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Part II Helicopter Decks and Winching Areas - TP 4414 E

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Part II Helicopter Decks and Winching Areas

Part II Table



Decks - General

5 (1) Ship’s weight, trim and stability calculations should allow for the maximum loaded weight of the design helicopter.

(2) The location of a helicopter deck should take into account ship motions, turbulent wind conditions owing to superstructures or vertical airflow up slab-sided hulls, hot or hazardous gases from funnels, exhausts, flare booms or vents, and any restrictions or obstacles in a helicopter approach-and-departure area.

(3) A helicopter deck should not:

  1. form part of the upper boundary of a cargo tank in oil tankers, chemical tankers or liquefied-gas carriers;
  2. be located in cargo areas in vessels in which dangerous goods are stored, as defined in the Dangerous Goods Shipping Regulations.

(4) The helicopter deck should be free of all obstacles and openings other than;

  1. recesses or openings in the deck, which should not exceed  105 mm length or diameter;
  2. retractable hangar track channels, which should not exceed  105 mm width;
  3. peripheral safety nets in accordance with subsection 5(20); and
  4. where required, perimeter lights in accordance with subsection 6(4).

(5) Where full compliance with the prescribed helicopter deck size would restrict the operations of helicopters from a ship engaged in tasks directly related to the safety of life at sea, a smaller deck size to dimensions specially determined by the Board and Aviation Group may be accepted.

Deck Location, Size and Obstacle Limitations

(6) Except as prescribed in subsection (12), a helicopter deck to be located at the bow or stern should be of sufficient size:

  1. for a single main rotor helicopter, to contain a circle of a diameter not less than the main rotor diameter of the design helicopter and to be bounded by an athwartship line tangential to the inboard periphery of the circle (Fig. No.1); and,
  2. for a tandem-main-rotor helicopter, to meet dimensions specially determined by the Board and Aviation Group.

(7) Except as prescribed in subsection (12) a helicopter deck to be located on one side of a ship only should be of sufficient size:

  1. for a single-main-rotor helicopter, to contain a circle of a diameter not less than the overall length of the design helicopter, and to be bounded by lines perpendicular to the side of the ship and tangential to the circle (Fig. No.2); and
  2. for a tandem-main-rotor helicopter, to meet dimensions specially determined by the Board and Aviation Group.

(8) Except as prescribed in subsection (12), a helicopter deck to be located amidship for operations from both sides of a ship should be of sufficient size:

  1. for a single main rotor helicopter, to contain a rectangle having sides not less than the overall length of the design helicopter, with the ship’s deck obstacle free on the port and starboard sides (Fig. No.3.); and
  2. for tandem-main-rotor helicopter, to meet dimensions specially determined by the Board and Aviation Group.

(9) Except as prescribed in subsection (13), a ship with a bow or stern helicopter deck should,

  1. have a limited-obstacle area containing no obstacle higher than 0.05 x the overall length of the design helicopter and extending inboard not less than 3 m beyond the athwartship boundary of the helicopter deck (Fig. No.1); and,
  2. have an approach-departure area that encloses the helicopter deck, extends outward through a sector of 180° originating at the inboard athwartship boundary and is unrestricted outward, except for approved air navigation aids to flight safety, such as a visual-approach approach slope indicator (Fig. No.1).

(10) Except as prescribed in subsection (13), a ship with a side helicopter deck should,

  1. have a limited-obstacle area containing no obstacle higher than 0.05 x the overall length of the design helicopter and extending not less than 0.25 x the overall length of the design helicopter, or 3 m, whichever is greater, beyond the perimeter of the helicopter deck (Fig. No.2); and
  2. have two approach-departure paths with their centre lines originating at the centre of the helicopter deck separated by at least 90°; these paths should extend each side of the centre line not less than 0.75 x the rotor diameter of the design helicopter and be unrestricted outwards except for approved air navigation aids to flight safety, such as a visual-approach slope indicator (Fig. No.2).

(11) Except as prescribed in subsection (13), a ship with an amidship helicopter deck should have a limited-obstacle area fore and aft of the helicopter deck subtending an angle not greater than 150 degrees and within the 150 degree angle extending out to a distance equal to the overall length of the design helicopter measured from the boundary of the enclosing angle; the obstacle limitation surface should rise at a rate of one unit vertically for each five units horizontally, fore and aft of the helicopter deck (Fig No.3).

(12) For a ship, including a mobile unit, directly engaged in oil or gas exploration or production, the helicopter deck should be of sufficient size:

  1. for a single-main-rotor helicopter
    1. operating outside the Inland Waters of Canada, to contain a circle of a diameter not less than the overall length of the design helicopter;
    2. operating within the Inland Waters of Canada, to contain a circle of a diameter not less than the main-rotor diameter of the design helicopter (Fig. No.4), and,
  2. for a tandem main rotor helicopter
    1. where omnidirectional landings are desired, to contain a circle of a diameter not less than 0.9 x the overall length of the design helicopter; and
    2. where bidirectional landings are desired in the direction of the major axis only, to contain a rectangle with sides 0.9 x the overall length by 0.75 x the overall length of the design helicopter, except that the corners of this rectangle may be omitted provided that neither side of the right angle of the triangle thus formed exceeds 5 m in length (Fig. No.5).

(13) A ship, including a mobile unit, directly engaged in oil or gas exploration or production, should have an obstacle free area around the helicopter deck, except that obstacles may be located in an area within an angle not greater than 150° extending outwards from a point on the deck periphery, subject to the following conditions

  1. for a single-main-rotor helicopter, the height of obstacles should not exceed 0.05 OL from the periphery of the helicopter deck out to an arc having a radius of 0.62 OL from the centre of the helicopter deck, with the allowable obstacle height rising one unit vertically for each two units horizontally out to an arc having a radius of 0.83 OL from the centre of the helicopter deck,
  2. for a tandem-main-rotor helicopter operating from an omnidirectional facility, the height of obstacles should not exceed 0.05 OL from the periphery of the helicopter deck out to a circular arc having a radius of 0.83 OL from the centre of the helicopter deck, and
  3. for a tandem-main-rotor helicopter operating from a bidirectional facility, the height of obstacles is unlimited within the two straight lines which should be equidistant from the deck perimeter line.

where OL is the overall length of the design helicopter (Fig Nos.4 and 5)

(14) A ship, including a mobile unit, directly engaged in oil or gas exploration or production, should,

  1. have an approach area, extending out 500 m and bounded by the obstacle-free area prescribed in subsection (13), within which no permanent obstacle should be located; other than approved air navigation aids to flight safety, such as a visual approach slope indicator;
  2. normally, have the approach area, as prescribed in paragraph (a), free also of all mobile obstacles, although operations may be carried out at the discretion of the Master and the helicopter Pilot-in-Command, even when such an obstacle is present within the approach area; and
  3. have no structural members protruding outside a gradient of 5 vertical units to every 1 horizontal unit running from the clear deck area down to the water level and extending horizontally around the clear deck over an arc of 180° centred within the approach area prescribed in para (a)
    (Fig. Nos. 6 and 7.)

Deck Construction

(15) A helicopter deck should be of metal construction, and

  1.  where the deck and a deckhead below are separated, the separation should be at least 1 m;
  2. where the deck forms part of the deckhead of an enclosed space. and where a fire hazard to the space exists, the metal should be steel and have "Class A-60" insulation in accordance with Hull Construction Regulations; or
  3. where the deck is of a grating form, the underdeck design should be such that the cushioning effect of the rotor downwash is not diminished.

(16) Scantling calculations for a helicopter deck and its support structure should be based on a load factor of 2.5 times the design helicopter’s maximum loaded weight transmitted through the landing-gear configuration presenting the severest local loading; however, the Board may accept a lesser load factor in cases where a detailed loading analysis is submitted in which the design criteria are shown to provide for ship-motion conditions.

(17) Determination of deck and support structure materials and scantlings for any helicopter operations proposed for extremely cold climatic conditions should take the lowest ambient temperature into account.

(18) A helicopter deck should have:

  1. at least two means of access located as far as practicable from one another;
  2. an oil-resistant, fire-retardant, non-skid surface;
  3. means of removing ice accumulation, where applicable, and;
  4. means of chocking landing gear, particularly gear on wheeled helicopters.

(19) With the design helicopter’s weight being taken into account, a helicopter deck should have a camber of about 1:50, or a slope sufficient to ensure fluid drainage, and a deck-edge trough with suitable drainage points such that fluids may safely drain directly overboard.

Safety Net

(20) A helicopter deck should be fitted with a peripheral safety net:

  1. not less than 1 m wide,
  2. inclined 10° upward from the horizontal, and
  3. strong enough to support at least 200 kg per running metre.

(21) Except where the helicopter deck is used solely for helicopter operations and can be isolated by approved gated guardrails or ladders, the safety net should be fitted with hinged stanchions and three wire-rope rails such that the stanchions can be secured in the upright position and the wire-rope rails tightened.

Securing Facilities

(22) Recessed facilities should be provided on the helicopter deck for helicopter tie-down; the strength of the tie-down arrangements should be such as to secure the design helicopter from the effects of ship motions and wind conditions.

Grounding Facilities

(23) Grounding facilities should be provided between the helicopter and the helicopter deck for the removal and control of electrostatic accumulations; such facilities should be capable of automatic detachment without hazard to the helicopter.

Safety Notice

(24) The following notice should be prominently displayed in permanent lettering at all entrances to the helicopter deck and fuelling area:

During Helicopter Operations 

  • No unauthorized persons allowed 
  • Secure all loose objects
  • No naked lights - No smoking
  • Helicopter Deck Lighting and Hazard Marking

6 (1) Helicopter-deck facilities should include such floodlighting arrangements as do not interfere with the vision of the Pilot-in-Command.

(2) For a ship, including a mobile unit, directly engaged in oil or gas exploration or production, the helicopter clear deck perimeter should be equipped at 3 m intervals with yellow omnidirectional lights having an average illumination intensity of between 20 and 25 candelas; the lights should meet the requirements of the Canadian Electrical Code for Division 2 of Class I locations.

(3) For a ship, other than one described in subsection (2), perimeter lights should be required only where floodlights may cause vision problems to the Pilot-in-Command.

(4) Perimeter lights, where required, should

  1. not exceed 250 mm height except that special consideration should be given to ships from which helicopters regularly engage in underslung cargo operations where it may be necessary that lights be of snag-free design and not exceed 25 mm height; and
  2. not be visible from below deck level.

(5) Where the Aviation Group specifies that a certain structure close to the boundary of the limited-obstacle area or obstacle-free area should be conspicuous by the application of surface markings, the following principles apply:

  1. the structure should be marked with alternating bands of contrasting colours if
    1. it has essentially unbroken surfaces and has one dimension, horizontal or vertical, greater than 1.5 m and the other dimension, horizontal or vertical, less than 45 m, or
    2. t is of skeletal type with either a vertical or a horizontal dimension greater than 1.5 m;
  2. the bands should be perpendicular to the largest dimension and have a width approximately one seventh of the longest dimension;
  3. the colours of the bands should contrast with the background against which they will be seen; orange and white should be used, except where such colours are not conspicuous against the background;
  4. the bands on the extremities of the structure should be of the darker colour; and
  5. a structure should be of a single conspicuous colour if its projection on any vertical plane has both horizontal and vertical dimensions of less than 1.5 m; orange or red should be used, except where such colours merge with the background.

(6) Where night marking is needed, the Aviation Group may specify that structures close to the boundary of the limited-obstacle area or the obstacle-free area should:

  1. clearly indicate the obstacle surface by means of surface floodlights, of an intensity such that the surface illumination does not cause excessive glare to the Pilot-in-Command, the recommended level of floodlighting illumination being 30 lux; and
  2. be equipped at or near the top, with omni-directional red hazard lights having average illumination intensity of 20 to 25 candelas.

Helicopter Landing Aids

7 (1) A wind-direction indicator showing wind conditions over the helicopter deck should:

  1. be located in a non-hazardous position adjacent to the takeoff and landing area, so as to be visible from all directions to the helicopter Pilot-in-Command.
  2. be located as clear as possible of wind turbulence so as to accurately indicate wind direction; where turbulence cannot be completely avoided, an additional smaller indicator may be needed;
  3. be illuminated for night operations and have a colour, or colours, clearly contrasting with the ship’s colour scheme, so as to be visible to the Pilot-in-Command from a height of at least 200 m; and
  4. be in the form of a truncated cone having a minimum size 1.2 m long, with a frontal opening of 0.3 m and a rear opening of 0.15 m.

(2) Where a helicopter beacon is fitted for ship-identification purposes, it should show white flashes transmitting the International Morse Code letter H (i.e. dot, dot, dot, dot).

(3) The frequency of total flashes should be from 12 to 30 per minute and preferably not less than 20 per minute.

(4) The light from the beacon should show at all angles of azimuth; the vertical light distribution should be such that no light shows below the horizontal and the following minimum effective illumination intensifies be provided for the white flash.

ANGLE ABOVE HORIZONTAL 1° 5° 10° 15°
EFFECTIVE INTENSITY (1000 cd white) 2.5 5 2.5 1

(5) Brilliancy control or shielding should be provided when necessary to ensure that a helicopter beacon does not dazzle the Pilot-in-Command at short range.

Helicopter Deck Markings

8 (1) The markings painted on the helicopter deck should be easily visible from the approaching helicopter and be of a colour prescribed to contrast clearly with the deck colour scheme.

(2) Except where otherwise prescribed in this Guideline, letters and numerals should be 80 cm high with lines 10 cm wide.

(3) Markings to indicate safe loads and dimensions should be in thousands of pounds and feet, respectively, since helicopter pilots’ manuals use these measures.

(4) Except as prescribed in subsection (6), the helicopter deck should be identified by a white capital letter "H", 3 m high with the lines 40 cm wide.

(5) The letter "H" prescribed in subsection (4) should be so oriented that the verticals are parallel to the fore and aft axis of the ship, as follows:

  1. for a ship with a bow or stern helicopter deck, the letter should be at the centre of the helicopter deck (Fig. No.1);
  2. for a ship with a side helicopter deck, the letter should be at the centre of the circular clearance-indicator line prescribed in paragraph (7)(b) (Fig. No.2); and
  3. for a ship with an amidship helicopter deck, the letter should be at the centre of the helicopter deck (Fig. No.3).

(6) For a ship, including a mobile unit, engaged in oil or gas exploration or production, the helicopter deck should be identified by a yellow aiming circle, 6 m in inside diameter and 40 cm in width, at the centre of the helicopter deck (Fig Nos.4 and 5).

(7) To ensure that a helicopter Pilot-in-Command has visual indication of correct positioning, a yellow clearance indicator line should be painted on the helicopter deck, as follows:

  1. for a ship with a bow or stern helicopter deck the marking should be an athwartship solid line 6 m long and 40 cm wide (Fig.No.1); and
    1. be disposed equally on each side of the centre line of the takeoff and landing area;
    2. be accompanied by an indication of the overall length of the design helicopter and
    3. be located so that the Pilot-in-Command position in the design helicopter is directly over the line and the rotor is clear of the limited-obstacle area;
  2. for a ship with a side helicopter deck, the marking should be a circular line 40 cm wide (Fig. No.2.); and
    1. be interrupted at 120° intervals by indications of the overall length of the design helicopter, and
    2. be of such diameter and so centred that the Pilot-in-Command position in the design helicopter is directly over the line and the rotor is clear of the limited-obstacle area; and
  3. for a ship with an amidship helicopter deck the marking should be two solid lines port and starboard, each 6 m long and 40 cm wide, running fore and aft, (Fig. No.3), and each line;
    1. be disposed equally on each side of the centre line of the helicopter deck;
    2. be accompanied by an indication of the overall length of the design helicopter; and
    3. be located so that the Pilot-in-Command position in the design helicopter is directly over the line and the rotor is clear of the limited-obstacle area.

(8) The perimeter of the helicopter deck should be indicated by a solid yellow line 40 cm wide.

(9) The boundary of the limited-obstacle area should be indicated by a broken yellow line 40 cm wide and consisting of alternate painted and clear portions 3 m long.

(10) The helicopter deck should be marked adjacent to the perimeter to indicate in thousands of pounds the maximum safe loaded weight of the design helicopter that the deck is designed to withstand.

Helicopter Deck Communication Systems

9. (1) The helicopter deck area should be fitted with telephone equipment suitable for communication with the bridge and, where applicable, with the aviation-fuel pump room and the accommodation for the Helicopter Operations officer.

Additional Facilities

10. (1) Consideration should be given to accommodating immobilized helicopters on deck; depending upon the need for further helicopter operations, such accommodation may be an approved parking area, a hangar facility outside the required landing area, or a means of suitably securing the helicopter on the landing area pending removal by a cranage facility.

(2) For ships requiring uninterrupted helicopter operations, consideration should be given to the installation of:

  1. safe and independent helicopter engine-starting facilities;
  2. cranage capable of servicing the helicopter deck and suitable for transferring the design helicopter to and from the ship;
  3. a helicopter-servicing facility staffed with trained personnel; and
  4. suitable shipboard accommodation for helicopter operational and servicing personnel.

Figure 1 Helicopter Deck - Bow or Stern Facility

figure 1

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Figure 2 Helicopter Deck - Shipside Facility

figure 2

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Figure 3 Helicopter Deck - Amidship Facility

figure3

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Figure 4 Helicopter Deck for Ships Engaged in Oil or Gas Exploration or Production - Omnidirectional Facility

4

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Figure 5 Helicopter Deck for Ships Engaged in Oil or Gas Exploration or Production - Bidirectional Facility

figure 5

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Figure 6 Helicopter Decks for Ships Engaged in Oil or Gas Exploration or Production - Structural Gradient Below Deck

figure 6

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Figure 7 Helicopter Decks for ships Engaged in Oil or Gas Exploration or Production - Structural Gradient Below Deck

figure 7

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Winching Area

General

11 (1) All helicopter operations to and from a ship should normally involve landing on a deck; however, where operations are infrequent or the configuration of the ship precludes installation of a helicopter deck, then facilities for winching may be provided.

(2) The location of the winching area should take into account ship motion, turbulent wind conditions owing to superstructures, funnel exhaust gases and any restrictions and obstacles to approach areas.

(3) Winching operations may be carried out above cargo areas on oil tankers, chemical tankers and gas carriers, provided the ship’s tanks beneath the winching area are inerted and tested to confirm that their atmospheres are below the explosive limit.

(4) Winching operations should not be carried out above cargo areas of ships in which dangerous goods are stored, as defined in the Transportation of Dangerous Goods Regulations.

Deck area

(5) A circular area of clear deck should be provided for winching operations and be:

  1. not less than 4.5 m in diameter;
  2. painted yellow with the surrounding deck painted a contrasting colour; and
  3. free of all obstacles (Fig. No.8).

(6) The clear deck area for winching operations should be located as close to the ship side as practicable.

(7) The clear deck for winching operations should have:

  1. at least two means of access located as far as practicable from one another, and
  2. a fire-retardant, non-skid surface.

Obstacle Limitations

(8) A circular limited-obstacle area for winching operations should be provided and:

  1. be not less than 30 m in diameter;
  2. need not be marked; and
  3. contain no obstacles higher than 3 m (Fig. No.8).

(9) Cargo derricks, crane booms, running rigging, radio antennae and similar movable obstacles in the helicopter approach, winching and departure areas should be lowered during helicopter operations.

Grounding Facilities

(10) Grounding facilities should be provided between the helicopter and the ship’s deck for the removal and control of electrostatic accumulations; such facilities should be capable of automatic detachment without hazard to the helicopter.

Safety Notice

(11) The following notice should be prominently displayed in permanent lettering in areas adjacent to the winching-operations area:

During Helicopters Operations

No unauthorized persons allowed

Secure all loose objects

No naked lights - No smoking

Lighting

(12) A clear deck area for winching operations should be equipped with such floodlighting arrangements as do not interfere with the Pilot’s vision.

(13) Where needed for helicopter safety, red omnidirectional lights having average illumination intensity of between 20 and 25 candelas should be mounted on obstacles close to the limited-obstacle area.

Direction Indicator

(14) A wind-direction indicator showing wind conditions over the winching operations area should be fitted in accordance with subsection 7 (1).

Communication

(15) The winching-operations area should be fitted with telephone equipment suitable for communication with the bridge.

Figure 8 Helicopter Decks Winching Operations Area

figure 8

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Date modified:
2010-01-21