HAC Oil & Gas IBP - Helicopter Association of Canada

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6.3.4 Staging and Camp lighting6.3.4.1 Adequate lighting should be provided at the helipad and helicopter parking areas to allowinspection, preparation and loading of the helicopter in the hours of darkness. Subject to thesecurity risk assessment for the area, peripheral security lighting should be considered andplaced in a way that people approaching the aircraft will be clearly visible from a distance.6.3.4.2 The provision of helipad aviation lighting will depend on the decision by Company'smanagement on the requirement for a night evacuation capability from the base camp; normalflying operations will invariably take place only by day under Visual Flight Rules (DAY/VFR). Itis emphasized that a night capability should never be assumed in the seismic environment.6.4. Communications and navigation beacons6.4.1. The minimum requirement is for duplicated equipment to ensure that helicopters, whenairborne, are never out of contact with either the base camp or the local Air Traffic Controlnetwork. In many areas of the world, where such a network is basic, if it exists at all, theonus will be either of the Parties to provide appropriate coverage.6.4.2. For logistic and local advisory information VHF (air band) base equipment is appropriate and,provided the area can be covered by line of sight propagation; the alternate set may also beVHF. If, however, continuous cover cannot be guaranteed then a VHF Repeater maybe aviable option Satellite voice communication, if provided by the flight tracking system can alsoserve as alternate communication system6.4.3. A designated radio frequency should be assigned to the helicopter and ground crew for flightoperations.6.4.4. In remote areas, a third method of communication needs to be considered for use in theevent of an emergency, e.g. satellite telephone, in particular if the other communicationsystems may not provide contact if the aircraft is on the ground. In this case a “Dial in”system may be acceptable, although preference should be given to systems requiring aminimum of action and know how to be used.6.5. Accommodation6.5.1 Operations officeAn operations trailer is recommended for programs. Shelf space for Operations and Flight Manualsshould be available. A quiet rest area for Flight crew, with reasonably comfortable seating, should alsobe provided;6.5.2 Maintenance facilities and workshopsTechnical support facilities are essential. Maintenance at base camps will normally be restricted to linemaintenance with major inspections carried out at the Helicopter Provider’s main base. As part of thecontract award process the line-support facility requirements are to be detailed. It will, however, benecessary to provide the following as a minimum:-1. A secure store for aircraft spare parts, complete with rack and bin facilities, appropriate to thenumbers of aircraft on site. This may require air-conditioning, depending on which spares andconsumables will be stored on site.2. A secure and fireproof storage for oils, greases and flammable liquids.6.5.3 Sleeping QuartersTo comply with recognized Flight Time Limitation maxima and to avoid the hazard represented by shorttermfatigue, Flight crew sleeping accommodation must be quiet and comfortable, furnished to areasonable standard, well ventilated with climate control and with the facility to control levels of light.Single accommodation must be provided for Flight crews.Engineering personnel will be required to work unusual hours and their accommodation should also beequally and suitably appointed and separate from other groups.OGC IBP | Revision Date: Sept 2009 DRAFT19
7. HELI-PADS (LZ)7.1 Detailed reference for Helpad construction can be found athttps://www.cagc.ca/_files/practices/pdf/Heliportable_BP.pdfOil & Gas work is often executed in large forest areas where unprepared landing zones arerequired. Site selection, preparation and approval are crucial to safe helicopter operations.Factors such as slope of the terrain, approach, and departure obstacles and site surfaceconditions must be considered when selecting a site.Approximate helipad locations should be determined prior to starting work in the fieldHelipad(s) should be located on firm, level ground with consideration to helicopterapproach and departure angles and air movement (updrafts & downdrafts)Each helipad should have a unique numerical label (e.g. 123-456) indicating GPScoordinates for each location recorded. The GPS coordinate reference system shouldbe determined by the crew and crew manager prior to the commencement of anyground work, i.e. Lat/Long etc.Helipad sites (natural, existing or new cuts) should be constructed to accommodatethe largest size helicopter expected to be using the site. Due to the different sized lighthelicopters available and also the use of medium lift helicopters on a job site, it isstrongly recommended that an obstacle free area of 35m in diameter be cleared.A 35m diameter window in the tree canopy should be maintained to reflect the 35mdiameter at ground level.In order to facilitate the safe landing and take-off of the helicopter and theaccess/egress of passengers, all woody materials must be cut and cleared to groundlevel in the central area of the helipad(s).The remaining area of the helipad will be cutand cleared to ensure that a tail rotor strike, damage to the helicopter fuselage, foreignobject damage, etc does not occur.If slope exceeds 5% or the ground is too soft, log footing for the rear of the helicoptershould be provided. Log footing must be of adequate diameter, 4.5 m in length andshould be secured. Note: Ensure that securing stakes are below the top of the logs.If log cribbing is required, it should be designed in a manner that will support thehelicopter rear skid pads and the front skid tubes just behind the forward cross tube.No loose objects shall be left in a landing zone (clothing, garbage, tarps, etc.)All dangerous trees within one and one half lengths of a helipad should be identified,controlled and/or removed. Controlled danger trees are to be reported to crewmanagement and placed on the hazard list/map.THE PILOT HAS THE FINAL DECISION IN ACCEPTING OR REJECTING A LANDING ZONE.Before starting pad construction the crew should conduct a Job Hazard Assessment (JHA) and TailGate Meeting (TGM).OGC IBP | Revision Date: Sept 2009 DRAFT20
Page 1: Oil & Gas Land Exploration Best Pra
Page 5 and 6: Table of ContentsOil & Gas Land Exp
Page 7 and 8: Oil & Gas Land Exploration Best Pra
Page 9 and 10: 1.5. Recommended minimum requiremen
Page 11 and 12: 3.0. Personnel Qualifications, Trai
Page 13 and 14: 3.1.6 MOUNTAIN FLYINGAimDemonstrate
Page 15 and 16: 3.2.1.8 Flight:a) Aircraft Emergenc
Page 17 and 18: 3.2.5 Other personnel and visitors
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Page 21 and 22: 5.1.5. ICAO Performance Class5.1.6.
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Page 25: 6.3. Staging’s6.3.1 Staging and C
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Page 31 and 32: 10. PASSENGER TRANSPORT10.1 Passeng
Page 33 and 34: 8. Decision/Approval matrix for Med
Page 35 and 36: HETS (HELICOPTER EXTERNAL TRANSPORT
Page 37 and 38: (3) Authorization may be granted fo
Page 39 and 40: weight and balance calculation proc
Page 41 and 42: ANNEX A RISK ASSESSMENTHELICOPTER S
Page 43 and 44: Operating ConditionsProject Name(co
Page 45 and 46: 4. There is an unacceptable risk of
Page 47 and 48: Aircraft Performance PlanningProjec
Page 49 and 50: CONSIDERATION OF SINGLE OR MULTI EN
Page 51 and 52: 25 Local/regulatory constraints on
Page 53 and 54: RISK MATRIXRisk Assessment MatrixPR
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Page 57 and 58: B.5.3B.5.4Slings should be inspecte
Page 59 and 60: ANNEX C FIRE SAFETYC 1C.1.1GENERALS
Page 61 and 62: ANNEX D FUEL MANAGEMENTD.1 GENERALD
Page 63 and 64: D.5 FUEL TRANSPORT TO, AND STORAGE
Page 65 and 66: 3. Pump standpipes should extend no
Page 67 and 68: ANNEX F LINE HELIPAD DIAGRAM AND CO
Page 69 and 70: 3. Three months from construction:
Page 71 and 72: LightningHazard descriptionAircraft
Page 73 and 74: BOPERATIONAL HAZARDS & SUGGESTED CO
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Local activitiesHazard descriptionN
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ANNEX H FATIGUE MANAGEMENT PROGRAMS
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ANNEX I AVIATION SERVICES CONTRACTI
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