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pilot, one crewmember should supervise the
unloading/loading process from outside the aircraft.
1.2.2.4Where practical, a designated facility
employee should assist with loading/unloading, etc.
1.3Crane−Helicopter Operational Procedures
1.3.1Background.Historical experience has
shown that catastrophic consequences can occur
when industry safe practices for crane/helicopter
operations are not observed. The following recommended
practices are designed to minimize risks
during crane and helicopter operations.
1.3.2Recommended Practices
1.3.2.1Personnel 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;
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
two−minute cool down before shutdown, and cannot
circle for extended lengths of time because of fuel
consumption.
1.3.2.2It is recommended that when helicopters are
approaching, maneuvering, taking off, or running on
the heliport, cranes be shutdown and the operator
leave 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.
1.3.2.3Pilots will not approach, land on, takeoff, or
have rotor blades turning on heliports of structures
not complying with the above practice.
ENR 6.2−2 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
1.3.2.4It is recommended 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)Have their boom tips, headache balls, and hooks
painted with high visibility international orange.
1.4Helicopter/Tanker Operations
1.4.1Background.The interface of helicopters and
tankers during shipboard helicopter operations is
complex and may be hazardous unless appropriate
procedures are coordinated among all parties. The
following recommended practices are designed to
minimize risks during helicopter/tanker operations.
1.4.2Recommended Practices
1.4.2.6Management, flight operations personnel,
and pilots should be familiar with and apply the
operating safety standards set forth in Guide to
Helicopter/Ship Operations", International Chamber
of Shipping, Third Edition, 5−89 (as amended),
establishing operational guidelines/standards and
safe practices sufficient to safeguard helicopter/tanker
operations.
1.4.2.7Appropriate plans, approvals, and communications
must be accomplished prior to reaching the
vessel, allowing tanker crews sufficient time to
perform required safety preparations and position
crew members to receive or dispatch a helicopter
safely.
1.4.2.8Appropriate approvals and direct communications
with the bridge of the tanker must be
maintained throughout all helicopter/tanker operations.
1.4.2.9Helicopter/tanker operations, including
landings/departures, shall not be conducted until the
helicopter pilot−in−command has received and
acknowledged permission from the bridge of the
tanker.
1.4.2.10Helicopter/tanker operations shall not be
conducted during product/cargo transfer.
1.4.2.11Generally, permission will not be granted to
land on tankers during mooring operations or while
maneuvering alongside another tanker.
1.5Helideck/Heliport Operational Hazard
Warning(s) Procedures
1.5.1Background
1.5.1.1A number of operational hazards can develop
on or near offshore helidecks or onshore heliports that
can be minimized through procedures for proper
notification or visual warning to pilots. Examples of
hazards include but are not limited to:
a)Perforating operations:subparagraph1.6.
b)H2S gas presence:subparagraph 1.7.
c)Gas venting:subparagraph 1.8; or,
d)Closed helidecks or heliports:subparagraph
　
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