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safe practices sufficient to safeguard helicopter/tanker
operations.
(b) Appropriate 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.
(c) Appropriate approvals and direct communications
with the bridge of the tanker must be
maintained throughout all helicopter/tanker operations.
(d) Helicopter/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.
(e) Helicopter/tanker operations shall not be
conducted during product/cargo transfer.
(f) Generally, permission will not be granted
to land on tankers during mooring operations or while
maneuvering alongside another tanker.
e. Helideck/Heliport Operational Hazard
Warning(s) Procedures
1. Background
(a) A 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:
(1) Perforating operations: subparagraph
f.
(2) H2S gas presence: subparagraph g.
(3) Gas venting: subparagraph h; or,
(4) Closed helidecks or heliports: sub−
paragraph i (unspecified cause).
(b) These and other operational hazards are
currently minimized through timely dissemination of
a written Notice to Airmen (NOTAM) for pilots by
helicopter companies and operators. A NOTAM
provides a written description of the hazard, time and
duration of occurrence, and other pertinent information.
ANY POTENTIAL HAZARD should be
communicated to helicopter operators or company
aviation departments as early as possible to allow the
NOTAM to be activated.
(c) To supplement the existing NOTAM
procedure and further assist in reducing these
hazards, a standardized visual signal(s) on the
helideck/heliport will provide a positive indication to
an approaching helicopter of the status of the landing
area. Recommended Practice(s) have been developed
to reinforce the NOTAM procedures and standardize
visual signals.
f. Drilling Rig Perforating Operations:
Helideck/Heliport Operational Hazard
Warning(s)/Procedure(s)
1. Background. A critical step in the oil well
completion process is perforation, which involves the
use of explosive charges in the drill pipe to open the
pipe to oil or gas deposits. Explosive charges used in
conjunction with perforation operations offshore can
potentially be prematurely detonated by radio
2/19/04 AIM
Special Operations 10−2−3
transmissions, including those from helicopters. The
following practices are recommended.
2. Recommended Practices
(a) Personnel Conducting Perforating Operations.
Whenever perforating operations are
scheduled and operators are concerned that radio
transmissions from helicopters in the vicinity may
jeopardize the operation, personnel conducting
perforating operations should take the following
precautionary measures:
(1) Notify company aviation departments,
helicopter operators or bases, and nearby manned
platforms of the pending perforation operation so the
Notice to Airmen (NOTAM) system can be activated
for the perforation operation and the temporary
helideck closure.
(2) Close the deck and make the radio
warning clearly visible to passing pilots, install a
temporary marking (described in subparagraph
10−2−1i1(b)) with the words “NO RADIO”
stenciled in red on the legs of the diagonals. The
letters should be 24 inches high and 12 inches wide.
(See FIG 10−2−1.)
(3) The marker should be installed during
the time that charges may be affected by radio
transmissions.
(b) Pilots
(1) Pilots when operating within 1,000 feet
of a known perforation operation or observing the
white X with red “NO RADIO” warning indicating
perforation operations are underway will avoid radio
transmissions from or near the helideck (within
1,000 feet) and will not land on the deck if the X is
present. In addition to communications radios, radio
transmissions are also emitted by aircraft radar,
transponders, radar altimeters, and DME equipment,
and ELTs.
(2) Whenever possible, make radio calls to
the platform being approached or to the Flight
Following Communications Center at least one mile
　
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