes during a flight; "Operations Normal" calls may be agreed.
Furthermore, it is essential that pilots make pre-landing calls, especially when
landing at remote sites, and advise whenever transferring to another
frequency or when the responsibility for the flight watch will be transferred.
An example of a Radio Flight Watch log is at Annex B.
17.11.0.14. The requirement to pass aircraft movements and loading information between
base camp and line crews will normally be satisfied by frequencies devoted to
seismic operations. The requirement for hand held VHF sets for line crews is
addressed under "Line Operations".

Search and Rescue
17.11.0.15. Helicopter operations must cease at least on hour prior to official local sunset
leaving enough daylight to mount a Search and Rescue (SAR) mission in the
event of a missing or overdue helicopter.
17.11.0.16. The capabilities of the National SAR organisation (assuming such an

organisation exists) should be established either during the scouting trip or
when The Aviation Adviser carries out an audit of the helicopter contractor (in
country) prior to the start up of the seismic campaign.
17.11.0.17. Maps are a basic requirement as an aid to locating a downed helicopter. In

some parts of the world accurate topographical maps may not be available.
Either grid superimposed survey maps on a scale of 1:100,000, clearly
depicting prominent geographical sites, or, if available topographical maps on
a scale of 1:250,000, must be made available to all parties who may be called
upon to provide SAR cover. It is imperative that a procedure be set up to
ensure that those parties holding maps have received any updated versions.
Maps should be prominently displayed at the base camp and, as a minimum,
copies should be held at the Company's head office, the operator's local
office and with the SAR organisation.
Helicopter Winches
17.11.0.18. In areas where winch fitted helicopters from Government or other sources are
not available and the terrain is such that initial access to the site of an incident
or accident is likely to be impracticable by any other means, an in-house
winching capability is recommended; typically, this will be the case in jungle
or swampy areas. It should be noted that SAR is a specialist task and advice
should be sought from the Aviation Adviser.
17.11.0.19. If a winching requirement is foreseen, then this must be specified in the

contract as certain fixed modifications will be required to the standard aircraft.
Winches should not be permanently fitted, as this would not only be an
impediment to the routine loading and unloading of seismic personnel and
equipment and reduce the available payload but should the helicopter with
winch fitted be lost then the operation is left without a winch which could be
fitted to another back up helicopter. The winch must be stored in a suitable
area to ensure that it remains in serviceable condition. Winch equipment,
including cable and drum, is subject to routine planned maintenance as are
other aircraft components.
Crash Rescue Boxes
17.11.0.20. At least two crash rescue boxes, clearly marked in large red block letters
"CRASH RESCUE" must be readily available at the seismic base camp. Each
box must contain the following:
Emergency Locator Transmitters, Aircraft Homing Devices and Survival Equipment
17.11.0.21. Helicopters engaged on seismic support must be fitted with an Emergency

Locator Transmitter (ELT) which should be capable of both manual initiation
and automatic operation by crash switches and transmit on 121.5 MHz and
406 MHz. The contractor should register this aircraft with the regional
SARSAT/COPAS organization.

17.11.0.22. In countries where the Companies are obliged to provide SAR cover during
the seismic campaign, the most effective way of locating a downed helicopter
is by way of a VHF homing device fitted to the search helicopter. It will be
necessary to ensure that more than one helicopter is fitted out with fixed
fittings, ready to receive the homer set which can be held in storage at the
base camp.
17.11.0.23. A survival kit should also be carried in each helicopter; the contents should be
selected for suitability to the environment. In many countries, guidance may
be sought from the Aviation Authority but the aircraft operators Operations
Manual should cover the subject.
17.11.0.24. Whilst individuals, both pilots and seismic crew personnel may elect to carry
their own small survival packs in addition to the mandatory aircraft equipment,
it is recommended that no firearms be allowed on the seismic camp unless
circumstances dictate otherwise, i.e. Alaska and Canadian Northern
operations. Experience has shown that firearms are a liability in some
countries.
17.11.0.25. The sophisticated communications and navigation equipment required in

helicopters approved for flight under Instrument Flight Rules will normally be
incompatible with seismic support flying which is normally confined to flight in
daylight, under Visual Flight Rules.
17.11.0.26. The minimum requirement is for helicopters to be equipped with at least one
non-directional beacon receiver and for a beacon to be located at the base
camp.
17.11.0.27. Modern light weight area navigation and global positioning systems (GPS
satellite based) are widely available and provide the desired precision
navigation in undeveloped areas against reasonable cost. Civil aviation
authorities have not yet approved GPS as a primary navigation aid.
Nevertheless, GPS should be specified for seismic support helicopters; any
limitations in hours of coverage in the operating area should be established.
17.11.0.28. The provision of GPS will greatly assist the accuracy of navigation and may,
other then pilot dead reckoning, relieve the need for any of the other un-
sophisticated aids.
Lifting Equipment
17.11.0.29. When setting up the seismic operation, it will be most convenient to require
the helicopter contractor, under the terms of the contract, to provide load
restraint and external load equipment such as straps, nets, slings, swivels,
and shackles. It is important to ensure that these items are provided in
sufficient quantities, particularly cargo nets since a minimum of two nets
should be assigned to each line crew for use during camp moves.

17.11.0.30. It is absolutely essential that this lifting equipment be dedicated to helicopter

use only (strops must not be used for towing vehicles etc.) and that it be
rotated through base camp for checking at regular intervals. Batch colour
coding of strops and advising all staff of the colour code that may be used
over a defined period is one method of effecting control on the strops in use.
As an example, all strops marked orange may only be used during the first six
months of a seismic campaign changing over to strops marked blue during
the next six months; the strops marked orange will be recovered for
inspection at the base camp before being returned to service when the blue
strops are returned for inspection. E & P Forum recommends that due to the
nature of use in seismic operations, lifting equipment should be rejected after
it has been in service for twelve months. Alternatively, but not recommended,
a representative sample of the equipment may be returned to the
manufacturer for testing to destruction. Nylon ropes should not be used for
sling work.
17.11.0.31. All lifting equipment should have a breaking strain of not less than 4 times the
weight of the load to be carried: due to the danger of chafing in flight, steel
wire slings are preferable to nylon webbing. Compatible lifting points should
be considered when specifying the materials and drawing up plans for special
equipment such as the air transportable recording pod (doghouse/Labo).
17.11.0.32. As an additional duty, load masters may be made responsible for the
inspection and maintenance of load restraint and external load equipment
such as straps, nets, slings, shackles, etc. whilst in service.
Helicopter Cargo Hooks
17.11.0.33. Although a cargo hook is an optional and removable item of helicopter

equipment, it will normally remain fitted at all times during seismic support
operations since external loads are so frequently required. The hook is
subject to planned maintenance as a fitted aircraft component and must,
therefore, be proof load tested in accordance with the manufacturers
instructions; usually annually. Being fitted to the underside of the helicopter
exposes the hook and releasing mechanism to contamination by dust and
dirt. Therefore, in order to minimise the likelihood of inadvertent load release,
all hard points, cables, wires, pins and connectors etc. should be checked on
a daily basis. Functional checks on all electrical (primary) and manual
(secondary) release systems should be carried out at the beginning of each
working day.
17.11.0.34. In remote areas, where it is unlikely that weighing equipment will be available
at all loading points, consideration should be given to specifying strain gauge
(load cell) equipment with a suitable display to the pilot; this will prevent
inadvertent overloading.
External Load Operations
17.11.0.35. External load operations are most demanding on pilots and present specific
hazards which should be carefully considered and drawn to the attention of all
crews prior to start up of an operation and to new personnel on joining.
17.11.0.36. Thorough training of all ground personnel is essential for the safe conduct of
external load operations. Each line crew should have two trained load
masters who, alone, should carry out the hooking-up and marshalling of
helicopters.

17.11.0.37. Recurrent briefing programmes for load masters must be established.

Briefings, normally covered by the senior pilot, must address normal and
emergency operation of the cargo hook, safe movement under the helicopter
when hooking up the load, procedure in the event of an engine failure when
under the helicopter, the use of protective equipment and a general insight
into the limitations of helicopters when load lifting.
17.11.0.38. Once load masters are appointed, seismic supervisors should resist the
temptation to attempt to marshal helicopters themselves. However, should it
become obvious that a hazardous situation is developing then supervisors
should not hesitate to intervene to avert an accident; use can be made of, for
example, an air band, hand-held, VHF set.
17.11.0.39. The vulnerability of seismic operations to the hazards of external load

operations lies in the often rapid turnover of personnel and in hastily prepared
sites and camp moves. At line sites, a flat area, free from snagging
obstructions, must be prepared for the hook-up location. Loads should be
planned in such a way that light items, such as bed rolls and tarpaulins, are
combined with heavier items; this improves the "flying" qualities of the netted
load.
17.11.0.40. It should be borne in mind that when transporting underslung loads, the in-
flight manoeuvrability of the helicopter will be reduced. Under no
circumstances may passengers be carried during external load operations,
and it should be pointed out to seismic party personnel that observers, bird-
dogs etc. cannot be considered as crew for the purposes of avoiding this
restriction.
17.11.0.41. When line crews do not have access to water it will be necessary to airlift
water to the line. Collapsible water bladders, underslung in a net, are
preferred to rigid water containers since the bladders, when empty, can be
folded for transportation in the helicopter. This not only reduces the sling
exposure time but also improves helipad turnaround times and since the
bladder is carried inside the aircraft, passengers can be transported on an
otherwise passenger prohibited sector.
Carriage of Dangerous Goods (Restricted Articles)
17.11.0.42. Dangerous goods (as defined in I.C.A.O. document 9284-AN/905

"Technical Instructions for the Safe Transport of Dangerous Goods by
Air") may be either prohibited or subjected to special conditions of quantity
and packing. It is policy to strictly follow these instructions. On seismic
operations, classified dangerous goods most commonly required are:-
a. Gasoline
b. Explosives
c. Detonators
d. Batteries
e. Kerosene Cooking Stoves
17.11.0.43. Dangerous goods, if prohibited by I.C.A.O./I.A.T.A. regulations may be carried

as an external load but a check must be made to determine if any National
variations apply. Whatever, explosives and detonators shall not be carried as
a mixed load even though civil aviation authorities in some parts of the world
may be prepared to issue dispensation to this effect.

17.11.0.44. In the case where transport by helicopter is the only practicable means of
moving items such as explosives or detonators, then the following guidelines
should be followed:
a. Explosives should never be transported on the same flight as

detonators and whenever possible, explosives and detonators should
be carried as external cargo.
b. Detonators should be carried as external cargo, securely packaged in

a wood lined metal box, painted red and clearly marked
"DETONATORS". Inert goods such as a water bladder may be
combined with small quantities of detonators in order to comprise a
stable load.
c. Where member states permit the carriage of articles described as

I.C.A.O. Technical Instructions for the Safe Transport of
Dangerous Goods by Air as "Forbidden", these should be
transported as in a and b above.
d. Passengers shall not be carried on any flight transporting Dangerous

Goods defined either as "forbidden" or as "suitable for carriage in
cargo aircraft only".
17.11.0.45. The carriage of explosives or detonators during thunderstorms or in squall

lines must be avoided due to possible lightning discharge and, for reasons of
possible induced static charge, flight in sandstorms should be avoided.
17.11.0.46. The I.C.A.O. document referred to requires specialist interpretation. In the

absence of on-site aviation expertise, qualified staff at the Aviation Adviser
will be pleased to advise.
Note: In some countries, due to terrorist activities the transportation of

explosives as external loads may not be advisable since in the event
of inadvertent release of the load the authorities may make the
Company responsible for the retrieval of each and every stick of
explosive. Premature release of an external load during the cruise
when transiting rain forest would probably render it impossible to
locate all the explosives.
17.11.0.47. Lamps, stoves and chain saws must always be drained of any fuel before
being loaded in the baggage compartment; carriage of this equipment in the
passenger cabin is strictly prohibited. It may be possible to fit external baskets
to the skids of the helicopter to transport batteries to the line; the helicopter
contractor must be consulted.
Rotors Running Refuelling
17.11.0.48. The practice of refuelling helicopters while engines and rotors are running
carries an increased element of risk over and above refuelling while shut-
down. If for sound operational reasons it is considered necessary, then the
operator should ensure that there are written procedures and that all staff
involved have undergone formal training.

17.11.0.49. In the context of seismic operations, the need for rotors running refuelling at
the base camp is unlikely; aircraft payload utilisation approaches the
maximum and therefore refuelling and loading can be carried out
simultaneously while the helicopter is shut down. However, at remote
locations with pre-dumped fuel, there may be good reasons for not shutting
down the aircraft; e.g. the inability to fly spare parts and/or engineers into a
small clearing in the event of the helicopter becoming unserviceable on start-
up.
17.11.0.50. Again, written procedures are essential. The aircraft operator's Operations
Manual and Instructions to Seismic Party Personnel should give clear
guidance on rotors running refuelling in this case including the suitability of
refuelling equipment.
Note: The location of fuel tank caps relative to intakes and exhausts should
be taken into account before rotors running refuelling is considered.
Rotors running refuelling of some models is strongly discouraged due
to the possible mixing of exhaust gases and fuel vapour during
refuelling.
Use of Helicopters and Facilities by Third Parties
17.11.0.51. In developing countries where a company is operating helicopters in support

of seismic data acquisition, these helicopters are likely to be the most
sophisticated available in that country. Company management can anticipate
occasional demands from local politicians and dignitaries for the use of a
helicopter from time to time.
17.11.0.52. While it may be preferable to maintain operational control of the helicopter on

sole-use contract by arranging a sub-charter to the third party, consideration
should be given to the potential liability in the event of accident. It may be
preferable to arrange to release the aircraft and crew back to the aircraft
contractor for the purposes of such a third party flight, especially since prompt
reimbursement by government bodies is not often a feature of such
arrangements.
17.11.0.53. Consideration should also be given to allowing third party aircraft to operate
to company ground facilities, particularly where unlicensed heliports, helipads
and operating areas have been constructed by the Company.
17.11.0.54. Third party refuelling from a remote facility, even if sufficient stocks exist,
should be carried out only in cases of genuine emergency such as providing
support to a Search and Rescue mission.
17.12. Long Line Seismic Support
Basis for Requirement
17.12.0.1. During the planning phase of a seismic campaign it may be that the
concession area will include terrain and vegetation of such a particular
severity that the speed of acquisition during the campaign will be reduced to
an unacceptable level. Compounded by high labour costs, or even a
shortage of labour, there may be a requirement to use helicopters to cost
effectively carry out the campaign. The impact on the environment will need
to be carefully considered. Where disturbance to, for example, rain forests is
to be kept to a minimum and there is no alternative to using helicopters then
the technique of long lining should be employed.

Conventional Operations
17.12.0.2. Where helicopters are employed in conventional seismic support operations,

and depending on the acquisition parameters, number of shots per kilometre
etc., helipads are likely to be spaced 2-3 kms apart; the impact on a jungle
environment can be enormous. The data acquisition unit (LABO) will be
positioned on or near the helipad. As acquisition shots are made at the back
of the line, the Observer will advise the personnel along the line when they
are clear to disconnect and recover the spread of station boxes, cables and
geophones. These are then carried to the nearest helipad for heli slinging to
a helipad ahead of the acquisition unit in readiness for redistribution and
reconnection. This seismic acquisition method is called "roll along".
Long Line Operations
17.12.0.3. Long line operations are likely in jungle areas and where the terrain dictates.
Helipads are spaced along the line at 5-6 km intervals which corresponds to
approximately 1 day's production. Spaced out between the helipads are
dropping zones (D.Z.s) into which baskets, containing station units,
geophones and cables are lowered on a 50 to 60m wire cable. Front and
back crews, working the line ahead of and behind the data acquisition unit
(LABO), overnight at the helipads and walk into position at the start of the
day.
17.12.0.4. After shooting, the back crew recovers the traces. Twelve traces are loaded
into a heliliftable basket at the DZ at the back of the line and the basket is
then helilifted from the back of the line to the front of the line. There, the front
crew removes the traces from the basket and prepares the spread ready for
shooting and data acquisition.
17.12.0.5. The weight of the basket, loaded with seismic acquisition equipment, together
with the endurance and payload of the helicopter selected for the task will
determine the spacing of the D.Z.s. If, as in this example, 12 traces are lifted
then, with a typical trace spacing of 40m., the dropping zones will be 480m
apart.
Considerations
17.12.0.6. If long-line operations are considered economical and desirable by seismic

planners, it must be remembered that weather conditions can play an
important part in the operation. When long lining, helicopters need to transit
higher to allow safe clearance for the suspended load. Accordingly, in order
to maintain visual contact, the cloud base needs to be significantly higher
than for normal sling operations. Similarly, dropping zones in the rain forest
can be difficult to locate and as a consequence the horizontal visibility needs
to be at least 5 kms. The impact of baskets not being moved due to low cloud
and poor horizontal visibility needs to be evaluated.

Helicopter and Equipment Selection for Long Line Operations
17.12.0.7. Twin engine helicopters are desirable for long line operations in harsh
conditions. It is clear that this requirement cannot guarantee that an accident
will not be occasioned by an engine failure at the most critical point. However,
the safety factory for the overall case is greatly improved by the ability to
immediately jettison a load in an emergency. With enough fuel to give an
airborne endurance of at least 1½ hours, plus fuel reserves, the helicopter
must be capable of lifting at least 500kgs. Consideration should be given as
to whether or not the helicopter used for long lining will also be used for other
tasks such as passenger transport. Advice should be sought from the
Aviation Adviser. The long line cable should be multi stranded steel. In
tropical rain forest areas the cable will need to be between 50 to 60 metres in
length; it will weigh approximately 100 kgs. Running the length of the long
line cable and normally sheathed in a reinforced protective plastic "hose" will
be an electrical cable supplying power from the helicopter to the remote cargo
hook at the lower extremity of the long line cable; the power supply enables
the pilot to activate the release mechanism from the cockpit. It is important to
ensure that the electrical cable is one complete length without any joints
which could hold moisture/water leading to a short circuit and inadvertent
release of the lower cargo hook in flight.
17.12.0.8. The long line assembly, complete with the remote cargo hook, is attached to
the helicopter by means of a conventional cargo hook on the underside of the
helicopters. This hook can be either electrically or manually operated by the
pilot to jettison the long line complete with the load should the need arise; e.g.
failure of one of the engines or the load snagging on a tree when load lifting
out of a DZ.
Trace Baskets
17.12.0.9. Trace baskets are normally manufactured from 1¼" steel angle iron for the
frame, a 1/3" steel plate bottom and 1" wire mesh for the sides.
17.12.0.10. Dimensions for a typical basket, capable of holding 12 traces would be 110
cms x 100 cms x 70 cms (high). The empty weight of a steel basket is in the
order of 100 kgs. Lighter alternative construction materials such as
aluminium have proven successful reducing the weight of the basket by more
than 50%; the available payload is normally used to increase the endurance
of the helicopter through the uplift of the equivalent weight reduction in fuel.
17.12.0.11. Baskets should be complete with four welded "eyes" suitable for slinging with
a 4 point 5 ft sling with thimbled eyes. A forged, weldless, ring should be
used for hook attachment.
Dropping Zones (D.Z.s)
17.12.0.12. The importance of clearly marking D.Z.s for identification from the air cannot
be over emphasised. Each DZ. is given a number which corresponds to a
trace number for the particular line.
17.12.0.13. In typical rain forest areas, D.Z.s should be cut to provide:
a. a clear base area not less than 5m x 5m.
b. a clear tree opening of not less than 30m x 30m at tree top level.

17.12.0.14. The ground area should be flat and clear of debris and obstructions which
could be a snag hazard. The cone area extending from ground level to tree
top level should be clear of branches. The identification markings, painted
white, should be a minimum of 1m high in plan view. An example of a DZ
check sheet is at Annex C.
Personnel - Pilots
17.12.0.15. It is important that pilots employed on this type of operation have adequate
experience as defined by E & P Forum for the particular technique. However,
a minimum of 200 hours actual sling work experience is likely to be required
including formal training and recent practice.
17.12.0.16. Long line flying requires a particular proficiency and high level of pilot
concentration to assure a safe and speedy operation. Because of the intense
nature of the work a maximum of 5 hours long line flying per day, per pilot, is
permissible.
Personnel - Crewmen
17.12.0.17. A trained crewman, normally one of the engineers, will generally be carried on
the helicopter to relay to the pilot the position of the helicopter in relation to
the pick-up/ drop-off zones; with a 60 mtr long line, the helicopter will hover at
least 190- 200 feet above ground level during pick up/drop-off. Whenever a
crewman is carried, he must be equipped with an approved harness on
transport helicopters.
17.12.0.18. Vertical reference flying is practised but this is generally confined to

helicopters operated two crew (pilots) with reference through a bubble cockpit
window; unlikely to be viable for jungle seismic. It is known that some work
has been executed with a helicopter fitted with a central, vertical cockpit
window, to allow single pilot vertical reference flying.
Personnel - Hookman
17.12.0.19. After the baskets have been loaded by the rear crew, a trained hookman will
walk along the line from DZ. to DZ. hooking up baskets. An advantage is for
him to be equipped with a VHF FM radio allowing communication with the
pilot operating the long line helicopter.
17.13. Seismic Line Operations
Landing Areas and Clearings
17.13.0.1. The statement of policy at the introduction of this Section gives the
background to the minimum dimensions quoted for helicopter landing areas.
These dimensions will have the most relevance to operations in jungle areas
where the cost and time impact of felling trees and clearing large tracts of
vegetation is greatest.
17.13.0.2. In areas where the terrain is hospitable, an increase in the level of safety may
be achievable at a reasonable cost by increasing the dimensions of the
cleared area. Long line systems for the carriage of external loads may also
prove beneficial by dramatically reducing the size of many clearings.
However, full size clearings and landing pads will still be required for the
movement of passengers and internal cargo. The intervals along lines at
which helipads will be required will depend on such factors as the type of
seismic recording equipment used and the expectations of the labour force.

Line Helipads in Desert Areas (Special Considerations)
17.13.0.3. While the selection of a suitable landing area adjacent to the seismic line is
unlikely to present great problems, precautions must be taken to prevent
damage to helicopter engines and rotor blades due to sand erosion.
Invariably, the helicopters will be specified with suitable sand reduction
modifications. However, some preparation may be required at temporary
landing sites; a simple remedy would be to suppress the sand with water.
Line Helipads in Mountainous Areas (Special Considerations)
17.13.0.4. Seismic parties in areas of mountainous terrain will invariably require the
support of helicopters. The performance specification of the helicopters must
be such that it is suitable for mountain operations. Mountain flying,
particularly at high altitudes, presents a pilot with special problems,
demanding a close study of the aircraft limitations and performance graphs
and interpretation of local wind and turbulence effects caused by
topographical features.
17.13.0.5. When undulations in the terrain are relatively smooth, or where the wind
velocity is low, a laminar air flow can be expected, giving a gentle up-draught
on the windward slope of a hill or mountain and a corresponding down-
draught on the leeward side.
17.13.0.6. Where the terrain contours are abrupt or jagged or the wind velocity high, the
effects are less predictable, as a turbulent airflow will occur, both over and
around the obstructions; whirls and eddies will produce local effect reversals
of wind direction as well as vertical air currents. The behaviour of air currents
in these conditions can be expected as shown in the following diagram,
although variations may occur.
WIND
17.13.0.7. A phenomenon known as Standing Waves may occur when the wind direction
is roughly perpendicular to a mountain range resulting in strong vertical air
currents at intervals downwind of the range. To ensure the safety of transit
flights, it may be necessary for the pilot to select a route and altitude that
would not appear to be the most direct.
17.13.0.8. Disorientation and a feeling of vertigo is a potential hazard of mountain flying

where the route involves flights over knife-edge ridges or approaches to
pinnacles. Inexperienced pilots are prone to these effects which only serves
to emphasise the need for selection of a suitably experienced operator.

17.13.0.9. It should be anticipated that there will be occasions where the choice of the
landing site will be dictated by topographical features and therefore not ideally
located on the line. It is essential that the helicopter operator be involved in
the selection of landing sites.
17.13.0.10. Hill-top and ridge locations may present obvious landing sites and are often
selected. However, these locations present their own problems due to
turbulence, wind shear effect and inaccessibility due to low cloud.
Consideration should be given to the down-time due to these factors.
17.13.0.11. When operating to any landing site in mountainous terrain, the pilot will
require, at all times during the approach and take-off phase, an escape route
to be flown in the event of encountering, for example, down-draughting air.
Time spent in planning the location of landing sites, preferably including an
airborne survey, will rarely be wasted; locations can usually be found which
fulfil the aviation safety requirements and involve the minimum of rock and
vegetation clearance.
Line Helipads in Jungle Areas (Special Considerations)
17.13.0.12. The work involved in clearing trees, primary or secondary jungle, even to 1m
level is considerable and the removal of tree trunks is unlikely to be achieved
with the resources of a helicopter supported seismic party. In order to
achieve a flat area, clear of immediate obstructions allowing transition
between the hover and forward flight, it will often be convenient, especially in
areas prone to flooding, to construct a raised helipad. However, the rate of
decay and destruction by insects of softwoods in tropical climates should not
be underestimated. Whenever raised wooden helipads are used, the
following procedure is recommended:-
Upon first construction - Inspection and release to service by

the senior pilot. (That will also
include a check of the entire clearing
for correct dimensions and freedom
from obstructions).
Two months from construction - Inspection by a ground party who

may be brought in by helicopter
provided the pilot is briefed and able
to keep the helicopter light on the
undercarriage. Subject to findings
during this check, the landing site
may be released to service for a
further month.
Three months from construction - Complete rebuild of elevated

helicopter landing platform and pre-
release inspection.
17.13.0.13. For more permanent landing sites consideration should be given to using
hardwood planks; the structure, which will also be subject to a three month
inspection interval, may be repaired on condition. Should the seismic
campaign run into a drilling campaign, then all pads to be used by rig support
aircraft should be constructed of hardwood. Used engine oil has been found
effective as a hardwood preservative, and using this method, no deterioration
was noticed after eight months. However, should oil be used as a
preservative then due attention will have to be paid to ensure the environment
is not contaminated during the application of the oil.

17.13.0.14. When short sling loads are to be handled in standard clearings, it is essential
that an area free of obstruction, of approximately 5 metres square and above
the level of stumps/felled trees, be made available. Although the landing area
may be used for this purpose, in order that loads may be pre-positioned
without prejudicing the ability to land a helicopter with passenger or internal
loads, it has been found convenient to prepare secondary pads, displaced at
least 5 metres from the main landing area.
17.13.0.15. Fly camps should be set up well inside the tree line so as not to intrude into
the cleared area. This serves to avoid the danger from falling trees which
have been rendered unstable by the clearing process, to distance tarpaulins
and other loose camp equipment from the rotor downwash which may lift
items into blades or engine intakes with disastrous results and to protect
personnel from the danger of flying debris in the event of a helicopter crash
landing at the helipad.
17.13.0.16. It is also essential to brief personnel not to set up the fly camp in the area
directly under the approach and overshoot flight path since in the event of an
engine malfunction during sling operations the pilot will release the load to
gain additional performance from the helicopter.
Ground to Air Communications
17.13.0.17. It is recommended that all helicopter supported seismic teams be equipped

with hand held VHF-AM airband transceivers to communicate with the
helicopter pilots. These sets have a very short range and may, therefore, be
operated on one frequency which should be the same as that at the base
camp. It is, however, important to instil radio discipline, but such short range
direct communication has proved highly useful to all crews and is considered
essential for the recording crew who require frequent supply and equipment
moves.
17.13.0.18. Licensing of small transceivers is restricted in many areas and lead times for
approval may be lengthy; advance application is recommended.
Hazards
17.13.0.19. While the control of passengers and loaded cargo is generally fairly easily
maintained at base camp, there is often a tendency to ignore basic
precautions when operating on the line. This is usually due to the belief that
productivity will suffer if, for example, time is taken to correctly secure all
cargo and passengers in the aircraft before take-off.
17.13.0.20. There have been several serious incidents involving helicopters engaged in
seismic operations. Whilst the aircraft were extensively damaged, the
occupants, thanks to the correct wearing of seat belts and correctly secured
cargo, suffered little injury. Unsecured cargo such as boxes of tinned food,
spades, bush knives etc., so easily become lethal missiles during an
emergency situation; the load masters under the control of crew supervisors
on the line must be made responsible for ensuring that all cargo is suitably
restrained. Knives should be transported in the baggage compartment.
17.13.0.21. The pilot is ultimately responsible for the professional conduct of each flight
but there have been instances, in the interests of speed, of undue pressure
being brought to bear on pilots; this must be discouraged. The only occasion
when cargo may be loaded without restraint is when it is contained in a
specially designated compartment and separated from the passenger seating
section by a bulkhead or webbing net capable of restraining the cargo.
Heavier items, such as drill pipe and pumps, may require additional tie-
downs.

17.13.0.22. Kerosene-powered cooking stores present a particular hazard on camp

moves since the fuel containers are often glass; they should therefore be
emptied and cleaned before loading internally. It has, however, been found a
practical solution to combine such items with tarpaulins, bed rolls etc., in the
build up of netted external load.
17.13.0.23. Other hazards that regularly affect helicopter operation to line crews are as
follows:
a. Generators and gasoline tanks. These should only be carried in

accordance with the guidelines on the carriage of dangerous goods,
and they should be pre-positioned for loading no closer than 10m to
helipads in active use.
b. Litter and loose articles. In spite of the very temporary nature of

line camps, housekeeping should keep helicopter operating areas
free of litter, plastic bags, tarpaulins, recording paper and other
articles easily lifted by the rotor down wash into the engines, rotors or
even the eyes of ground personnel.
c. Location of and access to the helipad relative to the camp area.
i. A walkway from the camp area to the helicopter landing area

is often required for safe access to the helicopter. The
routing and relative locations should be carefully considered
to avoid leading personnel to the rear of the helicopter.
ii. On sloping ground, the helicopter landing area should always

be on a higher level than the camp area; this is to maintain
the maximum possible clearance between the ground (and
personnel) and rotor.
Aircraft Shutdown
17.13.0.24. Careful consideration should be given to shutting down helicopters when

away from base, especially in small clearings. The majority of aircraft defects
occur or are observed during start-up. Should a helicopter fail to start then it
may be necessary to gain access to the site by means of another helicopter.
It is, therefore, necessary to ensure that prior to shutdown the approach and
landing space is adequate to accommodate a second helicopter.
Administration and Documentation
17.13.0.25. Although aviation operations in support of seismic parties may appear

generally to be on a small scale, the rate of accumulation of flying hours is
often high. The costs of helicopter transport in support of a seismic
campaign, in relation to total operating expenditure, justifies careful
administration of all flights.
17.13.0.26. Documentary procedures should be set up and all flights details should be
registered on a daily utilisation report. An Air Operations Monthly Report
should be raised at the end of every month copied to the Exploration
Manager, the Chief Geophysicist and the Head of Aircraft Services. An
example of a Daily Report Form and an example of a Monthly Report Form
can be found at Annex C.

17.13.0.27. The aircraft contractor should nominate a focal point to deal with contractual
arrangements and week by week administration of the task. Furthermore, a
senior member of the aircraft operators field staff (usually senior or lead pilot)
should be nominated as the focal point for day to day operational and
technical matters. He will normally liaise with the field representative or
seismic party chief, and will be responsible for such matters as inspecting and
releasing to service new landing sites, approving unusual loads, and justifying
to the representative the daily return of flying hours. An example of a Jungle
Helipad Check Form can be found at Annex C.
17.13.0.28. The following documents should be set up to assist in monitoring the

operation:
Jungle Helipad Check Form Annex C

Outline Job Description for Air Operations Supervisor Annex A
Flight Planning Board Annex C
Aircraft Flight Following and Radio Log Annex B
DZ Check Sheet Annex C
Daily Utilisation Report Annex C
Monthly Utilisation Report Annex C
Daily Programme Planning Board Annex C
Helipad Status Board Annex C
Water Supply Status Board Annex C
Seismic Base Camp Aircraft Crash Rescue Procedure Annex C
Pilots Daily Flight and Duty Limitations Chapter 10.3

Intentionally Blank

Part 4 - Air Operations, Specific Helirig Operations
CHAPTER 18 - HELIRIG OPERATIONS .........................................................................................18-3
18.1 GENERAL ..........................................................................................................................18-3

Provision of Helicopter Support ..................................................................................18-3
Helicopter Contract ......................................................................................................18-4
18.2. HELICOPTERS...................................................................................................................18-4
18.3. BASE AIRPORT FACILITIES .............................................................................................18-5
Buildings.......................................................................................................................18-5
Hard-Standings and Aprons ........................................................................................18-5
Service and Ground Equipment...................................................................................18-5
Aviation Fuel.................................................................................................................18-6
Base Camp Facilities and Procedures.........................................................................18-7
Personnel......................................................................................................................18-7
Safety ............................................................................................................................18-7
Specific Items ...............................................................................................................18-8
Emergencies.................................................................................................................18-9
Standards and Practices ..............................................................................................18-9
Communications ..........................................................................................................18-9
Publications and Documentation ................................................................................18-9
Designed Documentation........................................................................................... 18-10
Accounting ................................................................................................................. 18-10
Flying Programme ...................................................................................................... 18-11
Manifests and Loadsheets ......................................................................................... 18-11
Refuelling Sheets ....................................................................................................... 18-11
Medical Evacuation .................................................................................................... 18-11
18.4. RIGSITE ........................................................................................................................... 18-11
Considerations ........................................................................................................... 18-11
Equipment................................................................................................................... 18-12
Fuel Storage and Consumption ................................................................................. 18-13
Jet A-1 Refuelling Units.............................................................................................. 18-14
18.5. JET A-1/DIESEL FUEL TRANSPORTATION - SEAL DRUMS.......................................... 18-14
Identification............................................................................................................... 18-15
18.6. HELIRIG ........................................................................................................................... 18-15
Pre-Rig Arrival ............................................................................................................ 18-15
Rig in Broken Down State .......................................................................................... 18-15
Rig Arrival ................................................................................................................... 18-16
Rig Mobilisation.......................................................................................................... 18-16
Rig Assembly.............................................................................................................. 18-16
Demobilisation/Rig Move ........................................................................................... 18-17
18.7. LOADMASTER................................................................................................................. 18-18
18.8. HELICREW EQUIPMENT ................................................................................................. 18-19
18.9. HELIRIG SLING EQUIPMENT .......................................................................................... 18-20
18.10. HELICOPTER LOADS........................................................................................................ 18-21
Casing......................................................................................................................... 18-21
Consumables, General............................................................................................... 18-21
Consumables, Mud Chemicals .................................................................................. 18-21
Consumables, Cement ............................................................................................... 18-21
Consumables, Barytes ............................................................................................... 18-21

Intentionally Blank

Air Operations, Specific Helirig Operations
HELIRIG OPERATIONS
18.1. General
18.1.1. The use of helicopters to move an exploration rig into position is an expensive exercise.
The overall cost is likely to be in excess of 25% of the total cost of rig, consumables and
staff involved. This may be overlooked by personnel involved in the actual drilling of the
well who will naturally concentrate towards the end result, finding hydrocarbons. With
careful attention to detail however, and pre planning, these costs can be constrained
18.1.2. It is highly recommended that the Aviation Adviser is involved in the engineering and
design of the intended rig site in areas that affect helicopter operations. From experience
it has been found that without an input from aviation personnel at the outset, much time
and extra effort can be expended in altering helicopter pad sizes, load drop and pick up
areas, and fly away dimensions and directions. Once the helicopter contract has been
awarded the contractor's representative and/or senior pilot assigned for the helirig
operation, should be available for a visit to the well-site during construction, in order to
establish future operating and flying procedures.
18.1.3. A helirig operation will have been deemed necessary because of the lack of water or land
transport access. Even if a land or water move were possible, carriage by helicopter
could still be considered worthwhile on cost because of the speed advantage and
possible reduced rig time costs. This planning and the type of rig to be used will be a
matter for the Exploration Manager but the appointment of a company aviation
representative early in the planning will be of great assistance to the exploration team.
The Operations Petroleum Engineer needs to liaise with the aviation representative on
how to plan casing weights, grades and range, packaging of mud chemicals and lost
circulation materials, where these aspects concern transport by helicopter. The aviation
representative will need to discuss with the drilling contractor the preparation of the rig
itself so that move-in may be executed speedily. He may assist in the planning of the rig
site itself with relation to aviation activities.
18.1.4. A helirig is a drilling rig designed in such a way that it can be dismantled and its
component parts carried by helicopter in underslung loads to remote locations not readily
accessible by road or river. It is usual for helirigs to break down into units of 4,000 lb
each. Some helirigs break down into 6,000 lb units, necessitating the use of larger
helicopters.
18.1.5. A helirig operation is very expensive as large tonnage must be transported in small
weights. Considerable flying time is involved and this may require contracting two or
three helicopters, depending upon circumstances. Helicopters are expensive to hire and
consume large quantities of fuel, which may have to be flown in.
18.1.6. Because of the high costs, distances to be covered during such operations must be kept
to minimum and the forward base or staging area should be located as close as possible
to the drilling location.
18.1.7. Crew changes, supplies and materials should be moved to the forward base by land,
river, or fixed wing aircraft in order to minimise helicopter flying time.
18.1.8. Operations will vary from area to area but the following paragraphs will serve as an aide
memoire highlighting points for action when planning a helirig operation.
Provision of Helicopter Support
18.1.8.1. Is this available in the country of operations?
18.1.8.2. Are the necessary types of helicopters available for the movement of the
selected rig, provided by companies with the right amount of experience?

18.1.8.3. Could foreign registered helicopters be imported if this is not the case?
18.1.8.4. The Aviation Adviser should be requested to carry out an official review of
potential helicopter operators.
18.1.8.5. Consultation will be necessary with local civil aviation authorities and possibly
military aviation departments.
Provision of Helicopter Support - Helicopter Contract
18.1.8.6. Draft contracts are available from the Aviation Adviser and these should be
used as a basis for negotiation.
18.1.8.7. Provision of equipment and personnel to support the aviation aspects of the
operation have to be discussed, and the following subjects require
consideration.
a. Mobilisation and demobilisation costs.
b. Fixed fees.
c. Flying hours charges.
d. Insurance liabilities for aircraft and third parties.
e. Transportation costs of aircraft spares and contractor personnel to

and from the operational area.
f. Customs liabilities for import of equipment and re-exportation

procedures.
g. Standards and provision of ground equipment and facilities.
h. Standards of accommodation, food and recreational facilities for

personnel.
i. Standards of training, proficiency of pilots and engineers.

Responsibility for aviation fuel quality.
j. Is there a night flying commitment? If so, then IFR fitted machines

and qualified crews are necessary. Will there be a requirement for a
winch fitted aircraft for emergency use?
18.2. Helicopters
18.2.1. Aircraft for the carriage of the rig and support equipment will have been selected
depending upon availability but it should be realised that there is also likely to be a
requirement for helicopter support during site preparation. Perhaps one sling aircraft
would be enough for this purpose rising to a greater number for the rig move itself where
rig costs will require a fast operation.
18.2.2. A smaller helicopter type (e.g. Bolkow 105) should be considered for general use or
carriage of small loads and inspection personnel. This will save costs over under-utilising
the more expensive helirig machines.
18.2.3. For efficiency, helicopters should be utilised as close as possible to their maximum lifting
capacities.

18.2.4. When the maximum weight which the helicopter can lift is known, loads should be
assembled and accurately weighed. All calculated weights must include lifting tackle
such as slings, shackles, cargo nets and pallets.
18.2.5. When using a weighing apparatus the accuracy of the instrument must be checked
against a known test-weight. All loads are likely to be clearly marked with their weight.
18.3. Base Airport Facilities
18.3.1. It is possible that some facilities will be inherited from a previous seismic campaign, but
considerable expansion will be necessary, not least a considerable enlargement of fuel
stocks.
18.3.2. It is also likely that the Company will be required to provide most support equipment but in
any event the following is a guide as to what will be required.
18.3.3. It is possible that fixed wing facilities may be necessary in addition, in order to support
crew changes and urgent freight requirements.
Buildings
18.3.3.1. The following buildings are required:
a. Some form of hangar or covered area for aircraft maintenance.
b. Offices for personnel - aircrew and engineers.
c. Workshop facilities.
d. Air conditioned stores with suitable shelving.
e. Petrol, oil and lubricants store.
f. Toilet facilities.
g. Battery charging room(s). (Nicad/lead acid)
h. Generator house.
i. Covered area for storage and preparation of sling equipment.
j. Aircraft despatchers office.
k. Passenger waiting area.
l. Covered cargo preparation area.
m. Visual control position for air radio operators.
Hard-Standings and Aprons
18.3.3.2. The sophistication will vary depending on the length of the operation and
aircraft types. However, the minimum should require concreted or solid
parking spots. Weather conditions may dictate hard topped taxyways, aprons
and runway (for fixed wing use).
Service and Ground Equipment
18.3.3.3. The following base airport service and ground equipment are required:

a. AC electric power.
b. Fresh water supply near to helicopter parking area.
c. Air compressor - mobile.
d. Inspection lamps - mobile.
e. Hoist preferably hand operated. Hangar roof/or floor bogie.
f. Ground power unit. (AC and/or DC depending on helicopter)
g. Non Directional Beacon.
h. Radios ground/air:
i. HF SSB (with voltage stabiliser)
ii. VHF AM (with voltage stabiliser)
iii. HF SSB (battery operated) for s/by use.
iv. VHF FM to base camp if remote from airfield.
v. HF SSB to locations.
i. Rotor blade storage racks.
j. Aircraft ground servicing and platforms complete with wheels and

brakes. Creeper board for under aircraft servicing.
k. Lead/acid battery charging facility.
l. Freight and baggage handling trolley.
m. First aid equipment.
n. Aircraft crash box (containing equipment relevant to the area of

operations for immediate carriage to an aircraft emergency position).
o. Fire extinguishers. CO²/dry chemical foam making.
p. Heavy duty weighing scales. (200 kgs) A/C cargo.
q. Portable battery powered force transducer weighing instrument.
r. Banding machine.
s. Cargo labels - denoting distinction and weight.
Aviation Fuel
18.3.3.4. Some form of bulk storage will be necessary, the size will depend on the fuel
usage requirement. Drummed fuel is extremely wasteful and difficult to
control. Pumping equipment will be necessary with attendant filter monitor
and separator systems, and tanks must be coated internally with the
approved treatment, or be rubberised seal drums.

18.3.3.5. The standards and procedures to be used and followed are documented in
Chapter 8 of this manual. Reference should be made to sub-sections of that
Chapter for tankage, equipment, filtration, maintenance and procedures.
18.3.3.6. Bulk deliveries could be by sea or land depending on the situation but
considerable advance planning will be necessary with local suppliers, and
most likely government agencies, to ensure supply when it is required.
18.3.3.7. If aviation fuel is supplied by fuel barge it is fully recommended that the vessel
is fitted with metering equipment, since dipping tanks can produce
considerable inaccuracies depending on the trim of the vessel, which will
make stock control difficult. Barges must have Jet A1 tanks coated internally
with the recommended paint scheme and piping should be of stainless steel.
Pumping equipment on board should be for the sole use of Jet A1 transfers.
Base Camp Facilities and Procedures
18.3.3.8. Since the base camp will be supporting a drilling activity it is likely to have
more facilities than one for a seismic operation. Generally it will be expected
to provide single accommodation for aircraft captains and senior engineers
and loadmasters with air conditioning as appropriate.
18.3.3.9. It will be necessary to provide transport to the airstrip if distance is sufficient

from the base camp.
Personnel
18.3.3.10. Pilots, engineers and loadmasters will be provided by the contractor.

Marshallers and hookmen will be provided by the company, although
numbers will depend on the operation, type of aircraft and so on.
18.3.3.11. The operational control of marshallers, hookmen and on site refuellers should
be designated to the aircraft contractor's senior loadmaster, but their training
and safety standards will be very much a Company responsibility.
18.3.3.12. At each end of a rig move there will be a requirement,, in addition to the
loadmaster, for at least one marshaller, four hookmen and two refuellers.
18.3.3.13. The helicopter contractor may be able to advise on where to obtain

experienced
18.3.3.14. Personnel will have to be acquired and probably trained in fuel quality control
management, stock and record keeping (see section on documentation).
Safety
18.3.3.15. It is usual that during periods of loading and unloading cargo from rotors
turning helicopters the period will be considered as flying time. Hence it is
important that the move is done speedily because of cost. Helicrews will
know this, but enthusiasm for speed to the detriment of safety is not
acceptable.
18.3.3.16. The following points should be considered in the particular operation.
a. No smoking in aircraft by passengers.
b. All internal cargo to be properly lashed. (0ften difficult to ensure in

the field when so much may be moved in short distances.)

c. Use of life jackets if over water.
d. Carriage of life-raft equipment if over water.
e. Carriage of survival equipment.
f. Briefing of passengers.
g. Use of floatation gear for over-water flights.
Specific Items
18.3.3.17. It is policy that items classified as Dangerous Goods be carried in accordance

with I.C.A.O. Technical Instructions, which should be considered as the
authoritative document. The following brief indications should not be
considered contradictory to the I.C.A.O. document, and cases of doubt should
be referred to The Aviation Adviser.
Internal Cargo External Cargo
Kerosene/Diesel Yes in metal conts. Yes
Petrol/High inflamms No Yes
Acid Yes in glass/metal conts Yes
Batteries (lead/acid) Yes in protective boxes with Yes

lid, surrounded by absorbent
material(sawdust)
Gas Bottles Full No Yes

Empty Yes (taps open) Yes
Radio active materials Yes with properly approved Yes

containers
Internal Cargo External Cargo
Fire arms No Yes
Explosives No Yes
Detonators No Yes in approved

conts.
Note: Explosives and detonators may not be carried together internally or

externally in same net.
Magnetic equipment No Yes
Cement/corrosive Yes in sealed bags Yes

chemicals

Emergencies
18.3.3.18. All helicopters when flying must be in two way radio communication. In the
event of a loss of communication various lost aircraft procedures must be
formulated. Aircraft emergency procedures must also be introduced and
understood by aircrew and radio operators.
Standards and Practices
18.3.3.19. Certain ground procedures the company representative should produce a

complete set of instructions for contractor aircrew and engineers on certain
ground and airborne procedures. For instance:
a. Base airport arrival and departure procedures.
b. Altimeter settings
c. Heights to fly
d. Taxying instructions
e. Action in the event of aircraft fire or accident
f. The pilot/engineer "to read" file should be signed for by each newly
arriving person and on subsequent amendments of the documents.
Communications
18.3.3.20. It should be noted that all radio transceivers used will require a licence from
the authorities, and frequencies used will have to be authorised and allocated.
18.3.3.21. Personnel using ground or air radio equipment will also have to be licenced.
Publications and Documentation
18.3.3.22. The following publications should be obtained:
a. Aeronautical maps of various scales.
b. Air Information Publications issued by the country concerned.
c. Quality Control Manual.
d. Guide for Contractor(s).
e. Petroleum Industry Training Board Helicopter Refuelling Handbook.
f. Micro biological Fuel Contamination and A/c Tank Corrosion (SIPC)
g. CAP 168 Licencing of Aerodromes (U.K. C.A.A. Publication).
h. I.C.A.O. Technical Instructions for the Transport of Dangerous Goods

by Air.
i. The Aircraft Contractor's Operations Manual.
j. Air Law documentation of the Country concerned.

Designed Documentation
18.3.3.23. In order to maintain close and accurate recording of all aviation activities, the
following types of documents will have to be utilised.
18.3.3.24. Staff will have to be employed and trained to collect and correlate statistics.
a. Radio Flight following log (G/A radio operator)
b. Take-off and Landing Log (G/A radio operator)
c. Daily helicopter refuelling sheets (Refuelling party)
d. Fuel installation maintenance record sheets
e. Daily fuel quality control check records
f. Passenger/cargo manifests (Blocks of 5 self carboning)
g. Flying programme forms
h. Pilots flight sector load sheets
i. Pilots flying hour record forms
j. Pilots/engineers occurrence report forms
k. Pilots/co-pilots/engineers record forms (details of licence/base check

dates/total flying hours etc. in accordance with contract)
l. Engineers Daily Report on aircraft availability.
m. Transport request forms.
18.3.3.25. Statistics sheets for recording monthly Jet A1 stock, flying hours by aircraft,
flying hours by allocation to individual wells (if more than one site in use),
aircraft fuel consumption records and fuel allocation to well accounts must be
maintained. Records indicating A.O.G./maintenance time will also be
necessary since "down time" may mean a reduction in standing monthly
charges.
Accounting
18.3.3.26. In order to cost flying hours and fuel used, procedures have to be enforced to
allocate these costs. This is important if more than one well site in operation.
18.3.3.27. For instance, it may be that the helirig will be moved to a different location in
the same concession area.

18.3.3.28. It may be important to be able to record passengers/cargo/sling loads taken

to and from each well location. Each well location will have a different
account code for each phase, site preparation, mobilisation, drilling, rig move,
demobilisation. Calculation and recording can be based as follows.
Flight From To Allocated To
Base Well A Well A

Well A Well B Well B
Well B Base Well B
Flying Programme
18.3.3.29. Transport requests for helicopter transport should be required 24 hours in

advance when of a routine nature. Flying programmes have to be written
each evening to give maximum utilisation of aircraft in conjunction with other
operational flying commitments.
Manifests and Loadsheets
18.3.3.30. Manifests should be completed at the well location by the Radio Operator and
Camp Boss. All helicopter loads, internal or external, should be recorded by
the Loadmasters. This document indicates in detail items transported by
helicopter with weight information, and should be submitted on completion of
each day's flying. The information is invaluable for calculation of rig move
statistics and for company staff to assess progress.
Refuelling Sheets
18.3.3.31. Every uplift of fuel by helicopter or fixed wing aircraft must be recorded and
signed for on the daily refuelling record. The information may be used for the
calculation of fuel used in the period for an individual aircraft, when this can
be related to flying hours allocated to the well concerned and subsequently
costed.
Medical Evacuation
18.3.3.32. Helicopter medevac plans must be produced and incorporated in the

operation emergency plan. It is likely that in a remote area helicopter and
fixed wing aircraft will have to be used to evacuate casualties for specialist
medical treatment.
18.4. Rigsite
18.4.1. The design of the rigsite should include two helipads one to serve the camp and one the
rig. It is useful to consider the prevailing winds so the site may be orientated correctly for
the approach and departure of helicopters.
Considerations
18.4.1.1. Standard pads would be 12m x 12m and the typical size of fly-aways 250m x
80m min. This length will depend on aircraft performance to clear a 50 ft
obstacle at maximum weight in prevailing DA. Edges of helipads should be
raised slightly and painted to warn passengers of the danger, particularly if
the pads are above ground level. Pads should be marked with an 'H' and
landing circle, with direction arrows to give disembarking passengers the exit
route from the aircraft vicinity.

18.4.1.2. If the rig or location cannot be reached by vehicle or boat, the first people on
site must either walk in or be winched down by helicopter. Usually there is a
seismic line close by from which access to the location can be gained. Using
hand-held power saws a clearing can be created and a helicopter landing
area prepared to receive the generators, fuel, stores and equipment
necessary to construct the camp. This activity may involve heli-lifting a
bulldozer (D5 or D6) and other earth-moving equipment. These must be
dismantled into acceptable loads for underslinging from helicopters and must
be reassembled on site.
18.4.1.3. When the maximum weight which the helicopter can lift is known, loads
should be assembled and accurately weighed. All calculated weights must
include lifting tackle such as slings, shackles, cargo nets and pallets.
18.4.1.4. When using a weighing apparatus the accuracy of the instrument must be
checked against a known test-weight. All loads are to be clearly marked with
their weight.
18.4.1.5. The decision to move a camp is usually taken when the rig is fully rigged-
down and the emphasis is on the rigging-up at the next location.
18.4.1.6. Generally, helirig camps comprise skid-mounted, lightweight caravans in the

form of sleepers, kitchen, mess room, laundry, and shower and toilet units.
The number of caravans required to make up a camp is agreed at the time of
negotiating the contract and is dependent upon the number of people
required for a particular venture.
18.4.1.7. Before lifting caravans, the air-conditioners, refrigerators and heavy furniture
inside the caravans may have to be removed to limit the overall weight.
18.4.1.8. In areas of dense jungle, a saw-mill will also be flown in to cut felled trees into
planks which can then be laid to form a level, hard standing for rig equipment
and supplies.
18.4.1.9. In swampy soil conditions, steel piles must first be driven into the ground by
diesel hammer to support the platform on which the rig can operate.
18.4.1.10. In other areas where the ground is less soft a reinforced concrete pad may be
constructed to support the main part of the rig.
18.4.1.11. It is not possible to state the precise number of flights required for civil
engineering construction activity, as this is obviously dependent upon criteria
such as the amount of earth to be moved, the number of trees to be felled,
timber availability, the number of bulldozers required, machinery, fuel, water
pipes, etc. Flights are also required to transport in the workforce and food.
18.4.1.12. Approach and take-off paths must be cleared for safety reasons. The
directions are determined by the prevailing winds and local topography. The
dimensions of such paths will depend on the type of helicopter in use and
advice may be sought from the helicopter Contractor.
Equipment
18.4.1.13. The following will be required at the rigsite.
a. VHF AM ground/air radio with operator, in addition to normal rig radio

communications.
b. VHF AM or FM ground/air hand-held radios for loadmasters (probably

provided by the helicopter contractor).

c. Easy flying access to pipe racks.
d. Flare and diverter lines should not end in the approach path to be
used by helicopters.
e. Coloured flags to mark the derrick safety escape line. This is

essential in bad light when the wire is difficult to see. The safety line
should not be positioned in the approach path that helicopters will use
for pads, pipe racks and drop zones.
f. Notice boards should be positioned at the entrance to helipads giving

warnings of no smoking and about items that cannot be carried in the
aircraft. Similarly at this exit to helipads, instructions should be visible
to disembarking passengers on where and to whom to report on
arrival.
g. A trained helipad man should always be in attendance at the helipad

to ensure nobody is on the pad during take off and landing, and to act
as the supervisor and link with the pilot.
h. Passenger manifests should be written by the Radio Operator in

conjunction with the Camp Boss. The Camp Boss, particularly, needs
to know who he is catering for, so after obtaining clearance from the
toolpusher, a departing individual reports to the Camp Boss and
Radio Operator for inclusion on the manifest. Movement of
passengers and cargo to and from the rigsite needs a good
co-ordination between the company aviation representative and the
drilling Contractor(s) staff at the Base Camp. This ensures advance
programmes may be written and economical use of aircraft made.
The drilling contractor at Base Camp will have his own

communications set up with the rig.
Crew change transport planning must be excellent, there should not

be mistakes since men who have been on a rig for 4 weeks do not
like to be late off. This concept can be complex when personnel are
travelling far with international connections so a great deal of time is
needed on this aspect.
i. Fire fighting equipment adjacent to the helipad. (CO² & Foam type
extinguishers.)
j. Helitransportable aircraft refuelling unit.
k. Windsocks (8ft) to provide pilots with suitable landing direction.
l. Martin Decker weighing scale for attachment to crane jib.
Fuel Storage and Consumption
18.4.1.14. Considerable quantities of aviation turbine fuel (Jet A-1) are consumed by
helicopters during the construction, supply and drilling phases, and this fuel
must be transported to the forward base from which the flying of the
equipment, supplies and rig commences.
18.4.1.15. Considerable quantities of diesel oil are also required by the rig and the
mechanical handling equipment. Adequate storage must therefore be
provided for both the storage of Jet A1 and diesel fuel.

18.4.1.16. One of the main difficulties in transporting and storing large quantities of fuel
is quality control. Quality control is paramount in ensuring a safe operation
and must be maintained to a very high standard, whatever the conditions.
Heavy rainfall, high humidity, large variations in temperatures, muddy
underfoot conditions or wind-blown sand are some of the conditions which
must be overcome.
18.4.1.17. It is possible to store fuel in river barges, steel tanks or nylon fabric bladders
on land. If the barges or tanks are not already in use for carrying/storing
aviation fuel, they must first be sand blasted and painted with an epoxy resin.
All piping should preferably be stainless steel and must be flushed through
before use.
18.4.1.18. This is an area which can quite easily be overlooked and where considerable
savings can be made simply by selecting the correct equipment.
Jet A-1 Refuelling Units
18.4.1.19. Units are manufactured by a number of companies. Each one must be self
contained with engine, pump, filter monitor and water separator plus
associated hosing and delivery nozzle.
18.4.1.20. They must be helitransportable i.e. contained in a steel frame with lifting eyes
for helicopter slinging.
18.4.1.21. The distances involved in the rig-move will decide whether a unit is required
at each end of the move.
18.4.1.22. It may well be advisable to have at least two units in case of unserviceability.
A mechanic should be dedicated to the maintenance of all helicopter
refuelling equipment.
18.4.1.23. Settling tanks have been used in the past but if collapsible seal-drums are
used these are not necessary.
18.4.1.24. Pump delivery rates must be as high as practicable to reduce rotors running
refuelling time.
18.5. Jet A-1/Diesel Fuel Transportation - Seal-Drums
18.5.1. Portable collapsible rubber seal-drums are recommended for the transportation of fuel.
The use of rigid metal drums for all fuel, and particularly Jet A-1, is open to abuse. Metal
drums are easily damaged in transportation and if so have to be rejected if containing Jet
A-1. Seals have to be intact and each drum has to be tested, with fuel being lost in
sampling, and approx. 15 litres is rejected at the end of the drum in case of water pick-up.
Furthermore, contents can only be assumed to be 200 litres, often it will be less, and once
a drum has been used it may not be utilised for Jet A-1 again unless cleaned, and
checked and sealed by an authorised agent.
18.5.2. Collapsible seal drums will ensure no losses and their use will reduce the concern of
company personnel on whether fuel is in good condition or not.
18.5.3. Drums collapse to 15% of their normal size and although a 500 US Gallon drum is
cumbersome to handle in the empty state it can be lifted by four men.
18.5.4. Drums come in 500/250/55 US gallon sizes, and UniRoyal type have been successful in
the past, being made of thick elastomeric tyre cord and less prone to damage by bad
handling and severe environmental conditions than other makes.

18.5.5. Drums may be suspended one under the other for sling loads but cargo nets have also
been used which probably allows faster flying speeds. UniRoyal seal drums have built-in
swivels and an internal cable to prevent over filling. 2" male thread/male adapter check
valves are used on the drums and it is recommended that metal protective caps are
purchased.
18.5.6. Single drums may be underslung using 2 point, 3ft slings attached to a forged weldless
ring, with eye ends to 5/8" shackles for securing to the drum attachment points. Repair
kits should be available on site.
Identification
18.5.6.1. It is imperative that the contents of drums are easily identified, so no errors
may occur. Pilots also need to have easy recognition so they know where to
drop the particular drum.
18.5.6.2. Established colour marking is:
a. Jet A1 - yellow
b. Diesel - red
c. Water - white
18.6. Helirig
18.6.1. The following conditions apply
Pre-Rig Arrival
18.6.1.1. Prior to the arrival of the rig it is very opportune to stock the rigsite with full rig
and camp diesel bladders. Collapsible seal-drums are ideal transport for this
purpose, and a small Gorman-Rupp type pump can be used for the transfers.
Similarly initial stock piling in the mud warehouse is desirable and
non-contractor items, which are likely to be casing and tubing, can be flown-in
in advance.
18.6.1.2. It should be remembered that casing on the pipe racks must be positioned
with the box ends at the correct end of the pipe rack or problems will occur
later when they are dispensed to the derrick.
Rig in Broken Down State
18.6.1.3. It is strongly recommended that in order to save considerable expensive

delays after rig mobilisation there is lengthy pre-planning and discussion
between the drilling contractor and the company aviation representative on
the rig break-down.
18.6.1.4. Depending on distances to be flown, aircraft endurance and payload

considerations will decide the weight of each underslung load. Component
parts should be made to reflect this payload and certain items may be carried
together.
18.6.1.5. A load plan will be made and all items should be weighed with the weight
marked on in bold numbers. Certain items, for example rectangular mud
tanks, fly slowly although not of great weight so aircraft endurance must be
considered.

18.6.1.6. Loading onto barges for instance should be done in a set sequence since the
order that items are taken to the rig site is important. The camp and domestic
equipment always go first and the sub-base will be the first units of the actual
rig to go. Sub-Contractor(s) equipment, Halliburton, Corelab and
Schlumberger will go towards the end of a mobilisation.
18.6.1.7. All items should be prepared with welded lifting tabs and it is suggested items
should be pre-slung. It should be remembered that cables used in
pre-slinging should not have fibre cores if transit is necessary on a long sea
passage.
18.6.1.8. These points are to emphasise the importance of establishing a lifting plan. It
the company representative is not over familiar with rig items it may be
suggested an experienced loadmaster be employed by the company or
drilling contractor to assist in the loading plan.
Rig Arrival
18.6.1.9. On arrival the broken down rig will be closely packed onto barges or land
transport. No attempt should be made to lift by helicopter directly from the
transport.
18.6.1.10. It will be found that loads should be repositioned by crane onto a lift area.
Manpower safety will result, in that hookmen can more easily clear the area
as the load is lifted. Pilots may also have a better ground cushion effect and
hovering times may be reduced.
Rig Mobilisation
18.6.1.11. The inexperienced are often surprised at the speed of mobilisation of a rig by
helicopter, particularly using an aircraft lifting around 5400 lbs each load.
18.6.1.12. It will be found that after the initial two days one helicopter may be enough to
supply items. The assembly crews can only work at a certain rate and the rig
platform can become very cluttered very quickly. In addition, rigging-up crews
do not require the continuous interruptions of arriving helicopters. So one
helicopter producing about 14 loads a day may well be enough after the initial
build-up. The other spare helicopter on contract may be used for crew
changes or supply of fresh food etc. from the base area. Basically, one may
be pressed into thinking that three helicopters are required for a rig move.
Distance to be flown will be a factor but it is likely that two aircraft will be
enough for a single well situation.
18.6.1.13. The number of loads will vary for a particular rig size and helicopter payloads
but the rig, Corelab, Halliburton and Schlumberger total will be in the order of
600 mts.
Rig Assembly
18.6.1.14. It has been found from experience that positioning of equipment by helicopter
for actual assembly in the hover is an expensive exercise as the method is
slow, even if the equipment is well prepared. A preferred method is to drop
items onto the designated dropping zones on the rig platform and reposition
by mobile crane. A common type of crane in use nowadays is a hydraulic
driven track mounted rotating crane with telescopic boom which can be heli
flown in 7 lifts with a Puma type helicopter.
18.6.1.15. The use of this crane, type name Sherpa, will help to save valuable time and
expensive hovering time using helicopter assembly methods.

Demobilisation/Rig Move
18.6.1.16. Before mobilising the rig, and before any rig-move, a meeting must be held
between the involved parties to discuss the operation, set targets, establish
responsibilities, determine requirements and pre-plan the move step-by-step.
This will involve representatives from Transport and Air operations, Drilling,
Materials, civil engineering and the drilling and aircraft Contractor(s).
18.6.1.17. Such meetings should determine that all participating parties are fully briefed
and aware of their individual responsibilities for the forthcoming move. The
participants must then brief the staff reporting to them who will be involved in
the rig-move.
18.6.1.18. All items for mobilisation and demobilisation must be arranged in pre-slung
loads as close as possible to the maximum underslung weight which the
helicopter can carry.
18.6.1.19. To move any rig economically from one location to another, it must be
transported in the correct sequence for assembly at the next location.
18.6.1.20. The following is a simplified rigging down (dismantling) sequence:
a. Move advance loads
b. Rig released.
c. Mast laid down.
d. Dismantle mast.
e. Disconnect drawworks and remove from sub-base.
f. Disconnect engines and remove from sub-base.
g. Remove 'A' frame from sub-base.
h. Remove rotary table from sub-base.
i. Remove rotary table beams from sub-base.
j. Dismantle sub-base.
Note: The above items must be transported and rigged up in reverse order.
18.6.1.21. This is extremely important when moving a helirig because of the large
number of loads (approximately 300). It is necessary to dismantle the
complete rig in order to remove the substructure bases which are the first
loads required at the next location. To lift out the sub-bases requires
considerable working space, and it is therefore necessary to move as many
advance loads as possible to the next location
18.6.1.22. The same applies to smaller pieces of equipment. On a normal land-rig

move, a truck would transport a bulldozer as one unit; but for a bulldozer to
be carried by helicopter it would have to be broken down into some 12
individual loads. If the 12 loads were not dispatched to the next location in
the correct sequence, the bulldozer could not be assembled quickly.

18.6.1.23. A day to day plan only for demobilisation is necessary and items are flown out
as they become available. Discussions with the Operations Petroleum
Engineer will indicate costs involved but Schlumberger, Corelab and Otis test
equipment's are likely to be demobilised first:
a. to clear the area quickly for rig-down
and
b. on rental cost
18.6.1.24. A company aviation representative should be on site to ensure the drilling

contractor demobilises as quickly as possible, particularly if the rig is not
immediately scheduled elsewhere.
18.6.1.25. If the rig is to be moved and re-assembled at another site it may be

considered that the operation will be slow since the sub-base, for instance,
will be the last item out of the first site but required first for re-assembly.
Again the planning of the rig move may be carried out on a daily basis in
conjunction with the drilling contractor's toolpusher. Experience has shown
no long term plan ever works and is considered necessary. As loads become
available they may be flown and deposited at the new site for repositioning by
mobile crane.
18.6.1.26. During times that rig items are unavailable for transfer, excess chemicals,
barytes, casing etc. can be transferred.
18.6.1.27. It should be noted that a crane will be essential at either end for rig down and
rig up.
18.6.1.28. The camp move and transfer of frozen foodstuffs will have to be done with
some precision and will depend on when the majority of personnel may be
released from rig down duties to be employed on rig up activities.
18.7. Loadmaster
18.7.1. A loadmaster is required to co-ordinate activities between the ground and the helicopter
pilot and to ensure that only safe practices are used. It is often preferable that the person
appointed should be an employee of the helicopter company.
18.7.2. The loadmaster should ensure that ground staff use their protective clothing, e.g. safety
goggles (safety glasses should not be worn), ear protectors (plugs or mufflers), hard hat
(chin strap must be worn), safety footwear and work gloves, and that no one is wearing
loose flapping clothes or carrying any long object above shoulder height.
18.7.3. The loadmaster should also log times and maintain records of the loads transported by
each aircraft.
18.7.4. The responsibilities of a loadmaster include:
18.7.4.1. Accurate pre-weighing of the loads to ensure they are within the capabilities
of the helicopter.
18.7.4.2. checking that all gear is in a safe and sound condition.
18.7.4.3. Use of the correct lifting gear for each individual lift and ensuring that the
lifting gear is properly secured to the load.
18.7.4.4. Ensuring loads are placed free of obstructions before lifting.

18.7.4.5. Supervising the hook-up of the lifting slings to the helicopter hook.
18.7.4.6. Despatching loads in the correct sequence.
18.7.4.7. Giving directions to the pilot by radio and/or hand signals.
18.7.4.8. Ensuring pick-up area is free from loose articles which may be ingested into
helicopter engines or rotor systems.
18.8. Helicrew Equipment
18.8.1. It is desirable that all helicrew should be identifiable from other personnel by the wearing
of particular clothing. This gives instant recognition, particularly to pilots, of the personnel
concerned with aviation activities in any location.
18.8.2. Each crew should be issued with the following to be worn at all times during helicopter
operations and when on the active rig site.
• Safety helmet with chin strap.
• Safety goggles for eye protection (during sling operations).
• Gloves - polka dot.
• Safety boots with steel toe caps.
• Ear plugs or ear defenders.
• Coloured shirts:
Marshallers red
Hookmen/helipadmen yellow
Refuellers green
18.8.3. All helmets should be of a uniform colour, say white for added recognition.

18.9. Helirig Sling Equipment
18.9.1. The drilling contractor may be required to provide slings for the rig equipment at their cost
but the following will be required to be provided by the company or helicopter contractor.
Numbers may vary depending on the size of the rig and the operation itself.
100 Shackle Crosby Type C Dia. 5/8 inch pin screw dia 3/4 inch.
30 Shackle Crosby Type C Dia. 3/4 inch pin screw dia 7/8 inch.
20 Shackle Crosby Type C Dia. 5/8 inch pin screw dia 3/4 inch with
split pin
(All shackles with swl number)
30 Swivels double Sakuren BS103 3T Eye and Eye
20 Pipe hooks Crosby eye opening 1 3/8 inch throat opening top 2
13/16 inch swl 2t bottom 1 1/4 inch swl 7.5t.
For casing and tubing/H beams
20 Two (2) point sling each cable 29 foot long. Each point with
mechanical spliced eye thimbled to take 5/8 inch Crosby shackle
type C. Other ends thimbled on to forged weldless ring, stock
dia 7/8 inch ring five (5) inch inside diameter.
For rig engines.
20 Two point sling each cable 6 foot long. All cable steel wire 5/8
inch dia, 6 strand 19 wire steel core min. breaking strain of cable
30,000 lbs before eyes spliced.
For extension and single point lifts.
50 Strops 3 foot 5/8 inch cable as above with thimbled eye at both
ends for Crosby 5/8 inch type C shackles.
For timber slings and general purposes use, baskets, etc.
10 Four (4) point sling each cable 20 foot long
10 Four (4) point sling each cable 10 foot long rest as above.
(All coire should have test certificates for at least a sample)
Cargo nets 3/4 inch dia. nylon rope 6 inch mesh. Outside edge 1 inch dia.
nylon rope with 4 foot length at each corner-single rope, 1 inch,
with spliced eye.
For mud chemicals 10 12 ft x 12 ft
For pallets/helilift boxes 10 18 ft x 18 ft
For small helicopters 10 6 ft x 6 ft
Cargo baskets
2 sets of each sizes in metres.
1.50 x 1.00 x 0.80
1.75 x 1.20 x 0.80
2.00 x 1.30 x 0.90
2.25 x 1.40 x 1.00
2.50 x 1.50 x 1.20
Constructed of 1/8 inch plate steel bottom and metal screen sides no 8, eyelet's
welded at each corner for sling attachment. Baskets may be loaded inside each
other for storage or empty sling load return.

18.10. Helicopter Loads
18.10.1. The following should be considered:
Casing
18.10.1.1. The drilling department now prefers for a variety of reasons 12 metre length
casing, so called range 3, rather than 9 metre lengths. Running time is less
and the likely threat of thread damage reduced since there are less in a
particular string, moreover, the longer lengths are slightly cheaper by the
metre.
18.10.1.2. Because weight is at a premium in a helicopter operation, in order to obtain

the required strength, quality can be increased and weight reduced.
18.10.1.3. For flexibility it is important to reduce variations in grade and weight.
18.10.1.4. All these factors must be considered when helicopter transport is also a
factor.
Consumables, General
18.10.1.5. Planning on the packaging of consumables must take into account the aircraft
payload in conjunction with the best way to store mud chemicals and lost
circulation materials.
18.10.1.6. Long sea passages, storage for long periods on rig locations and supply
barges, for example, in hot humid conditions has to be considered.
Consumables, Mud Chemicals
18.10.1.7. Experience shows that boxes are often made of a poor quality product which
may become water logged and heavy to fly.
18.10.1.8. It is suggested expensive mud chemicals and those with a low consumption
rate be obtained in boxes made up to a suitable weight for the operation, and
cheap high usage chemicals arrive in palletised form 'jungle' wrapped.
Consumables, Cement
18.10.1.9. Palletised (standard pallet is 28 sacks of 94 lbs each sack). Do not be

seduced into thinking of pallet bars and sophisticated customised baskets. In
all cases a cargo net (18 ft x 18 ft) is the best method of slinging. A box or a
pallet can go into a net easily and safely.
Consumables, Barytes
18.10.1.10. This can be obtained in any size of packaging from suppliers.
18.10.1.11. For ease of operation "Big Bags" of a suitable weight for the helicopter
operation have been successful. They can be supplied in double wrapped
form and suspended directly from the helicopter cargo hook.

Intentionally Blank

Part 4 - Air Operators, Specific Offshore Exploration
CHAPTER 19 - OFFSHORE EXPLORATION..................................................................................19-3
19.1 GENERAL ..........................................................................................................................19-3
19.2. POLICY ON OVERWATER FLIGHTS .................................................................................19-3
19.3. ADVERSE WEATHER POLICY ..........................................................................................19-3
19.4. OFFSHORE ALTERNATES................................................................................................19-3
19.5. TWIN ENGINED HELICOPTER PERFORMANCE CONSIDERATIONS..............................19-4
19.6. PASSENGER HANDLING FACILITIES ..............................................................................19-5
19.7. MAINTENANCE FACILITIES..............................................................................................19-6
19.8. AIRFIELD REQUIREMENTS ..............................................................................................19-7
19.9. OFFSHORE HELIDECKS ...................................................................................................19-7

Design and Construction................................................................................................19-7
Maintenance and Inspection ..........................................................................................19-8
Fire Fighting and Crash Rescue Equipment..................................................................19-8
Passenger Facilities........................................................................................................19-9
19.10. EMERGENCY GAS RELEASE ON OFFSHORE PLATFORMS ..........................................19-9
19.11. EMERGENCY GAS RELEASE ON OFFSHORE PLATFORMS - NORMALLY

UNATTENDED INSTALLATIONS (NNMP) ....................................................................... 19-10
19.13. SHUTTING DOWN A HELICOPTER ON A REMOTE INSTALLATION ............................. 19-10
19.14. HELICOPTER OPERATIONS DURING PRODUCTION TESTING .................................... 19-11
19.15. SAFETY AND SURVIVAL................................................................................................. 19-11
19.16. HELICOPTERS BASED OFFSHORE ............................................................................... 19-12
19.17. SAFETY UNDER THE ROTOR DISC ON OFFSHORE HELIDECKS ................................ 19-12
19.18. HEIGHT OF ROTOR DISC................................................................................................ 19-12
19.19. ROTOR SPEED ................................................................................................................ 19-13
19.20. EFFECT OF WIND AND MOVEMENT OF HELIDECK...................................................... 19-13
19.21. SIZE OF HELIDECKS AND POSITION OF ACCESS POINTS.......................................... 19-13
19.22. NUMBER OF AIRCREW AND ACTIVITY.......................................................................... 19-13

Heli-Admin..................................................................................................................... 19-13
Helicopter Operators .................................................................................................... 19-13
HLO................................................................................................................................ 19-14
Passengers.................................................................................................................... 19-15
Cranes ........................................................................................................................... 19-16
19.23. HELICOPTER UNDERWATER ESCAPE TRAINING (HUET) ........................................... 19-16
19.24. MEDICAL EVACUATION (MEDEVAC) FROM OFFSHORE.............................................. 19-16

19.25. HELICOPTER ROTORBRAKE - THE REQUIREMENT FOR FLIGHTS OFFSHORE ........ 19-17
19.26. MOTION LIMITS FOR LANDING ON MOVING DECKS.................................................... 19-17

OFFSHORE EXPLORATION
19.1. General
19.1.1. Aviation support of offshore exploration activities has long been established and most
Companies will be familiar with the concept. In many countries helicopter operations to
offshore destinations and in-field or inter-field in producing oil fields are highly organised
and subject to stringent regulations imposed by the Civil Aviation Authorities of the states
concerned.
19.1.2. This chapter sets out some general requirements for operations and the facilities needed
to support them and further advice is available from the Aviation Adviser. The chapter
also needs to be read in conjunction with Chapters 6 and 7 on Airfields and Onshore
Heliports, Chapter 8 on Refuelling and Chapter 9 on Fire/Crash Facilities.
19.2. Policy on Overwater Flights
19.2.1. E & P Forum recommends the following particularly for operations in hostile waters:
19.2.1.1. Selection of a helicopter of an approved type.
19.2.1.2. Full instrumentation for compliance with the Instrument Flight Rules.
19.2.1.3. Properly qualified and experienced pilots.
19.2.1.4. Engineers meeting certain qualification and experience requirements.
19.2.1.5. Wearing of lifejackets at all times.
19.2.1.6. Wearing of immersion suits where appropriate, such as harsh climates or cold
water.
19.2.1.7. Installation of flotation gear or fixed floats if the helicopter is not amphibious.
19.2.1.8. Specific modifications and fitments including EXIS lighting, Emergency

Location Transmitters (ELT), Pop-out Windows and a Health and Usage
Monitoring System. Advice on standard of fit should invariably be sought
from the Aviation Adviser
19.3. Adverse Weather Policy
19.3.1. See Chapter 16.9
19.4. Offshore Alternates
19.4.1. The benefits of an offshore alternate are recognised, but several considerations make
such a policy generally unacceptable.
19.4.2. The first consideration is that a conventional alternate is generally accepted to be an

airfield with sufficient space for an aircraft without full systems or control to manoeuvre for
an emergency landing and which would also be served by a full range of emergency
services. This is not the case with an offshore platform; indeed it is questionable whether
it is acceptable to attempt to land an aircraft in such a condition on a rig, other than in the
case of single engine failure to an aircraft with good single-engine performance, when the
alternative is a long overwater flight to a shore airfield.

19.4.3. Secondly, weather has traditionally been a major causal factor in the requirement for an
alternate and a "significantly" different weather pattern or factor was always stipulated. At
present weather reporting from offshore locations is generally of a low order and any
forecasting is done on an "area" basis by remotely located forecasts using data which is
not always of prime quality. Additionally, "alternates" are sometimes nominated which are
no greater than two miles across open sea.
19.4.4. The final consideration is the non-availability of a nominated diversion helideck due to
either operators traffic or oil related closure of the helideck, e.g.: hazard status. The
co-ordination required between oil companies and aircraft operators to assure availability
is not yet a practical proposition.
19.4.5. It follows that reliance on offshore alternates is only acceptable in certain specific cases
when the alternative is equally unacceptable. All cases should be referred to senior
management for consideration. The above is a planning consideration and should not, of
course, be taken to prohibit a single-engined landing offshore by an aircraft of adequate
performance at the discretion of the captain under the emergency conditions pertaining.
19.4.6. The foregoing policy means that aircraft proceeding to an offshore destination must
always carry sufficient fuel to return to a land base (not always the airfield of departure) to
cater for the chance that it is not possible for any reason (such as poor weather or a rig
emergency) to land at that offshore destination.
19.5. Twin Engined Helicopter Performance Considerations
19.5.1. Contrary to popular belief, helicopters cannot operate to the safest standards when flying
from what is conventionally thought of as a 'heliport' - or a helideck that is an area about
the same size as the helicopter. Onshore most civil authorities require that helicopters
operate from what is in effect a runway, the dimensions of which will depend on the
performance of the specific type in use.
19.5.2. The reason for this is to ensure that, in the event of failure of a single engine on take-off
prior to a known decision point, the helicopter must re-land and have a place to do it.
After the decision point should a failure occur, the helicopter will be able to continue,
maintaining height to complete a circuit prior to re-landing. The return also requires, in
most cases, sufficient space for the helicopter to carry out a run-on landing similar to but
much slower than a fixed wing aircraft.
19.5.3. The weight at which a helicopter can take-off depends upon the altitude and temperature
at the point of departure. Basically, the higher and hotter, the lighter the helicopter must
be to perform at a given level of performance. In many cases this will lead to a reduction
in allowable payload, leading to the apparently anomalous situation in which the
helicopter departs with empty seats while some passengers may well have been left
behind! In flight, this weight reduction will ensure that, when after the take-off and into
cruise flight an engine failure occurs, the helicopter will be able to climb at a minimum rate
of 150 feet per minute whilst using maximum continuous power on the remaining engine.
All twin engined helicopters in common offshore use can operate thus: in future, with new
design aircraft, it should be possible for full Performance Class 1 parameters to be met,
namely that in the event of an engine failure right from the first hover after take-off and
throughout the flight to a final landing, safe operation will be ensured by the power
developed by the remaining engine, or engines in the case of a helicopter with three
power units.
19.5.4. While this future planning is desirable, it is relevant to point out that in all the years of
helicopter operation in the North Sea where it is generally acknowledged the greatest
advances have taken place, there have been no accidents attributable to performance
deficiencies where the operating rules have been properly applied.

19.5.5. To enable safe operation with existing types, aircraft performance data is scheduled in the
Flight Manual to enable the operator to comply with the principal performance
requirement that, in the event of a power unit failure, the safety of the aircraft and its
occupants remains assured in the ambient conditions. This means, in general terms, that
following an engine failure the aircraft can either re-land at the take-off point, continue
with landing at the intended landing point, or fly to a place where a safe landing can be
made.
19.5.6. In conjunction with the Flight Manual, the Operations Manual should provide guidance to
ensure that helicopters are operated in a way which minimises exposure of the aircraft
and its occupants during the short critical period following a power unit failure during the
initial stage of take-off, or final stage of landing.
19.5.7. For any given helicopter size, weight ambient temperature and pressure altitude, the
length of the exposure period mentioned in 19.5.6 will vary according to the operating
technique, effective wind speed component, size of deck, and the flight path obstructions
above and below deck level (including the sea surface). In many circumstances the
period will be zero. It should be noted that, following a power unit failure, it will frequently
be necessary for the helicopter to descend below deck level to gain sufficient speed to
subsequently fly away, or in rare circumstances, to land on the water. It therefore follows
that with obstructed environments, unfavourable winds, or with undersized or cluttered
decks and those close to the unfavourable winds, or with undersized or cluttered decks
and those close to the water, exposure periods can become unacceptably long. In these
circumstances reducing helicopter weight (and therefore payload) may be required to
reduce the risk to an acceptable level or it may be necessary to suspend flying
operations.
19.5.8. When considering helicopter performance it is useful to note that ICAO have introduced
classifications to denote performance requirements. These should not be confused with
Categories A and B which denote the build standard of the aircraft out of which a
performance capability is derived (i.e. A Category A aircraft has a Performance Class 1
capability). Refer section 7.1. Performance classes are:
19.5.8.1. Performance Class 1 Helicopters. A helicopter with performance such that

in case of critical power unit failure, it is able to land on the rejected take-off
area or safely continue the flight to an appropriate landing area.
19.5.8.2. Performance Class 2 Helicopters. A helicopter with performance such that

in case of critical power unit failure, it is able to safely continue the flight
except when failure occurs prior to a defined point after take-off or after a
defined point before landing, in which as, a forced landing may be required.

in case of a power unit failure at any point in the flight profile, a forced landing
must be performed.
19.6. Passenger Handling Facilities
19.6.1. On outward flights, passengers will require to undergo the following.
19.6.1.1. Check in
19.6.1.2. Security check
19.6.1.3. Issue of immersion suit - for cold temperature operations.
19.6.1.4. Customs/immigration formalities
19.6.1.5. Video or audio visual safety briefing

19.6.2. It is at the passenger check-in that the ideal opportunity occurs to check if the passengers
are carrying (even inadvertently) any dangerous or restricted articles. While the list of
prohibited items is quite extensive, experience in the North Sea has shown that the
following items are commonly presented for carriage or found on offshore passengers:
• Adhesives
• Aerosols
• Alcohol of any kind
• Canned drinks of any kind
• Cigarette lighters
• Drugs (save on prescription) See Note 1
• Explosives, fireworks
• Firearms/Ammunition
• Flammable gas or liquid, Tear Gas, CS Gas
• Magnetic materials
• Matches of any kind
• Oils and greases
• Paints and solvents
• Poisons, weed killers, pesticides and insecticides
• Radio-active materials
• Radio, cassette and disc players, unless batteries are removed
• Weapons - including knives and a blade longer than 3" See Note 2
• Wet Batteries
• Wet Fish
Note 1: Prescription drugs may have to be surrendered at check-in for safe-hand

carriage, record and re-issue on installation; with a similar procedure for
passenger returning onshore.
Note 2: Knives which are tools of trade (e.g. chefs and divers) must be declared at
check-in.
19.7. Maintenance Facilities
19.7.1. Helicopters require some or all of the following maintenance support facilities:
19.7.1.1. Hangarage (for the more important inspections).
19.7.1.2. Workshops (general, engine, hydraulic, 'clean', sheet metal,

instrument/electrical, radio, NDT).
19.7.1.3. Technical Records Office.
19.7.1.4. Sundry offices for Chief and other engineers.
19.7.1.5. Battery charging rooms (2).
19.7.1.6. Air compressors.
19.7.1.7. Hydraulic rigs.
19.7.1.8. AC/DC generators and mains supply.
19.7.1.9. Tractors and towbars.
19.7.1.10. Ground equipment (stands, etc.).
19.7.1.11. Oxygen/nitrogen.

19.7.1.12. Stores (general, lifed item, air conditioned).
19.7.1.13. Oil, grease and paint compound.
19.7.1.14. Mobile hand held fire fighting equipment.
19.7.1.15. First aid.
19.7.1.16. Safety equipment store.
19.7.1.17. Ground training office.
19.7.2. In third world countries, depending on the scale of helicopter support required, and length
of programme anticipated, the Company may be obliged to provide these facilities.
19.8. Airfield Requirements
19.8.1. In addition to the above, the following must be available:
19.8.1.1. An airfield or ample sized heliport
19.8.1.2. Air traffic control including flight following
19.8.1.3. Fire Services
19.8.2. Depending on the level of supervision exercised by the local Civil Aviation Authority, the
state may dictate the establishment of Air Traffic Control staff and level of fire fighting
equipment. This will to some extent depend on whether the airfield/heliport is used by
other operators, particularly so those operating full or restricted public transport services.
19.9. Offshore Helidecks
19.9.1. The provision of helidecks on offshore platforms, mobile drilling rigs, vessels and barges
is a very complex subject, and there is a number of reference works available some of
which are issued by government departments, within a legal framework. Management of
Companies should, however, be aware that there are very significant differences in
standards in different parts of the world, and that some of these differences have a direct
impact on Flight Safety.
Design and Construction
19.9.1.1. It is recommended that the following documents are referred to as appropriate

for the construction of offshore helicopter facilities:
a. ICAO Annex 14 and equivalent publications such as U.K. CAA CAP 437.
b. American Petroleum Institute API Recommended Practice 2.L.,

“Helidecks”.
c. Department of Transportation and Development – State of Louisiana,

USA, Offshore Heliport Design Guide.
d. International Chamber of Shipping Guide to Helicopter - Ship Operations.
Offshore helicopter landing areas, physical characteristics are described in Part 5,

Annex F, of this manual.

19.9.2. Other factors to be considered during the design and construction of offshore helidecks,
not specifically addressed in the above publications include the siting of diesel and turbine
exhausts, and gas vent stacks in relation to the helideck. Exhaust and hydrocarbon
gases have an adverse effect on the performance of helicopter turbine engines, as do
local increases in air temperature due to radiant or convective heating and although
research into these effects has been limited, it is clearly prudent to ensure that exhausts
and vents are situated as far as possible from the helideck and down the prevailing wind.
19.9.3. Offshore rigs and platforms should be constructed with helidecks which should be
capable of receiving the largest helicopters likely to be used. The principal dimension
(diameter or length/width if a square) should be a minimum size of dimension 'D' which is
the overall length of the largest helicopter likely to be used taken from the foremost point
of the main rotor disc when turning to the rearmost point of the tail rotor in the same
situation.
19.9.4. Offshore helidecks require:
19.9.4.1. Appropriate markings.
19.9.4.2. Lighting.
19.9.4.3. Perimeter Safety netting.
19.9.4.4. A landing net or other means of preventing the helicopter from sliding on the
deck.
19.9.4.5. Fire fighting facilities/rescue equipment.
19.9.4.6. Refuelling facilities (depending on location).
19.9.4.7. Starting power (depending on location).
19.9.4.8. Two way radio communication with helicopter (on manned rigs).
19.9.4.9. Facilities for securing the helicopter to the helideck.
Maintenance and Inspection
19.9.4.10. It is recommended that design plans for helidecks be routed through the Air
Operations Supervisor prior to approval and if he is a non-specialist he should
seek advice from The Aviation Adviser. The deck should be inspected prior
to commissioning, to ensure that obstruction-free sector, non-skid paint
surfaces and helideck markings etc. all meet requirements.
19.9.4.11. It is particularly important that helidecks and associated equipment receive

regular maintenance and although this is generally not difficult on manned
installations, unmanned platforms in tropical climates suffer from rapid
deterioration of the paint surface, which if not dealt with may flake off, and
present a hazard to personnel and to helicopter engines. If wood planking is
used in the deck construction, it should be regularly inspected for signs of
decay or excessive warping and the possible fire hazard should be
considered, including the effect of fuel seeping through the deck.
Fire Fighting and Crash Rescue Equipment
19.9.4.12. The relevant requirements are laid down in this manual Chapter 9 and, for
example, CAP 437 Chapter 5, which, among other points, list the necessary
equipment to be located on unmanned platforms.

19.9.4.13. For unmanned helidecks, the following equipment should be available on the
installation.
19.9.4.14. A dry powder fire extinguisher having a capacity of not less than 45kgs; and a
carbon dioxide fire extinguisher with engine applicator having a capacity of
not less than 22.5kgs.
19.9.4.15. Serious consideration should be given to the provision of a portable foam unit.
Such a unit should be self contained, with a minimum capacity of 90 litres and
should be fitted with an aspirated branch. Every effort should be made to
select equipment which will require minimum maintenance.
19.9.4.16. Two sets of the following items of fireman's equipment:
a. A protective outfit, including gloves, boots, a face mask or hood and a

helmet.
b. A self-contained breather apparatus.
c. A portable battery-operated safety lamp capable of functioning

efficiently for a period of not less than three hours.
d. A fireman's axe, a safety harness and a lifeline
Passenger Facilities
19.9.4.17. It is recommended that a Helicopter Landing Officer (HLO) be appointed at

each manned platform and his duties are detailed in the Helicopter Landing
Officer Handbook published by the Offshore Petroleum Industry Board as a
supporting publication to U.K. CAP 437.
19.9.4.18. On large installations with a high throughput of passengers, a suitable area

should be identified for waiting passengers, which may also serve as a
viewing room for safety equipment, aircraft evacuation and survival briefings
conducted by video or audio-visual means. An area should also be provided
for changing into/from survival suits if worn, in order to minimise turnround
times. Scales should be provided for the weighing of passengers and freight.
19.10. Emergency Gas Release on Offshore Platforms
19.10.1. On the majority of platforms the requirement for emergency discharge presents little risk
to helicopters running on their decks, as:
19.10.1.1. Although in some cases the emergency discharge system is automatic, the
sequence from General Alarm, following conformation of fire or product
release in the process area, to release takes some 6 to 9 minutes from
initiation to valve opening, giving adequate time for helicopters to clear the
area;
19.10.1.2. On gas production platforms the majority of product is dissipated into

pipelines and the block valves closed, leaving only the residue to be
discharged at normal operating pressure through the emergency vent. Where
compressors are used to increase flow-line pressure, only the volume of gas
in the compressor casing is discharged at high pressure.

19.10.2. However, on some oil production and "collector" platforms, operating pressures are such
that the emergency discharge systems must sequence rapidly, releasing large volumes of
product into the atmosphere. In these cases the risk to helicopters in certain wind
conditions is real and should be addressed in the individual platform safety case. Advice
on restrictions to flying should also be sought from the local Authority and The Aviation
Adviser.
19.10.3. On production platforms where "hot" venting (flaring) takes place, large releases of gas
cause a rapid increase in the flame size, temperature and footprint. Even if the wind
direction is such that the discharge blows over the helideck, there is little danger to a
helicopter positioned there as the hot efflux naturally rises. The only problem caused is a
degradation of take-off performance due to the increase in air temperature caused by
radiated heat. On decks where this is likely to cause an ambient temperature increase of
greater then 2 degrees Centigrade the helicopter operator should be advised. Possible
dangers from all venting processes form part of individual platform safety cases.
19.11. Emergency Gas Release on Offshore Platforms - Normally Unattended Installations
19.11.1. The majority of Normally Unattended Installations have manual emergency release
systems controlled by the nodal platform. Those having automatic release usually operate
at standard, uniform pressure with sequenced actuation, giving helicopters adequate time
to clear the area. In the North Sea, as elsewhere, conventional status lights are installed
on platforms to warn of gas release or other malfunctions and the output and integrity of
the platform is of course always monitored by the controlling facility by telemetric link.
19.11.2. The UK CAA has directed that in addition to the normal status lights, "wave off" lights
should also be installed on the helideck, although they have yet to specify the type, colour
and meaning.
19.11.3. Procedures for manning these installations are contained in platform SOPs and are
available to the contracted helicopter operator. The minimum number of personnel
required to secure and operate a platform, and their qualifications, are outlined in the
UKOOA Guidelines For Helicopter Operations To Normally Unattended
Installations, the essence of which is shown below and is considered sound guidance for
general use:
19.11.4. Manning procedure includes a fly-round to allow the designated Offshore Installation
Manager (OIM) to visually check all is in order before effecting a landing, after which he
and Helicopter Landing Officer (HLO) disembark the helicopter. The OIM goes below to
assure the integrity of the installation and it's systems, and to establish communications
with the controlling platform/terminal. Meanwhile, the HLO secures the aircraft for
immediate departure should there be a gas alarm. When cleared by the OIM, the
remainder of the crew rapidly disembark under the supervision of the HLO.
19.11.5. The helicopter will either return to shore if there are aircraft able to provide emergency
cover for the platform during their normal in-field operations, otherwise it will shut down on
the controlling platform.
19.11.6. When operating to remote installations, (i.e. those greater than 40nm from the nearest
manned installation or airfield/helipad) the helicopter may shut down, provided the
requirements set out in the UKOOA guide are satisfied. If an emergency evacuation is
necessary due to massive discharge or fire, all personnel will abandon the platform using
the TEMPSC, or other means as defined in the platform safety case, leaving the
helicopter on deck.
19.13. Shutting Down a Helicopter on a Remote Installation
19.13.1. The following criteria must be met if a helicopter is required to shut-down on a remote
unmanned installation:

19.13.1.1. *Helideck of sufficient size to allow a second helicopter to land or deposit

personnel using special procedures for operations to obstructed helidecks,
as set down in the helicopter operators Operations Manual.
19.13.1.2. Equipment capable of relaying (to the control facility) windspeed and
direction, outside air temperature, QFE and QNH.
19.13.1.3. Lights to indicate the status of the platform.
19.13.1.4. External power source for starting the helicopter.
19.13.1.5. Radio communication with the controlling facility must be assured.
19.13.2. Weather minima for helicopter operations should be as set out in the platform safety case,
or the helicopter operator's limitations for operating to unmanned installations, whichever
are the most stringent.
Note: *Helicopter operator's Operations Manuals should be checked to ensure they

contain the above information.
19.14. Helicopter Operations During Production Testing
19.14.1. From time to time the Production Department in Company(s) may require advice on
whether it is possible to continue to operate helicopters to offshore rigs on which
production tests are taking place. These tests normally require that oil or gas produced is
burned-off at one of two booms placed on opposite sides of the rig parallel with the sea
surface. For obvious reasons, the flaring is carried out on the boom downwind of the rig
structure. Assuming that prior warning has been given by Production, helicopter
operations may take place subject to the following:
19.14.1.1. Helicopter operations should not commence until the production test is in a
steady burning state (i.e. avoiding period of start-up).
19.14.1.2. The helideck must be clear of smoke and any other products of combustion.
This is particularly important when the wind is light and variable.
19.14.1.3. The helideck should normally be upwind or well crosswind of the test site.
19.14.1.4. If there is a likelihood of increased temperatures on the helideck due to

radiant heat from testing, the observed ambient temperature should be
radioed to the pilot prior to the helicopter's arrival at the rig.
19.14.1.5. The pilot has at all times discretion to make the final decision regarding the
safety or otherwise of helicopter operations in the conditions prevailing.
19.15. Safety and Survival
19.15.1. Modern offshore helicopters generally carry the following safety and survival equipment:
19.15.1.1. Two life-rafts (each of which can carry the entire number of crew and
passengers when in an overload state).
19.15.1.2. *Life jackets: (the crew life jackets should have two-way radio operating on
the emergency VHF frequency).
19.15.1.3. Radio Homing Beacons (at least one deploying automatically).
19.15.1.4. Sonar transponder.

19.15.1.5. Flotation gear (or fixed floats).
19.15.1.6. High visibility paint (on underside).
19.15.1.7. Emergency Exit Illumination System.
* Life jackets of modern design now incorporate a light whistle, spray hood,
manual top up valve, radar reflective patch.
19.16. Helicopters Based Offshore
19.16.1. This concept is also well established, and broadly speaking the maintenance facilities
required are similar to those needed onshore as listed above, although helicopters are
flown to a land base for major maintenance.
19.16.2. Advantages of having offshore based aircraft include:
19.16.2.1. The ability to start delivery of staff to their workplaces early in the day.
19.16.2.2. An instantly available Search and Rescue service, which may be used
throughout the 24 hours depending on the type of helicopter used.
19.16.3. Disadvantages of having offshore based aircraft include:
19.16.3.1. Increased staffing levels offshore.
19.16.3.2. Increased requirement for fuel facility and throughput.
19.17. Safety Under the Rotor Disc on Offshore Helidecks
19.17.1. The movement of passengers to and from a helicopter whilst its rotors are turning may be
considered a normal activity. However, some tragic occurrences have demonstrated there
is no room for complacency, and that procedures and guidelines must be followed
stringently by all concerned if accidents and injuries are to be prevented.
19.17.2. The degree of risk is dependent on many factors, including:
19.17.2.1. The height of the rotor disc
19.17.2.2. The wind
19.17.2.3. The stability of the vessel on which the helicopter has landed
19.17.2.4. The size of the helideck
19.17.2.5. The position of access points
19.17.2.6. Whether the helicopter is being operated by one or two pilots
19.17.2.7. The activity taking place
19.18. Height of Rotor Disc
19.18.1. The height of the rotor disc varies from type to type but in all cases the tip path plane is
lowest at the front of the aircraft. On some helicopters, such as the S76, the disc is so
low at the front that even under normal conditions it can only be safely entered at right
angles to the fuselage.

19.19. Rotor Speed
19.19.1. When accelerating or decelerating the main rotor below normal flight idle speed, severe
blade sailing can occur; in the extreme case blade tips can dip to near ground level.
Personnel must, therefore, NEVER enter the rotor disc area whenever the pilot is starting
up or stopping the rotor.
19.20. Effect of Wind and Movement of Helideck
19.20.1. Gusting winds can cause the disc height clearance at the front of any helicopter to be
decreased to unsafe levels. Pitch and roll movements of the helideck, where the aircraft
has landed on a mobile installation, can compound the problem, Where these conditions
exist, aircraft should be approached at right angles to the fuselage.
19.20.2. It can be seen that confusion could exist as to which type of helicopter is on deck and to
whether its rotors are particularly affected by the wind or not. Accordingly, all helicopters,
regardless of type, should be approached at right angles to the fuselage at all times,
unless specific contrary instructions are issued by the pilot or HLO.
19.21. Size of Helidecks and Position of Access Points
19.21.1. The area of deck outside the rotor disc on Not Normally Manned Platforms is greatly
reduced as helidecks tend to be of minimum size. On larger helidecks, where the pilot has
not been able to land the helicopter with the passenger door adjacent to a helideck
access due to cross wind limitations, the passengers can walk outside the disc area until
they reach the safe entry point before boarding the aircraft. On small helidecks this may
not always be possible and, other than emergencies, the landing should be abandoned.
Wind limitation factors, together with the proximity of tail rotors to access points normally
form part of individual platform safety cases.
19.22. Number of Aircrew and Activity
19.22.1. On helicopters operated by two crew, one pilot can continually monitor the flight controls,
whilst the other attends to paperwork, refuelling or other activities. Where helicopters are
operated by only one pilot, it is possible for his attention to be sufficiently distracted by
paperwork, conversations on the radio or other factors, to the extent that flight controls
are no longer fully monitored, and may even be inadvertently displaced.
19.22.2. Adherence to the following guidelines and procedures will reduce the risk to personnel
operating under the rotor disc of helicopters:
Heli Admin
19.22.2.1. Pass details of return or transfer payloads to the pilot(s) in good time.
19.22.2.2. Do not offer last minute load changes to the pilot(s) during a period five
minutes before the expected time of arrival to landing at the platform.
19.22.2.3. Whenever a helicopter is rotors running on the helideck, keep

communications with the pilot(s) to a minimum.
Helicopter Operators
19.22.2.4. Companies should liaise with helicopter operators to ensure pilots are aware
of the guidelines and that the following procedures are in place within the
company.
a. Pilots

i. Should not process paperwork unless in the cruise or on a

helideck.
ii. Should, after landing:
• disengage the AFCS and make no attempt to "fly" the

disc.
• switch off the anti-collision lights, signal the HLO

when ready to disembark passengers and throughout
the whole period on deck continue to hold the flight
controls, whilst monitoring the attitude of the disc and
observing the movements of personnel whenever
they are under the rotor disc.
iii. If it is necessary to process paperwork, switch on the anti

collision lights, signal the HLO and ensure all personnel are
clear of the disc before beginning to write. Continue to hold
the cyclic control and monitor the attitude of the disc.
iv. After the paperwork is complete, switch off the anti collision
lights, signal the HLO when ready to embark passengers,
hold the controls, monitor the disc attitude and observe the
movement of personnel throughout the loading operation.
v. After boarding passengers hand any documentation to the

HLO and continue to hold the controls, monitoring the disc
attitude until he is clear.
vi. Switch on the anti-collision lights and brief the passengers for
departure.
Note: The controls should be held, the disc maintained in a level attitude
and movements observed whenever personnel are underneath the
rotor disc. The only exception is when the HLO is "close in" for the
exchange of paperwork or to show fuel samples. Rotor RPM should
remain stable at flight idle whenever personnel are moving
underneath the rotor disc, and control checks never be conducted
unless all personnel are clear.
HLO
19.22.2.5. HLOs should ensure that personnel should only enter or exit the rotor disc
area of any helicopter from a position at right angles to the fuselage, either
the 3 or 9 o'clock positions, dependant on the location of the passenger door.
a. After the helicopter has landed and the anti-collision lights have been
switched off, and the pilot signals you to do so, regardless of aircraft
type, enter the rotor disc from right angles to the fuselage, unless the
pilot directs otherwise, stooping slightly as you do so. Take the
inbound manifest and other paperwork from the pilot and hand him
any return documentation.
b. Disembark passengers, reminding them to stoop slightly, and use

your HDAs to ensure they exit in the rotor disc area in the correct
direction, and the helideck by the correct stairwell.

c. If the aircraft does not require fuel, check whether the pilot needs to
process paperwork and if so, either remain "close in", standing
adjacent to the pilot's window or leave the rotor disc area while he
writes.
d. If the aircraft requires fuel, follow the refuelling procedures in Chapter

8 and ensure your HDAs enter and leave the disc at the correct place
when carrying out their duties.
e. After refuelling, show the pilot the after fuelling sample and remain
"close in" whilst waiting for his signature and any documentation.
f. When the pilot signals he is ready to board passengers, position your

HDAs to ensure they enter the disc in the correct direction and they
stoop slightly when doing so.
g. After boarding is complete and the doors are secure, move clear of
the rotor disc.
Passengers
Note: Passengers should be briefed and supervised along the following

lines. Personnel should only enter or exit the rotor disc area of any
helicopter from a position at right angles to the fuselage, either the 3
or 9 o'clock positions, dependant on the location of the passenger
door. This procedure may be changed from time to time as local
conditions dictate, therefore, always follow the instructions of the
helideck crew. Personnel must NEVER go to the rear of the aircraft
towards the tail-rotor.
19.22.2.6. Do not wear headgear when on the helideck; hard-hats are permissible
provided the chin strap is worn. Do not carry newspapers or anything that
may be blown into the engine intakes. The use of plastic bags, bin liners etc.,
to carry freight or personal effects is strictly forbidden.
a. If you have to walk round the helicopter to the safe boarding position,
always ensure you stay outside the rotor disc when doing so.
b. When entering the disc, stoop slightly as blades can suddenly flap up
and DOWN.
c. Having entered the disc, walk briskly and in a straight line to the cargo
bay and leave your baggage on the deck (on the larger manned
platforms or flotels your baggage will be carried onto the deck and
loaded for you) and, remaining as close as possible to the fuselage,
move to the passenger door and board the helicopter.
d. When arriving on a helideck, once the "seat belt" signs have been
switched off, disembark via the passenger door, move to the
baggage bay keeping as close as possible to the fuselage and pick
up your baggage. Look to the helideck staff for guidance on the
direction in which you should leave the rotor disc area, stooping
slightly, walk briskly in a straight line until clear of the disc. Once
clear, look to the helideck crew for guidance on the appropriate exit
from the deck and go to it, keeping clear of the rotor disc at all times.

Cranes
19.22.2.7. Platform/installation cranes should be static during helicopter operations in

order to avoid any risk of collision or distraction of the pilots attention during
landing/take-off.
19.22.2.8. It is the installations manager's responsibility to determine procedures exist

and are documented in the Installation Operations Manual stating that all
cranes are immobilised (not necessarily run down) during helicopter
operations and are parked in a position agreed with the contracted helicopter
operator.
19.22.2.9. It is the HLOs responsibility to determine that the procedures are

implemented before each helicopter operation, or to advise the OIM on
occasions where this cannot be achieved, breakdown, bunkering, mid-lift or
supplies or 'divers down' for example. The OIM will advise the helicopter
commander making him aware of the out of position crane, leaving him to
judge whether aircraft operations may continue without detriment to safety.
19.22.2.10. Aviation Focal Points should ensure such procedures are in place and are
reflected in pilots en-route guides, and in HLO and Installation Operations
Manuals.
19.23. Helicopter Underwater Escape Training (HUET)
19.23.1. Every Company or Contractor personnel travelling regularly on company chartered or

owned helicopters offshore should have attended a HUET course (minimum one day for
initial course). This course, if conducted in an approved facility to North Sea standard,
can be accepted regardless of which helicopter models or emergency exits they
represent. Frequency of continuation training may vary according to the operation,
exposure and identified threats, but 3 years should be the goal.
19.23.2. If a flight over water is contemplated in "temperate climate-daytime only", then an

overseas type HUET facility, purpose made for regional requirements, is acceptable, but
the selected facility must have a current approval. Temperate climate HUET facilities
should have the correct emergency exit mechanism installed for the less frequent flyer to
familiarise himself in the wet environment. Frequency of training is 2 years.
19.23.3. For example, the quality of the training given in the North Sea environment is to a high
standard, permitting less frequent retraining than the less comprehensive training
provided elsewhere.
19.23.4. All trained and tested passengers should hold a training record, similar to a licence, which
should be carried on all flights offshore. Alternatively, some Companies have replaced
the training record with an offshore approval procedure linked into a computerised
tracking system which flags up or prevents travel for personnel who have not completed
suitable training.
19.24. Medical Evacuation (Medevac) from Offshore
19.24.1. The evacuation of injured or critically ill personnel from isolated or hostile environments
has always been an emotive issue, resulting in occasions where pilots have flown their
machines and themselves to the very limits, and sometimes, sadly, beyond.
19.24.2. Aviation focal points must ensure there are systems and procedures in place within their
Companies to assure emotion does not drive an inappropriate response and the benefits
of returning a casualty to a base facility are not outweighed by the risk to aircraft, crews
and property.

19.24.3. There should be a safety check in each stage of a procedure, where an action or the
reason for an action is challenged or verified by an impartial expert in that field or a
manager able to present a detached view.
19.24.4. For example, if during the night a member of a platform crew has suffered serious injury
or displays symptoms of severe illness, it would be perfectly understandable for the OIM
to call for a medevac flight. If Company procedures left that decision entirely with the OIM,
one can see there is an immediate risk to the patient, as the OIM cannot have the medical
expertise to assess whether the man is stable enough to travel by helicopter or not. In the
worst case the journey could prove fatal.
19.24.5. To build in a safety loop into this decision making process, Companies should establish a
procedure whereby a doctor is always available to discuss the case with the platform
medic and ultimately make a decision on whether it would be beneficial for the patient to
be returned to shore and whether he is indeed stable enough to survive the journey. In
some cases the doctor may have to travel with the helicopter to stabilise the patient
before evacuation.
19.24.6. If the doctor does not travel in the helicopter, the platform medic will invariably have to
accompany the patient to hospital, thus denuding the platform of medical cover.
Therefore, where helicopters are on sole use contract and a cabin attendant normally
forms part of the aircrew, Companies should consider having them trained to the same
standard as platform medics.
19.24.7. Having decided to evacuate the patient, the next logical step is to call out the duty
helicopter crew, for what in most cases would be a fairly routine flight. However, there will
be occasions where weather conditions or other factors are outside normal operating
parameters and there is a risk of good sense being clouded by the not unnatural desire to
help someone whose life may be in jeopardy. Once again a control loop must be built
into the procedure and Companies should ensure that the helicopter operator's
emergency call-out procedure includes an independent assessment of the feasibility of
the task by the Company duty manager. Where a medevac cannot be completed without
greater risk than benefit, the duty manager should liaise with the duty doctor, the senior
pilot and the Company's Incident Response Team to advise on the earliest time the flight
may take off and to assess alternatives. The final decision to carry out a task in inaugural
conditions should rest with the Company Duty Manager.
19.25. Helicopter Rotorbrake - The Requirement for Flights Offshore
19.25.1. Helicopter offshore operations require the availability of a serviceable rotorbrake capable
of being utilised by the crew. There is a need to be able to slow the rotor quickly when
shutting down offshore in high winds; moreover, even if the flight is scheduled for a return
flight without shutting down, this can not be guaranteed. A serviceable rotorbrake is
therefore considered essential, and is not an acceptable deferred defect, except for flights
back to base for rectification.
19.25.2. There have been instances where on certain helicopter types, the use of the rotorbrake
has been restricted for safety or technical reasons. In such cases The Aviation Adviser
will consider the location, type of operation and aircraft available on a case by case basis,
granting approvals only where appropriate.
19.26. Motion Limits for Landing on Moving Decks
19.26.1. Aircraft operators should specify roll and pitch motion limits for their different types of
helicopter and vessels should have the means and procedures for passing roll and pitch
motion to the pilot before landing and take off. Propriety equipment is available for the
measurement of movement and The Aviation Adviser can provide further advice if
required. Advice on rate of roll and pitch is also important. As a guide the UK Standards
are as follows:

PITCH, ROLL AND HEAVE LIMITATIONS

The pitch and roll figures are half amplitude related to the vertical. Heave is in meters, Acceptable parameters are up to and including the limits given
below. Experience may dictate that minor changes be made to the limits for a particular vessel within a category.
S61/AS3 B214ST B212 S76A/C 365N 356C Bo105

32 /N2
CAT1-2 CAT 3
Semi-Subs
(which includes semi-sub crane and lay
barges)
Pitch and Roll/Heave

DAY & NIGHT 3°/5M 4°/5M 4°/5M 4°/5M 4°/5M 4°/5M 5°/5M 5°/5M
Large Ships
(e.g. Drill ships, converted oil tankers, non
semi-sub crane and lay barges) + Jack-ups
on the move
Pitch & Roll/Heave 2.5°/4M 4°/5M 4°/5M 4°/5M 4°/5M 4°/5M 5°/5M 5°/5M
DAY & NIGHT
Small Ships
a. Bow Decks
Pitch & Roll/Heave DAY 2°/3M 3°/3M 3°/3M 3°/3M 2°/3M 3°/3M 4°/3M 5°/3M
NIGHT 1°/1.5M 1.5°/1.5M 1.5°/1.5M 1.5°/1.5M 1°/1.5M 1.5°/1.5M 2°/1.5M 2.5°/1.5M
b. Stern Deck & Amid
Ship
Pitch & Roll/Heave DAY 2.5°/3M 3°/3M 3°/3M 3°/3M 2.5°/3M 3°/3M 4°/3M 5°/3M
NIGHT 1.5°/1.5M 1.5°/1.5M 1.5°/1.5M 1.5°/1.5M 1.5°/1.5M 1.5°/1.5M 2°/1.5M 2.5°/1.5M
Oil Tanker Mooring
Buoys
Pitch & Roll DAY 2° 2° 2° 2° 2° 2° 2° 3°
NIGHT 1° 1° 1° 1° 1° 1° 1° 1.5°
Definitions
CAT 1 Helideck with 'D' value of 22.2M or greater e.g. cleared for S61N
CAT 2 Helideck with 'D' value of 18.70 to 22.19M e.g. cleared for AS332L/Bell 214ST
CAT 3 Helideck with 'D' value of 16.00 to 18.69M NOTE: S76 'D' value is 16.00M
19.26.2. The roll and pitch limits for each type may differ by day and by night and may vary
depending on the type of vessel being considered, e.g., semi-sub, large ship, small ship,
oil tanker mooring buoy, and indeed the location of the helideck, e.g. on small ships the
bow deck, stern deck and amidships. The appropriate limits should be made available to
the vessel operator who needs to be aware of the operating margins, one of the
determinant in any decision or advice by him to suspend flying in adverse weather
conditions. The vessel operation and aircraft operator should also be aware that if an
'across the deck' landing is required because of wind direction, the vessels pitch may
become the aircraft's roll and vice versa.
19.26.3. The operator should also provide advice on heave, albeit recognising that this is more
difficult to measure. The ability of the vessel to measure heave is most useful, although
high costs may deter any fitment of the necessary equipment. Wherever possible, a
judgement should be made on heave and passed to the pilot.

Part 4 - Air Operations, Specific Other Specialised Operations
CHAPTER 20 - OTHER SPECIALISED OPERATIONS ............................................................... 20-3
20.1. AERIAL TOP SPRAYING ................................................................................................ 20-3
20.2. OIL DISPERSANT SPRAYING........................................................................................ 20-4
20.3. WINCH OPERATIONS .................................................................................................... 20-4

Emergency Winch Capability ...................................................................................... 20-4
Winch Equipment ........................................................................................................ 20-5
Empty Winch Hooks .................................................................................................... 20-5
20.4. HELICOPTER EXTERNAL LOAD OPERATIONS........................................................... 20-5
Specialist Personnel.................................................................................................... 20-6
Pilots........................................................................................................................ 20-6
Aircrewmen ............................................................................................................. 20-6
Loadmasters ........................................................................................................... 20-6
Lifting Equipment ........................................................................................................ 20-6
Personal Protective Equipment .................................................................................. 20-7
20.5. SAR PROCEDURES ....................................................................................................... 20-7
20.6. DESERT OPERATIONS.................................................................................................. 20-8
20.7. COLD WEATHER OPERATIONS.................................................................................... 20-8

Intentionally Blank

OTHER SPECIALISED OPERATIONS
20.1. Aerial Top Spraying
20.1.1. A requirement sometimes exists in forestry companies for the dressing of plantations to
be undertaken from the air. It is an unfortunate fact that the only aircraft available for
this purpose are single engined. Therefore, taking note of the fact that such operations
are recognised throughout aviation as being high risk, involving not only single engine
aircraft but ones that are robustly manoeuvred very close to the ground, circumspection
is required before using this method of application as opposed to dressing from the
ground.
20.1.2. Analysis shows that past accidents can be attributed to:
20.1.2.1. Striking obstacles caused by misjudged height and clearances, poor decision
making and inadequate preparation and planning.
20.1.2.2. Landing and take-off accidents, often caused by unsuitable landing and take-
off areas.
20.1.2.3. Engine failure or power loss, usually to piston-engined aircraft.
20.1.3. The last two can be countered to a large extent by the provision of sound all-weather,
properly designed air strips of adequate length and width and with prepared over-runs,
under-runs and shoulders, with approach and take-off gradients sensibly clear of
obstacles, and the use of the much more reliable turbine powered aircraft, be they fixed
wing or helicopter.. Birds can be difficult to avoid at low level but the risk can be reduced
by sensible routing and heights during transit flying, and where practical avoiding the use
of airstrips in known high areas of bird concentration.
20.1.4. The first can be countered by carefully selected and experienced pilots and the
insistence on proper preparation planning and supervision. Aircraft are robust, simple
and are designed for VMC flying only with the most rudimentary instrument panel.
Rarely are pilots instrument rated, dual equipped aircraft are not normally available for
conversion or recurrent training, the pilot is often self-supervising and rules and
procedures are rarely embraced in an Operations Manual. Furthermore, this is an
activity in which the regulatory authority will often take no more than a passing interest.
20.1.5. The foregoing points to the need for scrutiny of both operator and proposed operation. It
will also be necessary to have an active focal point within the Company to oversee the
operation from the planning stage through to completion. Not only will he need to
scrutinise the operation on site but also, for instance the method of transit, where the
propensity for the pilot to fly close to the ground, even unnecessarily, has led to
numerous bird strikes and collision with objects such as unmarked or unplotted overhead
wires.
20.1.6. The focal point will need to concern himself with procedures and control but also the
suitability of the operating sites in terms of size, quality and adequacy of support
facilities. He will need to pay particular attention to the spraying area to agree with the
pilot on the method of positioning for each swathe and the briefing, training and
supervision of support personnel including markers if employed. All obstructions will
need to be plotted and the method of their avoidance agreed. A list of items for
consideration is found in Part 5, Annex G, of this manual.

20.2. Oil Dispersant Spraying
20.2.1. Oil dispersant spraying is not a public transport activity and the increased risks posed by
manoeuvring an often large aircraft close to the sea in conditions of sometimes poor
visibility/no horizon must be fully recognised.
20.2.2. The increased risks can be abated by using multi engine aircraft; where a single engine
aircraft must be used, it should be turbine powered since turbine engines are very much
more reliable than their piston engine equivalent. It is also imperative that the operations
be closely controlled in operations terms.
20.2.3. This includes the provision of adequate airstrips, properly authorised routings, and transit
and spraying altitudes, well trained and experienced personnel operating within the
confines of a comprehensive Operations Manual, and suitably equipped aircraft. The
aircraft should always carry two instrument rated pilots, each with full blind flying panels,
Radalt with audio, auto-pilot and an accurate and rapid fixing aid such as GPS. Good
visibility from the cockpit is a requirement. A rapid dispersant dump facility is also
necessary.
20.2.4. Oil spraying operations require good organisation, accurate flying discipline and effective
co-ordination of resources. In this last regard more than one aircraft may be employed
on the operation and a spotter aircraft is an almost invariable requirement. In most
cases of spillage in open areas, spraying effectiveness will be much enhanced by the
expert use of side scan radar and or infra-red surveillance equipment in the spotter
aircraft.
20.2.5. The complex and risky nature of these operations means that the Aviation Adviser
should be consulted early on in the planning stage and should carry out a subsequent
audit of the proposed operator. Ad hoc operations would be highly risky and should be
avoided.
20.3. Winch Operations
20.3.1. Winching activities and the equipment utilised are not to full public air transport
standards and the risk of accident and injury to personnel is therefore higher than that
normally acceptable for air operations. It is therefore imperative that winching
operations, including training, are only undertaken when judged operationally essential
and, then, strictly in accordance with the specified procedures.
20.3.2. Twin-engined helicopters shall always be used for winch operations and shall have a
single-engined Out of Ground Effect (OGE) hover capability at all stages of the operation
other than for actual emergency use.
20.3.3. Marine support operations e.g., ship pilot transfer should routinely be conducted in
accordance with the recommendation of the International Chamber of Shipping guide.
20.3.4. It should be noted that training should always be carried out with full single-engined
hover capabilities at the operator designated heights ASL/AGL.
Emergency Winch Capability
20.3.4.1. After due consideration and regular reassessment of the task and emergency
response environment, recommendations may be made for Companies to
have "a winch capability". In this case a formal initial/recurrent training
programme must be instituted by the aircraft Contractor and it is equitable
that the Companies should support this contractually.

20.3.4.2. Should the Companies have a day only flying operation and it is required to
extend this winch capability to night flying, assuming the aircraft is suitably
equipped, then formal training programmes must cover this aspect as well.
Where this capability has been requested and is established it is
recommended that exercises should be held regularly to assess speed of
response including the winch fitting.
20.3.4.3. An assessment should also be made of whether there is any realistic

availability of SAR capable helicopters from government or other sources, if
not, and the need is confirmed then it is prudent that two winches should be
available on site.
Winch Equipment
20.3.4.4. Where certified winch equipment is available and is not used on the aircraft
on a regular basis, routine maintenance of the winch and equipment must be
covered under the operator's maintenance schedule. This must include
testing of the winch on the aircraft at regular intervals not to exceed a period
of two months.
Empty Winch Hooks
20.3.4.5. Several incidents have occurred where empty winch hooks have been
snagged on vessels with the resultant loss of the helicopter. To minimise the
risk of such an occurrence, a double lift procedure should be adopted
whenever aircraft performance or ambient conditions permit. In any case, as
an extra precaution bolt croppers should be immediately available on deck
and the aircraft cable cutter must be armed throughout the manoeuvre.
20.4. Helicopter External Load Operations
20.4.1. The unique ability of the helicopter to carry payload externally by means of cargo
hook(s), slings and nets makes it a particularly useful vehicle in support of oil exploration
and production operations, and in some regions, the underslung movement of drilling rig
structure and consumables may be the only viable means of transport. The ability to
make up netted loads in advance of the helicopter arrival at a pick-up point also reduces
wasted time (often at high hourly flying charge rates) and thus may assist in minimising
operating costs.
20.4.2. The potential advantages of external loads operations are to a degree offset by additional
safety hazards presented by the need for precision manoeuvring of the helicopter in
hovering flight close to ground handling personnel. The high power settings required to
hover and transition to and from forward flight with an underslung load generate heavy
rotor downwash in the hook-up and drop zones, and marshalling and cargo handling
personnel must therefore be suitably protected. Structures, buildings and equipment in
these areas must also be sufficiently robust and well secured to prevent movement.
20.4.3. These and other hazards should be considered, and brought to the attention of all
personnel prior to starting operations and to all new personnel. Detailed guidance is
available in a small publication CAP426 "Helicopter External Load Operations" issued by
the U.K. Civil Aviation Authority or U.S. FAA FAR-133 - External Load Operations.
Thorough training of all ground crew is essential for the safe conduct of these operations,
and only nominated personnel should carry out marshalling and hooking up duties.

Specialist Personnel - Pilots
20.4.3.1. Only experienced pilots should be employed on external load operations, and
in some areas, such as Australia, a specific rating must be obtained by a pilot
before he may carry out this type of work as aircraft commander on a
revenue basis. Where sling load work is infrequent, some continuation
training may be required from time to time.
20.4.3.2. Continuous external load operations are recognised as more fatiguing than
conventional flying, and where the regulatory body does not impose more
stringent limitations, then the recommendations in Section 4.1 Note 3 should
be followed.
Specialist Personnel - Aircrewmen
20.4.3.3. Non-pilot crew members are known by various names, but in some types of
aircraft, where the pilot is seated some distance from the cargo hook, or a
system of rear-view mirrors for sighting the hook assembly is not adequate,
they form an essential part of the crew.
20.4.3.4. Although the ground marshaller is able to signal coarse directional indications
to the pilot, a crewman on a despatcher harness and on the aircraft intercom
system is best placed to con the pilot over the load to be picked up, or over
the drop zone. The crewman may also be usefully employed in the recording
of statistics. If the decision is taken to employ aircrewmen, they must be
appropriately trained as full members of the crew.
Specialist Personnel - Loadmasters
20.4.3.5. These personnel may also be known as cargomasters, loaders, marshallers,

hookmen etc. but the basic requirement is that on each occasion when a
helicopter is required to pick up a sling load, one appropriately trained person
must be positioned ahead (and usually to starboard) of the aircraft, in full
view of the pilot where he directs the aircraft over the load by hand signals.
In addition, one hookman attends the load, to place the shackle or hard eye
of the sling, over the cargo hook. When dropping a load, only the marshaller
is required, and all other personnel should be well clear.
20.4.3.6. Loadmasters should be readily recognisable from other personnel by means

of coloured overalls and/or surcoats.
Lifting Equipment
20.4.3.7. The size, safe working load, length etc. of slings, hooks, nets shackles and
'D' rings will clearly vary with the capability of the helicopter employed, and
the type of load. It is essential however, that these items be clearly identified
for aircraft use only (e.g. by colour coding) and stored separately from
general purpose slinging and other equipment. Adequate records should
always be maintained to ensure that all items are within life or a test date.
20.4.3.8. Some basic safety points:
a. A swivel must always be inserted between the fixed hook assembly

of the helicopter, and the external load.
b. A shackle or hard eye must form the direct connection between the
cargo hook and sling. Soft eyes, and particularly rope may bind on
the cargo hook and prevent release when normally selected, or, more
dangerously, in case of emergency.

c. All items in the load chain must have a breaking strain of at least 4
times the weight of the largest load to be carried.
d. Steel wire slings should be used in preference to nylon webbing,

which may chafe very rapidly in flight if badly rigged.
e. Electrical and emergency mechanical cargo hook release

mechanisms should be tested daily.
20.4.3.9. Winch, shackles, line slings, hoist, controls etc. are all part of same system
and should be controlled in the same manner to ensure that all the
components are subjected to the same overall maintenance testing
programme.
20.4.3.10. The aircraft hook assembly and operating systems are subject to the same
planned maintenance requirements as other aircraft components.
Personal Protective Equipment
20.4.3.11. All personnel working around running aircraft should be provided with
coveralls for protection against dust, sand and small objects disturbed by
rotor or propeller wash, and to a degree against flash burns in the event of
accident.
20.4.3.12. Loadmasters in particular must be supplied with the following, which should
be worn at all times when engaged in external load work.
a. Safety helmet - with chinstrap
b. Ear defenders (or at least ear plug type)
c. Eye protection
d. Coveralls
e. Safety shoes
20.5. SAR Procedures
20.5.1. It is imperative that the SAR Section of the Operations Manual is explicit in terms of the
following:
20.5.1.1. Aircrew and SAR team duties and responsibilities.
20.5.1.2. Hoist operation and limitations.
20.5.1.3. Hoist installation, removal and inspection requirements.
20.5.1.4. Training limitations - including height and positioning for live loads.
20.5.1.5. Standard operating procedures - to include winching circuit, standard calls,

hand signals, single lift, double lift, crew co-operation.
20.5.1.6. Aircraft and hoist emergencies procedures - to include cable runway, single
or double engine failure, discharge of static electricity, control of swing.

20.6. Desert Operations
20.6.1. In a desert location, it is impossible, irrespective of the area, to operate helicopters or

aeroplanes in a substantially sand free environment during the take-off and landing
phases.
20.6.2. Desert winds are such that any cleared area is rapidly covered with sand and irrespective
of the efforts to do so, they cannot be maintained in a completely sand free condition.
20.6.3. The onus must be placed on the Contractor(s) to provide such sand filtration systems as
are necessary to protect the engines and to adopt, especially where helicopters are used,
such maintenance procedures as will protect the bearings of rotating assemblies.
20.6.4. Operations should be closely monitored to ensure that dust clouds generated by take-offs
and landings do not make these operations unsafe. Some form of binding agent such as
oil or bitumen can be used in the immediate vicinity of helipads to lessen the effect of
helicopters landing and taking off and the use of a raised helipad (see Chapter 7 for
fuller details) can significantly decrease the amount of sand disturbed.
20.7. Cold Weather Operations
20.7.1. Cold weather operations require careful planning in terms of the operation of the airfield,
the protection of personnel, the provision of adequate aircraft support equipment and the
preparation and operation of the aircraft. In some locations, cold weather operations are
the norm and sound established procedures are in place. Elsewhere, severe weather
may be seasonal or occasional and adequate preparations need to be made, if only as a
contingency. Some aspects fall under the heading of "airmanship" but nevertheless, one
would expect an Operator to ensure the subject is covered comprehensively in the Flight
Manual for the aircraft operated and in both the Operations Manual and the Engineering
Procedures Manual. The Operator would also be expected to train and equip his
personnel to be effective in such conditions.
20.7.2. Thorough preparation is required; the factors considered in Part 5 Annex H at the end of
this manual, highlight some of the considerations for both fixed wing and helicopter
operations.

Part 5 - Annexes
PART 5 - ANNEX REFERENCES
ANNEX A OUTLINE JOB DESCRIPTION FOR AIR OPERATIONS SUPERVISOR (SEISMIC

SUPPORT)
ANNEX B AIRCRAFT FLIGHT FOLLOWING AND RADIO LOG
ANNEX C SEISMIC OPERATIONS

E-1 Jungle Heliports
E-2 Helipad Status Board
E-3 Daily Program Planning Board
E-4 Flight Planning Board
E-5 Dz Check List
E-6 Water Supply Status Board
E-7 Daily Utilization Report
E-8 Monthly Utilization Report
E-9 Aircraft Crash Rescue Procedural Chart
ANNEX D OFFSHORE HELICOPTER LANDING AREAS - PHYSICAL PROPERTIES
ANNEX E AERIAL APPLICATIONS - CONSIDERATIONS
ANNEX F FACTORS TO BE TAKEN INTO ACCOUNT IN COLD WEATHER OPERATIONS

Annex References Issue Date: February 1998 Page i
Part 5 - Annexes
Intentionally Blank
Page ii
ANNEX A
OUTLINE JOB DESCRIPTION FOR AIR OPERATIONS SUPERVISOR
The Air Operations Supervisor normally reports directly to the Head of Aircraft Services or indirectly to the Chief
Geophysicist via the Operations Geophysicist. It is recommended that assistance be sought from The Aviation
Adviser when reviewing the qualifications and level of experience of personnel being considered for the position
of Air Operations Supervisor; an individual with a background in private flying is not considered to be
appropriately qualified. It must be realised that helicopter seismic support in a jungle environment is exposed to
a risk already higher than the risk associated with helicopter support to normal public transport standards.
Seismic helicopter support needs to be professionally managed. The responsibilities of the Air Operations
Supervisor must be clearly defined and include the following:-
To:
• make the most efficient and economical use of helicopters assigned to the operation and to plan all
aircraft flying.
• determine that helicopters are operated with complete regard to all aspects of flight safety and are
maintained in accordance with contractual obligations and industry norms.
• keep scheduled maintenance records updated daily and advise when scheduled maintenance falls due
resulting in loss of availability to the Company.
• determine that quality control procedures for the delivery of clean, dry fuel to the helicopter are in place
and quality control records are kept. If bulk fuel is the Company concern he will also be responsible for
the ordering and timely delivery of sufficient supplies to meet requirements and for the condition and
maintenance of the refuelling equipment.
• confirm all pilots and engineers assigned to the task meet E & P Forum recommendations in
qualifications and levels of experience.
• confirm that the accommodation provided for pilots and engineers is acceptable.
• confirm pilots keep daily records of duty times and hours flown and that the The Company limits are
not exceeded.
• confirm helicopters are safely and correctly loaded with either cargo or passengers.
• confirm all helipads are inspected by him prior to being declared operational ensuring the landing point,
reject areas, fly-aways and markings are up to specification and dropping zones are cut to the correct
size and correctly marked. Similarly airstrips for the use of fixed wing aircraft involved in the operation
are his responsibility.
• immediately report all accidents/incidents to the Company and to ensure that in the event of an
accident, aircraft are not removed from the scene of the accident until the Aviation Authorities and The
Aviation Adviser have completed their investigations.
• confirm that all helicopter role equipment is maintained in a serviceable condition, i.e. slings, strops,
cargo nets, baskets, long lines and cargo hooks. All lifting equipment should be colour coded,
registered on site, and valid test certificates should be readily available at the helicopter operators main
base facility.
• confirm that all staff assigned to the seismic campaign who have not previously worked with
helicopters, be shown (prior to their first flight) around a helicopter (when shut down) and be thoroughly
briefed in embarking/disembarking and emergency procedures on escape from and behaviour in and
around a helicopter; all passengers are to receive regular briefings.
• maintain complete records of all flying carried out with hours flown in the different roles for line
opening, recording, drilling, gravimetric, surveying, detonators, dynamite, long lining, transit and recce
and record the total cargo and passengers carried specific to each role.
• confirm dangerous goods transported by air are carried in accordance with ICAO / IATA regulations,
paying due consideration to any variation that may be applicable to the country in which operations are
being carried out or through which the dangerous goods may transit.
• submit Aviation weekly and monthly reports to the Head of Aircraft Services and the Chief
Geophysicist covering helicopter operations, engineering, personnel and safety as appropriate.

Annex A Issue Date: February 1998 Page 1 of 2
ANNEX A
• organise monthly aviation safety meetings with aviation personnel including line opening supervisors
and seismic party chiefs. All meetings should be minuted, minutes of meetings circulated for comment
and, where necessary, for follow-up action.
• liaise closely with Company Field Seismic and Survey Supervisors in matters concerning aircraft
operations. Similarly, to maintain a close liaison with the assigned aviation contractor's Chief Pilot to
ensure that all aviation matters are directed through the Air Operations Supervisor and not through the
seismic contractor.
• confirm all personnel directly involved with aircraft operations e.g. hookmen and aircraft loaders, are
properly trained and utilise the approved safety equipment, i.e. boots, helmets, gloves and clothing.
• maintain company Notices to Pilots / Engineers files and ensure they are read and signed by aviation
personnel; this file should contain anything specific to the seismic aviation activities e.g. last landing
times, approach paths to specific helipads, transit heights, etc."
• prepare an area map with crash grid overlay for emergency purposes and establish a complete
contingency plan to cover events of an aircraft accident or forced landing. Similarly a contingency plan
should be available for medevac, casevac and ground search where this involves the use of
helicopters and possibly fixed wing.
• brief all concerned on the emergency contingency plans, their responsibilities and the use of SAR
maps and equipment.
• arrange, at quarterly intervals, a practice of the emergency contingency plan.
• maintain and supervise a satisfactory radio flight following system with a radio operator logging all
take-offs and landings and maintaining a continuous two-way communication with aircraft when
airborne.
• be responsible for the disposition of serviceable fire fighting equipment in and around aircraft operating
areas as appropriate and the disposition of flight safety notices to ground personnel in and around
aircraft operating areas and passenger waiting positions.
• confirm that all aircraft "unavailable" time is recorded and, where this exceeds the contractor's
allowance in accordance with the service agreement, advise on the reduction to the invoiced charges.
All flight charge documents submitted by the aircraft contractor which will subsequently be used for
invoicing should be vetted and signed by him.

Annex A Issue Date: February 1998 Page 2 of 2
ANNEX B
AIRCRAFT FLIGHT FOLLOWING AND RADIO LOG
The purpose of this section is to give guidance on flight following to aircraft operators or field
units, when operating in regions where no service is provided by the National Air Traffic
organisation, or when aircraft are operating beyond the normal coverage of an Air Traffic
Control network.
In such cases, having cleared the local airfield/camp/rig frequency on departure, aircraft
remain out of contact with a ground facility until "checking in" with their destination or making
a landing/landed call. They often operate over unpopulated and inhospitable areas for long
distances (the reason for their use) and, should they suffer an emergency or be forced to
land, some considerable time may pass before the receiving station initiates overdue
procedures. Rescue services would be faced with sweeping a large area in their search for
the missing aircraft.
It is, therefore, essential for ground stations and aircraft to maintain radio contact not only at
take-off and landing but throughout the whole flight; both to alert watch-keepers to a possible
emergency and to focus the search and rescue operation.
It is preferable to develop a system of reporting based on either time, normally ten minute
intervals or known check points, or a combination of both, rather than attempting to maintain
constant radio contact, which invariably proves too onerous for both parties.
Having decided which system is most suited to the particular operation or route, all
position/operations normal reports, together with the expected time of the next check call,
should be logged. Procedures on the action to be taken if an aircraft fails to make a position
report should be developed, set down and practised.
Note: The Aviation Adviser can assist in both selecting a suitable position reporting system
and in writing overdue procedures pertinent to the theatre of operations.
An example of a typical procedure is given below:
UNCERTAINTY PHASE
The aircraft fails to transmit a position report at the given lapsed time or at a check-point.
ACTION
ENTER ALL ACTIONS IN THE AIRCRAFT FLIGHT WATCH AND MOVEMENT LOG.
1. Call the aircraft yourself; if no reply repeat this twice, also on any secondary frequency.
2. If near its ETA, contact the destination to check if the aircraft has landed without
making a radio call.
3. If it has not landed, check your radio with another station (preferably an airborne one).
If your radio is serviceable and the other station is also unable to establish contact with
the aircraft, continue calling for up to 30 minutes from the time the check call/position
report should have been made, then continue with ALERT PHASE.
4. If your radio is unserviceable, contact a nearby radio facility by other means; ask them
to call the aircraft. If this proves successful transfer the flight watch to that station,
giving them full details of the flight, otherwise continue with the ALERT PHASE.
ALERT PHASE
All attempts to establish contact with the aircraft have failed.

Annex B Issue Date: February 1998 Page 1 of 4
ANNEX B
ACTIONS
1. If possible, alert other aircraft and surface facilities to start searching along the track of
the lost aircraft.
2. Contact the rescue Co-ordination Centre (RCC) or other agency.
ALERT MESSAGE
1. Location and telephone number
2. I have lost contact with:
a. Aircraft callsign ...............................................................
b. Aircraft registration ...............................................................
c. Aircraft operating company ...............................................................
3. En route from/last known position ...............................................................
4. To ......................................................
5. Departure or reporting time ......................................................
6. Last ETA given by aircraft ...............................................................
7. Number of persons onboard ...............................................................
8. Fuel endurance ...............................................................
9. I have already alerted (if applicable)
Aircraft: Vessel or location:

callsign ............................... name/callsign ...............................
position ............................... position ...............................
VHF-frequency ............................... marine VHF ...............................
10. Weather conditions, including sea state ..............................................................

(Where applicable)
11. Any additional information ......................................................

ANNEX B
DISTRESS PHASE
The aircraft has or is about to make a forced landing.
ACTION
1. If possible, alert another aircraft or surface vessel to proceed to the last known position.
2. Contact the Rescue Co-ordination Centre and pass the following message (preferably by
telephone):
Distress Message
a. Location name and telephone number
b. I have received a message from ............................................. (source of

information)
c. That an aircraft has made/is about to make a forced landing at or en route to
.................................................................................................................
Position ....................................................................................................
(platform/rig name, lat/long. or bearing and distance from.
3. Continue with your company altering procedure.

AIRCRAFT RADIO LOG BOOK AIRCRAFT
STATION: OPERATOR:
WIND VISIBILITY CLOUD
WEATHER PASSED TO AIRCRAFT OPERATOR TIME DIRECTION SPEED COVER BASE TEMPERATURE QNH QFE
TIME FROM TO MESSAGE ARRIVAL DETAILS Locat

TIME PAX FREIGHT
DEPARTURE MESSAGE
TIME ALTITUDE/FL DESTINATION
ARRIVAL DETAILS Locat

TIME PAX FREIGHT
DEPARTURE MESSAGE

TIME PAX FREIGHT
DEPARTURE MESSAGE

TIME PAX FREIGHT
DEPARTURE MESSAGE
SUPERVISOR SIGNATURE:

Annex B Issue Date: February 1998
Aircraft Management Issue Date: February 1998
Guide
SEISMIC HELICOPTER OPERATIONS
HELIPAD STATUS BOARD
DATE LOCATION OPEN CLOSED DUE APPROVED BY CHE

RE-NSPECTION
1 METRE

Annex C-2 Issue Date: February 1998
DAILY PROGRAM PLANNING BOARD
DATE TIME LINE OPENING
CREWS FROM TO REQ'D CREWS LOC SUPPLY REQUIREMENTS

LABO 1
2
FRONT 3
CREW 4
BACK 5
CREW 6
TOPO H.P.
1 1
TOPO 2
2 3
GRAVI. 4
5
SAT. 6
7
DRILL.
1
DRILL.
2
DRILL
3
2 METRES

ANNEX C-3 Issue Date: February 1998
ANNEX C-4
FLIGHT PLANNING BOARD
REMARKS
DATE FLT. A/C CREW T.O. HELIPAD PILOT HRS

No. REG. TIME FLIGHT DETAILS CHECK
NOTES LOCATION OF
EQUIPMENT
PUMP -
FUEL -
LONG
LINE - 2M
HAZARDS
2 METRES

Annex C-4 Issue Date: February 1998 Page 1 of 1
ANNEX C-5
DZ CHECK LIST
DZ No ......................................
Trace .......................................
Profil ........................................
Crew: Crew Chief:
The DZ is 5mx at ground level ..................... 30 m
30 m
The clearing is 30m x 30m at height .....................
No protruding branches .....................
Numerals not smaller than 1m .....................
Numerals are in white ..................... 5m
5m
All debris has been cleared .....................

ANNEX C-6
WATER SUPPLY STATUS BOARD
DATE PAD STATUS REMARKS
80 cm
40 cm
STATUS:
RED = EMPTY TANK - COLLECT/REPLENISH
GREEN = FULL TANK
BLACK = ½ FULL TANK

DAILY UTILISATION REPORT
DEPT LINE DRILLERS GRAVI. TOPO. LABO SATELLITE DYN DETOS L.L.
OPENING CREW
PAX PAX PAX PAX PAX PAX PAX PAX PAX
FLT. FLT FLT FLT FLT FLT FLT FLT FLT FL
A/C REG. TIME FRT TIME FRT TIME FRT TIME FRT TIME FRT TIME FRT TIME FRT TIME FRT TIME FRT TI
DAILY
TOTALS
MAJOR
START FINISH TOTAL INSP DUE SECTORS SLINGS
A/C REG CUM. CUM. REV.
DAILY HRS AT HRS
HOURS HOURS DAILY CUM DAILY CUM FROM TO
FLEET
TOTALS
REMARKS

Annex C-7 Issue Date: February 1998
ANNEX C-8

MONTHLY UTILISATION REPORT
HELICOPTER
MONTH CREW LOCATION OPERATOR
TOTAL FLEET FLYING HOURS KMS. SHOT HRS/KM
TOTAL PASSENGERS TOTAL SECTORS

CARRIED
TOTAL FREIGHT (inc. BASKETS) TOTAL SLINGS
CARRIED
TOTAL BASKETS
FLIGHT BY DEPARTMENTS HELICOPTER UTILISATION
DEPT. A/C REG. A/C TYPE FLY HRS SECTOR SLINGS

S
L.OPENING
DRILLING
GRAVI.
SURVEY
LABO
SATELLITE TOTAL
DYN. DOWTIME
DETOS. A/C DATE TIME REASON PENALT

REG. DOWN Y
LONG LINE
CREW
CHANGE
RECCE.
1/2 REVENUE
TOTAL TOTAL
INVOICE STATEMENTS
A/C REG. AND TYPE
TOTAL COST
PENALTIES
SUB TOTAL
TOTAL HELICOPTER COST

TYPICAL SEISMIC BASE CAMP AIRCRAFT CRASH RESCUE PROCED
MAYDAY CALL FLIGHT OVERDUE
1. Log time and demand position. 1. Log all calls - note times 1. Lo
2. Log all calls - note times 2. Call overdue a/c on VHF and HF 2.
3. Ask other a/c to try all frequencies 3. Can
4. Call ground station at last departure point 4. I
5. Call destination ground station.
When a/c is 30 mins OVERDUE
A. Obtain runners - PC, Safety Officer

Chief Pilot
B. Establish position by Dead Reckoning
on map.
C. Establish P.O.B.
ACTIVATE
SAR
ALL PILOTS AIRBORNE SAFETY OFFICER RADIO OPERATOR PARTY CHIEF
1. ATTEND RADIOS 1. Co-ordinate from base

1. On receiving alert, 1. Muster crash team
VHF 2. Organise ground rescue
monitor all radios 2. Load crash boxes
HF party
HF KEY
3. Inform , D.C.A.
VHF 3. Board, with hand-
Note: Radio fits vary of Callsign
121.5 held VHF
per type Type
2. Minimise R/T traffic
Time last contact
Last known position
4. Large map
5. ?fixed wing
Aircraft Management
Guide Issue Date: February 1998
Intentionally Blank

ANNEX D
OFFSHORE HELICOPTER LANDING AREAS - PHYSICAL CHARACTERISTICS
1. General
1.1. This Annex provides guidance on the physical characteristics of helidecks on offshore
installations. It should be noted that where a Certificate of Fitness is required, it should
state for each helicopter landing area the maximum size of helicopter in terms of D-value
for which that area is approved by the Civil Aviation Authority with regard to strength, size
and arrangement, in accordance with these requirements. The D value given on the
Certificate of Fitness should be qualified by one of the following statements as necessary
for 'single main rotor helicopters' or 'tandem main rotor helicopters'. Where these criteria
cannot be met in full for a particular size of helicopter the Aviation Adviser should be
consulted to determine if another type should be selected or if any operational restrictions
to compensate for minor shortfalls from these criteria may be acceptable.
1.2. The criteria which follow are based on helicopter size and weight. These are summarised
in the table below:
Figure 1: 'D' Value and Helicopter Type Criteria
Type D value Rotor Rotor Max Landing net

(metres) height diameter weight size
(metres)* (metres) (kg)
Bolkow Bo 105D 11.81 3.80 9.90 2300 Not required†
Bolkow 117 13.00 3.84 11.00 3200 Not required†
Agusta A109 13.05 3.30 11.00 2600 Small
Dauphin SA 365N2 13.68 4.01 11.93 4250 Small
Sikorsky S76B and C 16.00 4.41 13.40 5307 Medium
Bell 212 17.46 4.80 14.63 5080 Not
required†4
Super Puma AS332L 18.70 4.92 15.00 8599 Medium

Bell 214ST 18.95 4.68 15.85 7936 Medium
Super Puma AS332L2 19.50 4.92 16.20 9150 Medium
Sikorsky S61N 22.20 5.64 18.90 9298 Large
EH101 22.80 6.65 18.60 14290 Large
* With skid fitted helicopters, the maximum height may be increased when ground handling wheels are fitted.
† Where skid fitted helicopters are used routinely landing nets are not recommended.
2. Location
2.1. The location of a specific landing area is often a compromise given the competing
requirements for space. It should be situated so that:
2.1.1. It is located on the installation with respect to prevailing wind conditions, in such a
position that any structure induced airflow and temperature effects are minimised.
2.1.2. Ready access to and from the accommodation area is provided without the need
to pass through working areas.
2.1.3. The clear approach and take-off sector recommended in para 4 is available, with
due regard to prevailing winds;
2.1.4. Air turbulence due to adjacent structures and temperature gradients due to such
items as gas turbine exhausts, are minimised and remain acceptable for all wind
directions (see para 3). If these conditions cannot be met it may be necessary to
impose restrictions on helicopter operations. In extreme cases these may be
particularly severe, in which case consideration should be given to providing a
second landing area at the opposite side of the installation to cater for wind
directions unfavourable to the primary site.

Annex D Issue Date: February 1998 Page 1 of 14
ANNEX D
2.1.5. It is at or above the highest point of the main structure. This is a desirable feature
but it should be appreciated that if this entails a landing area much in excess of 60
metres above sea level, the regularity of helicopter operations may be adversely
affected in low cloud base conditions.
2.1.6. From the helicopter pilot's point of view, the preferred approach and take-off path
for the helicopter would be in such a direction(s) that the Captain in the right hand
seat has the best view of the obstacle environment.
2.1.7. Taking into account and allowing for all the points above, on balance the bi-sector
of the obstacle free sector should be positioned facing into the prevailing wind.
3. Air Turbulence and Temperature Gradient
3.1. Turbulent airflows across the landing area can be caused by wind flow around adjacent
structures and by exhausts such as from gas turbines, which can also cause temperature
gradients. These effects can seriously influence helicopter handling or performance
characteristics.
3.2. Landing areas situated directly on top of deep slab-sided structures such as
accommodation modules, have been known to suffer from excess vertical airflow
components unless there is sufficient separation to allow airflow beneath the helideck.
3.3. For this reason the combined effects of airflow direction and turbulence, prevailing wind
and installation prime mover exhaust emissions, should be determined for each
installation. As a general rule, the vertical component of airflows resulting from wind
velocities up to 25 metres per second should not exceed ± 0.9 metres per second over the
landing area at main rotor height.
3.4. Ideally, where gas turbines are installed and the exhaust gases may affect helicopter
operations, some form of exhaust plume indication should be provided for use during
helicopter operations, for example, by the production of coloured smoke. Unless it is
obvious that the air temperature in the vicinity of the flight paths to and from the helideck
will not be affected by the exhaust plume, a survey of ambient temperatures should be
conducted during periods when the wind is blowing directly past the turbine exhaust duct
towards the landing area. Where ambient temperature, in the vicinity of the flight paths
and over the landing area, is increased by more than 2°C the helicopter operator should
be informed.
4. Size and Obstacle-Free Environment
4.1. For any particular type of single main rotor helicopter, the landing area should be
sufficiently large to contain a landing area circle of diameter D equal to the largest
dimension of the helicopter when the rotors are turning. This landing area circle should be
totally unobstructed.
4.2. In considering deck size, Companies will need to take account of possible use by military
SAR aircraft and even, perhaps, tandem on side by side rotor helicopters. Such twin
rotored helicopters require much larger decks and introduce the concept of the square or
rectangular decks.
4.3. From any point on the periphery the above mentioned landing area circles, an obstacle-
free approach and take-off sector should be provided which totally encloses the landing
area circle or rectangle and which extends over an arc of at least 210 degrees. Within this
sector, and out to a distance of 1000 metres from the periphery of the landing area, only
the following items may exceed the height of the landing area, but should not do so by
more than 0.25 metres:
4.3.1. The guttering or slightly raised kerb for drainage

ANNEX D
4.3.2. Landing area lighting.
Figure 2 Obstacle Free Areas for Single Main Rotor Helicopters

ANNEX D
Figure 3: Obstacle Free Areas - Below Landing Area Level

(For all types of helicopters)

ANNEX D
4.4. The outboard edge of the safety net.
4.5. The foam monitors.
4.6. Those handrails and other items associated with the landing area which are incapable of
complete retraction or lowering for helicopter operations.
Note: As a general rule, at helidecks where obstacle free sectors are infringed by installations or
vessels which are positioned within 1000 metres of the point of origin of the sector, it may
be necessary to impose helicopter operating restrictions.
4.7. The bisector of the 210 degrees obstacle free section should normally pass through the
centre of the landing circle or rectangle. The sector may be 'swung' by up to 15 degrees
(Figure 2) in the case of landing area circles.
4.8. Within the remaining 150° arc (limited obstacle sector) out to a distance of 0.62 D
measured from the centre of the helideck, objects shall not exceed a height of 0.05 D
above helideck level. Beyond that arc out to an overall distance of 0.83 D the limited
obstacle surface rises at a gradient of 1:2 (Figure 2).
4.9. On the 150° limited obstacle sector side of the helideck, where the perimeter marking and
associated lighting encompass an area greater than the D-value, the obstacle clearances
referred to in para. 4.10 above and shown in Figure 2 should be measured from the
perimeter marking/lighting.
4.10. Whilst application of the previous criteria will ensure that no unacceptable obstructions
exist above the helicopter landing area level over the whole 210 degrees sector, it is
necessary to consider the possibility of helicopter loss of height during the later stages of
the approach or early stages of take-off. Accordingly, a clear zone should be provided
below landing area level on all fixed and mobile installations. This clear zone should be
provided over at least 180 degrees, with an origin at the centre of the declared landing
area, and with a falling gradient of 5 in 1 from the edges of the landing area within the 180
degrees sector (Figure 3).
Note: For practical purposes the falling obstacle limitation surface can be assumed to be defined
from points on the outboard edge of the helideck perimeter safety meeting supports. Minor
infringements of the surface by foam monitor platforms or access/escape routes may be
accepted only if they are essential to the safe operation of the helideck.
4.11. It is recognised that when support installations, such as 'flotels' are operating close to the
main installation, it will not always be possible to meet the horizontal and vertical obstacle
protected surface requirements. In these circumstances, installation operators should
attempt to meet the above criteria as closely as possible when planning the siting of a
combination of installations or an installation and a vessel. Consultation with the
helicopter operator in the early planning stages can help to optimise support installation
location for helicopter operations.
4.12. It is accepted that, at times, short term infringement to obstacle protected surfaces cannot
be avoided when supply/support vessels work close to an installation. Again, it is essential
that suitable arrangements are made between the installation and helicopter operator to
cover any period when infringements to obstacle protected surfaces occurs.
5. Surface etc.
5.1. The landing area should have an overall coating of non-slip material and all markings on
the surface of the landing area should be made with non-skid materials. Alternatively,
extruded section aluminium decks should incorporate adequate non-slip profiles in their
design.

ANNEX D
5.2. Every landing area should have a drainage system which will contain any rainwater and
fuel spills within its boundary and conduct them to a safe place. The deflection of the
helideck surface on any installation due to loads from a helicopter at rest should not
modify the landing area drainage system to the extent of allowing spilled fuel to remain on
the deck. A system of guttering or a slightly raised kerb should be provided around the
perimeter to prevent spilled fuel from falling on to other parts of the installation and to
conduct the spillage to a proper drainage system. the capacity of the drainage system
should be sufficient to accept a maximum spillage of fuel on the deck. the calculation of
the amount of spillage to be contained should be based on an analysis of helicopter type,
type capacity, typical fuels loads and uplifts.
5.3. Tautly-stretched rope netting should be provided to aid the landing of helicopters with
wheeled undercarriages for adverse weather conditions. The intersections should be
knotted or otherwise secured to prevent distortion of the mesh. It is preferable that the
rope be 20 mm diameter sisal, with a maximum mesh size of 200mm. The rope should be
secured every 1.5 metres round the landing area perimeter and tensioned to at least
2225N. Netting made of material other than sisal will be considered but netting should not
be constructed of polypropylene type material which is known to rapidly deteriorate and
flake when exposed to weather. Tensioning to a specific value may be impractical
offshore. As a rule of thumb, it should not be possible to raise any part of the net by more
than approximately 250 mm above the helideck when applying a vigorous vertical pull by
hand.
5.4. There are three sizes of netting as listed below in Figure 4. The minimum size depends
upon the type of helicopter for which the landing area is to be used as indicated in
Figure 4.
Small 6 metres by 6 metres
Medium 12 metres by 12 metres
Large 15 metres by 15 metres
Figure 4: Helicopter Deck Netting
5.5. For normally manned installations where no significant movement due to environmental
conditions occurs, e.g. concrete gravity and steel jacket structures, provided the helideck
can be shown to achieve an average surface friction value of not less than 0.65
determined by an approved test method, the helideck landing net may be removed. The
installation operator should ensure thereafter that the helideck is kept free from oil, grease,
ice, snow or any other contaminant that could degrade surface friction. Following removal
of the netting, the helideck should be re-tested at regular intervals. Figure 5 indicates
typical frequencies for given ranges of friction value.
Average surface friction value Maximum period between tests

0.7 and above 12 months
0.65 to 0.69 6 months
Less than 0.65 Net to be retained
Figure 5 Friction Requirements for Landing Area Net Removal

ANNEX D
6. Helicopter Tie-Down Points
6.1. Sufficient flush fitting (when not in use) tie-down points should be provided for securing the
helicopter types for which the landing area is designed. They should be so located and be
of such strength and construction so as to secure the helicopter when subjected to weather
conditions pertinent to the installation design considerations. They should also take into
account, where significant, the inertial forces resulting form the movement of floating
units.
6.2. Tie down rings should be compatible with the dimensions of tie-down strop attachments.
Advice on recommended safe working load requirements for stop/ring arrangements for
specific helicopter types can be obtained from the helicopter operator.
6.3. An example of a suitable tie down configuration is shown at Figure 6.
Figure 6 Example of Suitable Tie-Down Configurations
Note 1: The tie-down configuration should be based on the centre of the touch down marking.
Note 2: Additional tie-downs will be required in a parking area.
7. Safety Net
7.1. Safety nets for personnel protection should be installed around the landing area except
where adequate structural protection against falls exists. The netting used should be of a
flexible nature, with the inboard edge fastened level with, or just below, the edge of the
helicopter landing deck. The net itself should extend 1.5 metres in the horizontal plane
and be arranged so that the outboard edge is slightly above the level of the landing area
but by not more than 0.25 metres so that it has an upward and outward slope of at least
10°. The net should be strong enough to withstand and contain without damage, a 75kg
weight being dropped from a height of 1 metre.

ANNEX D
7.2. A safety net designed to meet these criteria should not act as a trampoline giving a
'bounce' effect. Where lateral or longitudinal centre bars are provided to strengthen the
net structure they should be arranged to avoid causing serious injury to persons falling on
to them. The ideal design should produce a 'hammock' effect which should securely
contain a body falling, rolling or jumping into it, without serious injury.
8. Access points
8.1. Many helicopters have passenger access on one side only and helicopter landing
orientation in relation to landing area access points is important because it is necessary to
ensure that embarking and disembarking passengers are not required to pass around the
helicopter tail rotor, or under the main rotor of those helicopters with a low profile rotor,
when a 'rotors-running turn-round' is conducted.
8.2. There should be a minimum of two access/egress routes to the helideck ideally located
equal distance around the perimeter. The arrangements should be optimised to ensure
that, in the event of an accident or incident on the helideck, personnel will be able to
escape upwind of the landing area. Adequacy of the emergency escape arrangements
from the helideck should be included in any evacuation, escape and rescue analysis for
the installation and may require a third escape route to be provided.
8.3. The need to preserve, in so far as possible, an unobstructed falling 5:1 gradient over the
180° sector of the helideck and the provision of up to three helideck access/escape routes,
with associated platforms, may present a conflict of requirements. A compromise may
therefore be required between the size of the platform commensurate with its
effectiveness and the need to retain the protection of an unobstructed falling 5:1 gradient.
In practice, the 5:1 gradient is taken from the outboard edge of the helideck perimeter
safety net supports. Emergency access points which extend outboard from the perimeter
safety net constitute a compromise in relation to an unobstructed falling 5:1 gradient which
may lead, in some instances, to the imposition of helicopter operating restrictions. It is
therefore important to construct access point platforms in such a manner as to infringe the
falling 5:1 gradient by the smallest possible amount but preferably not at all. Suitable
positioning of two major access points clear of the requirements of the protection of the
falling 5:1 gradient should always be possible. However, the third access referred to in the
previous paragraph will probably lie within the 180° sector and where this is the case it
should be constructed within the dimensions of the helideck perimeter safety net supports
(i.e. contained within 1.5 metres of the edge of the landing area).
8.4. Where foam monitors are co-located with access points care should be taken where
possible to ensure that no monitor is so close to an access point as to cause injury to
escaping personnel by operation of the monitor in an emergency situation.
8.5. Where handrails associated with helideck access/escape points exceed the height
limitations given at para 4, they should be retractable, collapsible or removable.
Procedures should be in place to remove, retract, or collapse them prior to helicopter
arrival. Once the helicopter has landed, and the crew have indicated that passenger
movement may commence, the handrails may be raised and locked in position. The
handrails must be collapsed or removed prior to the helicopter taking off.
9. Satellite Installations
9.1. It should be noted that for any installation, normally manned or otherwise, for which
helicopters are a normal mode of transport for personnel, a helicopter landing area should
be provided. Winching should not be adopted as a normal method of transfer. However,
where winching operations are required, they should be conducted in accordance with
procedures agreed by the Regulatory Authority and contained within the Helicopter
Operator's Operations Manual.

ANNEX D
10. Installation Markings - General
10.1. The registered name or designation of the installation should be clearly displayed in such a
position on the installation that it can be readily identified from the air.
10.2. The installation identification should be marked on the helideck surface between the origin
of the obstacle-free sector and the touchdown marking in symbols not less than 1.2
metres high and in a colour which contrasts with the background. The name should not
be covered by the deck netting.
10.3. Helideck marking and lighting serves to identify the limits of the safe landing area and
dominant obstructions thereby facilitating the safe use of the helideck both for day and
night operation.
10.4. Where reference is made to the 'safe landing area' this means the area equal to or greater
than the 'D' value of the helideck, the outer limit of which is defined by the perimeter
marking and lighting. The obstacle protected surfaces outside the safe landing area
should ensure that any helicopter, the 'D' value of which is no greater than the 'D' value of
the helideck, can land within the safe landing area with no risk of collision. The touch
down marking (circle) is the aiming point for normal landings and is so designed that the
pilot's seat can be placed directly above it an any direction with assured tail rotor
clearance.
10.5. A wind direction indicator (windsock) should be provided and located so as to indicate the
wind conditions over the helideck. It should be illuminated for night operations.
11. Helicopter Landing Area - Markings
11.1. The colour of the helideck should be dark green, dark grey or yellow. The perimeter of the
safe landing area should be clearly marked with a contrasting colour painted line 0.3
metes wide.
11.2. Aluminium helidecks are in use throughout the offshore industry. Some of these are a
natural light grey colour and often very difficult to paint. The natural colour is usually
acceptable provided where, necessary, additional measures are taken to increase the
conspicuity of helideck markings.
11.3. The origin of the 210 degrees obstacle-free sector for approach and take-off should be
marked on the helideck by a black chevron, each leg being 0.79 metres long and 0.1
metres wide forming the angle in the manner shown in Figure 7. Where the obstacle-free
sector is swung in accordance with the provision of para. 4 above this should be reflected
in the alignment of chevron. The actual D value of the helideck (as quoted on the
Certificate of fitness) should be painted on the helideck inboard of the chevron in
alphanumeric symbols of 0.1 metres high. Where a helideck has been accepted which
does not meet the normal obstacle-free sector requirements of 210°, the black chevron
should represent the angle which has been accepted and this value should be marked on
the helideck in a similar manner to the certificated D value. The helideck D value should
also be marked around the perimeter of the helideck in the manner shown in Figure 7 in a
colour contrasting with the helideck surface. The D value should be to the nearest whole
number with 0.5 rounded down e.g. 18.5 marked as 18.

ANNEX D
Figure 7.
11.4. A maximum allowable weight marking should be marked on the helideck in a position
which is readable from the preferred final approach direction i.e. towards the obstacle-free
sector origin. The marking should consist of a two digit number followed by the letter 't' to
indicate the allowable helicopter weight in tonnes (1,000kg). The height of the figures
should be 0.9 metres with a line width of approximately 0.12 metres and be in a colour
which contrasts with the helideck surface. Where possible the weight marking should be
separated from the installation identification marking in order to avoid possible confusion
on recognition.

ANNEX D
11.5. Touchdown markings (aiming circles) should be provided as follows: (see Figure 8).
Figure 8:
11.5.1. The marking should be a yellow circle with an inner diameter of 0.5 of the
certificated D value of the helideck and a line width of 1 metre. Its centre should
be located 0.1 D from the centre of the landing area towards the outboard edge of
the helideck on the bisector of the obstacle-free sector.
11.5.2. A white H should be marked co-located with the touchdown marking with the bar
of the H lying along the bisector of the obstacle-free sector. Its dimensions are as
shown in Figure 9.
11.5.3. Where the obstacle-free sector has been swung in accordance with para. 4.4 the
positioning of the touchdown marking and H should comply with the normal
unswung criteria. The H should however, be orientated so that the bar is parallel
to the bisector of the swung sector.
Figure 9:

ANNEX D
11.6. Prohibited landing heading sectors should be marked where it is necessary to protect the
helicopter from landing or manoeuvring in close proximity to limiting obstructions which,
for example, infringe the 150° limited obstacle sector protected surface. The prohibited
sector(s) are shown by white and red hatching of the touchdown reference circle with the
hatching extending out to the edge of the safe landing areas as shown in Figure 10.
Figure 10:
11.7. When positioning over the touchdown area helicopters should be manoeuvred so as to
keep the aircraft nose clear of the hatched prohibited sector(s) at all times.
11.8. For certain operational or technical reasons an installation may have to prohibit helicopter
operations. In such circumstances, where the helideck cannot be used, the 'closed' state
of the helideck will be indicated by use of the signal shown in Figure 11. This signal is the
standard 'landing prohibited' signal given in the Rules of the Air and Air Traffic control
Regulations, except that it has been altered in size to just cover the letter 'H' inside the
aiming circles.
Figure 11:

ANNEX D
12. Helicopter Landing Area - Lighting
12.1. The safe landing area should be delineated by all yellow lights visible omni-directionally
above the landing area level. These lights should not be below the level of the deck and
should not exceed the height limitations in para. 4.3. Alternate yellow and blue lights may
be accepted on existing installations but should be replaced with the all yellow
configuration at the earliest opportunity. The lights should be equally spaced at intervals
of not more than 3 metres around the perimeter of the safe landing area, coincident with
the white line. The yellow lights should be of at least 25 candelas intensity and the blue
lights of at least 5 candelas intensity. Higher intensity lighting can be of assistance in
conditions of poor visibility in daylight, but where such lighting is fitted it should incorporate
a brilliance control to reduce the intensity to the values quoted for night use.
12.2. Where the declared D value of the helideck is less than the physical helideck size, the
perimeter lights should delineate the limit of the safe landing area so that the helicopter
could land by reference to the perimeter lights on the limited obstacle section (150°) side
of the helideck without risk of main rotor collision with obstructions in this sector. By
applying the limited obstacle sector clearances from the perimeter marking, which are
given at para. 4.5, adequate main rotor to obstruction separation should be achieved. If
this cannot be met then unsafe sectors must be delineated with red lights of 25 candelas
and advice on the adequacy of the arrangements agreed with the Aviation Adviser.
12.3. The landing area should also be floodlit if intended for night use. The floodlighting should
be so arranged as not to dazzle the pilot and, if elevated and located off the landing areas,
the system should not present a hazard to helicopters landing or taking off and should be
clear of the limited obstacle sector (150°). Such floodlights should be capable of being
switched off at pilots request. Where linear dual function perimeter/floodlighting fixtures
are fitted, the average illuminance should be 10 lux with a uniformity ratio (average to
minimum) of not more than 8 to 1. It may be necessary to enhance the lighting to improve
depth perception, possibly by using discrete floodlighting of the main structure.
12.4. It is particularly important to confine the illumination to the landing area since any light
overspill could cause reflections from the sea. The floodlighting should be controlled from
the radio room or Helicopter Landing Officer's office or be easily accessible by them.
12.5. The quoted intensity values for lights apply to the intensity of the light emitted form the
unit when fitted with all necessary filters and shades.
12.6. If a condition can exist on a not-normally-manned installation which may be hazardous for
the helicopter or its occupants a visual warning system should be installed. The system
should be a flashing red light which is visible to the pilot from any direction of approach
and on any landing heading. The system should be automatically initiated at the
appropriate hazard level and be visible out to a range in excess of the distance at which
the helicopter may be endangered.
12.7. Dual lamp/filament type fittings should be installed to allow for single failures where
problems of access occur for the replacement of unserviceable light fittings.
12.8. The emergency power supply for helidecks should, where possible, include the landing
area floodlighting.
13. Obstacles - Marking and Lighting
13.1. Fixed obstacles which present a hazard to helicopters should be readily visible from the
air. If a paint scheme is necessary to enhance identification by day, alternate black and
white, black and yellow, or red and white bands are recommended, not less than 0.5
metres nor more than 6 metres wide. The colour should be chosen to contrast with the
background to the maximum extent.

ANNEX D
13.2. Obstacles to be marked in these contrasting colours including any lattice tower structures
and crane booms which are close to the helideck or the 150 degree sector boundary.
Similarly, parts of the leg or legs of jack-up units adjacent to the landing area which
extend, or can extend, above it should also be marked in the same manner.
13.3. Omni-directional red lights of at least 10 candelas intensity should be fitted at suitable
locations to provide the helicopter pilot with visual information on the proximity and height
of objects which are higher than the landing area and which are close to it or to the 150
degree sector boundary. This should apply, in particular, to all crane booms on the
installation. Objects which are more than 15 metres higher than the landing area should
be fitted with intermediate red lights of the same intensity spaced at 10 metre intervals
down to the level of the landing area (except where such lights would be obscured by other
objects). It is often preferable for some structures such as flare booms and towers to be
illuminated by floodlights as an alternative to fitting the intermediate red lights, provided
that the lights are arranged such that it will not dazzle the helicopter pilot.
13.4. An omni-directional red light of intensity 25 to 200 candelas should be fitted to the highest
point of the installation unless it is less than 15 metres above the level of the landing area.
Where this is not practicable (e.g. on top of flare towers) the light should be fitted as near
to the extremity as possible.
13.5. In the particular case of jack-up units, it is recommended that when the tops of the legs are
the highest points on the installation, they should be fitted with omni-directional red lights
of intensity 25 to 200 candelas. In addition the leg or legs adjacent to the helideck should
be fitted with intermediate red lights of at least 10 candelas at 10 metre intervals down to
the level of the landing area. Sufficient lights should be fitted to provide omni-directional
visibility. As an alternative the legs may be floodlit providing the helicopter pilot is not
dazzled.
13.6. Any ancillary structure within 1 kilometre of the landing area, and which is significantly
higher than it, should be similarly fitted with red lights.
13.7. These red lights should be arranged such that the location of the objects which they
delineate are visible from all directions above the landing area.
14. Helicopter Landing Areas on Vessels
14.1. The International Chamber of Shipping Guide to Helicopter/Ship Operations should

be used as the definitive reference.

ANNEX E
AERIAL APPLICATION - CONSIDERATIONS
1. Is the aircraft turbine powered?
2. Is the operator Company approved?
3. Do the pilots meet E & P Forum or Company recommendations for qualifications and
experience
4. Has a Company focal point been nominated with the time to supervise the operation
effectively BEFORE operations begin as well as once they are underway ?
5. Have all logistics aspects been considered, i.e. location of landing strip(s), flight
clearances, supply of fuel, chemicals, flight information and personnel?
6. Has the site(s) and associated routes been surveyed for obstacles, bird activity and
prohibited areas?
7. Have arrangements been made for the construction and maintenance of the
airstrip(s)?
8. Have base facilities commensurate with the task been planned e.g. provision of
wind-sock, wind and weather information, refuelling, fire- fighting equipment,
chemical storage, supply and protection, transportation, first-aid, protection from the
weather, and air/ground radio?
9. Have instructions been formulated for the control of the airstrip, safe approach to the
aircraft, safe refuelling and loading of the aircraft, inspection of the airfield, control of
operations, provision of first aid, fire fighting and manning and use of the radio?
10. Has the task been fully analysed and the method of delivery including height of
dispersal, size of swathe, and means of accurate track keeping been established and
organised? Have marker personnel, if appropriate, been selected, fully briefed and
trained and arrangements been made for the issue of operating instructions and
supervision?
11. Has an emergency plan been issued detailing arrangements in the event of an
aircraft or personnel accident?
12. Have adequate steps been taken to prevent chemical environmental damage to
neighbouring property and health hazards to all personnel including markers?

Annex E Issue Date: February 1998 Page 1 of 1
Intentionally Blank

ANNEX F
FACTORS TO BE TAKEN INTO ACCOUNT IN COLD WEATHER OPERATIONS
The Airfield
The following questions should be asked:
• Does the airfield authority have an adequate plan for snow clearance?.
• Are inspection arrangements satisfactory? Is there an effective management and supervision chain to
ensure operations are effective? Are arrangements made to ensure that aircrew are given timely and
comprehensive advice on the suitability of the airfield?
• Is the appropriate snow/ice clearing equipment available and is its serviceability assured by routine
maintenance?
• Are procedures written for the use of snow/ice clearing equipment, including the need for effective operation
without detriment to airfield surfaces and installations such as lighting?
• Is there a contingency plan, including provision for the airfield being cut off for considerable periods?
• If preventative or surface de-icing fluids are to be used on the airfield, have HSE factors been fully taken into
account? Salt or calcium chloride products should never be used.
• Do personnel have a clear understanding of the plan and the need to ensure that snow clearance does not
in itself hazard operations, for instance by leaving snow banks at the side of the runway, or by clearing snow
under certain circumstances and creating ice in its place? Are manoeuvring areas left large enough taking
account of high winds and icing conditions?
• Is a Mu meter available to check the braking efficiency of the runway and are people familiar with its
operation?
• Are frangible markers available for runways, taxiways and aircraft manoeuvring areas? Is lighting
adequate?
• Are the runway thresholds adequately marked, bearing in mind, snow cover? Consider the use of red or
orange coloured dyed water not less than 60 ft x 300 ft across threshold applied by spray after snow
showers and renewed as necessary. This is particularly useful for a packed snow airstrip.
• Is the airfield equipped with appropriate communications, lighting (including temporary snow hazards),
meteorological, navigation and approach aids?
• Is the fire fighting equipment suitable and prepared for use? Is it protected from freezing up, not least its
contents, if water based?
• Is there an adequate flight following system?
Protection of Personnel
The following precautions must be taken:
• For ground staff and passengers, consideration should be given to the wearing of high quality winter
parkas, scarves, mitts, boots, balaclavas. Minimal amount of skin must be exposed. Clothing should be
kept dry and clean, worn loose and in layers, and sufficient for warmth without overheating.
• Flight crews should have available to wear insulated coveralls or flight suits, fleece lined flying boots or
military snow boots.
• Logistics should be planned to minimise external exposure.
• Personnel should keep out of the wind wherever possible.
• All ground operations should be conducted using 2 people in a buddy system. "Work outside for 15
minutes, warm up and inspect each other for frost bite, work another short period, warm up and inspect".

Annex F Issue Date: February 1998 Page 1 of 7
ANNEX F
• Sufficient rest and high calorie intake are very important. Avoid dehydration.
• Wear UV sun-glasses on bright days.
• If necessary, precautions, e.g. defence sprays, guns, should be taken against the possibility of unwelcome
intruders such as wolves and polar bears.
Aircraft Equipment
The following should be considered:
• Aircraft compass and navigation systems should be capable of operation in the climatic and geographic
conditions of the area of operations.
• Aircraft should be equipped with independent navigation systems such as VLF-Omega with GPS/Satellite
sensors or INS.
• If aircraft has a potable water system, measures should be taken to ensure it does not freeze, or system
should be drained and not used. Lavatory must have glycol anti-freeze added every time the lavatory is
serviced.
• Batteries should have battery blankets installed. These must be compatible with the local electrical supply
system. Alternatively, the batteries can be removed at the end of the day, stored in a warm area, and
reinstalled just before flight.
• A spare ELT and or battery could be worthwhile.
• Aircraft should carry a good supply of spare filters for fluids, O ring seals and packings. Supply of spare
light bulbs in the cockpit should be doubled.
• Spare oils and fluids should be carried as deemed necessary. The aircraft should have the appropriate oil
for the temperature - oil for grease where appropriate in sleeve bearings.
Aircraft Support Equipment
Carriage of the following support equipment would be appropriate for flights in Arctic regions:
• Arctic and, if appropriate, sea survival packs. Sample contents of a basic Arctic survival pack are at Annex B
Page 8.
• Engine covers and/or blankets, canopy covers, wing and tail covers if practical, and pitot head covers, and
undercarriage wheel covers.
• Space blankets and/or sleeping bags.

ANNEX F
CONTENTS OF BASIC ARCTIC SURVIVAL PACK
Compiled from Alaskan and Northern Canada requirements :
APPROXIMATE WEIGHT : 12lbs (5.4kgs)

APPROXIMATE SIZE : 8" x 14" x 15"
(excluding sleeping bags)
ITEM QTY DESCRIPTION
1 30 ea Dried soup
2 1 ea Survival manual
3 4 ea Space blankets - 56" x 84"/ compressed sleeping bags
4 2 ea Box of matches
5 1 ea Compass
6 1 ea Water purifier kit
7 1 ea Mirror / Lanyard assembly
8 1 ea Flare kit
9 1 ea Knife, positive lock
10 1 ea Ration
11 2 ea Insect repellent
12 1 ea Fishing kit
13 1 ea Flashlight
14 2 ea Chapstick
15 1 ea Rope - 12ft, 1000lbs, test nylon
16 1 ea First aid kit
17 4 ea Long burning candles assy.
18 4 ea Cans Sterno
19 4 pcs Aluminium foil
20 1 ea Aluminium pan
21 1 ea Survival saw
22 2 ea Head nets
23 1 ea Gill net
24 1 ea Inner & outer case, vinyl covered, international orange, snap fastened inside
& out with handle.
Maximum use/Duration = 2-man / 5 days

ANNEX F
• Soft bristle broom with collapsible long extension handle for sweeping snow of wing and tail surfaces.
• De-icer fluid and means of application e.g. garden spray can.
• Spare flashlights and lots of spare batteries.
• Electric car warmers with internal circulating fan, 850 watt, one per engine.
• 500 -1500 watt thermostatically controlled heater with internal fan, to place in cockpit entrance.
• Electric extension cords, compatible with local supply. To avoid tripping, two separate sources may be
required.
• Spare wheel assemblies with tyres (inflated +5 to + 10 psi above manufacturers recommendations) , tools,
jack and jack pads and a suitable source of inflation should be carried if possible.
Ground Support for extended remote locations
The following should be considered.
• Access to heated hangar if possible.
• Portable ground support heaters and blower units, fuel (e.g. kerosene) or electric. Specialist vehicles are
sometimes available with flexible hot air ducts for both cabin and engine heating.
• Work tents or wind breaks, heavy duty and easily erected.
• Heavy duty portable lighting.
• Portable fuel powered generators.
• In the dry environment usually found in extreme cold weather zones, static electricity levels are high and
sparks easily produced. During aircraft fuelling from either bowsers or drums, particular attention must be
paid to bonding in order to prevent potential static electricity discharges.
• The movement of cold soaked fuel should also include additional precautions against the potential for
damage to the filters and pumps. Diaphragm hand pumps are particularly unsuitable as they are prone to
the flexible diaphragm failing after only a few strokes of the pump. Fuel bowsers usually pre heat the fuel to
a limited level, but care must be taken to always protect the skin which will freeze on to any metallic parts
such as the fuelling nozzle. If other than bowser fuelling is required, portable motor driven pumps should be
used.
• All normal refuelling standards still apply and are covered in the refuelling section of this manual.
• Toboggans or sleds for moving equipment.
• Towbars (and chains for towing vehicles).
• Ropes, mooring cables and anchor points/snow pegs capable of securing the aircraft in very high wind
conditions.
• All support equipment should be easy and simple to use (e.g. Cam locks on hoses). Equipment requiring a
high degree of manual dexterity is not compatible with cold weather operations.
• A local acclimatisation flight before an operation could be useful to establish modus operandi and use of
equipment.
Aircrew Operations
To supplement any information contained in the flight manual, the following are some of the more general points
that apply to cold weather operations:

ANNEX F
Before Flight
• Do not skimp checks because its cold and wet.
• Do not fly with a cold or under medication. As well as the effect on the ear and sinuses, it can lead to
disorientation, more dangerous in Arctic conditions.
• Ensure the aircraft is free of deposits of frost, ice, snow, and any "ice and de-icer gel", including control
surfaces and hinges.
• If de-icing fluid used, there should be no significant delay before take-off. Be aware of the procedures on
de-icing and hold-over times. Co-operate closely with the ground crew. CRM should be exploited fully to
express any crew concerns on the icing state. Ensure that the aircraft icing condition is confirmed by an
immediate pre-flight inspection. Ensure the ground crew have carried out the required procedure. DO NOT
ASSUME IT WILL BE ALL RIGHT - CHECK!.
• Check undercarriage bays, tyres and micro-switches. Also intakes, upper surfaces of rotor blades control
runs and bearings, pitot heads, static vents and drain holes.
• Ensure canopies clean and frost free with no de-icing fluid on them.
• Check pitot head heaters and anti-icing systems are working before taxying.
• Check all plugs and covers have been removed.
• Note minimum temperatures for starting/ rotors running; need for pre-heating (e.g. Herman Nelson Heater)
• Have a procedure in event of spillage; it will not drain away.
Taxying
• Taxi forward some distance before turning; it is easy to peel cold "square" tyres off their rims.
• Do not blast snow and ice over other aircraft, ground crew or ground equipment.
• Keep your distance from other aircraft and relate taxi speed to conditions. Avoid puddles and slush. Rotor
downwash may restrict visibility due to blowing snow.
Take-off
• Consider retarding effect of snow and slush on take off. As a general rule, if depth of slush exceeds 1/2
inch or dry snow 2 1/2 inches then take off should not be attempted unless allowed by the Flight Manual.
Use driest section of runway, normally the middle. Also bear in mind of the possibility of abort stopping
distances and any subsequent need to return to the airfield for a landing.
• If take off is surrounded by a vast expanse of unbroken snow, beware disorientation.
• Helicopters - from snow covered surface or near loose snow, make a maximum performance take off and
prepare to go onto instruments.
• If possible leave your undercarriage down a little longer to blow off water, slush or snow to avoid
subsequent freezing up of the undercarriage.
• Make frequent use of controls and trims during the climb and avoid areas of heavy weather if possible.
• Switch on anti-icing devices for both airframe and engine early.
• Be aware of possible slush build-up in helicopter engine intakes while ground running in falling snow.
Check for Flight Manual entry. Extended hover checks are not compatible with max. performance take off.

ANNEX F
In-flight
• Avoid flight in icing or wet snow conditions whenever possible. Know the conditions for engine and airframe
icing and the remedial action.
• With helicopters, ice and snow can quickly accumulate on the exposed rotor head, control rods and
airframe. These accumulations can then shed and may go into the tail rotor, causing tail rotor vibration or
control problems.
• Where visual navigation is employed, be aware of the cloaking of ground features and dramatic changes
caused by floods.
• Be aware of optical illusions e.g. false horizons created by unusual forms of aurora boriaylis.
• Frequently cross check position because of the risk of magnetic anomalies.
• Be familiar with icing let down procedures and the effect of icing on aircraft controllability and performance.
• When slinging in snow conditions, the helicopter can create blowing snow in the hover. Therefore it is
difficult to see signals from the ground men. Use the radio and extra caution.
Approach and Landing.
• Stand off or divert if conditions are not satisfactory for a safe approach and landing.
• Visual perception can be affected by snow, mist and rain: use PAPIs and VASIs and do not rely on just
one method of monitoring the glide path.
• In helicopters, to avoid `white-out`, the approach and landing should be planned with little or no hover, to
minimise the effect of rotor down-wash on the snow. After touchdown, slowly reduce the collective until the
aircraft is firmly on the ground. A slight rotation of the cyclic, whilst decreasing the collective, will help `seat`
the wheels or skids.
• When landing on sloping ground, beware of the helicopter sliding down slope. If unhappy, don't trust to
luck but move to another area of more suitable ground.
• Do not continue an approach below Decision Height or Minimum Descent Height, unless the criteria for a
visual landing has been fully satisfied. Be prepared to go round again or divert.
• When runways are slippery, land positively without drift on the centre line. Beware of aquaplaning and
understand its cause, formulae and characteristics.
• Notify Air Traffic Control/Operations if actual weather was different or worse than forecast.
• A log helipad may be required for use on snow or ice. Shell Aircraft is available to provide the necessary
advice.
Groundcrew Operations
General
• Ensure groundcrew are adequately trained and supervised for cold weather operations. Manning should
take account of the more difficult operating conditions.
• Do not skimp checks because it is cold and wet.
• Keep the hangar door closed to keep heat in.
• Parked aircraft should, where practical, be chocked with the brakes off to avoid freezing on (unless
specified otherwise in the Flight Manual).
• Take care when climbing ladders and standing on the aircraft. Use wing mats. Some Russian aircraft have
the ability to secure spanwise cables to which ground crew can strap themselves.

ANNEX F
• Do not handle cold metal with bare hands or place items e.g. pip pins, in the mouth.
• Be aware that prolonged cold reduces efficiency - TAKE CARE.
• Use extra care when handling or towing ground equipment.
• Keep a lookout for ice, dirt, grit and sand. Clean downlocks. exposed portions of hydraulic jacks and micro-
switches properly, but beware of over-lubrication. Hydraulic leaks are more likely after a sudden drop in
temperature.
• Ensure wing and tail surfaces are free of all ice and snow.
• Correctly position helicopter wheel mats.
• Position ground heater units downwind of aircraft entrances to avoid exhaust contamination.
• Soak the felt edges of blanks and control locks with de-icing fluid if frost is forecast. Fit covers as soon as
snow starts, but ensure canopies are clean and dry before fitting them.
• If possible, move the aircraft into a heated hangar long enough to ensure all surfaces, control hinges, etc.,
are dry. Avoid moving aircraft out of hangar if snow is falling; it will melt on contact with the aircraft skin and
then form ice as metal cools. De-icing would then be necessary.
• Apply approved de-icing fluids in accordance with the rules laid down.
• If sweeping is employed, the aircraft must be earthed and rubber soled boots must be worn.
• Aircraft parked outside should be fitted with blade covers.
De-icing Fluid
• Ensure de-icing equipment heaters are switched on each evening whenever adverse conditions are
forecast.
• It is vital to comply with the instructions for use with the equipment and particular de-icing fluid used.
Holdover times, i.e. the period after de-icing before build up recommences, varies with the anti-icing code of
the type of deicing fluid and the prevailing conditions. Do not de-ice too early before take off as the aircraft
may freeze up again.
• Do not use fluid near hot surfaces or near any type of engine exhaust.
• Avoid canopy areas and ensure fluid does not get into cabin conditioning system
• Spray from the front of the aircraft and NEVER CHIP ICE OFF AN AIRCRAFT SURFACE
Ground Running
• Do not blast snow or ice into other aircraft, equipment, or people.
• Beware of movement on icy surfaces, even when chocks are fitted.
• Use guards where appropriate, but beware of ice accumulation on the guard mesh..
Marshalling
• Give more room to turn and allow a greater stopping distance.
• Wear high visibility clothing.
• Beware helicopters weathercocking and over responding to yaw input when operating from packed snow.

Intentionally Blank

Part 6 - Glossary
GLOSSARY OF TERMS
The following terms and abbreviations are provided for the general reference of readers whose main
area of experience is not in the aviation field, and where they appear in other documents for example,
in regulator publications, may have a more detailed and specific definition.
ADELT Automatically Deployable Emergency Locator Transmitter.
ADF Automatic Direction Finder (used in conjunction with NDB - Non
Directional Beacon)
Aeroplane Fixed wing aircraft.
Air Taxiway A defined path on the surface established for the air transiting of
helicopters.
Aircraft Any flying machine - includes both aeroplanes and helicopters.
AM Amplitude Modulated.
APS Weight Aircraft prepared for service weight: fully equipped operational aircraft
but empty, i.e. without crew, fuel or payload.
ASDA Accelerate Stop Distance Available.
ATC Air Traffic Control
Auto-hover facilities A sophisticated electronic flight control system which enables a
helicopter to transition to and from, and maintain a hover without
outside visual reference. Without such a system, approved by the
relevant aviation authority, night search and rescue or winching
operations over water are not practicable.
AVGAS A general term covering the range of fuel required by piston
reciprocating aero engines.
Balanced Field See Chapter 6
Block booking an arrangement of regular automatic booking of a number of seats on an
airline schedule.
Block time The average flight time between two locations - this method is often
used when quoting prices.
Buffer stocks The quantity of e.g. fuel held in reserve or for use between bulk
deliveries.
CAA Civil Aviation Authority. The national regulatory authority. Sometimes
called the CAD (Civil Aviation Department).
Cabinet Dispenser A term sometimes used to refer to the pumping and filtration units at a
small refuelling station.
Cargo hook The slinging point, beneath the belly of a helicopter, for the attachment
of external cargo by means of a sling/swivel.
Casevac An emergency evacuation by air or a person who has sustained an injury
requiring medical treatment not available at the current position of the
casualty.

GLOSSARY.DOC Issue Date: February 1998 Page 1 of 6
Part 6 - Glossary
CDP Critical Decision Point - a notional point in a helicopter takeoff profile

before which the aircraft must land back immediately, and after which it
should continue and establish safe single-engine flight in the event of
failure of one power unit.
Clearway Extension to runway as described in Chapter 6.
Coalescer An element within the filter/water separator that causes any water
present in the fuel to gather together and separate out.
Combi. Used to describe an aircraft with a dual passenger/freight capability,
utilising a divided cabin e.g. Boeing 747 Combi.
Copper Strip Corrosion These are tests which are used to determine whether a fuel has become
Silver Strip Corrosion corrosive through poor handling procedures. The Copper Strip Test
applies to all aviation fuels whereas the Silver Strip Test applies to JET
A-1 only. Those tests should be carried out in a laboratory.
CVR Cockpit Voice Recorder
Cycle A factor used in determining the safe life of an aircraft component, e.g.,
an engine cycle will include on start-up, a period of running and one
shutdown.
Density Altitude An equipment altitude, used in aircraft performance calculations, which
takes into account the pressure altitude and air temperature.
DME Distance Measuring Equipment
Dry Lease A term used to describe the arrangement when an operator leases an
aircraft but provides his own crew and maintenance support.
DZ Dropping Zone
Elevated heliport A heliport located on a raised structure on land.
ELT Emergency Locator Transmitter.
ETA Estimated Time of Arrival.
ETD Estimated Time of Departure.
Existent Gum The formation of gum is a rare occurrence and is usually caused by
presence of high boiling point contaminants such as lubricating oil and
anti-corrosion inhibitors. Tests for existent gum are carried out by a
laboratory.
FAA Federal Aviation Authority - the USA Civil Aviation Authority.
FATO Final approach and take-off area. A defined area over which the final
phase of the approach manoeuvre to hover or landing is completed and,
where the FATO is to be used by Performance Class 1 helicopters,
includes the rejected take-off area available
FDR Flight Data Recorder.
Filter Monitor A device, usually based on a micro filter which is arranged to stop fuel
flow if excessive water and/or dirt is present in the fuel.
Filter Separator A vessel containing special elements which provide filtration and cause
Water Separator any water to coalesce and be separated from the fuel.
Flight Envelope Usually used to describe the limitations on an aircraft, in terms of
maximum and minimum speeds at altitudes under various conditions.

Part 6 - Glossary
Flight Watch The radio reporting and monitoring procedure set up to ensure that an
aircraft's flight progress is continuously tracked at a ground station.
Fly Way The area beyond the landing and transition areas which has been cleared
to allow take-off and approach at a remote helicopter site.
FM Frequency Modulated.
GPWS Ground Proximity Warning System.
Gross Performance The measured performance of a test aeroplane adjusted so as to be
representative of the type and reflecting either a fleet mean or minimum
guaranteed engine power.
Helicopter Clearway A defined area on the ground or water under the control of the
appropriate authority, selected and/or prepared as a suitable area over
which a Performance Class 1 helicopter may accelerate and achieve a
specific speed and height.
Helicopter Ground A ground taxiway for use by helicopters only.
Taxiway
Helicopter Stand An aircraft stand which provides for parking a helicopter and, where air
taxying operations are contemplated, the helicopter touchdown and lift-
off area.
Heliport An aerodrome or a defined area on a structure intended to be used
wholly or in part for the arrival, departure and surface movement of
helicopters.
Helirig A drilling rig which can be dismantled into small components and
carried as underslung loads by helicopters to remote locations which are
not readily accessible by road or river.
HF High Frequency
HISL High Intensity Strobe Light
Hollander Weave Filter A weave gauze filter used in handling aviation gasoline.
Hull Charter An agreement for the sole use charter of an aircraft specified by hull or
serial number or registration number.
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules. Internationally agreed rules governing the
conduct of flight without visual reference and to ensure separation from
ground obstacles and other aircraft.
IMC Instrument Meteorological conditions. Weather minima below which
flight must be conducted under IFR.
ISA International Standard Atmosphere
ITT Invitation to Tender
Jeppesons An often referred to Aeronautical Information Publication providing
airfield and airspace information.
Jet A-1 The most widely-used and generally recommended fuel for consumption
by gas turbine aero engines (e.g. turbine-powered helicopters, turbo-
prop and pure jets).

Part 6 - Glossary
LDA Landing Distance Available (Chapter 6)

LDAH Landing distance available. The length of the final approach and take-
off area plus any additional area declared available and suitable for
helicopters to complete the landing manoeuvred from a defined height.
Leaching In the fuel context, the slow absorption into the fuel or impurities from
the containing material.
Load Factor The ratio of aircraft payload fulfilled to payload available, expressed as
a percentage.
Manifest (aviation) A document signed by a member of the crew which lists the passengers,
baggage and freight carried on an aircraft. Copies are:
i. filed at the point of departure
ii. carried on the aircraft to in-flight reference, and
iii. left at the destination.
Medevac A non-urgent medical situation requiring a seat in an aircraft at a time
to be specified by the medical department. This term gives no indication
of priority, which should be advised by the doctor. See also medrescue.
Medrescue A 'life and limb' emergency in which an aircraft flight is necessary for
an evacuation or doctor's visit in order to prevent death or serious
damage to a person's health.
MOR Mandatory Occurrence Report
NDB Non Directional Beacon
Net Performance The gross performance of an aircraft adjusted downwards to account for
reasonable errors in operational variables and flying techniques.
Night The period between half and hour after sunset and half an hour before
sunrise at ground level.
NFPA National Fire Protection Agency
NOTAM Notice to Airman issued by the Regulatory Authority.
NM Nautical Mile
On Condition Maintenance of components without a fixed overhaul interval.
Maintenance Continued use dependent on periodic inspection, up to ultimate
retirement life.
Overwing Refuelling By common usage taken to mean refuelling through open filter cap
rather than sealed pressure connection.
Pallet A rigid platform which supports goods during storage and transport,
usually allowing entry below for the tines of a forklift truck or other
lifting device. In aircraft operations a pallet may be used to spread the
deck loading
PAPI Precision Approach Path Indicator.
Payload Aircraft carrying capacity in terms of weight for passengers and
payload. This will decrease with any increase in fuel.
Performance The capability, measured by various parameters such as rate of climb,
take-off distance etc., of an aircraft under various condition of weight,
altitude and temperature.

Part 6 - Glossary
Podmed Field Described in Chapter 6

Power Settling A dangerous condition that can be encountered by helicopters in vertical
or near vertical descent - see vortex ring state.
PPE Personal Protective Equipment
Progressive Aircraft maintenance schedule that is not based on inspection and major
Maintenance maintenance at fixed hourly intervals, but on continuous attention in
order to reduce the length of unavailable periods.
Public Transport An aircraft is deemed to be flying for public transport if hire or reward
is given or promised for the carriage of passengers or cargo.
There are other minor qualifications
RMI Radio Magnetic Indicator
Road Bridger A vehicle used for the bulk transport of fuel by road.
RPT Regular Public Transport. A term used by some regulatory bodies for
scheduled services.
RTODAH Rejected take-off distance available. The length of the final approach
and take-off area declared available and suitable for Performance Class
1 helicopters to complete a rejected take-off
RTOW Regulated Take-off Weight. The maximum weight for take-off,
governed by performance requirements at specified weight, altitude and
temperature.
Safety Area. A defined area on a heliport surrounding the FATO which is free of
obstacles, other than those required for air navigation purposes, and
intended to reduce the risk of damage to helicopters accidentally
diverging from the FATO.
SAR Search and Rescue. Government or independently resourced.
SARBE Search and Rescue Beacon Equipment
SATCOM Satellite Communications
Seal Drums A collapsible rubber tank suitable for transporting aviation fuel by
underslinging from an helicopter.
Seat-mile Statistical term also used for costing purposes e.g. the cost/seat-mile =
cost of moving one passenger one mile.
Sector The distance or time between one take-off and the subsequent landing.
Service Agreement An agreement for the charter on a sole or part-use basis of the services
of an aircraft. The type and specification will be agreed, but not an
individual aircraft, so it may be drawn from a pool.
SID Standard Instrument Departure
SOP Standard Operating Procedure
Standing Waves See section 6.1.7
STAR Standard Terminal Arrival Route.
STOL Short take-off landing - used to describe a short field capable aircraft
e.g. the Twin Otter.
Stopway Extension to runway described in Chapter 6.

Part 6 - Glossary
Surface Level Heliport A heliport located on the ground or on the water.

Thief Pump A pump used for taking samples from various levels in the tank.
TLOF Touchdown and lift-off area. A load bearing area on which a helicopter
may touch down or lift off.
TODA Take-off Distance Available (Chapter 6)
TODAH Take-off distance available. The length of the final approach and take-
off area plus the length of the helicopter clearway (if provided) declared
available and suitable for helicopters to complete the take-off..
TODR Take-off Distance Required (Chapter 6)
TORA Take-off Run Available (Chapter 6)
Translational Lift The additional lift, resulting in reduced power demand, experienced by a
helicopter as it transitions from the hover to forward flight. The effect
reaches its maximum at 25-30 kts.
V1 Decision point used on take-off. Below this speed the take-off run can
be aborted safely. Above this speed take-off should be continued.
V2 Take-off safety speed.
VASI Visual Approach Slope Indicator; a system of coloured light beam
arranged to define a safe approach angle to an airfield.
VFR Visual Flight Rules. Rules requiring aircraft to remain at specified
distances from cloud, and in specified flight visibility in order not to
have to comply with the Instrument Flight Rules. In essence, see and be
seen.
VHF Very High Frequency.
VMC Visual Meteorological Conditions. The weather conditions required to
pertain for flight under VFR.
VOR VHF Omnidirectional Radio Range
Vortex Ring State A dangerous state that can be experienced by helicopters in vertical or
near vertical descent with power on, which, if allowed to develop may
result in a uncontrollable sink rate. Normally proficient handling will
prevent this condition occurring.
VR Speed at which the aircraft is rotated on take-off.
Water Separator See Filter Separator.
Wet Lease An arrangement under which an operator bases in an aircraft complete
with crew and usually, maintenance personnel.
Zero Fuel Weight The maximum zero fuel weight is the weight of an aeroplane above
which all weight must consist of fuel. It is a structural loading
limitation normally applying to aircraft in the corporate/executive size
range and upwards.

What is OGP?
The International Association of Oil & Gas Producers represents the world’s oil and gas
industry. Our members include private and state-owned oil and gas companies, national
associations and petroleum institutes.
What do we do?
Our purpose is to:

• provide information about the oil and gas exploration and production industry;
• represent our members’ interests at global and regional regulatory bodies; and
• develop operating guidelines.
What are our aims?

We aim to:
• increase understanding of the industry;
• work with international regulators to develop workable proposals which take full
account of industry views;
• contribute to continuous improvements in industry operating standards;
• be a visible and approachable organisation to which governments and others refer on
matters relating to the industry;
• maintain a large, diverse and active membership; and
• communicate issues affecting members to international bodies and the public.
25/28 Old Burlington Street
London W1S 3AN
United Kingdom
Telephone: +44 (0)20 7292 0600
Fax: +44 (0)20 7434 3721
165 Bd du Souverain
4th Floor
B-1160 Brussels, Belgium
Telephone: +32 (0)2 556 9150
Fax: +32 (0)2 556 9159
Internet site: www.ogp.org.uk

e-mail: reception@ogp.org.uk

Aircraft Management Guide

Transféré par

Informations du document

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

Aircraft Management Guide

Transféré par

Droits d'auteur :

Formats disponibles

Aircraft

Report No. 6.51/239

Consistent high quality database and guidelines

Internationally recognised source of industry information

EXPLORATION AND PRODUCTION FORUM