Page 346 - UK Air Operations Regulations (Consolidated) 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

(2) The optimum take-off moment is when the helideck is level and at its highest point,
e.g. horizontal on top of the swell. Collective pitch should be applied positively and
sufficiently to make an immediate transition to climbing forward flight. Because of
the lack of a hover, the take-off profile should be planned and briefed prior to lift off
from the deck.
(k) Standard landing profile
(1) The approach should be commenced into wind to a point outboard of the helideck.
Rotor tip clearance from the helideck edge should be maintained until the aircraft
approaches this position at the requisite height (type dependent) with approximately
10 kt of ground- speed and a minimal rate of descent. The aircraft is then flown on
a flight path to pass over the deck edge and into a hover over the safe landing area.
(l) Offset landing profile
(1) If the normal landing profile is impracticable due to obstructions and the prevailing
wind velocity, the offset procedure may be used. This should involve flying to a
hover position, approximately 90° offset from the landing point, at the appropriate
height and maintaining rotor tip clearance from the deck edge. The helicopter
should then be flown slowly but positively sideways and down to position in a low
hover over the landing point. Normally, the committal point (CP) will be the point at
which helicopter begins to transition over the helideck edge.
(m) Training
(1) These techniques should be covered in the training required by Annex III (Part-
ORO).

CAT.POL.H.310(c)(2) & Take-off and landing
CAT.POL.H.325(c)(2) AMC1 FACTORS
(a) To ensure that the necessary factors are taken into account, the operator should:
(1) use take-off and landing procedures that are appropriate to the circumstances, and
that minimise the risks of collision with obstacles at the individual offshore location
under the prevailing conditions; and
(2) use the aircraft flight manual (AFM) performance data or, where such data is not
available, alternative data approved by the CAA, which show take-off and landing
masses that take into account drop-down and take-off deck-edge miss, under
varying conditions of pressure altitude, temperature, and wind.
(b) Replanning of offshore location take-off or landing masses during the flight should only be
performed in accordance with procedures established in the operations manual (OM).
These procedures should be simple and safe to carry out, with no significant increase in
the crew workload during critical phases of the flight.
CAT.POL.H.315 Take-off flight path
From the defined point after take-off (DPATO) or, as an alternative, no later than 200 ft above the take-
off surface, with the critical engine inoperative, the requirements of CAT.POL.H.210(a)(1), (a)(2) and
(b) shall be complied with.
CAT.POL.H.320 En-route — critical engine inoperative
The requirement of CAT.POL.H.215 shall be complied with.
CAT.POL.H.325 Landing
(a) The landing mass at the estimated time of landing shall not exceed the maximum mass
specified for a rate of climb of 150 ft/min at 300 m (1 000 ft) above the level of the
aerodrome or operating site with the critical engine inoperative and the remaining
engine(s) operating at an appropriate power rating.
(b) If the critical engine fails at any point in the approach path:
(1) a balked landing can be carried out meeting the requirement of CAT.POL.H.315; or
(2) for operations other than those specified in CAT.POL.H.305, the helicopter can
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