STANDARD OPERATING PROCEDURES GOVERNING VERTICAL REPLENISHMENT (VERTREP) BETWEEN JDF AIR WING HELICOPTERS AND JDF COAST

GUARD HMJ SHIPS GENERAL 1. The JDF AW and JDF CG will conduct joint operations involving vertical replenishment (VERTREP). This may be a requirement to place or remove different types of load to/from the Ship at sea or alongside. These SOPs may also be used for vertical extraction of casualties and extraction/insertion of personnel from/to the deck of the surface platform. VERTREP is a method of supply to seaborne vessels utilizing helicopters. The general concept surrounding VERTREP incorporates helicopters equipped with a cargo hook from which may be suspended either special ordnance slings or conventional cargo nets for less sensitive loads. A normal load is two to four pallets, depending on weight. The load is placed in position on the deck of the receiving ship by lowering the helicopter slowly from a high hover. The load can be released manually by a helicopter air crewman or a VERTREP trained shipman positioned to watch the load. At all times the load release is done in coordination with the Pilot. VERTREP MISSION PLANNING. 2. The following are factors to consider when planning a VERTREP operation:

3. Cargo Size, Shape, Type and Weight. The size, shape, and weight of the cargo determine how the cargo will be transported, and the number of trips required. Compact loads may be transported internally (subject to floor loading and centre of gravity restrictions), while large, bulky loads must be externally transported. When transporting external loads, air speed may be greatly restricted due to the aerodynamic characteristics of the load. 4. Distance to Be Flown and Meteorological Conditions. The distance the cargo is to be transported and the weather conditions will determine the amount of fuel to be carried and the flight crew required. An increase in either will cause a decrease in the helicopters payload (amount of crew members and cargo). 5. Location. The replenishment may take place either at sea (mother/supply ship to secondary ships) or from land to sea. Due regard shall be had to the location of the vessel and aircraft in relation to other geographical xxxx 6. Wind/sea/current. The effect of wind/sea/current weighs heavily on the conduct of VERTREP operations. A relative wind of Red 30 or Green 30 is usually desirable. Under high wind conditions sea state is usually sever enough to cause the ship to pitch and roll excessively when headed into seas. If these conditions exist it may be better to proceed down seas in order to provide a steadier deck. 7. Time Majority of the VERTREP missions to be conducted will be done during daytime hours. Night time missions will be conducted only if absolutely necessary. 8. Before any VERTREP operations, a thorough brief shall be conducted to include at a minimum the following items:
a.

R/V details, Command, Control and Signals

b. c. d. e. f.

Navigational safety. Pick up and drop off areas. shall be suitable to both the ship CO and the PIC. Procedures for hooking/unhooking loads. Load weight and disposition. The load weight shall be at least 150 lb. Safety gear that is required for personnel working on the deck of the vessel.

g. The Ships crew shall conduct a FOD walk down of the entire topside area before commencing operations. h. i.

Procedures to follow in the event of an emergency. Relative wind direction for drop off.

j. VERTREP equipment pallets, slings, nets, etc. shall be determined before commencing operations. k.

Cargo should be staged before VERTREP operations. Ensure all VERTREP loads are properly secured and free of FOD.

j.

k. The approach of the helicopter shall be announced over the vessels PA system. l. Only personnel needed to conduct VERTREP operations should be allowed on deck. m. Before moving in to deliver each load, the helicopter shall be cleared by the ship. n. Hook-up crew shall never stand on the load or between the load being picked up and another load. o. Hook-up crew shall be aware of the danger associated with static discharge and use proper protective equipment. p. Helicopter aircrew will give directions to the pilot to position the aircraft

over the load. VERTREP EQUIPMENT 9. Components having a different load capacity and/or different types of sling assemblies are not interchangeable. Mixing components with different load capacities and/or sling types can result in unpredictable lifting characteristics and/or failure of the sling assembly

10. Cargo Nets. The bulk of VERTREP cargo is transported in nylon cargo nets. Rough treatment, such as dragging the net across the flight deck, causes damage to the nylon webbing, and should be avoided. 11. Cargo Hooks. The cargo hook will vary from helicopter to helicopter. The hook-up crew shall be briefed on the operation of the specific cargo hook in use before conducting VERTREP operations. 12. Stokes Litter/Jasons Cradle. These are the standard stretchers used to transport persons during VERTREP. These should be properly checked out for defects prior to use. 13. Tether Lines. These are used as guiding lines by the Ships crew. Care should be taken to ensure that positive control of the lines is maintained at all times and that they do not become entangled on the radar or mast. Lines should not be allowed to enter the water as they may foul the vessels propellers. VERTREP LOAD PREPARATION 14. The primary goal of load preparation is to provide a load that will ride safely in flight, and arrive at the destination undamaged. External loads are subject to extremely high winds during transportation, and shall be prepared accordingly. 15. Load Weight and Identification. Loads should be combined to achieve the efficient transfer of cargo. As each load is assembled, mark it with the weight and any other required information for the helicopter crew and receiver. Use chalk, a felt-tip marker, or securely attached tags. Color-coding is recommended to ease identification. Loads can then be combined to achieve the best distribution of weight for each lift, as determined by the pilots. When combining loads, the loads should be of the same approximate size and weight to reduce the possibility of tipping over during pickup or delivery. The height of the load must allow the hookup crew to complete the hookup without climbing on top of the load. 16. Cargo Net Loading (Loose Cargo). Use cargo nets for transporting awkward-sized material that cannot be secured to a pallet. The loads shall be prepared as follows: a. Do not load small cartons on the bottom of the net where they could be forced out of the openings in the net.

b. Cover or secure together lightweight or small items to keep them from blowing out of the net. c. Secure the net corner rings with a becket: (1) Once they are packed together, place them on top of the larger loads.

(2) One method of safeguarding small items against loss in flight is to secure the corners of the net together by taking opposite corner rings and weaving them through at least two web straps in the webbing below the opposite rings. (3) Fasten the sling leg through all four corner rings.

(4) When the helicopter lifts the net, the weight of the load will cinch the net tight and prevent losing items through the net. Lightweight loads can be blown up into the bottom of the helicopter, or fly up into the rotor blades. 17. Cargo Net Loading (Palletized Cargo). The following procedures shall be used when loading palletized cargo in cargo nets:
a. b. c. d.

Band or strap the cargo to the pallet. Lay out the cargo net and place the loaded pallet in the centre. Draw the net up around the load, and lay the corners of the net loosely on top. Secure the net corner rings with a becket.

e. Do not place a palletized load contained in a cargo net, on top of another pallet. When the helicopter lifts the load, the rotor wash may cause the other pallet to become airborne.

18.

Attaching Slings to Loads

a. Adjustable Pallet Slings. Individual, rectangular-shaped loads sized to fit a pallet(such as palletized ordnance) may be transported without using a cargo net by using a pallet sling as follows: (1) Select the proper sling length (color-coded) according to the height of the load.

(2) Pass each loop of the sling under the overhang made by the upper boards on the sides of the pallet. (3) Pass each sling basket leg under the wings on each side of the pallet. (4) Pull the ends of the sling legs containing the swage stops through the sling tensioners until the bridle is tight across the top of the load and the slack is out of the sling. (5) Adjust the sling to centre so that the lifting thimbles are of equal height from the pallet. (6) Place each tensioner over the nearest swage stop, lower the latch to the stirrup, and lock the tensioner.
b. Hoisting Slings. When attaching the hoisting sling to the load, a separate leg is used for each attachment point, and all of the extra legs are removed: (1) (2)

Cargo nets are lifted by the eye of the becket, using a single leg. Ensure all of the legs are the same length.

(3) After the hooks are attached, ensure the legs cannot snag on the load and tip it over during pickup.

c. Safety Hooks. The safety hook is the only moving part on the hoisting sling. It is correctly operated as follows:
(1) To open the hook, grasp it in one hand, and the yoke in the other. Twist the hook and yoke sideways in opposite directions to release the locking lug; then pull the hook and yoke apart until fully open. (2) To close the hook, simply press the yoke down over the hook.

19. Never attach the safety hook to any point other than the designated attachment point. Never connect a load in any way other than directly to the safety hook. Kinking and chafing will damage the lifting equipment. 20. Non-Standard Loads. Large, bulky, or odd-shaped loads that cannot be carried on a pallet, in a cargo net, shall be provided with slings or lifting eyes so the hoisting sling can be attached directly to the load. When rigging a nonstandard load, carefully inspect the attachment points on the load to ensure they are intended for that purpose. What appears to be a lifting eye or attachment point may be intended for another purpose, and may not be suitable for helicopter lifting. Rotor wash from hovering helicopters, particularly from

large helicopters, can be severe in light relative wind conditions. The XO (Ship Safety Officer) shall brief all personnel involved in VERTREP of this hazard before commencing operations 21. Limitations. Avoid payloads weighing less than one hundred and fifty pounds (150lbs) due to their inherent instability in flight. Adding additional weight to "ballast or "stabilize the load is strongly encouraged to prevent excessive oscillations of the payload during flight. The pick-up/drop off area will be either at the winching deck or the stern depending on the cargo being transported and the situation at hand. The superstructure, mast and antennae may provide obstructions/hazards and may be damaged by cargo or injure personnel being hoisted. Pick up/Delivery 22. VERTREP Detail.

a. The VERTREP detail is under the direct supervision of the SSO and shall consist of the following persons: (1) Two (02) person teams (one to hookup the load and one to act as safety/backup). These can be (2) Grounding wand handler (maybe needed if VERTREP conducted with non-insulated pendant) (3) load Additional cargo handling personnel for staging and removing the

b. The VERTREP area shall be cleared of all cargo handling personnel during pickup and delivery.
c.

The delivery of the cargo is perhaps the most important aspect of a VERTREP mission. It incorporates a relatively high level of risk for aircraft, ship and personnel involved in the operation. As a result, this aspect of the mission must be conducted as seamless and smooth as possible. Both visual and oral communication play a very vital role in this aspect and as such the following is recommended.

d. Prior to any VERTREP the PIC or his/her rep and the Ships CO or his/her rep shall conduct a joint briefing for the evolution. The following procedures are to be followed for the smooth operation when load is to be picked up/dropped off:

(1) (2) The Ships crew will be closed up and DC State 1 Condition Z is assumed. The Ships pumps should be rigged for firefighting and the DC equipment broken out and stored inside the ship. Communications checks (internal and external) should be conducted.

(3) (4)

The SSO designates and briefs the hook-up team. The delivery area is then cleared of non-essential personnel and reports are made when the delivery area is manned and ready. Personnel are to be properly attired in, at minimum, hard hats, steel toe boots, long sleeve shirt/coveralls and goggles. Personnel should have requisite safety equipment, to include a knife, axe, handheld radio. The bowthruster should be energized if possible. All deck items (liferaft etc) should be properly strapped down and loose straps secured. The .50 calibre weapons and jackstaff should be taken down and secured. The RHIB should be launched and will act as a safety vessel. The Radio Operator should make a safety broadcast on Marine VHF indicating that the vessel is restricted in her ability to manoeuvre and all shipping in the immediate vicinity should take early and appropriate action to keep clear. The vessel will then proceed on the predetermined replenishment course/speed. Once steady on course/speed this information will be passed to the PIC by the Ships CO. Flag Code Hotel should be hoisted on the outer starboard yardarm and the Restricted in Manouvre shape should be hoisted where best can be seen. The Navigating Officer shall continuously check that the vessels course remains clear of navigational hazards and traffic. The course and speed are to remain constant throughout the evolution. The helicopter will normally complete the approach into the wind, arriving in a hover just off the ship. When the approach of the helicopter is announced over the ship PA system, all personnel shall clear the VERTREP area.

(5) (6)

(7) (8)

(9)

(10)

(11) (12)

(13) Pilot, when ready, transmits on the radio, "REQUEST PERMISSION TO HOVER FOR VERTREP (14) CO replies, "ROGER, YOU ARE CLEARED TO HOVER FOR VERTREP TAKE SIGNALS FROM THE DECK OFFICER. (15) CO passes to the hoisting deck: "HELO IS CLEARED TO HOVER FOR VERTREP (16) SSO begins giving advisory signals to position the helicopter for delivery.

(17) Pilot, using advisories from the SSO and commands from the helicopter crewmember, manoeuvres the helicopter over the VERTREP area. (18) Helicopter crewmember gives directions for spotting and lowering the load. As soon as the load is on deck, the crewmember informs the pilot. (19) When the pendant slackens, the Deck Officer signals the pilot to

release the load. The pilot or crewmember (as briefed) releases the cargo hook. (20) Releasing the load before there is slack in the pendant can cause damage to the aircraft, ship, load, and/or injury to personnel. (21) The sling may not immediately release from the aircraft cargo hook. If the sling hangs up, the pilot shall initiate a slow vertical climb, gradually applying tension until it separates from the hook. 23. The SSO shall be positioned where best seen by the pilot. The pilot shall attempt to maintain visual contact with the so at all times. If the pilot loses sight of the deck officer, the pilot shall advise the helicopter crewmember who will relay the deck officers signals. 24. The Hookup Crew Shall Never Stand On The Load Or Between The Load Being Picked Up And Another Load. 25. When not using hoisting slings, the cargo hook shall be grounded to the ship before hooking up an external load. Furthermore, the grounding wand shall remain in contact with the cargo hook until the hookup is completed. The discharge of static electricity can exceed 200,000 volts, and, if discharged through personnel, cause serious injury or death. 26. Radio communications with the helicopter while it is in a hover over the VERTREP zone are distracting, and should be limited to urgent communications only. 27. The helicopter crewmember is the primary director of the helicopter once it is in a hover over the VERTREP area. However, the Deck Officer shall continue to give advisory signals in case of internal communications failure or other emergencies that the pilot or air crew is unaware. NOTE: See Load pick-up check list at ANNEX A d. Clearing the VERTREP Area: (1) After the helicopter has delivered each load and departed, cargo handlers break down the load and relocate it clear of the VERTREP area. (2) Empty nets, pallets, and cargo containers are relocated clear of the VERTREP area. (3) If the helicopter returns with another load before the previous load is cleared, and if space is available for additional cargo, the load being worked should be temporarily secured. All personnel shall then clear the area while the next load is delivered. Speed is second only to safety in clearing the VERTREP area.

(4) Secure loads delivered in cargo nets by pulling the net over the load and threading a strap through the net ends. (5) Secure loads on pallets by covering them securely with a cargo net. (6)
e.

All equipment used should be properly re-stowed.

Personnel clearing cargo shall take extra precautions to remove banding straps, paper, and other debris from the VERTREP area before the next helicopter approach, to preclude injury to personnel or damage to helicopter engines and rotor blades. NIGHTTIME VERTREP 28. The primary difference between daytime and night time VERTREP is a reduction in the speed of the operation because of reduced visibility. Night VERTREP is performed in the same manner as day VERTREP subject to the limitations earlier highlighted NOTE: The final decision regarding the helicopter ability to safely VERTREP a particular ship at night rests with the pilot. 29. Factors Affecting Nighttime VERTREP:
a. Since night flying offshore is essentially instrument flying, the helicopter shall be capable of instrument flight. b.

Adverse weather conditions further reduce night VERTREP capabilities.

30. VERTREP Night time Procedures. The same procedures are used for both day and night VERTREP but with a wider pattern being flown and greater care and precision being exercised at night. Consequently, delivery rates at night are slower than during daylight operations. In addition:
a. The vessel maintains a course, keeping the ship stack gases clear of the VERTREP area, and pilots avoid flying through the stack gases during the approach. b. Deck Officer uses night signal wands for helicopter directions. c.Information concerning destination, bearing and distance, load weight, etc., is transmitted to the helicopter by radio. d. Blue or green chem-lights are worn by the hook-up crew to help the helicopter crewmember identify the correct load. e. If practicable, a blue or green chem-light shall be securely attached to the load to aid the Deck Officer in maintaining visual contact while ensuring the

height of the load above the deck. HOISTING OF PERSONNEL a. Move patient as close to the hoisting area as possible.

b. Normally if a litter is being used, ensure that the patient is strapped in, face up, with a lifejacket on (if condition permits). c. Ensure that the patient is tagged to indicate what medication was administered, and when. d. Have the patients medical record and necessary papers packaged and ready for transfer along with the paient. e. Change the vessels course to permit the ship to ride as easily as possible with the wind on the bow (preferably on the port bow). Try to choose a course the will keep exhaust clear of the hoist area. f. Reduce speed to ease the ships motion, but maintain steerageway.

g. If radio contact with the helicopter is not available, invite the helicopter in, when the ship is ready, with hand signals, or at night with flashing signal lights. h. Allow the basket or stretcher to touch the deck prior to handling in order to avoid static shock. i. When the patient has been strapped into the stretcher, signal the helicopter to lower the cable, attach the cable to the stretcher sling, and then signal the hoist operator when the patient is ready to be hoisted. Steady the stretcher so that it will not swing or turn. j. If a trail line is attached to the basket or stretcher, use it to steady the patient as he/she is hoisted. Keep feet clear of the line and keep the line from becoming entangled. EMERGENCY BREAKAWAY 31. During VERTREP if an emergency develops an emergency breakaway can be initiated by the Pilot or CO HMJ Ship. The Deck Officer gives the emergency breakaway signal, the Pilot or Ships CO calls BREAKAWAY, BREAKAWAY, BREAKAWAY on the radio. Compliance is mandatory.

ANNEX A to JDF CG _______ SOPs VERTREP DTD ___ Load Pickup/Delivery _______ Set DC Stage 1 Condition Z. _______Deck Officer designates and briefs Hook-up Team. ________Cargo staged and checked. _______FOD walk down. ______ Deck equipment secure _______Secure RADAR _______ Proceed on appropriate heading and speed. (This should be such that the helicopter is able to approach into wind at an almost perpendicular angle to the ships heading) _______Firefighting/DC equipment broken out _______RHIB launched _______RAM shape hoisted (appropriate lights shown at night) _______Comms check conducted _______Deck manned and ready. _______Inform helicopter of VERTREP certification status. _______Inform helicopter of cargo weight and destination. _______Helicopter ready for VERTREP. _______Ship ready for VERTREP. Clearance: YOU ARE CLEARED TO HOVER FOR VERTREP. TAKE SIGNALS FROM THE SSO. NOV 13