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4.2 The large number (over 300) of waypoints in the grid system makes it difficult to assign phonetically pronounceable names to the waypoints that would be meaningful to pilots and controllers. A unique naming system was adopted that enables pilots and controllers to derive the fix position from the name. The five.letter names are derived as follows:
4.2.1 The waypoints are divided into sets of 3 columns each. A three.letter identifier, identifying a geographical area or a NAVAID to the north, represents each set.
4.2.2 Each column in a set is named after its position, i.e., left (L), center (C), and right (R).
4.2.3 The rows of the grid are named alphabetically from north to south, starting with A for the northern most row.
EXAMPLE.
LCHRC would be pronounced “Lake Charles Romeo Charlie.” The waypoint is in the right.hand column of the Lake Charles VOR set, in row C (third south from the northern most row).
4.3 In December 2009, significant improvements to the Gulf of Mexico grid system were realized with the introduction of ATC separation services using ADS.B. In cooperation with the oil and gas services industry, HSAC and Helicopter Association Interna-tional (HAI), the FAA installed an infrastructure of ADS.B ground stations, weather stations (AWOS) and VHF remote communication outlets (RCO) throughout a large area of the Gulf of Mexico. This infrastructure allows the FAA’s Houston ARTCC to provide “domestic.like” air traffic control service in the offshore area beyond 12nm from the coastline to hundreds of miles offshore to aircraft equipped with ADS.B. Properly equipped aircraft can now be authorized to receive more direct routing, domestic en route separation minima and real time flight following. Operators who do not have authorization to receive ATC separation services using ADS.B, will continue to use the low altitude grid system and receive procedural separation from Houston ARTCC. Non.ADS.B equipped aircraft also benefit from improved VHF communication and expanded weather information coverage.
4.4 Three requirements must be met for operators to file IFR flight plans utilizing the grid:
4.4.1 The helicopter must be equipped for IFR operations and equipped with IFR approved GPS navigational units.
4.4.2 The operator must obtain prior written approval from the appropriate Flight Standards District Office through a Letter of Authorization or Operations Specification, as appropriate.
4.4.3 The operator must be a signatory to the Houston ARTCC Letter of Agreement.
4.5 Operators who wish to benefit from ADS.B based ATC separation services must meet the following additional requirements:
4.5.1 The Operator’s installed ADS.B Out equip-ment must meet the performance requirements of one of the following FAA Technical Standard Orders (TSO), or later revisions: TSO.C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance.Broadcast (ADS.B) Equipment, or TSO.C166b, Extended Squitter Automatic Depend-ent Surveillance.Broadcast (ADS.B) and Traffic Information.
4.5.2 Flight crews must comply with the procedures prescribed in the Houston ARTCC Letter of Agreement dated December 17, 2009, or later.
NOTE.
The unique ADS.B architecture in the Gulf of Mexico depends upon reception of an aircraft’s Mode C in addition to the other message elements described in 14 CFR 91.227. Flight crews must be made aware that loss of Mode C also means that ATC will not receive the aircraft’s ADS.B signal.
4.6 FAA/NACO publishes the grid system way-points on the IFR Gulf of Mexico Vertical Flight Reference Chart. A commercial equivalent is also available. The chart is updated annually and is available from a FAA chart agent or FAA directly, web site address: http://www.naco.faa.gov.
Federal Aviation Administration Twentieth Edition
ENR 6.2 Special Operations
1. Offshore Helicopter Operations
1.1 Introduction
1.1.1 The offshore environment offers unique applications and challenges for helicopter pilots. The mission demands, the nature of oil and gas exploration and production facilities, and the flight environment (weather, terrain, obstacles, traffic), demand special practices, techniques and procedures not found in other flight operations. Several industry organizations have risen to the task of reducing risks in offshore operations, including the Heli-copter Safety Advisory Conference (HSAC) (http://www.hsac.org), and the Offshore Committee of the Helicopter Association International (HAI) (http://www.rotor.com). The following recom-mended practices for offshore helicopter operations are based on guidance developed by HSAC for use in the Gulf of Mexico, and provided here with their permission. While not regulatory, these recom-mended practices provide aviation and oil and gas industry operators with useful information in developing procedures to avoid certain hazards of offshore helicopter operations.
NOTE.
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