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navigation aids (NAVAIDs) and was designed to
facilitate helicopter IFR operations to offshore
destinations. The Grid System is defined by over
300offshore waypoints located 20 minutes apart
(latitude and longitude). Flight plan routes are
routinely defined by just 4 segments; departure point
(lat/long), first en route grid waypoint, last en route
grid waypoint prior to approach procedure, and
destination point (lat/long). There are over 4,000possible
offshore landing sites. Upon reaching the
waypoint prior to the destination, the pilot may
execute an Offshore Standard Approach Procedure
(OSAP), a Helicopter En Route Descent Areas
(HEDA) approach, or an Airborne Radar Approach
(ARA). For more information on these helicopter
instrument procedures, refer to FAA AC 90-80B,
Approval of Offshore Standard Approach Procedures,
Airborne Radar Approaches, and Helicopter
En Route Descent Areas, on the FAA web site
http://www.faa.gov under Advisory Circulars. The
return flight plan is just the reverse with the requested
stand-alone GPS approach contained in the remarks
section.
1. The large number (over 300) of waypoints in
the grid system makes it difficult to assign
phonetically pronounceable names to the waypoints
that would be meaningful to pilots and controllers. A
unique naming system was adopted that enables
pilots and controllers to derive the fix position from
the name. The five-letter names are derived as
follows:
(a) The waypoints are divided into sets of
3columns each. A three-letter identifier, identifying
a geographical area or a NAVAID to the north,
represents each set.
(b) Each column in a set is named after its
position, i.e., left (L), center (C), and right (R).
(c) The rows of the grid are named
alphabetically from north to south, starting with A for
the northern most row.
EXAMPLELCHRC
would be pronounced “Lake Charles Romeo
Charlie.” The waypoint is in the right-hand column of the
Lake Charles VOR set, in row C (third south from the
northern most row).
2. Since the grid system's implementation, IFR
delays (frequently over 1 hour in length) for
operations in this environment have been effectively
eliminated. The comfort level of the pilots, knowing
that they will be given a clearance quickly, plus the
mileage savings in this near free-flight environment,
is allowing the operators to carry less fuel. Less fuel
means they can transport additional passengers,
which is a substantial fiscal and operational benefit,
considering the limited seating on board helicopters.
3. There are 3 requirements for operators to
meet before filing IFR flight plans utilizing the grid:
(a) The helicopter must be IFR certified and
equipped with IFR certified TSO C-129 GPS
navigational units.
(b) The operator must obtain prior written
approval from the appropriate Flight Standards
District Office through a Certificate of Authorization
or revision to their Operations Specifications, as
appropriate.
(c) The operator must be a signatory to the
Houston ARTCC Letter of Agreement.
4. FAA/NACO publishes the grid system
waypoints on the IFR Gulf of Mexico Vertical Flight
Reference Chart. A commercial equivalent is also
available. The chart is updated annually and is
available from a FAA chart agent or FAA directly,
web site address: http://www.naco.faa.gov.
2/14/08 AIM
Special Operations 10-2-1
Section 2. Special Operations
10-2-1. Offshore Helicopter Operations
a. Introduction
The offshore environment offers unique applications
and challenges for helicopter pilots. The mission
demands, the nature of oil and gas exploration and
production facilities, and the flight environment
(weather, terrain, obstacles, traffic), demand special
practices, techniques and procedures not found in
other flight operations. Several industry
organizations have risen to the task of reducing
risksin offshore operations, including the Helicopter
Safety Advisory Conference (HSAC)
(http://www.hsac.org), and the Offshore Committee
of the Helicopter Association International (HAI)
(http://www.rotor.com). The following recommended
practices for offshore helicopter operations are based
on guidance developed by HSAC for use in the Gulf
of Mexico, and provided here with their permission.
While not regulatory, these recommended practices
provide aviation and oil and gas industry operators
with useful information in developing procedures to
avoid certain hazards of offshore helicopter operations.
　
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