Falck Safety Services Canada (LA), Inc. Offshore Helicopter Landing Officer Program

Transcription

1 Offshore Helicopter Landing Officer Program 1

2 Course Purpose This course is designed to meet the initial HLO training requirements and as a recurrence for HLO assessment requirements of routine helideck operations, refueling and emergency response operations of the Offshore Helicopter Landing Officers as identified in the following standards: o CAP 437 (Civil Aviation Publication) o HSAC RP (Helicopter Safety Advisory Conference Recommended Practices) (Gulf of Mexico Helideck Markings) o Shell UA Aviation (EP 2005) o SGRAO (Shell Group Requirements for Aviation Operations) o ICAO (Annex 14 Aerodromes Volume II Heliports) 2

3 Learning Objectives (1) The Trainee, following a series of explanations, demonstrations and opportunities to practice, will be as a candidate assessed against the standards relating to the following training Objectives: Knowledge of 1. Guidelines 2. The role of HLO as team leader 3. Offshore emergency response arrangements As defined in the Emergency Response Plan Knowledge of 1. Operational hazards, relevant equipment and conducting emergency exercises 3

4 Learning Objectives (2) Supervise the preparation for 1. Helicopter landing 2. Helicopter departure Supervise helicopter refueling including 1. Preparing for refueling 2. Refueling 3. Shutting down the refueling system 4

5 Learning Objectives (3) Supervise cargo handling including 1. The coordinating and preparation of freight 2. Supervising the loading/unloading of passengers, baggage and freight 5

6 controlling the response to emergencies including 1. Responding to alarms 2. Preparing to enter the incident area 3. Entering the incident areas and working safely 4. Controlling the rescue of personnel 5. Controlling fire-fighting operations 6. Controlling non fire-fighting operations Assessment procedure 1. Classroom instruction 2. Simulated exercises to determine underpinning knowledge 3. Related questions to determine underpinning knowledge 4. Written examination 5. NOT YET COMPETENT further training 6. COMPETENT to return to installation and operate under training and/or supervision of a qualified HLO prior to taking up the duties of HLO which shall be assigned by the OIM or Vessel Master 6

7 Purpose To give trainees an awareness of offshore helideck design guidelines and criteria Learning Objectives Students will have a knowledge of offshore helideck design criteria 7

8 HELIDECK GOM SHELL 8

9 Helideck Design Design Guidelines and criteria can be found in the publication CAP 437 and recommended Practices from the HSAC RP s CAP 437 is the Minimum Requirements for Helideck Design HSAC RP is the Helicopter Safety Advisory Conference Recommended Practice. Web Address for CAP title search CAP 437 Web Address for HSAC RP 9

10 Helideck Background Color Grey or Green Yellllow Aiimiing Ciirclle Aiming Circle and H Color 10

11 Installation Name D Value / Dimensions / Weight Color Red D Value / Dimensions Weight Chevron and Radio Frequency Black Chevron 11

12 Emergency Exit Color Red/White Emergency Exit Installation Name Indicates to the pilot The name of the Installation Weight The maximum Allowable weight that A helideck can Withstand Radio Frequency Indicates to the pilot The freq. of the Installation Aiming Circle & H Indicates to the pilot the correct vicinity to the center of the H The wheels of the aircraft should land on or straddling the center bar of the H Therefore the main rotor should not impact out with the obstacle free zone The aiming circle is equal to 0.5 of D value 12

13 D Value The overall length of the largest aircraft permitted to land on that helideck Length is measured from the most forward tip of the main rotor to the most rearward tip of the tail rotor. 210 Obstacle Free Sector (OFS) 13

14 The obstacle free sector for approach and take off From the edge of the D circle extending for Min of 1000 meters (3280ft.) Within the sector there is a height restriction of (10 in) i.e. Foam monitors, lighting, safety net, handrails 150 Limited Obstacle Sector (LOS) Limited obstacle sector Obstacle height limited to 1 meter or or 1 meter 14

15 Check the following in accordance with CAP 437 Perimeter lights all functioning, windsock in good condition. Perimeter fence is in good condition. As per CAP 437 (125kg dropped from 1 meter, or 275 lbs from 3 3 and have a hammock effect) NOTE: Shell has suspended all drop test until further notice. Good practice is to have a Sacrificial Safety Net exposed to the elements and have that section sent in for test when required. Emergency equipment and safety notices all in good order and good state of repair. Helideck free from all obstacles and check 210 obstacle free sector and 150 limited obstacle sector. Refueling equipment serviceability. Weather Any significant weather in the area check this has been notified to the radio operator and helicopter operator. Deck equipment, including start-up equipment, in good order. Any defects? If there are any defects, how do you notify and record. Bear in mind that if refueling equipment is unserviceable, this information will require promulgation to the helicopter operator. Surface Have an overall coating of non-slip material Or non-slip profiles in the design (Aluminum deck) Important note: Over painting these surfaces may compromise friction properties 15

16 Prohibited Landing Marker Rules of the Air/Air Traffic Control Regulations International standard for Landing Prohibited Positioned over the H inside the aiming circle Indicates that the Helideck is Closed Yellow Red 4m 0.5m 16

17 Wind Socks Platform to be equipped with at least one wind sock If Helideck is subject to disturbed air flow additional wind sock must be provided close to the area to indicate surface wind Consideration given to automated/electronic system to provide actual conditions but not to replace wind sock Wind socks ARE MANDATORY for every platform and visible from the helicopter in orbit. Wind sock located in accordance with obstacle clearances (210deg/150deg) Free from airflow disturbances Visible from the Helicopter in flight Illuminated where night flights are anticipated but not dazzle Recommended size 4 feet long Large opening 14 inches Small opening 8 inches 17

18 Purpose To instruct trainees in the preparation of helicopter landing and take off Learning Objectives Trainees will have knowledge of: Hand signals Aircraft Recognition Briefing of helideck crew Communication with relevant persons via Radio or Hand Signals Helideck manning and positions Equipment status Security and storage of all relevant equipment Environmental conditions appropriate to safe helicopter operations Procedures for recording defects Radio Procedures Radio Checks Head set & microphone Use Correct Radio Terminology Speak slowly and clearly Keep transmissions to the minimum 18

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21 Pilot and HLO Hand Signals (1) 21

22 Pilot and HLO Hand Signals (2) 22

23 Pilot and HLO Hand Signals (3) 23

24 Pilot and HLO Hand Signals (4) 24

25 Pilot and HLO Hand Signals (5) 25

26 Aircraft Recognition S76 C++ Anti-Collision Light Refueling Port/Cap Fire Access Vent/Flap Cargo Compartment Main Cabin Door Access 26

27 Aircraft Recognition S92 Anti-Collision Light Refueling Port/Cap Fire Access Port Cargo Compartment Main Cabin Door Access 27

28 Aircraft Recognition EC 135 Anti-Collision Light Refueling Port/Cap Fire Access Vents Cargo Compartment Main Cabin Door Access 28

29 Aircraft Recognition AW-139 (Starboard Side Only) Refueling Cap Fire Access Vents Cargo Compartment Main Cabin Door Access 29

30 Checklist for HLO Conduct a brief with the control room operator or radioman before the first helicopter flight to include: 20 mins prior to landing Receive radio operators details of ETA, PAX, load and fuel requirements Ensure deck is clear of obstruction, gas, flammable substances and loose articles Check availability of firefighting equipment Fire team/ Helideck Crew to be alerted and on standby Check fire main pressure Notify crane operator that he has 15 more minutes to finish up with crane ops. Briefing Helideck Crew Helideck crew duties (normal / emergency) Type of aircraft arriving Aircraft requirements (passengers/freight/fuel/shutdown etc.) Donning of PPE Deck Equipment The type of deck equipment need for a functional helideck includes:- Wheel chocks sandbag or rubber wedge type. Baggage and freight weighing scales. Helicopter tie-down strops. Prior to proceeding to the helideck, you should brief your crew on the aircraft requirements and their duties for the day. This includes their normal duties, e.g. baggage handler, re-fueler etc. and also their emergency response duties. Secondly, you should also identify the type of aircraft due on this particular movement. If for any reason the aircraft is not the normal aircraft then it would be advisable to watch the aircraft briefing video to ensure that any differences or idiosyncrasies are identified, and then don appropriate PPE in readiness for the arrival. 30

31 Communication Helicopters may not land or take off from an offshore installation unless prior radio communication has been established between the helicopter and the installation Additional communication with: With R.O/Crane Operator/OIM (as appropriate) With Standby Vessel/FRC Communication Legality You should ensure that all communications with appropriate persons have been carried out, including radio operator, crane operator, OIM, as appropriate. Further ensure any standby vessels have been contacted and are aware of an imminent helicopter movement. Finally, be aware that you will have to communicate with the aircraft using standard Radio terminology. Note: You must not under any circumstances take on the role of air traffic controller or aircraft information service. For example, when an aircraft requests deck clearance, you must only say I have you visual you have Green Deck. You can only say Green Deck all your saying is that the deck is clear and available to land on. By saying Clear for Land you re saying that you have confirmed the air space between the helicopter and helideck is clear and no other aircraft will be in that air space and if they are you have diverted them. The problem is you re not looking at an air traffic radar screen you actually confirm that. 5 Minutes Prior to Arrival You should carry out a final deck check to ensure nothing has changed, no foreign objects have deposited on the deck; all cranes within the vicinity should be secured and then deploy your crew to their standby positions. At this stage you should also restrict access to the helideck, ensuring that no unauthorized personnel are in the vicinity. You are now ready to receive the aircraft. Immediately Before Landing Confirm all crane operations have ceased Clear helideck of all personnel Fire-fighting equipment manned where applicable Advise pilot of vessel within 500m zone Advise pilot of platform motion, pitch, roll and heave Check helicopter anti-collision light operable Observe helicopter closely for any abnormalities (wheels up etc.) Turn off Status lights Transmit Aircraft is visible, you have Green Deck 31

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33 On Helideck, Non Flying Pilot Procedure 1. Upon landing of a PHI helicopter offshore, the HLO will request permission by radio to approach the helicopter and move under the rotor disk. 2. The pilot flying (PF) will provide permission by radio and assures that this activity is safe by guarding the flight controls and having the non-flying pilot (PNF) remains seated. 3. The HLO will indicate by radio if the PNF is needed as member of the helideck team and will inform him of the requested tasks to be performed. If the assistance of the PNF is not needed, the PNF will remain seated for the duration of the turnaround. 4. If the PNF needs to get out of the aircraft, he/she shall wait until the HLO has cleared the rotor disk area (usually after having put chocks in place), and the HLO has assured that nobody is under the rotor disk. a. The HLO will communicate Rotor disk area clear, co-pilot can exit. b. The PF confirms by radio Rotor disk area clear, co-pilot exiting. c. Once the PNF is outside of the aircraft, hand signals are used to communicate with the HLO. d. The PNF shall remain outside the aircraft until all passengers have boarded, final checks around the aircraft have been completed, and PNF has received permission from the HLO to re-enter the aircraft by positioning himself next to the aircraft door he wishes to open. e. The HLO will assure that nobody besides the PNF is under the rotor disk and will communicate by radio to the PF Rotor disk area clear, co-pilot can board the aircraft. f. The PF will remain guarding the flight controls and responds by radio Rotor disk area clear, co-pilot can board the aircraft g. The PF will provide a thumbs up signal to the PNF. The PNF pilot can now enter the aircraft. h. After the PNF is seated, the PF will continue with the green deck procedure for take- off. 5. If the PNF s assistance was not needed from a helideck manning level perspective, however it was indicated that the PNF would like to exit the aircraft for other reasons (e.g. restroom or final check around aircraft prior to departure), PNF will exit the aircraft following steps 1 through 4 above assuring that the HLO has cleared the area under the rotor disk prior to any movement. 33

34 1. PHONETIC ALPHABET RADIO TERMINOLOGY A Alpha F Foxtrot K Kilo P Papa U Uniform B Bravo G Golf L Lima Q Quebec V Victor C Charlie H Hotel M Mike R Romeo W Whiskey D Delta I India N November S Sierra X X-ray E Echo J Juliet O Oscar T Tango Y Yankee Z Zulu 2. The following phrases will be used in R/T communications ACKNOWLEDGE Let me know that you have received and understood this message AFFIRM BREAK CLEARED CORRECTION Yes Indicates the separation between messages Authorized to proceed under the conditions specified An error has been made in transmission. The correct version is... HOW DO YOU READ What is the readability of my transmission? I SAY AGAIN NEGATIVE OVER OUT READ BACK REPORT ROGER SAY AGAIN STANDBY WILCO I repeat for clarity or emphasis. No or, Permission not granted or, that is not correct MY transmission is ended and I expect a response from you. This exchange of transmissions is ended and no response is expected Repeat all, or a specified part of this message back to me exactly as received Pass requested information I have received all of your Iast transmission NOTE: Under no circumstances to be used in a reply to a question requiring a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE). Repeat all, or the following part of your last transmission Wait and I will call you (NOTE: no onward clearance to be assumed) I understand your message and will comply with it. 34

35 Crane Operations CRANE - HELICOPTER OPERATIONAL PROCEDURES BACKGROUND Historical experience has shown that catastrophic consequences can occur when industry safe practices for crane - helicopter operations are not observed. The following recommended practices will minimize risks during crane and helicopter operations. REQUIRED PRACTICE 1. Personnel awareness: (a) crane operators and pilots should develop a mutual understanding and respect of the others' operational limitations and cooperate in the spirit of safety; 2. (b) pilots need to be aware that crane operators sometimes cannot release the load to cradle the crane boom, such as when attached to wire line lubricators or supporting diving bells; and (c) crane operators need to be aware that helicopters require warm up before takeoff, a 2 minute cool down before shutdown, and cannot circle for extended lengths of time because of fuel consumption. 3. IT IS REQUIRED THAT WHEN HELICOPTERS ARE APPROACHING, MANEUVERING, TAKING OFF, OR RUNNING ON THE HELIPORT, CRANES BE SHUTDOWN AND THE OPERATOR LEAVES THE CAB. Cranes not in use shall have their booms cradled, if feasible. If in use, the crane's boom(s) are to be pointed away from the heliport and the crane shutdown for helicopter operations. Pilots will not approach, land on, takeoff or have rotor blades turning on heliports of structures not complying with the above practice. 4. It is required that cranes on offshore platforms, rigs, vessels, or any other facility which could interfere with helicopter operations (including approach/departure paths): (a) be equipped with a red rotating beacon or red high intensity strobe light connected to the system powering the crane, indicating the crane is under power; (b) be designed to allow the operator a maximum view of the helideck area and should be equipped with wide-angle mirrors to eliminate blind spots; and (c) paint crane boom tips, headache balls, and hooks with high visibility international orange. 35

36 Shell Safe Practices for Aviation Operations EP2005 Volume 2 HSE Work Instruction Pre-Helicopter Arrival Checks Restricted EP WI Work Instruction: Revision information Target Group. Pre-Helicopter Arrival Checks Description First Issue in EP Business HSSE Control Framework All EP Company staff appointed as Helicopter Landing Officer (HLO) and Helideck Assistant (HDA). Identified risk Risk Domain Health Safety Environment Risk Harm to the well-being of people, (Company, Contractor and third parties). Fatalities, incidents, injury and damage to people, assets or property, (Company, Contractor and third parties). Impact on the environment current, past and future. Instruction This Work Instruction enhances Task 4 of EP Procedure Helicopter Landing Officer Operations [1]. Check 1 (Daily helideck inspection or 30 minutes prior to landing). Carry out the following checks at least 30 minutes prior to the first expected helicopter operation of the day. For subsequent flights that day, check 1 is not required unless conditions make it necessary to re-inspect the helideck: 1. Ascertain the expected helicopter movements and requirements for the day and pass details to the HDAs, fire/ crash crews, and standby vessel; if applicable (the standby vessel should be contacted via the Radio Operator). Subsequent changes to the day s program can be passed on as and when the requirements are known. Ensure that confirmation has been received from the standby vessel that it is aware of helicopter operations. Transmissions to and from the standby vessel shall be logged by the radio room. 2. Check the fire main pressure, if applicable. 3. Check that the deck area is clear of obstructions, gas or flammable substances, loose articles, ice, snow, heavy spray or seas on deck. 4. Check and sectors for infringements (e.g. crane operations). 5. Check fire and crash equipment. All fire equipment etc. shall be secured with quick-release lashings. 6. Test mobile air band radio and other relevant radio equipment in use by HDAs. 7. Check the perimeter safety net for security and condition. 8. Check the landing net for security, tension and condition, if fitted. 9. Check all helideck associated equipment for serviceability. 36

37 10. Check landing conditions (visibility). Between sunset and sunrise, as well as when weather conditions are such that the visibility is less than 1500 meters, the helideck lighting, windsock light and obstruction lights shall be illuminated before the estimated time of landing. These lights shall remain illuminated during the helicopter operations. 11. Brief the HDAs. Check 2 (10 minutes prior to each landing). 1. Ascertain the Estimated Time of Arrival (ETA) of the aircraft, fuel requirement, and incoming details via the Installation Radio Operator. 2. Instruct Crane Operator by radio to stop the crane in a safe position. This instruction shall be carried out regardless of the status of crane operations (i.e. even if the Crane operator is not in the crane, he still be informed that helicopter operations are expected). 3. If applicable, check with the Radio Room to ensure that the standby vessel has been alerted, and that a reply has been received stating that they are aware of helicopter operations. Transmissions to and from the standby vessel shall be logged by the radio room. 4. Check the status of the installation gas flare. 5. If the installation gas flare is not lit, check that gas is not being vented, and advise the Pilot of the status. 6. Check if the aircraft requires refueling. If it does, take a fuel sample for inspection in accordance with EP Work Instruction Sampling Helicopter Fuel [2]. 7. Restrict access to the helideck to personnel whose presence is necessary for safe helicopter operations. 8. Ascertain the position of any vessels within the 500-metre zone of the installation. 9. On drilling rigs during drilling operations where wind conditions may cause drilling mud or other liquids to blow over the helideck, advise the Drilling Supervisor that helicopter operations are about to take place. Drilling crews can then take precautions to prevent any helideck contamination. 10. On floating installations and vessels provide pitch, roll, heave, yaw and heading on request from the Pilot. Installations with moving helidecks should have the capability of reporting the movements of their helideck (i.e. maximum values of pitch, roll and heave, measured over the ten minutes before flying operations are undertaken). Do not obtain these values by visual observation/ estimation, but from an approved accelerometer package (deck motion monitor). 11. Check for a possible variation in helideck temperature. Pass the existing ambient and helideck temperature to the Pilot when there are hot gases being exhausted, which could cause a temperature rise of 2 0 C or more. The Pilot needs to be warned, as an increased temperature could affect the helicopter s performance. 12. Check for turbulence. This is a phenomenon caused by the airflow being disturbed as it passes around an obstruction, such as the installation itself. The higher the wind speed the greater the effect of shear and thus the greater the turbulence. From 37

38 EP2005 Volume 2 Pre-Helicopter Arrival Checks HSE Work Instruction wind speed and direction information, the Pilot can assess in advance whether or not his aircraft will be affected by wind shear/ turbulence on landing. Restricted EP WI Check 3 (Immediately prior to each landing) 1. Check that crane operations have ceased and that the helicopter approach, landing, and overshoot areas are clear of obstruction. Advise the Pilot of any cranes which cannot be stowed in the crane boom (see Task 3 of [1]). 2. Clear the helideck of all personnel. Ensure the return load is ready. 3. Check that HDAs are in position as follows: Firefighting equipment shall be manned during take-off, landing, engine start and shutdown, and during refueling operations. An HDA shall be in a safe position, adjacent to the upwind fire monitor. If the installation has self-oscillating foam monitors on the helideck, a member of the helideck crew should position himself safely, close to the foam system activation mechanism; The HLO shall have only his head visible above the helideck surface until the helicopter has landed; The remaining HDAs shall be below the helideck, in a position that allows them to monitor the landing with maximum protection in the event of an incident on the helideck; Not all the helideck crew should be positioned at the upwind access point. At least one member of the crew shall be at an alternate access point. 4. When called on the radio by the Pilot, inform him that the deck is available for landing. 5. Advise the Pilot of any vessels in the installation 500-metre zone, giving their approximate position. 6. On mobile installations, advise the Pilot of any changes in pitch, roll, heave, yaw or heading. 7. Monitor the helicopter to confirm that the undercarriage is lowered (where applicable). 8. Check that the helicopter anti-collision light is working. 9. Advise the Pilot of any significant change of weather conditions, such as a reduction in visibility or a change in wind direction. 38

39 Arrival Procedures Shell Aviation (2) 39

40 Arrival Procedures Shell Aviation (3) SAFE APPROACH A P P R O A C H S E C T O R DANGER D A N G E R D A N G E R DANGER D A N G E R SAFE APPROACH A P P R O A C H S E C T O R DANGER D A N G E R 40

41 After Landing (Rotors turning) Wait until the pilot gives the thumbs up signal, before approaching aircraft WARNING: Only use safe approach routes to the aircraft. Do not pass around nose of aircraft unless under pilot direction Insert wheel chocks (Rubber/Sandbag) Exchange manifest with pilot Offload baggage and position next to main door Escort passengers and baggage off the helideck NOTE: Advise passengers that lifejackets/survival suits/hearing protection to be removed only when clear of the helideck and in designated safe area Remove freight Close all doors and hatches Refuel aircraft if required Prior to Take-off Load freight/passengers/baggage Verify passengers seated and seat belts fastened Secure doors and hatches Visually inspect both sides of aircraft Remove chocks when directed by pilot Confirm helideck clear of all personnel Confirm take-off area clear of obstructions Transmit 'Green Deck' to pilot Give clear for take-off signal to pilot (verify anti-collision lights are on, give clear for take-off signal to pilot) Clearance for Take-off To give a Green Deck for departure you need to confirm all the things are still the same that allowed the Green Deck for them to land. Having ensured that the helideck is clear, and there is no crane movement, you should transmit that they have a Green Deck for the departure. Following the aircraft s departure, you and your crew should remain on standby for at least 5 minutes, in case the aircraft has to return for any reason. Subsequently, you should check that the deck is secure and all your equipment is re-stowed in accordance with your company / installation policy. 41

42 On Departure Helideck cleared of all equipment baggage, freight, refueling equipment, auxiliary power, firefighting equipment etc. Check helideck for contamination, debris or damage Check deck secure/equipment re-stowed (wheel chocks, extinguishers, external power unit, fuel hose, etc.) All freight removed Remain on stand-by and maintain green deck for 5 mins. Give all clear to crane ops Purpose To give trainees an insight into the correct procedures to be followed regarding loading / unloading passengers, baggage and freight To give trainees an awareness of Safety Issues concerning STOP Work Policy and Manual Handling for the training session and their working environment Learning Objectives Students will have knowledge of Safe approach to aircraft on deck Offloading passengers/baggage Offloading freight Loading freight Loading passengers/baggage Safety checks required (survival suit, life jacket, hearing protection) Potential hazards involved (main rotors, tail rotor, ADELT, weather, wind) 42

43 On Arrival Check aircraft clear to approach (pilot gives radio/hand signal that it is safe to approach) Wheel chocks positioned(sand bags or rubber wedges recommended) Exchange manifests Offload baggage Disembark passengers Ensure passengers collect baggage Offload freight Ensure correct manual handling techniques used PASSENGER AND FREIGHT HANDLING On Arrival Before approaching the aircraft, you must ensure that you have permission to do so. This will take the form of the anti-collision lights being switched off and/or thumbs-up sign from one of the pilots. Then and only then may you approach the aircraft. Having approached the aircraft, you should exchange manifests with the crew while your HDA s commence preparation for baggage/passenger disembarkation. At this stage you should supervise the offloading of the baggage, ensuring that baggage is not placed in a dangerous position. Custom and practice is to open the main passenger door slightly while this is being carried out. Then, in conjunction with the pilot, signal the passengers to disembark. As the passengers disembark, check that they collect their baggage and that there is not uncollected baggage left on the deck. Ensure the passengers proceed off the helideck, supervised by you and your crew to prevent them wandering towards danger areas. When the passengers are clear of the deck, you should offload any freight using appropriate equipment and/or correct manual handling techniques, at all times taking care not to damage the helicopter. HLO should position his crew strategically on the helideck to lead passengers to and from the aircraft. 43

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45 On Turn-around Load Freight /Dangerous goods (check for leaks before loading) Embark Passengers (check Passengers survival suits / lifejackets / hearing protection) Stow Baggage Check Passengers seat belts fastened Doors/baggage hold properly secured Beware not to exceed floor loading limits (use of spreader boards) Freight Long, large, awkward (beware damaging aircraft/removal of aircraft seats; Helicopter must be shut down for freight over 4ft in length) Heavy (manual handling/lifting equipment) Floor loadings (use spreader boards.) Cargo nets (used to contain the freight) Straps (restraint) Essentially, this is a reverse of the previous process. Freight is loaded first, then passengers and baggage. Individual installation policy will dictate whether passengers carry their own bags to the aircraft or whether a baggage dolly is used. You and your crew should check that passengers survival suits, life jackets and hearing protection are properly fitted/worn in accordance with company/installation policy. Helideck crew must ensure that passengers do not carry loose items which may be blown into rotors or engine intakes when stowing baggage and freight it is absolutely essential that you do not exceed the floor load limits. Whilst loading passengers and freight, be aware that weather and wind conditions can have adverse conditions on both. When in doubt, suitable safety precautions should be put into place, e.g., safety line between helideck stair-case and aircraft known as a handling rope. Further, on certain types of aircraft, there are low rotor profiles and on all aircraft specific keep clear areas, which should be observed at all times. 45

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47 Departure Procedures Shell Aviation 47

48 Dangerous Goods (1) Be aware that under the IATA Dangerous Goods by Air Regulations and International Civil Aviation Organization (ICAO) - provides the basis of regulations for the carriage of dangerous goods by air that must be complied with, anyone who loads, causes to be loaded, carries or causes to be carried or causes to be underslung anything classified as dangerous cargo onto any aircraft, is liable to prosecution. It is absolutely vital that every piece of freight is manifested correctly and where any doubt exists, that freight is not loaded onto the aircraft. You should also check that the packaging is in good order and not damaged and that the appropriate hazard warning labels are securely attached to the packaging. Ensure that certain categories of dangerous goods are separated from each other in accordance with the IATA Dangerous Goods Regulations. Be aware that certain freight may contain hidden goods, e.g. a toolbox could contain aerosol cans, solvents, glue etc., which may be classified as dangerous. The IATA Carriage of Dangerous Goods regulations require that the pilot in command (Aircraft Commander) is given written notification of the type, quantity, U.N. No., proper shipping name, etc., of the goods prior to loading on board the aircraft. In addition, the shipper must complete a Declaration for Dangerous Goods form. Examples of these forms are show at Figures DG1 and DG2. Hazard Warning Labels for the various classes of dangerous goods are shown at Figure DG3. Note that the IATA Dangerous Goods regulations are extensive and if any doubt exists, reference must be made to the document for full authoritative guidance. Other Goods Be aware that certain types of freight, e.g., long, large, awkward, heavy etc., may require special precautions and in particular, heavy items may require the use of spreader boards. Note that the weight of the spreader boards must also be taken into account when manifesting the freight. 48

49 Dangerous Goods (2) IATA Regulations, ICAO Technical Instructions and Air Navigation Regulations 2002 Properly manifested, packaged and labeled Ensure separation Beware hidden goods PRIMARY HAZARD LABELS (1) 49

50 Dangerous Goods (3) PRIMARY HAZARD LABELS (2) 50

51 Dangerous Goods Documentation (1) 51

52 Dangerous Goods Documentation (2) 52

53 Dangerous Goods Documentation (3) 53

54 Purpose To give trainees an insight into the control and supervision of Helideck Emergency Response Teams during various incident scenarios Learning Objectives Trainees will have knowledge of Emergency response arrangements Supervision of helideck team response and effectiveness of equipment Selection of suitability of PPE Casualty management Communications with OIM Installation ERP Restocking supplies Post Incident control Maintaining a state of readiness Preparation (equipment checks/preparation) Pre-plan (primary and secondary roles) Selection / Wearing PPE (maintenance and storage) Use of BA (minimum contents, maintenance checks) Dangers of MMMF (upwind, BA, full F/F kit) Considerations should be given to dust mask (per CAP 437) after post incident Communications with Pilot/OIM/ Standby Vessel as appropriate Control of Incident 4 Types of Incident High Impact Crash Low Impact Crash (Fire) Low Impact Crash (No Fire) Emergency and/or Precautionary Landing (EPL) 54

55 Emergency/Precautionary Landing Contact the OIM/PIC at the earliest opportunity Instruct any aircraft on deck to fly off, and hold off any incoming aircraft. Instruct cranes to lay down loads, and move jibs to a safe position Confirm that the approach and overshoot areas are clear Ensure that Rescue and Firefighting (RFF) equipment is ready for instant use Ensure firefighting and rescue teams are standing by and are correctly dressed for firefighting/rescue response Ensure complementary firefighting media are also available Inform the radio room that the deck is clear and ready to receive the aircraft, maintain contact with the radio room. Control of Incident Raise alarm by appropriate means (helideck crash alarm/radio) Installation ERP Crash / Fire / Smoke / Debris (difficulty in deploying equipment) Effectiveness of all equipment (complementary media) Supervise casualty management (funneled through the casualty clearing zone) Communication with OIM as appropriate Incident on Deck Fuel spill / oil leak/engine fire etc. Advise Pilot in command (Radio communication/hand signals) Render assistance if requested (CO2 lance etc. - guided by pilot) Incident Control Accounting for PAX/Crew/Fire Teams/missing persons (360 deg search of helideck and adjacent areas) Secure Crash Site (tape off area/prevent removal of evidence) Replenish Stocks / Service Equipment before helideck becomes operational. Decontamination of PPE to the manufactures specifications (contaminated with fuel, MMMF, hydraulic fluid) 55

56 Equipment Status Water pressure (fire pumps running) Equipment damage (know location of complementary or alternative equipment) Isolation of part of the system if necessary (location of isolation valves) Helicopter Crash Equipment Crash Box Equipment CAP 437 Recommendations Emergency equipment box in good condition Felling axe aircraft type Fireman s axe aircraft type Safety knife aircraft type (for each crew member) Heavy Duty hacksaw c/w six spare blades Crow bar (large) Grab/boat hook Lifting strap aircraft type Pliers side-cutting (tin snips) Set of assorted screwdrivers Adjustable wrench Explosion proof flashlights (two) Bolt cutters Two Extension ladders Fire resistant blanket 56

57 Back-up ER Team (BA support, foam stocks, monitor, rescue support, battery isolations, baggage hold, stabilization) Medic (sickbay) First Aiders/Stretcher Party (casualty removal to triage area/sickbay) Emergency Response Hopefully, your entire career is an HLO should see you making nothing more than preparation for an emergency or precautionary landing. Helicopter crashes are fortunately few and far between. However, if you receive an emergency or precautionary landing call from an aircraft, you should ensure that you and your crew are fully prepared in accordance with your installation emergency response plan. Points to consider will include:- Control Your emergency response plan will detail what actions should be taken by all members of the crew in the event of a helicopter incident occurring on your deck. You must follow these procedures as far as practicable and therefore, you must be familiar with them. Your job will be to ensure that your crews are carrying out their functions effectively and safely. One of your principal functions will be to account for all personnel, assist with casualty handling or locating missing persons. Be aware that your installation may have some form of back-up personnel that you may be able to call on, including back-up fire team, medic, first-aiders or stretcher parties. In the event of a helicopter crash, having accounted for all personnel it will be your responsibility, in conjunction with your OIM and in accordance with your company policy, to ensure the security of the crash site. Aviation rules require any aircraft crash to be investigated by the Air Accident Investigation Branch and it is vital that no unauthorized personnel disturb the crash site prior to the investigator s arrival. In addition, you will have to ensure that notification of your helideck closure is promulgated to the relevant authorities. Finally, any equipment and/or stocks used during any incident will have to be replenished and serviced prior to returning the helideck to operational status. Incident on Deck It is possible that you will encounter an incident on deck at some stage. These are fairly minor and include such incidents as minor fuel spills, small oil leaks etc. The first thing you should do is notify the aircraft crew and work closely in conjunction with them to bring the situation to a successful conclusion. Emergency Equipment Cap 437 details the type of equipment that should be available for use in an emergency including the number of monitors, from branches, water branches, extinguishers and their associated capacities. Additionally, its lists the amount of crash box equipment that should be available. This list is reproduced below. Please bear in mind this information is current at the time of writing and reference should be made to the original document for an up-to-date list. 57

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66 Helicopter Tie down Procedures Background Over the past 15 years there have been five accidents in the GoM attributable to pilots attempting to takeoff with the aircraft tied down to the helideck. All the aircraft were either substantially damaged or destroyed and one pilot was fatally injured. Tie down accidents are preventable provided the operator has an effective tie down policy in effect and pilots follow the guidelines. Recommended Practices 1. All offshore aircraft should be equipped with helideck tied owns designed for that particular model helicopter and capable of securing the aircraft to the deck at four points. 2. Aircraft should have provisions for safe stowage of the tie downs when not in use that will not present a hazard to the aircraft should they becomes loose in flight. Stowage locations should be standardized by aircraft model. 3. Aircraft tie downs should be inspected on a daily basis and replaced when any evidence of excessive wear or significant deterioration is noted. Interconnecting ribbons or lanyards should not be removed or cut. 4. Whenever an aircraft is required to be tied down to the deck, all tie downs will be used to include all main rotor tie downs. 5. The addition of brightly colored streamers to the tie downs will greatly increase their visibility to both pilots and passengers. 6. The addition of a sock, secured to the tie downs and placed over the cyclic will add another reminder to the pilot that the tie downs are installed. 7. Aircraft should be tied to the heliport/deck/ramp whenever the following conditions exist: When severe weather exists. When severe weather is imminent or forecast. When thunderstorms or squall lines are in close proximity. When winds may exceed 40 knots. When medium or large helicopters land on or depart from an offshore helideck occupied by another helicopter, the other helicopter will be tied to the deck. Helicopters remaining offshore and helicopters remaining outside overnight should be tied down using the entire tie down kit. When thunderstorms or squall lines are forecast, consideration should be given to tying down helicopters that will be left unattended for more than one hour. 8. Never start the aircraft with the intent of flight without first performing a walk-around inspection and confirming that all tie downs have been removed. 9. As with all sequenced events, if interrupted while removing the tie downs, start from the beginning. 10. Tie down practices and procedures should be adequately covered in the pilot new hire training syllabus and reviewed as a topic during annual recurrent training. Recommended Practices (RP) are published under the direction of the Helicopter Safety Advisory Conference (HSAC), P.O. Box 60220, Houston, Texas, RPs is a medium for discussion of aviation operational safety pertinent to the energy exploration and production industry in the Gulf of Mexico. RPs are not intended to replace individual engineering or corporate judgment nor to replace instruction in company manuals or government regulations. Suggestions for subject matter are cordially invited. 66

67 Purpose To provide an awareness of the potential hazards involved whilst carrying out helicopter refueling operations Learning Objectives An understanding of general refueling operations A knowledge of different helicopter status during refueling Have discussed suitable fire and safety precautions relevant to refueling operations Helicopter Refueling Section 1 All personnel who are engaged in the handling and dispensing of aviation fuel must understand, that the safety of a helicopter and its passengers, depends on their ability to deliver fuel which meets the specification and is free from contamination The contents of these notes is to detail the equipment and procedures necessary to achieve this. This order requires that the person who has the management of an aviation fuel installation, and an offshore installation is classed as one, must ensure that: 1) The installation is capable of storing and dispensing the fuel so that it is in a satisfactory condition for use in aircraft. 2) The fuelling equipment is appropriately marked with grade to identify the fuel being dispensed. 3) On receipt of the fuel, it has been sampled and tested in order to check that it is of the correct grade and quality for use in aircraft. 4) Prior to delivering the fuel, it has been sampled and tested to confirm its acceptability for use in aircraft. 5) The HLO is also required to keep written records of a) Dates, quantities and grade of all fuel delivered b) All samples taken and the results of tests undertaken on those samples c) Maintenance and cleaning of the equipment on the installation 67

68 The following Guidelines should be held on board your installation for reference purposes: PHI, Inc. MA Helicopter Refueling Rev.4 dated 1/1/2014 Civil Aviation Publication 437 CAP437 Offshore helicopter landing areas: Guidance on standards. Chapter 7 provides information on the refueling system and Chapter 8 provides operational requirements. Appointment of HLO The responsibilities of the operator or the owner of the Offshore Installation in regard to helicopter fuelling requirements, which are: 1) A competent person appointed to be in control of helideck operations on the offshore installation (HLO) is present on the installation. 2) such person is in control throughout such operation 3) and such procedures are established, and plant provided, as will secure so far as is practicable that helideck operations, including the landing and take-off of helicopters are without risks to health and safety. Section 2 Fuel specification Jet A1 is a fuel obtained from middle distillate of petroleum. It is manufactured to conform to the most stringent requirements of the following specifications. 1) IATA Guidance Material 2) ASTM

69 Additives Microbial Growth Prevention Anti-Icing Jet A1 supplied offshore will come with Biobor fuel treatment additive. DO NOT add any of your own treatments. Remember that prevention is always better than cure. A dry system without water is best practice. Biobor can be utilized as a preventative and if contamination is discovered, can be utilized to treat entire system. Without a doubt the greatest challenge for aviation fuel quality in transportation is bulk shipping, due to the extent of the variables involved. Anti-icing additive may also be required. This prevents freezing of water, which may be precipitated out of the fuel due to cooling. In northern sectors (Alaska), Priest is used in aerosol can form. This is added to the fuel as the helicopter is being refueled. Priest has a data sheet containing all cautions required during the handling of it. For installations in the Southern sector of the North Sea the fuel is delivered to the installation will the anti-icing additive already added. This is shown by an AL48 sticker being placed below the Jet A1 sticker on the transportable tank. Contamination Three types of contamination can appear in Jet A1 a) Water Water can appear in fuel through condensation and or the tank breathing through the pressure/vacuum valve and or by the fuel cooling. b) Dirt/Sediment Usually from steel tanks that have deteriorated coating/paint This must be removed to prevent damage to the refueling system c) Bacterial Growth This is caused by the water/fuel interface. A fungal growth (Cladosporium Resinae) will grow. If the water is removed from the system on a daily basis then the fungus cannot grow. 69

70 Section 3 Tanks Two types of tanks can be found in use for supplying aviation fuel to offshore installations. 750 gallon and 500 gallon transporters. Both sizes of tanks are constructed of stainless steel. If the shell is constructed from mild steel then the internal surface will be coated with an epoxy lining which is approved and compatible to aviation fuel. The tank shell will be positioned within a protective frame and at a slope of at least 1 in 30, with the low end having a sump to collect sediment/water. The sump will incorporate a sample point and the high end will be fitted with a dry break connection for discharging. Each tank must have an identification number and at a suitable position on the frame there must be a plate to show when the tank was last inspected. Refueling System The refueling system will contain the following components: Transportable and/or static tanks, pumping unit comprising of twin pumps being either electrically or air driven. Filtration will be through a filter water separator and a filter water monitor. Within the dispensing cabinet there will be a flow meter (readout in liters) a hose reel, refueling hose, refueling couplings and an earth reel for bonding the aircraft. Section 4 Filtration Filter water separator The filter water separator must conform to American Petroleum Institute (API) 1581; class B. The vessel will have the following components: Coalesced elements (1 st stage) which will remove solid matter down to 1 micron and free water down to 10ppm also coalesce small water droplets into larger ones that will fall to the sump and can be drained off. The flow of fuel through the vessel is slow enough to allow this to happen. 70

71 Separator elements (2 nd stage) made from a steel screen covered with water repellant teflon. Fine particles of water will form on the teflon and form into larger droplets that will fall to the sump. A differential pressure gauge. This monitors the condition of the elements. As the filters become clogged with sediment/solids the differential pressure increases. If the differential pressure falls to zero, this would indicate a ruptured element. In both cases refueling would be stopped instantly and the pilot informed. The cause of the sudden increase/decrease in pressure would have to be found and eliminated before refueling recommenced. An automatic air eliminator. This vents air that has entered the vessel. A sump where daily samples are obtained from. In newer fuel systems a fuel pressure relief valve may be fitted. The coalescer elements must be changed out every year or when the differential pressure reaches 15 psi, whichever is sooner. Section 5 Routine checks and maintenance Routine checks Daily Weekly Annually Check floating suction arm is buoyant (if fitted) Check quantity of fuel in tank in use Sample tank in use. Retain sample for 24 hours Sample filter vessels, removing all water and sediment Sample to be taken from the hose end Check entire system is free from leaks, general appearance satisfactory Tank top fittings, caps in place, dirt and water tight Inlet/outlet dust caps are in place Record differential pressure reading on all filter vessels Check strainer in delivery nozzle/coupling (if damaged replace) Delivery nozzle/coupling free from leaks Pressurize system to pump pressure and check ENTIRE length of refueling hose for cuts, abrasions, wearing and bulges Carry out earth continuity checks throughout the system (0.5 ohms maximum) Authorized fuel inspector to check entire fuel system Filter elements renewed by authorized inspector Mild steel lined storage tank internally inspected by authorized inspector 71

72 2 Yearly Hydrostatic pressure test of refueling hose onshore Stainless steel storage tank internal inspection by authorized inspector Routine maintenance Refueling hose Aviation refueling hose must meet API th edition 1989 and BS EN standards The hose is 1 ½ nominal bore and must be used within 2 year of manufacture. Failure to do so will render the hose unsuitable for aviation refueling. The hose must be hydrostatically pressure tested every two years, up to a life of 10 years from date of manufacture. This is carried out onshore due to the specialist equipment required. Section 6 Sumping and Water Testing Only glass jars and stainless steel buckets, with a bonding cable and clamp must be used for sampling. PLASTIC CONTAINERS MUST NOT BE USED DUE TO THE POSSIBILITY OF ELECTROSTATIC DISCHARGES Fuel varies in color from Clear to yellow in color. Free water appears as droplets on the sides and bottom of the sample container Suspended water appears as a mist/haze Daily sumping must be taken from the main tank, filter water separator, 2 nd stage filter and the hose end. Nozzle sample must be drawn into scrupulously clean glass jar, normally 1 quart. glass sample jars which are specific for the use. Glass jars from the galley are not permitted. A visual check of the fuel for brightness and appearance is then carried out. When satisfied with the brightness and appearance you then swirl the jar to form a vortex. If any sediment or solid matter is present it will be concentrated in the center making it more readily visible. 72

73 When satisfied with the brightness and appearance of the fuel, the fuel is then tested for water content using a 5ml-nylon syringe and a Shell water detection kit. Before using the capsules ensure that they are in date. This is indicated on the bottom of the tube they are held in. They cannot be used passed this date. The shelf life of capsules is 9 months. When removing a capsule from the tube ensure the cap is replaced back on the tube immediately as the capsules are very sensitive to moisture in the air. The capsule is secured on the syringe, making sure that no contact is made with the sensitive paper. Immerse the capsule in the fuel and fill the syringe with 5ml of fuel. Gently stir the fuel with the syringe while it is filling. This gives a greater accuracy of the test. The capsule must remain immersed in the fuel until the 5ml level has been reached. The capsule is then examined for a change from yellow to blue. If the inner part of the capsule changes to blue there is water present in the fuel. The test must be repeated until the outer part and inner parts of the capsule remain the same color (yellow). Removal of the capsule from the fuel before reaching 5ml renders the test void. The capsule must be discarded, the syringe emptied of fuel and the test re-taken. 4 Daily Fuel Samples After these samples are taken do a Shell Water Test on each Keep all four fuel samples for a min of 24hrs 73

74 Section 7 Procedures for receipt of fuel. Transportable tanks On receipt of a tank, check that all seals are intact, the vessel is undamaged and that grade labels are visible. Check that the tank certificate is in date and that the tank number is the same as the tank you removed it from. If everything is correct then the tank certificate is replaced in the document container. Check the fuel release certificate has the correct tank number on it. This is retained in your records for 12 months. If anything is wrong with the tank certificate and or the fuel release certificate, get a faxed copy of the correct one from the fuel supplier. If they cannot produce the correct one, then reject the tank and return it to shore Leave the tank to settle for one hour per foot of fuel of the total amount in the tank then take a sample. If a transit tank is moved from one area to another, providing the settling and sample procedures have been observed, then it must be re-sampled after 10 minutes. If the settling and sampling procedures have not been observed then the tank must be left to settle for one hour per foot depth of fuel Section 8 Procedures for storage of fuel Daily checks Tanks must be sampled on a daily basis to remove any water/sediment that may have collected on the tank bottom and must be carried out prior to the first fuelling of the day. All results whether negative or positive must be recorded on the appropriate form. 74

75 Floating suction Tanks which are fitted with floating suction arm assembly must be checked daily to ensure that the float is buoyant and the arm moves freely. This is checked by gently pulling on the test wire, which will be located on the tank top. The result must be recorded on the appropriate form. Record fuel volume All tanks must be checked daily for fuel contents and the volume recorded Bulk tank inspection/cleaning Mild steel tanks must be internally inspected by an Authorized inspector every year. Stainless steel tanks must be inspected internally by an authorized inspector every two years. The results in both cases must be recorded on the appropriate form. Section 9 Procedures for refueling. Every installation will have their own procedure when carry out the refueling of helicopters but the following points should be noted: 1) A pre refuel sample must be shown to the pilot on every occasion 2) A post refuel sample must be shown to the pilot on every occasion, remembering that this sample can be obtained from the filter monitor if a pressure refuel had been carried out. 3) The bonding cable assembly on the refueling coupling/nozzle has been connected to the aircraft prior to removing the dust caps from the coupling/nozzle and the aircraft fill point. 4) The HLO must be in a position during refueling so he has visual contact with the pilot, refueler and the person the pump controls. 75

76 Refueling Rotors running: Advantage - fast turnaround for Operational needs Disadvantage - failure during refueling could cause fire under the rotor disc Engines Stopped: Advantage - safer method with little danger to personnel Disadvantage - slow, aircraft may not restart successfully Running Rotors Fire Safety: Passengers should vacate the aircraft before refueling starts and not board until refueling is completed (CAP 74) If passengers are allowed to remain on board, main cabin door must be available All personnel to be thoroughly trained in refueling operations including fire awareness training Refueling to cease if any spillage occurs and not recommence until spill is made safe The main fuelling valve must be manned at all times Suitable firefighting equipment to be manned and ready for immediate use in case of fire 76

77 Static Electricity Aircraft: While the helicopter is running, static can build up to 3000v. This is normally discharged on landing Bonding: Must be done prior to connecting fuel couplings, for the duration of refueling, and remain in contact until after coupling has been disconnected. Bonding wires and clips must be kept in good condition. Don t be this Guy! 77

78 Helicopter Construction Purpose To identify the major components used in the construction of modern helicopters. Learning Objectives By the end of the session the trainees should have an understanding and awareness of: Materials used in helicopter construction Behavior of these materials in fire situations Aircraft fuel systems Aircraft fire detection/protection Aircraft electrical systems Other relevant hazardous components. INTRODUCTION The basic construction of a helicopter is of great importance to the Helicopter Landing Officer and members of the helideck crew. Armed with this information, helideck personnel should know what to expect in the unlikely event of a helicopter incident offshore and consequently know how to deal with the incident effectively. When dealing with helicopter construction, we are not really concerned with the mechanics of helicopter flight, but essentially with the materials involved in the make up and how they would react in a crash/fire situation. In the following notes, we will looking at helicopter construction from a fire-fighter s point of view, taking special interest in various materials, engines, fuel and electrical systems and other important aspects of helicopter construction. Before we look at helicopters in detail, we will look at the basic layout of the components which make up a helicopter, the design features of the various components and how they may have an influence on subsequent events. 78

79 Fuselage The fuselage is made up of:- Frames /Formers: Vertical alloy members running from cockpit nose through to the tail section Stringers: Horizontal alloy members running along the length of the aircraft, attached to the frames/formers. Skin: Stressed alloy or aluminum panels fixed to the frame and stringers and which contribute to the rigidity of the airframe. Strengthening Members: Beams used to strengthen parts of the aircraft for mounting engines, gearbox, wheel assemblies etc. Strengthening Structures: Composite materials formed either as a sandwich sheet (i.e. Kevlar/nomex) or honeycombed as an assembly to add strength to non-load bearing parts i.e. tail, fins, panels, nose cones and floors. 79

80 Cockpit From a fire-fighter s point of view, the main items of importance in the cockpit are the location and operation of the following:- Fuel shut offs Battery isolation switches Emergency engine shutdown handles/ throttles In a crash situation, however, it may not be easy to locate fuel cocks and isolation switches, as the aircraft will be lying on its side. Main Cabin The cabins of some commercial helicopters are made of plastic and main fibers, while others are constructed of aluminum alloys. The characteristics of these materials will be dealt with later in this chapter. This area is often referred to as the critical area and accommodates the passengers and sometimes, freight. Rear Fuselage The rear fuselage and pylon are designed to support the transmission shafts, intermediate gearbox, tail rotor and gearbox. Should anyone of them fail, the aircraft will spin out of control. Materials used in helicopter construction The materials forming the major parts of the helicopter and in which areas they are used should also be known and recognized since their behavior in fire is vitally affects fire and rescue operations. The following explanations furnish only basic information regarding the materials commonly used in the construction of the helicopters. Many trade names are now used to identify differing alloys and composite materials used in modern helicopters. Differing materials are uniformly pointed and therefore will not be identified easily. 80

81 Aluminum Alloy Used in structural members Aircraft Aircraft skin Wheel hubs At approx.: 390 F invisible damage occurs 750 F buckles/distorts 1110 F melts/decomposes Aluminum alloy will melt/decompose; melting metal may fall and cool/solidify before reaching its ignition temperature (approx. 800 C). Normal foam cover should provide adequate protection. Magnesium & Magnesium Alloys Melting Point 1290 F F Ignition Point 1650 F F Used in Gearbox Casings Engine Mountings Radio Couplings 81

82 Reacts violently with: Burns with a vivid white glare but comparatively little heat. If possible, allow to burn out Water sprays may be used if correct application technique is employed. Stainless Steel or Titanium Used in areas which may be subjected to heat? Melting point for these alloys is approx F Most common uses are:- Bulkheads between engine bays Frames which encircle jet pipes. It is not generally regarded as a fire hazard. Titanium is a metallic element used for fire protection of aircraft surfaces and in all fire walls in engine bays. As the melting point of titanium is approximately 2000 degrees C it is very unlikely that titanium would ignite in a helicopter crash/fire situation. Composite Materials (machine made mineral fibers MMMF) Used more often in modern helicopters. Examples include: Kevlar and its derivatives Nomex honeycomb, bonded with epoxy resins MMMF s undamaged and not involved in fires, pose no risk. However, when involved during or after fire, Needle Stick or Puncture Wounds can occur. Breathing apparatus protects against airborne fibers. The conventional materials previously described in helicopter construction are being replaced steadily by machine-made mineral fibers, specially bonded to produce stronger and lighter components. At present, composite materials are replacing panels, non-load bearing elements of structure, and when bonded on/around more conventional materials, rotor blades so far better strength/weight ratio. 82

83 Kevlar A bonded sheet material used in rotor blades, panels, nose cones, tail section and sandwich structure within a helicopter. A very strong and light material even used by the military for tank armor and bullet proof vests. Not used, at present, in areas where cut in may be required because the material tends to blunt rescue tools very quickly. Kevlar is self-extinguished but toxic. It will burn in the flame temperature of jet A1 but once the fuel fire is extinguished Kevlar will cease to burn. Nomex Nomex comes in many forms and can be made into carpets, ducting, sound proofing, strong structures (sandwich between Kevlar), firefighting clothing etc. It will not burn readily. When ignited it will burn with the same characteristics as wool, emitting toxic fumes, but producing less smoke. Fire and Crash debris In a fire situation, very small particles of carbon fiber are released as the composite material degenerates. These particles may be spread about the incident site by wind, smoke and the thermal updraft from the residual heat of surrounding wreckage. Even after the fire has been extinguished, these particles of fiber will still be present. When cooled these particles will land and form a very fine powdery dust on all surfaces. They will further be disturbed during damping down and rescue operations. Fire-fighters can try to minimize the disturbance of fiber particles by laying a foam blanket and maintaining it during all emergency and non-emergency activities. Keeping the area damped down will also help, though it may not always be successful. 83

84 Machine Made Mineral Fibers (MMMF) Minimum numbers of fire crew to be exposed to MMMF All fire fighting should be undertaken wearing full firefighting kit Any entry to the aircraft must be undertaken in breathing apparatus and full fire kit Consideration should be given to the provision of face masks (CAP 437) The PPE should meet appropriate safety standards and should not restrict the wearer(s) from carrying out their task ANY personnel not directly involved in firefighting must remain upwind of the incident Foam blankets must be maintained post fire to prevent the release of dust/fiber. Cutting composites for casualty extraction MMMFs are very difficult to cut and all the cutting actions will result in needle sharp particles being released. If these particles come into contact with the unprotected part s of the body, they can cause needle type punctures in the skin, or enter the eyes and the respiratory tract. Persons trapped within the wreckage of an aircraft need to be protected from the dangers of carbon particles while extraction operations are taking place. Carbon composite particles are virtually undetectable by the naked eye or x-rays but they are there! Rescue teams must wear full protective clothing at all times; gloves and breathing apparatus should be worn when in the vicinity of the aircraft. Rescue teams should make every effort to remain upwind of the wreckage where possible. Fuel Tanks Types of fuel tanks that may be found onboard helicopters:- Rigid Integral Flexible AW139, S-92 - Flexible S76 - Integral EC-135 Rigid. 84

85 Rigid Usually made from sheet Aluminum with internal Baffles to reduce fuel surge The tank is set in cradles, strapped in place and bonded to the aircraft Strapping Fuel Tank Aircraft Floor Fuel Vent Integral Compartments formed by the airframe structure, ribs in the structure act as baffles to reduce fuel surge Much lighter than other tank systems but are more prone to damage in an accident. Aircraft Floor Fuel Tank Compartment Fuel Vent 85

86 Flexible Fuel Vent Flexible bags made up from layers of Nylon and neoprene rubber fixed by rubber studs within smooth areas of the fuselage Aircraft Floor Nylon/Neoprene Rubber Fuel Tank Stand up well to the shock of an accident, but they are flammable and give off toxic fumes when burning. Studs Fuselage S-92 has a flexible bag lining inside the exterior pontoon tank 86

87 Fuel and Fuel Systems Aviation Fuel Jet A1 is a petroleum distillate, which is mixed from kerosene fractions and manufactured to a closely defined specification Jet A1 Flash Point of Vapor 107ºF Flame Temperature 1475ºF Flame Spread 100ft/min Specific Gravity 0.8 (water 1.0) The fuel will not form a readily ignitable mixture at normal ambient temperatures and pressures but when it is heated or released under pressure it is more easily ignited than when in bulk. The flame temperature of 800 degrees C, which may be achieved in as little as 30 seconds, shows the need for protective clothing to be worn on the helideck. Most materials involved in the construction of a helicopter will melt or burn at these high temperatures. This again highlights the need for rapid response in the event of an emergency. The magnitude of the fire will depend on the surface area of the fuel spilt. Rotor Blades Modern rotor blades tend to be entirely constructed of composite materials, which will shatter on contact with the helideck, causing pieces to be thrown over great distances with considerable force Helideck personnel should also be aware of the danger of inhaling any airborne fiber particles. It is also imperative that such fibers do not enter the body. 87

88 Landing gear Most modern helicopters have retractable undercarriages, housed in aero-dynamically designed sponsons. These sponsons also allow the stowage of the flotation systems. However, the whole structure is not designed for heavy impact landings and failure of one or more of the sponsons will allow the helicopter to roll onto its side and the rotors to make contact with the deck. Wheels Helicopters do not suffer severe braking on landing and resultant potential wheel fires. However, in a crash situation, the tires may be heated sufficiently to burst or ignite. Modern wheels hubs are constructed of aluminium alloy. Application of foam should be sufficient to deal with any outbreak of fire. Flotation Gear The flotation gear is inflated by spheres or cylinders with compressed air. Be aware of the dangers of compressed gas/air expanding in the containment units due to high heat from a fire. 88

89 S76c++ Flotation Sphere EC135 Flotation Cylinder 89

90 Flares Majority of pyro is keep in pilots vest Some may be in the life rafts Activation methods: Manually/Automatic Manually Pulling the pin/striker cap Automatically Water activated Accidently As a result of the incident Or as a result of media/foam being Applied at the crash site Engines and Main Gearboxes These heavy elements are located above the main cabin. This makes helicopters top heavy and therefore they can turn over easily in a crash situation. The engines are one of the duplicate systems on a helicopter. There are at least 2 engines in commercial helicopters operating in UK Continental Shelf waters. Should one engine fail, flights can still be maintained with the other. Helicopter Engines As previously stated helicopter engines and main gearbox can affect the suitability of the aircraft in a crash situation. A closer examination of helicopter engines is therefore required. 90

91 Engine Compartment Fires It should be noted that the term engine fire is misleading. The combustion chamber of an engine is designed for intense heat, and temperatures of 2,000 degrees C are not uncommon. What is usually misrepresented by engine fire is a fire in the engine compartment which lubrication and ignition systems. The following procedure should be adopted for a fire in an engine compartment (e.g. fractured high pressure fuel line). Procedure: a) INFORM THE PILOT Normally by radio or by directing The pilot to shut down the engines Using recognized hand signal i.e. drawing the edge of the hand across the throat a cutting motion. UNDER NO CIRCUM-STANCES SHOULD ACTION BE TAKEN WITHOUT INSTRUCTIONS FROM THE PILOT. b) The pilot will then initiate the engine shut down and operate the fire extinguishing system. c) If this fails, the pilot will repeat your signal, or inform the HLO via radio for the deck crew to take over firefighting arrangements. d) Discharge CO² into fire access panel if fitted. 91

92 NOTE: More often than not, it will be the pilot who informs you of an engine compartment fire. Oil Fire Access Dependent on engines for pressure, then acts as coolant and lubricant for engine and gearbox. When heated and under pressure, oil forms an easily ignitable substance. Generally not regarded as a fire hazard Extremely hot if released from broken casing. 92

93 Stopping the engines in an emergency In a crash situation, where the engines must be stopped and the unusual shutdown procedure has failed for any reason, it may be possible to shut the engines down by directing a jet of foam directly into the engine air intakes. However since the fitting of foreign object deflectors to most helicopters, it may prove impossible for foam to penetrate into the engines. Note: This is the last resort only. Fire Detection Systems 93

94 Fire Detection Systems There are three main types of fire detection systems:- 1. Fire Sensing Element This type of detector is commonly known as a line detector. It consists of 2 thin wires separated by an electrical non conducting material, the whole element being sleeved in PVC (or something similar). The detector unit is positioned all around the engine compartment. Should a fire occur, the heat will break down the non-conductivity of the spreading material in the element and raise an audible and visual alarm in the cockpit. 2. Rate of Rise Detector These detectors consist of 2 bi-metallic strips of differing thermal expansion. In a fire situation one of these strips expands at a faster rate than the other until contact is made. This contact is converted into an audible and visual alarm for the pilot. A fixed temperature stop is always used in this type of detector otherwise contact might never be made between the 2 strips if a slow buildup of heat is occurred 3. Infra-Red Flame Detector Some aircraft are fitted with infra-red flame detectors, which detect visible flame flicker and raise audible and visual alarm in the cockpit. Fire Protection Systems The extinguishing medium is used for fires in engine compartments is normally Freon. The medium is stored in 2 cylinders, adjacent to the engines, together with associated pipe work leading to each engine compartment. Once the fire detection system has warned the pilot of a fire in an engine compartment, the pilot, from the cockpit, can activate the extinguishing medium directly into the relevant engine compartment. A feature of this fire extinguishing system is that the contents of one cylinder fail to extinguish the fire then the contents of the other cylinder can be diverted by means of cross over valves operated from the cockpit. 94

95 Fire Extinguishing System (On Board) Wet starts Causes A wet start is caused by the affected engine being flooded after a failed start up. This causes a buildup of fuel in the exhaust of the engine. On actual start up the fuel is ignited. A wet start can look spectacular, especially at night. A tongue of flame can lick out the exhaust up to 10 meters in length. However, this flame should only last for seconds. Procedure for Wet Starts Cause: Ignition of fuel build up in exhaust, after failed start up Prevention: Exhaust - wiped out after each failed start Procedure: Leave alone, allow exhaust flames to burn out unless ignited fuel on airframe. DP to extinguish, wipe clean Do not allow DP near engine intakes 95