NCC.OP.157 Refuelling with engine(s) and/or rotors turning – helicopters

OPERATIONAL PROCEDURES — NO PASSENGERS ON BOARD Operational procedures in the OM should specify that at least the following precautions are taken:

(a)all necessary information should be exchanged in advance with the aerodrome operator, operating-site operator, and refuelling operator;

(b)the procedures to be used by crew members should be defined;

(c)the procedures to be used by the operator’s ground operations personnel that may be in charge of refuelling or assisting in emergency evacuations should be described;

(d)the operator’s training programmes for crew members and for the operator’s ground operations personnel should be described;

(e)the minimum distance between the helicopter turning parts and the refuelling vehicle or installations should be defined when the refuelling takes place outside an aerodrome or at an aerodrome where there are no such limitations;

(f)besides any rescue and firefighting services (RFFSs) that are required to be available by aerodrome regulations, an additional handheld fire extinguisher with the equivalent of 5 kg of dry powder should be immediately available and ready for use;

(g)a means for a two-way communication between the crew and the person in charge of refuelling should be defined and established;

(h)if fuel vapour is detected inside the helicopter, or any other hazard arises, refuelling/defuelling should be stopped immediately;

(i)one pilot should stay at the controls, constantly monitor the refuelling, and be ready to shut off the engines and evacuate at all times; and

(j)any additional precautions should be taken, as determined by the risk assessment.

OPERATIONAL PROCEDURES — PASSENGERS ON BOARD In addition to AMC1 NCC.OP.157, for refuelling with passengers on board, operational procedures in the OM should specify that at least the following precautions are taken:

(a)the positioning of the helicopter and the corresponding helicopter evacuation strategy should be defined taking into account the wind as well as the refuelling facilities or vehicles;

(b)on a heliport, the ground area beneath the exits that are intended for emergency evacuation should be kept clear;

(c)an additional passenger briefing as well as instructions should be defined, and the ‘No smoking’ signs should be on unless ‘No smoking’ placards are installed;

(d)interior lighting should be set to enable identification of emergency exits;

(e)the use of doors during refuelling should be defined: doors on the refuelling side should remain closed, while doors on the opposite side should remain unlocked or, weather permitting, open, unless otherwise specified in the AFM;

(f)at least one suitable person capable of implementing emergency procedures for firefighting, communications, as well as for initiating and directing an evacuation, should remain at a specified location; this person should not be the qualified pilot at the controls or the person performing the refuelling; and

(g)unless passengers are regularly trained in emergency evacuation procedures, an additional crew member or ground crew member should be assigned to assist in the rapid evacuation of the passengers.

RISK ASSESSMENT The risk assessment should explain why it is not practical to refuel with the engine(s) and rotors stopped, identify any additional hazards, and describe how the additional risks are controlled. Helicopter offshore operations (HOFO) are typical operations where the benefits should outweigh the risks if mitigation measures are taken. Guidance on safe refuelling practices is contained in ICAO Doc 9137 Airport Services Manual, Parts 1 and 8. The operator’s risk assessment may include, but not be limited to, the following risks, hazards and mitigation measures:

(a)risk related to refuelling with rotors turning;

(b)risk related to the shutting down of the engines, including the risk of failures during start-up;

(c)environmental conditions, such as wind limitations, displacement of exhaust gases, and blade sailing;

(d)risk related to human factors and fatigue management, especially for single-pilot operations for long periods of time;

(e)risk mitigation, such as the safety features of the fuel installation, rescue and firefighting (RFF) capability, number of personnel members available, ease of emergency evacuation of the helicopter, etc.;

(f)assessment of the use of radio transmitting equipment;

(g)determination of the use of passenger seat belts;

(h)review of the portable electronic device (PED) policy; and

(i)if passengers are to disembark, consideration of their disembarking before rather than after the refuelling; and

(j)if passengers are to embark, consideration of their embarking after rather than before the refuelling.