Helicopter Operations with a Vessel

Why a helicopter, and who decides

In short: Read emergency organisation and drills and radar in search and rescue first. The ship’s procedures come from IAMSAR Vol. III (Section 2, Helicopter operations, and the Section 4 checklist) and, for UK ships, MGN 325 (M). The helicopter crew run the job; the master stays responsible for the ship.

• What helicopters do for ships: lift off a few people after a casualty, give medical help, and put specialists on board for fire-fighting, damage control or salvage (MGN 325 (M)). A medical evacuation is the most common case.
• Range and load: radius of action usually up to about 300 NM from base (more with air-to-air refuelling); lifts from 1 to about 30 persons, depending on the aircraft (IAMSAR Vol. III).
• Landing or winching? Landings on ships are normally only for well-equipped, trained ships with a proper landing area. Most ships will be winched to (IAMSAR Vol. III).
• Who decides: the final decision on whether winching is safe is taken by the person in command of the helicopter, with the agreement of the people at the scene. The master is responsible for the ship and crew and may refuse the winching (IAMSAR Vol. III).
• A low hover (people step straight on board from the deck) only works if the ship is almost still; the helicopter captain decides whether to try it (MGN 325 (M)).
• Follow the helicopter’s instructions; act on them, and say at once if you cannot comply.
• Be ready before the call: contingency plans, checklists and periodic drills for helicopter operations (MGN 325 (M)).

Communications: what to report

In short: Monitor VHF Ch 16 for the helicopter unless something else was agreed. Give position, course and speed, the weather and how to spot you. On deck, the team leader carries a portable radio to the bridge (IAMSAR Vol. III, MGN 325 (M)).

• Radio link: the helicopter normally carries marine VHF FM; ship and aircraft talk on Ch 16 and, preferably, on two other simplex working channels. A DF-equipped helicopter can home on your transmissions (IAMSAR Vol. III). See also GMDSS equipment.
• Exchange with the helicopter (IAMSAR Vol. III):
  • position of the ship
  • course and speed to the rendezvous
  • local weather
  • how to identify you from the air: flags, orange smoke, spotlights, daylight signalling lamp.
• What the pilot will ask: exact position, course, speed, relative wind direction and speed across the deck, pitch, heave, roll, sea and spray at the operating area, size of your area, whether the ship, deck party and fire-fighting gear are ready, and whether there are obstructions above the area.
• Overhead the noise is huge: radio contact gets hard once the helicopter is over the ship, unless the VHF has headphones; it gets easier when the winchman is on deck (MGN 325 (M)).
• Portable radio: the leader of the deck party carries a walkie-talkie to talk to the bridge (MGN 325 (M) checklist).
• Standard phrases between ship and helicopter are in IAMSAR Vol. III and in the International Code of Signals (Distress – Emergency, “Aircraft – Helicopter”).

On the bridge: the first call

• “My present course is 120 degrees, speed 10 knots. Relative wind 30 degrees on the port bow at 15 knots. Light spray on deck, rolling moderately. Pick-up area on the port side aft. Stand by, I expect to be ready for you to approach in 10 minutes.”
• When everything is checked: “The ship is ready, all preparations have been made.”

Preparing the deck

In short: Pick an area on the main deck, near the side, away from the bow. Clear or secure everything loose and lower whatever sticks up. Keep everyone not needed away (IAMSAR Vol. III, MGN 325 (M)).

• Two zones: an outer manoeuvring zone and an inner clear zone. Keep the clear zone close to the ship’s side; the manoeuvring zone may stick out over the side, the clear zone must not (IAMSAR Vol. III).
• Sizes (IAMSAR Vol. III):
  • clear zone at least 5 m diameter
  • manoeuvring zone at least 30 m diameter, with no obstacle above 3 m in it
  • the helicopter hovers about 3 m above the highest obstacle.
• Markings: an aiming circle with a white “H” = landing area; a circle with a yellow inner circle = winching only (IAMSAR Vol. III).
• Avoid the bow: air flowing over the bow is very turbulent. Give as long a stretch of clear deck as possible (IAMSAR Vol. III).
• Clear obstructions: secure or remove loose objects in and near the area: ropes, tarpaulins, buoyant apparatus, hats, garbage. The rotor downwash has caused accidents (MGN 325 (M)). Lower or secure aerials, masts, booms and standing or running gear above the area.
• Wind indicator: hoist a pennant or windsock where the pilot can see it. Funnel smoke also shows the wind.
• People: unnecessary crew and all passengers clear of the area; passengers briefed; clear access to and exit from the area.
• For a landing, also: side rails, awnings and stanchions down; area free of heavy spray or seas; rope messengers ready (only the pilot decides whether to tie the helicopter down); everyone warned to keep clear of rotors and exhausts (MGN 325 (M)).
• Permanent areas: MCA recommends a dedicated winching area on all new sea-going ships of 100 m and over, and on other ships of 100 m and over where practicable; on passenger ships a low hover area where practicable, otherwise a winching area at each end (MGN 325 (M)).
• Liferafts: a helicopter can lift people from a lifeboat or liferaft held on a long painter, but downwash has capsized liferafts (IAMSAR Vol. III).

Tankers, bulk carriers and gas carriers

• Tanker without inert gas: release pressure from the tanks within 30 min of starting helicopter operations (MGN 325 (M) checklist).
• Tanker with inert gas: reduce cargo tank pressure to a slight positive pressure.
• All tankers: secure all tank openings after venting.
• Bulk and combination carriers: stop surface ventilation of dry bulk cargo and batten down all hatches.
• Gas carriers: prevent any vapour release on deck.
• Flammable or explosive cargo: the winch cable is earthed away from any spillage or tank venting area, so a static spark cannot start a fire (IAMSAR Vol. III).

Radar, lights and day shape

In short: Just before the helicopter arrives, radar off (IAMSAR: secure it or put it on standby). Light up the deck, never the helicopter. Show the restricted in her ability to manoeuvre signals.

• Radar: switch it off or to standby just before the helicopter arrives (IAMSAR Vol. III, sample briefing).
• Illumination at night (IAMSAR Vol. III):
  • floodlight the pick-up area, placed so there is no glare for the pilot or the deck party, and few shadows
  • never point lights at the helicopter: it ruins the pilot’s night vision
  • light the obstacles (obstacle lights), or, if you have no proper floodlights, light the area and the obstructions (masts, funnels, deck gear, radar aerial) as brightly as you can, after agreeing it with the pilot.
• Switch on the correct lighting, including the special navigation lights, before night work (MGN 325 (M) checklist).
• Day shape: ball – diamond – ball in a vertical line, the restricted in her ability to manoeuvre signal (IAMSAR Vol. III; COLREG Rule 27(b)). By night the same rule gives all-round red – white – red lights.
• Flags and pennants help the pilot find you and show the wind (IAMSAR Vol. III).

Ship’s heading, wind and speed

In short: Area aft → wind 30° on the port bow. Area amidships → 30° on the port bow or on either beam. Area forward → 30° on the starboard quarter. Keep a steady course and constant speed through the water (IAMSAR Vol. III).

• Why the port bow? The helicopter usually comes in from astern, hovers into the relative wind, and wants the pilot’s side (starboard) nearest the ship. With the wind 30° on your port bow, it can hover over your port side aft, facing the wind, with the pilot looking at your deck (IAMSAR Vol. III).
• The preferred pick-up area in the IAMSAR sample briefing is the port stern.
• Speed: keep a constant speed and enough steerageway. Rotor wind can make the ship hard to steer as the helicopter comes close.
• Clean air: the airflow over the area should be as free as possible of turbulence and funnel smoke.
• The pilot can change all of this by radio: “Can you alter course to …?”, “Can you reduce speed to … knots?”. Tell them when you are steady on the new course and speed.
• Low hover needs a ship with almost no movement (MGN 325 (M)).

Worked example

• True wind from 090°, pick-up area aft. To put the wind 30° on the port bow, steer 120°: the wind then comes from 30° to port of the bow.
• Your own speed changes the relative wind, so check the relative wind on the anemometer once steady and adjust.
• Area forward instead? Put the wind 30° on the starboard quarter.

Fire cover and the deck party

In short: Fire pump running, hoses and foam ready but pointing away from the area, dry powder to hand, rescue party and rescue boat ready, deck party in helmets and high-visibility tabards, and a safety briefing for everyone (IAMSAR Vol. III, MGN 325 (M)).

• Fire-fighting kit where available (IAMSAR Vol. III):
  • at least 2 dry powder extinguishers, total at least 45 kg
  • foam system (fixed or portable): at least 6 L per minute per m² of clear zone, for at least 5 min
  • CO₂ extinguishers, total at least 18 kg
  • deck water system giving at least 2 jets to any part of the area, with at least 2 dual-purpose nozzles
  • fire-resistant blankets and gloves, enough fire proximity suits, portable gear for oil fires near the disembarkation space
  • fire pump started, hoses connected and ready.
• Hoses near the area but clear of it, nozzles pointing away in case of accidental discharge (MGN 325 (M) checklist).
• Rescue: a rescue party detailed and the man overboard rescue boat ready for lowering.
• Tools to hand: large axe, crowbar, wire cutters, red emergency signal/torch, marshalling batons (night), first-aid kit (MGN 325 (M) checklist).
• Deck party: complete, in position, in brightly coloured tabards and helmets. The hook handler wears a helmet, strong rubber gloves and rubber-soled shoes against static shock.
• Lifejackets for the crew involved and the people to be lifted, unless it would harm the patient (IAMSAR Vol. III).
• The OOW confirms the ship is ready before the operation starts.
• Near the aircraft: never approach or leave a helicopter unless the pilot or crewman tells you to. The rear half (tail rotor) is a danger area; the front is a caution area, entered only when directed (IAMSAR Vol. III).

The winching: static, hi-line and lifting devices

In short: Let the hook touch the deck before you touch it (static). Never make the hook or line fast to the ship. Haul the hi-line only when told. Lift a cold casualty horizontally (IAMSAR Vol. III).

• Static electricity: a hovering helicopter builds up a big static charge. Let the hook, the lifting device or the static discharge line touch the deck first; then handle it. Do not grab the device unless the crew ask you to (IAMSAR Vol. III).
• Never secure the lifting device, the hook or the trail line to the ship, and do not let it snag the rigging. Never tie a trail line to a person.
• If you must move the device to load a patient: unhook the cable and trail line, and lay the loose hook on deck for the helicopter to take back. Re-attach when ready and give a thumbs up to the winch operator.
• Hand signals (IAMSAR Vol. III): “Forward” (ready, come in) = arms moved up and backwards, beckoning; “Finishing operations” (stop or finished) = arms crossed repeatedly above the head.

Hi-line technique

• Used when the helicopter cannot lower straight onto the deck: poor weather, obstructed view or a small winching area (IAMSAR Vol. III).
• A weighted line on a weak link comes down first (at night it may carry lightsticks). Let it touch the deck to earth.
• One crew member handles it and hauls in slack only when the helicopter crew say so; wear gloves. A second crew member coils the spare line into a container, clear of obstructions.
• The line must NOT be made fast.
• The helicopter moves off to one side and lowers the crewman or harness; you haul in to bring the hook on board.
• If the helicopter breaks off, pay the line out at once, clear of obstructions.
• On the lift, pay out the line with enough tension to stop the load swinging. On the last lift, drop the end of the line over the side.

Lifting devices

• Rescue sling (strop): the most used. Put it on like a coat, loop behind the back and under both armpits, face the hook, hands clasped in front. Do not sit in it and do not unhook it. For uninjured people only.
• Double lift: a sling for the casualty plus a helicopter crewman who rides down with them.
• Rescue basket: climb in, sit, hold on. Rescue net: a “bird cage”, open on one side; sit in it and hold on.
• Rescue stretcher: for most patients. Unhook it from the cable while the patient is loaded.
• Rescue seat: like a three-pronged anchor; sit astride and hug the shank. Takes two people.
• Hypothermia: after time in the water, lift in a basket or stretcher to keep the person horizontal; a vertical lift may cause severe shock or cardiac arrest (IAMSAR Vol. III).
• The patient: lifejacket on, no loose clothing or hat, medical records and a list of drugs given attached. No personal belongings: they can foul the winch or be sucked into the rotors.