AERODROME STANDARDS GUIDELINE 904

[ASG 904]

STANDARDS FOR
HELIDECKS

Updated : 7 April 2020

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Table of Content
Glossary of terms and abbreviations .............................................................................................. 4
1. Introduction ................................................................................................................................. 8
2. Applicability .................................................................................................................................. 8
3. Rules .................................................................................................................................... 8
4. Helideck Operations Manual ...................................................................................................... 9
5. Helicopter Performance Considerations................................................................................... 9
5.1 General Considerations ......................................................................................................... 9
5.2 Safety philosophy ................................................................................................................ 10
6. Helicopter Landing Areas – Physical Characteristic ............................................................. 11
6.1 General .................................................................................................................................. 11
Table 1: D-value, 't' Value and Other Helicopter Type Criteria........................................ 12
7. Helideck Design Considerations – Environmental Effects ................................................... 13
7.1 Introduction .......................................................................................................................... 13
7.2 Structural Design ................................................................................................................. 14
7.3 Loads ..................................................................................................................................... 14
7.3.1 Helicopters Landing .............................................................................................. 14
7.3.2 Helicopters at Rest ................................................................................................ 16
7.4 Size and Obstacle Protected Surfaces .............................................................................. 17
Figure 1: Obstacle Limitation (single main rotor and side by side main rotor
helicopters) showing position of touchdown/positioning marking circle ...... 19
Figure 2: Obstacle free areas - Below landing area level (for all types of helicopters)22
8. Temporary Combined Operations........................................................................................... 23
9. Multiple Platform Configurations/Location of Standby Vessels .......................................... 24
10. Surface .................................................................................................................................. 25
Table 2: Friction Requirements ............................................................................................. 25
Table 3: Helideck Surface Friction & Wind Limitation ....................................................... 27
11. Helicopter Tie-Down Points ..................................................................................................... 29
Figure 3: Example of Suitable Tie-Down Configuration......................................... 29
12. Perimeter Safety Net ................................................................................................................ 30
13. Access Points ............................................................................................................................. 31
14. Normally Unmanned Installations (NUIs).............................................................................. 32
15. Visual Aids .................................................................................................................................. 32
15.1 General .................................................................................................................................. 32

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 15.2 Helideck Landing Area Markings ........................................................................................ 34
Figure 4: Markings (Single Main Rotor Helicopters) .......................................................... 35
Figure 5: Helideck D-value and Obstacle-Free Marking ................................................... 36
Figure 6: Touchdown/Positioning Marking Circle (TD/PM Circle to be painted Yellow)37
Figure 7: Dimensions of Heliport Identification Marking 'H' ('H' to be Painted White) 38
Figure 9: Example of Prohibited Landing Heading Marking ............................................. 40
Figure 10: Landing Prohibited Marker................................................................................. 40
16. Lighting .................................................................................................................................. 41
16.1 Perimeter Lighting ............................................................................................................... 41
16.2 TD/PM Circle and „H‟ Lightings .......................................................................................... 42
16.3 Helideck Status Light System ............................................................................................. 43
16.4 UPS requirement .................................................................................................................. 45
17. Obstacles – Marking and Lighting .......................................................................................... 45
18. Helideck Rescue and Firefighting Facilities ........................................................................... 47
18.1 Introduction .......................................................................................................................... 47
18.2 Key design characteristics – Principal agent .................................................................... 47
19. Complementary Media & Normally Unmanned Installations .............................................. 52
Table 4: Foam and Complementary Agents ....................................................................... 52
20. Rescue Equipment .................................................................................................................... 52
21. Personnel Levels ....................................................................................................................... 53
22. Personal Protective Equipment (PPE) .................................................................................... 53
23. Training .................................................................................................................................. 54
24. Emergency Procedures............................................................................................................. 54
25. Miscellaneous Operational Standards .................................................................................... 55
25.1 Collection and Retention of Meteorological Information................................................ 55
25.2 Calibration of meteorological equipment sensors ........................................................... 55
26. Location in Respect to Other Landing Areas in the Vicinity................................................ 55
27. Control of Crane Movement in the Vicinity of Landing Areas............................................. 56
28. Helicopter Operation Support Equipment ............................................................................. 56
29. Helicopter Operations to Helidecks in the Malaysia Water which are Sub-1D ............... 57
Figure 11: Obstacle Limitation Surface and Sectors for a 0.83D TLOF.......................... 60
Non-compliance with ICAO standards/considerations/mitigations to account for
compromise ............................................................................................................. 61
Appendix A HELIDECK OPERATIONS MANUAL ....................................................................... 65
Appendix B HELIDECK DESIGN GUIDANCE ............................................................................. 69

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Appendix C HELIDECK CHART ................................................................................................... 73
Appendix D RESCUE EQUIPMENT.............................................................................................. 74
Appendix E NDB FLIGHT INSPECTION REPORT ..................................................................... 75

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Glossary of terms and abbreviations

AMSL Above Mean Sea Level

AOC Air Operator‟s Certificate

CAAM Civil Aviation Authority of Malaysia

CAAi UK Civil Aviation Authority International

CAFS Compressed Air Foam System

CFD Computational Fluid Dynamics

A circle, usually hypothetical unless the helideck itself is circular,

D-circle the diameter of which is the D-value of the largest helicopter the
helideck is intended to serve.

The largest overall dimension of the helicopter when rotors are

turning. This dimension will normally be measured from the most
forward position of the main rotor tip path plane to the most
D-value
rearward position of the tail rotor tip path plane (or the most
rearward extension of the fuselage in the case of Fenestron or
Notar tails).

DIFFS Deck Integrated Fire Fighting System(s)

DSV Diving Support Vessel

a) around the TLOF as Para 7.4.2 b) on the TLOF: helideck net,
Essential objects aircraft tie down point and helideck touchdown marking (“H” and
permitted “circle”) lighting c) in the area between the TLOF perimeter and
the FATO perimeter, helideck safety netting is present.
A surface extending downwards on a gradient of 5:1 measured
from the edge of the safety netting located around the landing
area below the elevation of the helideck to water level for an arc
of not less than 180° that passes through the centre of the
Falling 5:1 gradient
landing area and outwards to a distance of 1000m that will allow
for safe clearance from obstacles below the helideck in the event
of an engine failure for the type of helicopter the helideck is
intended to serve.
Final approach and take-off area – A defined area over which the
FATO final phase of an approach manoeuvre to hover or landing is
completed and from which the take-off manoeuvre is commenced.

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 For helidecks of ≥ 1D, the FATO and TLOF are always coincidental
and therefore occupy the same space and have the same load
bearing characteristics. For helidecks which are < 1D, but no less
FATO/TLOF
than 0.83D, it is the TLOF only that is permitted to reduce, the
FATO remains as 1D. In this case the TLOF and the FATO are
assumed to be collocated.

FMS Fixed Monitor System

FOD Foreign Object Debris/Damage

FPSO Floating Production Storage and Offloading units

FSO Floating Storage and Offloading Unit

H-ATO Helideck - Approved Training Organisation

HOIT Helideck Operation Initial Training (OPITO)

Helideck Certification Committee. The HCC is a committee under

CAAM that reviews and advises CAAM in all technical matters in
HCC the process of certifying all helidecks and shipboard heliports on
offshore installations and vessels operating in Malaysia waters to
the standards laid down in ASG 904.

HDWG Heliport Design Working Group (of ICAO Aerodromes panel)

A helicopter landing area located on a fixed or floating offshore
Helideck
facility.

HDA Helideck Assistant

HERT Helideck Emergency Response Team

HLL Helideck Limitations List. Published and distributed by the CAAM.

HLO Helicopter Landing Officer

HMS Helideck Motion System

HSE Health and Safety Executive

IATA International Air Transport Association

ICAO International Civil Aviation Organization

ICS International Chamber of Shipping

IMC Instrument Meteorological Conditions

IMO International Maritime Organization

ISO International Organization for Standardization

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 A generic term referring to the load-bearing area primarily
intended for the landing and take-off of aircraft. The area,
Landing area
sometimes referred to as the Final Approach and Take-Off area
(FATO), is bounded by the perimeter line and perimeter lighting.

LED Light Emitting Diode

LFL Lower Flammable Limit

Limited Obstacle Sector(s). The 150° within which obstacles may

LOS
be permitted, provided the height of the obstacles is limited.

MSI Motion Severity Index

MTOM Maximum Certificated Take-Off Mass

NDB Non-Directional Beacon

NM Nautical Mile(s)

NMI Normally Manned Installation (fixed helideck)

NUI Normally Unmanned Installation (fixed helideck)

Obstacle Free Sector. The 210° sector, extending outwards to a
distance of 1000 m that will allow for an unobstructed departure
path appropriate to the helicopter the helideck is intended to
OFS serve, within which no obstacles above helideck level are
permitted. For helicopters operated in Performance Class 1 or 2
the horizontal extent of this distance will be compatible with the
one-engine inoperative capability of the helicopter type to be
used.
PCF Post-Crash Fire

The marking located in the perimeter line in whole numbers; i.e.

Perimeter D marking the D-value (see above) rounded up or down to the nearest whole
number.

PPE Personal Protective Equipment

RD Rotor Diameter

RFF Rescue and Fire Fighting

RFFS Rescue and Fire-Fighting Services

Ring-Main System (as an alternative to DIFFS or FMS on an

RMS
existing installation)

An extension to the Landing Area designed to accommodate a

Run-off area
parked helicopter; sometimes referred to as the Parking Area.

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 A heliport located on a vessel which may be purpose-built or non-
Shipboard heliport
purpose-built.

SHR Significant Heave Rate

SMS Safety Management System

Touchdown/Positioning Marking Circle. Described as the Aiming

Circle in earlier editions of ASG 904, the TD/PM Circle is the
aiming point for a normal touchdown (landing) so located that
when the pilot‟s seat is over the marking, the whole of the
undercarriage will be within the landing area and all parts of the
TD/PM Circle helicopter will be clear of any obstacles by a safe margin.

NOTE: It shall be noted that only correct positioning over the

TD/PM Circle will ensure proper clearance with respect to physical
obstacles and provision of ground effect and provision of adequate
passenger access/egress.
Touchdown and lift-off area – A dynamic load bearing area on
TLOF
which a helicopter may touchdown and lift-off.
UPS Uninterruptable Power Supply

VMC Visual Meteorological Conditions

WSI Wind Severity Index

WTG Wind Turbine Generator

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1. Introduction

This Aerodrome Standards Guideline (ASG) 904 contains specific requirement

prescribed for the physical characteristics, surface condition and markings,
obstacle clearance limitation, facilities and equipment, technical services and
personnel competency that shall be provided at helidecks operating in
Malaysia.

2. Applicability

All offshore helidecks and mobile helidecks operating in Malaysia intended for
Commercial Air Transport use shall obtain Certificate of Aerodrome from the
Civil Aviation Authority of Malaysia. The helideck operator is to ensure the
Certificate of Aerodrome is obtained prior to helicopter operations. The
certificate is to ensure that the helideck area is in compliance with the Civil
Aviation Authority of Malaysia Directives and safe for helicopter operations.

3. Rules

3.1 The specification in this Directive shall apply to the design, approval,
inspection, and certification of helidecks.

3.2 The helideck operator shall have the necessary competence and
experience to operate and maintain the helideck, before being granted a
Certificate of Aerodrome. Helideck operator shall also ensure the helideck
is maintained to comply with all aviation regulations and industrial
standards.

3.3 The helideck operator shall employ adequate number of qualified, trained
and skilled personnel who possess valid certificates for helideck and
helicopter operations.

3.4 The certification inspection shall be conducted to satisfy the Helideck

Operations Manual, the Helideck Emergency Plan and other
documentations submitted by the applicant.

3.5 The helideck operator shall arrange for an inspection of the helideck, its
facilities and equipment. The Helideck Inspection Report shall be retained
until the next Certification. CAAM Certificate of Aerodrome is valid for two
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 years and re-inspection shall be carried out prior to the renewal of
certificate.

3.6 The helicopter operators as holders of Air Operators Certificates (AOC)

are to ensure that the landing area meets minimum safety requirements
for their helicopter‟s operation. If major non- compliance and deficiencies
in the facilities existed, the helicopter operators may decide not to land at
the helideck.

4. Helideck Operations Manual

4.1 The Helideck Operations Manual (could be Document or Guide or

Procedures) is a fundamental requirement for the inspection, approval and
certification of helideck.

4.2 The maximum helicopter mass and D-value for which the deck has been
designed and the maximum size and weight of helicopter for which the
installation is certified shall be included in the Helideck Operations Manual.
The extent of the obstacle-free area shall also be stated, and reference
made to any helideck operating limitation imposed by helicopter operators
as a result of any non-compliance. Non-compliances shall also be listed.

4.3 All helidecks shall have Helideck Operations Manual detailing operational
procedures, hazards, organization, Safety Management System (SMS) and
an emergency response for each helideck. This manual shall include but
not limited to items as per Appendix A.

5. Helicopter Performance Considerations

5.1 General Considerations

5.1.1 The criteria for helicopter landing areas on offshore installations and
vessels result from the need to ensure that Malaysian registered
helicopters are afforded sufficient space to be able to operate safely at
all times in the varying conditions experienced offshore. The helicopter‟s
performance requirements and handling techniques are contained in the
Rotorcraft Flight Manual and/or the operator‟s Operations Manual.

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 5.1.2 Helicopter companies operating for commercial air transport are required
to hold an AOC which is neither granted nor allowed to remain in force
unless they provide procedures for helicopter crews which safely
combine the space and performance requirements mentioned above.

5.2 Safety philosophy

5.2.1 Aircraft performance data is scheduled in the Flight Manual and/or the
Operations Manual which enables flight crew to accommodate the
varying ambient conditions and operate in such a way that the
helicopter has sufficient space and sufficient engine performance to
approach, land on and take off from helidecks in safety.

5.2.2 Additionally, Operations Manuals recognise the remote possibility of a

single engine failure in flight and state the flying procedures and
performance criteria which are designed to minimise the exposure time
of the aircraft and its occupants during the short critical periods during
the initial stage of take-off, or final stage of landing.

5.2.3 On any given day helicopter performance is a function of many factors

including the actual all-up mass; ambient temperature; pressure
altitude; effective wind speed component; and operating technique.
Other factors, concerning the physical and airflow characteristics of the
helideck and associated or adjacent structures, will also combine to
affect the length of the exposure period referred to in paragraph 5.2.2
These factors are taken into account in the determination of specific and
general limitations which may be imposed in order to ensure adequate
performance and to ensure that the exposure period is kept to a
minimum. In many circumstances the period will be zero. It shall be
noted that, following a rare power unit failure, it may be necessary for
the helicopter to descend below deck level to gain sufficient speed to
safely fly away, or in extremely rare circumstances to land on the water.
In certain circumstances, where exposure periods would otherwise be
unacceptably long, it will probably be necessary to reduce helicopter
mass (and therefore payload) or even to suspend flying operations.

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6. Helicopter Landing Areas – Physical Characteristic

6.1 General
6.1.1 This chapter provides criteria on the physical characteristics of helicopter
landing areas (helidecks) on offshore installations and some vessels.
Where a scheme of verification is required it shall state for each
helicopter landing area the maximum size (overall length) of the
helicopter authorised to use the landing area expressed in terms of D-
value and the maximum allowable take-off mass (MTOM) of the
helicopter for which that area is being authorised with regard to its
structural limitations, expressed as a 't' value. Where criteria cannot be
met in full for a particular type of helicopter it may be necessary to
promulgate operational restrictions in order to compensate for deviations
from these criteria. The helicopter operators are notified of any
restrictions through the Helideck Limitations List (HLL).

6.1.2 The criteria which follow are based on helicopter overall length and
mass. This data is summarised in Table 1 below.

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 Table 1: D-value, 't' Value and Other Helicopter Type Criteria
Perimeter Rotor Max
D- value ‘t’ Landing
Type ’D’ Diameter Weight
(m) Value Net Size
Marking (m) (kg)
Dauphin
13.68 14 11.93 4250 4.3 Small
AS365 N2
Dauphin
13.73 14 11.94 4300 4.3 Small
AS365 N3
Sikorsky
16.00 16 13.40 5307 5.3 Medium
S76
Leonardo
14.65 15 12.12 4800 4.8 Medium
AW 169
Leonardo
16.63 17 13.80 6800 6.8 Medium
AW 139
Leonardo
17.60 18 14.60 8600 8.6 Medium
AW 189
Airbus
18.06 18 14.80 7500 7.5 Medium
H175
Airbus
13.64 14 11.00 3800 3.8 Small
H145
Super Puma
19.50 20 16.20 9300 9.3 Medium
AS332L2
EC 225
19.50 20 16.20 11000 11.0 Medium
(H225)
Sikorsky
20.88 21 17.17 12565 12.6 Large
S92A
Sikorsky
22.20 22 18.90 9298 9.3 Large
S61N
Leonardo
22.80 23 18.90 14600 14.6 Large
AW101
NOTE: Where skid-fitted helicopters and/or a deck integrated firefighting system
(DIFFS) are in use landing nets shall not be fitted.

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7. Helideck Design Considerations – Environmental Effects

7.1 Introduction

7.1.1 The safety of helicopter flight operations can be seriously degraded by

environmental effects that may be present around installations or vessels
and their helidecks. The term “environmental effects” is used here to
represent the effects of the installation or vessel and/or its systems
and/or processes on the surrounding environment, which result in a
degraded local environment in which the helicopter is expected to
operate. These environmental effects are typified by structure-induced
turbulence, turbulence and thermal effects caused by gas turbine
exhausts, thermal effects of flares and diesel exhaust emissions, and
unburnt hydrocarbon gas emissions from cold flaring or, more
particularly, emergency blow- down systems. It is almost inevitable that
helidecks installed on the cramped topsides of offshore installations will
suffer to some degree from one or more of these environmental effects,
and controls in the form of operational restrictions may be necessary in
some cases. Such restrictions can be minimised by careful attention to
the design and layout of the installation topsides and, in particular, the
location of the helideck. All newly built helideck shall be subjected to
complete plume studies or CFD. Any source of heat within 30 metres
from helideck centre or any source of heat outside the 30 m area but
reported by pilots to have effects on helicopter operations shall be
subjected to same studies.

7.1.2 Advice on the design and placement of offshore helidecks is as Appendix

B. The criteria have been set to define safe operating boundaries for
helicopters in the presence of known environmental hazards. Where
these criteria cannot be met, a limitation is placed in the HLL. These
entries are usually specific to particular combinations of wind speed and
direction, and either restrict helicopter mass (payload), or prevent flying
altogether in certain conditions.

7.1.3 The HLL program is designed for the benefit of the offshore helicopter
operators and shall ensure that landings on offshore helidecks are
properly controlled when adverse environmental effects are present. On
poorly designed helidecks, severe operational restrictions may result,
leading to significant commercial penalties for an installation operator or
vessel owner. Well designed and „helicopter friendly‟ platform topsides

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 and helidecks shall result in efficient operations and cost savings for the
installation operator.

7.2 Structural Design

7.2.1 The take-off and landing area shall be designed for the heaviest and
largest helicopter anticipated to use the facility (see Table 1). Helideck
structures shall be designed in accordance with relevant International
Organization for Standardization (ISO) codes for offshore structures and
for floating installations. The maximum size and mass of helicopters for
which the helideck has been designed shall be stated in the Installation
Operations Manual and Verification and/or Classification document. For
structural design requirements for helicopter landing areas located on
vessels (i.e. non-installations), reference may be made to appropriate
Class Society rules.

7.2.2 Optimal operational flexibility may be gained from considering the

potential life and usage of the facility along with likely future
developments in helicopter design and technology.

7.2.3 Consideration shall also be given in the design to other types of loading
such as personnel, other traffic, freight, refuelling equipment, rotor
downwash etc. as stated in the relevant ISO codes or Class Society
rules. It may be assumed that single main rotor helicopters will land on
the wheel or wheels of two landing gears (or both skids if fitted). The
resulting loads shall be distributed between two main undercarriages.
Where advantageous a tyre contact area may be assumed in accordance
with the manufacturer‟s specification. Working stress design or ultimate
limit state (ULS) methods may be used for the design of the helideck
structure, including girders, trusses, pillars, columns, plating and
stiffeners. A serviceability limit check shall also be performed to confirm
that the maximum deflection of the helideck under maximum load is
within code limits. This check is intended to reduce the likelihood of the
helideck structure being so damaged during an emergency incident as to
prevent other helicopters from landing.

7.3 Loads

7.3.1 Helicopters Landing

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 The helideck shall be designed to withstand all the forces likely to act
when a helicopter land. The loads and load combinations to be
considered shall include:

1) Dynamic load due to impact landing. This shall cover both a

heavy normal landing and an emergency landing. For the former,
an impact load of 1.5 x MTOM of the design helicopter shall be
used, distributed as described in paragraph 7.2.3 This shall be
treated as an imposed load, applied together with the combined
effect of 1) to 7) in any position on the landing area so as to
produce the most severe load on each structural element. For an
emergency landing, an impact load of 2.5 x MTOM shall be applied
in any position on the landing area together with the combined
effects of 2) to 7) inclusive. Normally, the emergency landing case
will govern the design of the structure.

2) Sympathetic response of landing platform. After considering

the design of the helideck structure‟s supporting beams and
columns and the characteristics of the designated helicopter, the
dynamic load (see 1) above) shall be increased by a suitable
structural response factor depending upon the natural frequency of
the helideck structure. It is recommended that a structural
response factor of 1.3 shall be used unless further information
derived from both the helideck manufacturer and the helicopter
manufacturer will allow a lower factor to be calculated. Information
required to do this will include the natural periods of vibration of
the helideck and the dynamic characteristics of the design
helicopter and its landing gear.

3) Overall superimposed load on the landing platform. To allow

for any appendages that may be present on the deck surface (e.g.
helideck net, "H" and circle lighting etc.) in addition to wheel loads,
an allowance of 0.5 kilo Newtons per square metre (kN/m2) shall be
added over the whole area of the helideck.

4) Lateral load on landing platform supports. The landing

platform and its supports shall be designed to resist concentrated
horizontal imposed loads equivalent to 0.5 x MTOM of the
helicopter, distributed between the undercarriages in proportion to
the applied vertical loading in the direction which will produce the
most severe loading on the element being considered.

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 5) Dead load of structural members. This is the normal gravity
load on the element being considered.

6) Wind loading. Wind loading shall be allowed for in the design of

the platform. The helideck normal restricting wind conditions (i.e.
60 knots equivalent to 31 m/s) shall be applied in the direction
which, together with the imposed lateral loading, will produce the
most severe loading condition on each structural element.

7) Inertial actions due to platform motions for floating

installations. The effects of accelerations and dynamic
amplification arising from the predicted motions of a floating
platform in a storm condition with a 10-year return period shall be
considered.

8) Punching shear check (applicable to wooden or concrete

structures). A check shall be made for the punching shear from a
wheel of the landing gear with a contact area of 65 x 103 mm2
acting in any probable location. Particular attention to detailing
shall be taken at the junction of the supports and the platform
deck.

7.3.2 Helicopters at Rest

The helideck shall be designed to withstand all the applied forces that
could result from a helicopter at rest; the following loads shall be taken
into account:

1) Imposed load from helicopter at rest. All areas of the helideck

accessible to a helicopter, including any separate parking or run-off
area, shall be designed to resist an imposed load equal to the
MTOM of the design helicopter. This load shall be distributed
between all the landing gear. It shall be applied in any position on
the helideck so as to produce the most severe loading on each
element considered.

2) Overall superimposed load. To allow for personnel, freight,

refuelling equipment and other traffic, snow and ice, rotor
downwash etc., an allowance of 2.0 kiloNewtons per square metre
(kN/m2) shall be added to the whole area of the helideck.

3) Dead load and wind load. The values for these loads are the
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 same as given in paragraph 7.3.1 5) and 6) and shall be considered
to act simultaneously in combination with paragraph 7.3.2 1) and
2). Consideration shall also be given to the additional wind loading
from any parked or secured helicopter.

4) Acceleration forces and other dynamic amplification forces.

The effect of these forces, arising from the predicted motions of
mobile installations and vessels, in the appropriate environmental
conditions corresponding to a 10-year return period, shall be
considered.

7.4 Size and Obstacle Protected Surfaces

7.4.1 For any particular type of single main rotor helicopter, the helideck shall
be sufficiently large to contain a circle of diameter D equal to the largest
dimension of the helicopter when the rotors are turning. This D-circle
shall be totally unobstructed (see Table 1 for D values). Due to the
actual shape of most offshore helidecks the D-circle will be „hypothetical‟
but the helideck shape shall be capable of accommodating such a circle
within its physical boundaries.

7.4.2 From any point on the periphery of the above-mentioned D-circle an

obstacle-free approach and take-off sector shall be provided which
totally encompasses the landing area (and D-circle) and which extends
over a sector of at least 210°. Within this sector obstacle accountability
shall be considered out to a distance from the periphery of the landing
area that will allow for an unobstructed departure path appropriate to
the helicopter the helideck is intended to serve. For helicopters operated
in Performance Class 1 or 2 the horizontal extent of this distance from
the helideck will be based upon the one-engine inoperative capability of
the helicopter type to be used. In consideration of the above, only the
following items essential for safe helideck operations may exceed the
height of the landing area but shall not do so by more than 25
centimetres. The height of essential items around the helideck shall not
exceed 25 cm above helideck level. For new build helidecks completed
on and after 10 November 2018 and for refurbishments, the height of
essential items around the helideck should not exceed 15cm for any
helideck where the D-value is greater than 16.00 m. for helidecks, where
the D-value is 16.00 m or less the height of essential items around the
helideck shall not exceed 5 cm. Essential items include:
 Guttering or raised kerb;

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  Lightings as per ASG 904 Section 16;
 Foam monitors;
 Handrails;
 Perimeter net edge;
 Landing net tie-down points. However, for all newly built
helideck after 1 January 2020 the tie down point design to be
flushed; and
 Flame detector

7.4.3 Objects whose function requires that they be located on the surface of
the helideck such as landing nets, tie-down points, and “circle” and “H”
lighting systems shall not exceed a height of 25 mm. Such objects shall
only be present above the surface of the touchdown area provided they
do not cause a hazard to helicopter operations.

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 Figure 1: Obstacle Limitation (single main rotor and side by side main rotor
helicopters) showing position of touchdown/positioning marking circle

NOTE: Where the D-value is 16.00 m or less, objects in the first segment of the LOS
are restricted to 5 cm.

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 7.4.4 The bisector of the 210° Obstacle Free Sector (OFS) shall normally pass
through the centre of the D-circle. The sector may be „swung‟ by up to
15° as illustrated in Figure 1. Acceptance of the „swung‟ criteria will only
be applicable to existing installations. When the 210° OFS is swung, the
180° falling 5:1 gradient also shall be swung by a corresponding amount
to indicate, and align with, the swung OFS.

7.4.5 The diagram at Figure 1 shows the extent of the two segments of the
150° Limited Obstacle Sector (LOS) and how these are measured from
the centre of the (hypothetical) D-circle and from the perimeter of the
landing area. This diagram assumes, since most helidecks are designed
to the minimum requirement of accommodating a 1 D-circle, that the D-
circle perimeter and landing area perimeter are coincidental. No objects
above 25 cm (or 5 cm where the D-value of the helideck is 16.00 m or
less) are permitted in the first (hatched area in Figure 1) segment of the
LOS. The first segment extends out to 0.62D from the centre of the D-
circle, or 0.12D from the landing area perimeter marking. The second
segment of the LOS, in which no obstacles are permitted to penetrate, is
a rising 1:2 slope originating at a height of 0.05D above the helideck
surface and extending out to 0.83D from the centre of the D-circle (i.e. a
further 0.21D from the edge of the first segment of the LOS). The exact
point of origin of the LOS is at the periphery of the D- circle.

7.4.6 Some helidecks are able to accommodate a landing area which covers a
larger area than the declared D-value; a simple example being a
rectangular deck with the minor dimension able to contain the D-circle.
In such cases it is important to ensure that the origin of the LOS (and
OFS) is at the perimeter of the landing area as marked by the perimeter
line. Any landing area perimeter shall guarantee the obstacle protection
afforded by both segments of the LOS. The respective measurements of
0.12D from the landing area perimeter line plus a further 0.21D are to
be applied. On these larger decks there is thus some flexibility in
deciding the position of the perimeter line and landing area in order to
meet the LOS requirements and when considering the position and
height of fixed obstacles. Separating the origin of the LOS from the
perimeter of the D- circle in Figure 1 and moving it to the right of the
page will demonstrate how this might apply on a rectangular-shaped
landing area.

7.4.7 The extent of the LOS segments will, in all cases, be lines parallel to the
landing area perimeter line and follow the boundaries of the landing area
perimeter (see Figure 1). Only in cases where the perimeter of the
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 landing area is circular will the extent of the LOS be in the form of arcs
to the D- circle. However, taking the example of an octagonal landing
area as drawn at Figure 1, it would be possible to replace the angled
corners of the two LOS segments with arcs of 0.12D and 0.33D centred
on the two adjacent corners of the landing area, thus cutting off the
angled corners of the LOS segments. If these arcs are applied, they shall
not extend beyond the two corners of each LOS segment so that
minimum clearances of 0.12D and 0.33D from the corners of the landing
area are maintained. Similar geometric construction may be made to a
square or rectangular landing area, but care shall be taken to ensure
that the LOS protected surfaces minima can be satisfied from all points
on the inboard perimeter of the landing area.

7.4.8 For new build helideck designs the minimum landing area size shall
accommodate a circle encompassed by the outer edge of perimeter
marking of at least 1D (see paragraph 7.4.5). However, from time-to-
time new helicopter types may be introduced to the Malaysia operation
which are not in operational use when an existing helideck was
designed. In this case there is a mechanism to review operations by
larger (and usually heavier) helicopters than were specified in the
original design for the helideck, when subject to a thorough risk
assessment. The framework for a risk assessment process for helicopter
operations to helidecks on the Malaysia water, which are sub-1D, is
reproduced and may be used by a helicopter operator to present a case
for sub-1D operations to the CAAM. Example; AW 139 was approved to
operate at S76 designed helideck (Sub-1D operation).

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 Figure 2: Obstacle free areas - Below landing area level (for all types of
helicopters)

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 7.4.9 Whilst application of the criteria in paragraph 7.4.2 will ensure that no
unacceptable obstructions exist above the helicopter landing area level
over the whole 210° sector, it is necessary to consider the possibility of
helicopter loss of height due to a power unit failure during the latter
stages of the approach or early stages of take-off. Accordingly, a clear
zone shall be provided below landing area level on all fixed and mobile
installations between the helideck and the sea. The falling 5:1 gradient
shall be at least 180° with an origin at the centre of the D-circle and
ideally it should cover the whole of the 210° OFS. It shall extend
outwards for a distance that will allow for safe clearance from obstacles
below the helideck in the event of an engine failure for the type of
helicopter the helideck is intended to serve. For helicopters operated in
Performance Class 1 or 2 the horizontal extent of this distance from the
helideck will be based upon the one-engine inoperative capability of the
helicopter type to be used or the minimum distance of 1000m. All
objects that are underneath anticipated final approach and take-off
paths shall be assessed. The falling obstacle limitation surface is defined
from points on the outboard edge of the helideck perimeter safety
netting supports (not less than 1.5 metres from deck edge). Minor
infringements of the surface by foam monitor platforms or access/escape
routes as they are essential to the safe operation of the helideck but may
also attract helicopter operational limitations.

8. Temporary Combined Operations

8.1 Temporary Combined Operations are essentially arrangements where two

or more offshore installations, whether fixed or floating, are in close
proximity „alongside‟ or „pulled away‟ from one another. They may be in
place for a matter of hours, days, months or for up to several years. On
occasions, combined operations may include vessels working alongside one
or more fixed and/or floating installations. The close proximity of
installations and/or vessels one to another is likely to entail that one or
more of the landing areas becomes operationally restricted due to obstacle
protected surfaces being compromised and/or due to adverse
environmental effects.

8.2 If the installation has obstacle protected sectors and surfaces that are
severely compromised by the proximity of the other installations, a Landing
Prohibited Marker shall be placed on the facility to prevent operations to
the helideck. Where temporary combined operations are planned, a

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 helicopter operator assessment shall be completed to review the physical,
as well as the environmental, impact of the arrangements and to assess
whether any flight restrictions or limitations, including prohibitions, shall be
disseminated to air crews. All helicopter landing areas which are
determined to be „unavailable‟ shall display the relevant landing prohibited
marker by day while, by day and night, the perimeter lights shall be
displayed but all other helideck lighting systems (circle/H lighting and/or
helideck floodlights) shall be extinguished.

8.3 Combined operations usually involve both installations and/or vessels being
in close proximity „alongside‟ one another, where the effect of one facility
on the obstacle protected surfaces of another is immediately obvious.
However, during the life of a combined arrangement there may also be
periods when mobile installations and/or vessels are „pulled-away‟ to a
stand-off position, which could entail them being some distance apart. It is
necessary for helicopter operators to re-appraise the situation for combined
operations now in the „stand-off‟ configuration as with one or more
installations or vessels „pulled-away‟ there may then be opportunity to relax
or remove limitations otherwise imposed for the „alongside‟ configuration.

9. Multiple Platform Configurations/Location of Standby

Vessels

9.1 Where two or more fixed structures are permanently bridge-linked the
overall design shall ensure that the sectors and surfaces provided for the
helicopter landing area(s) are not compromised by other modules which
may form part of the multiple platform configurations. It is also important
to assess the environmental effect of each module on the flying
environment around the helideck.

9.2 Where there is an intention to add new modules to an existing platform

arrangement it is important to make an assessment on the potential impact
that additional modules may have on helideck operations. This will include
an assessment of the sectors and surfaces for the helideck which shall not
be compromised due to the location of a new module, or modification to an
existing module. This will include a detailed analysis of the environmental
impact on the flying environment around the helideck (e.g. using CFD).

9.3 Where there is a requirement to position, at sea surface level, offshore

support vessels (e.g. a Standby Vessel or tanker) essential to the operation
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 of a fixed or floating offshore installation located within the proximity of the
fixed or floating installation‟s obstacle free sector (OFS), but below helideck
level, care shall be taken to ensure offshore support vessels are not
positioned to compromise the safety of helicopter operations during take-
off, departure and approach to landing.

10. Surface

10.1 The landing area shall present a non-slip surface for helicopter operations.
The installation operator shall ensure that the helideck is kept free from oil,
grease, ice, snow, excessive surface water or any other contaminant
(particularly guano) that could degrade the surface friction. Assurance shall
be provided to the helicopter operator that procedures are in place for
elimination and removal of contaminants prior to helicopter movements.

10.2 The minimum average surface friction values that shall be achieved are
detailed in Table 2. The average surface friction values shall be confirmed
using a test method acceptable to the CAAM – see paragraphs 10.3, 10.4
and 10.5.

Table 2: Friction Requirements

Section of Helideck Fixed Helideck Mobile Helideck

Inside TD/PM circle 0.6 0.65

TD/PM circle and H painted markings 0.6 0.65

Outside TD/PM circle 0.5 0.5

NOTE: Unless fixed to the sea bed (e.g. a jack-up on station), the helideck on any
installation requiring a helideck monitoring system (see paragraph 6.7) shall be regarded
as a mobile (moving) helideck.

10.3 For flat helidecks with a micro-texture finish (e.g. non-slip paint or grit-
blasted finish), the helideck friction test method shall normally comprise the
following:

 a survey of the entire helideck surface in two orthogonal

directions to a resolution of not less than 1 m2;
 use of a tester employing the braked wheel technique and a tyre
made of the same material as helicopter tyres;
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  testing in the wet condition using a tester that is capable of
controlling the wetness of the deck during testing, and
 use of a tester which provides electronic data collection, storage
and processing.

Where TD/PM circle and „H‟ lighting is installed, testing of the TD/PM
circle and „H‟ painted markings is not required.

10.4 The helideck shall be re-tested annually, or when condition of the helideck
suggests more frequent testing is appropriate.

10.5 For profiled helideck surfaces, typically constructed from extruded

aluminium planks, new helidecks (i.e. helidecks commissioned on or after 01
January 2018), and a specimen shall be submitted to a suitably qualified
and independent test facility for testing at full scale. The testing shall
comprise the following:
 use of a representative helicopter wheel and tyre with a tyre
contact area of at least 200 cm2;
 testing at a vertical load to produce a tyre contact pressure of at
least 0.95 N/mm2 and ideally 1 N/mm2, and also within the normal
range of loads and tyre pressures for the aircraft wheel being
used for the testing;
 testing in the wet condition;
 testing in all four permutations of wheel and surface profiling
directions, i.e. wheel in rolling (R) and non-rolling (N) directions,
along, i.e. longitudinal (L), and across, i.e. transverse (T), the
ridges of the profiling to give the four test conditions of RL, RT,
NL and NT;
 at least three test runs to be performed for each test condition;
 the result for each test run shall be the average surface friction
value for the run, excluding the initial peak due to static friction;
 the result for each test condition shall be the average of the (at
least three) test runs for that condition;
 the overall result for the helideck specimen shall be the lowest of
the results for the four conditions.

10.6 Helidecks commissioned before 01 January 2018: Full scale testing is not
required provided that the helideck has been provided with a micro-texture
finish (e.g. grit blasting or friction paint). Such helidecks shall be subject to
in-service monitoring using the protocol specified in paragraph 10.3. The
friction tester readings shall not be scaled.

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 10.7 For the area outside the TD/PM Circle, an inadequate surface friction value
(i.e. < 0.5) may be rectified by grit blasting or by applying a suitable non-
slip paint coating. For the area inside the TD/PM Circle (< 0.6 for fixed
helidecks, < 0.65 for mobile helidecks), removal of the profiling prior to grit
blasting or painting is recommended or, alternatively, the fitment of a
helideck net.

10.8 Landing net and wind limitation may be used as alternatives to grit blasting
or anti slip painting, when the friction value for the area inside or outside of
TD/PM Circle is not achieved.

Table 3: Helideck Surface Friction & Wind Limitation

MITIGATION
Fixed Installation Mobile Installation
FRICTION
Inside Outside Inside Outside REMARKS
LEVELS
TD/PM TD/PM TD/PM TD/PM
Circle Circle Circle Circle
HLL is not
Mµ > 0.65 Acceptable Acceptable Acceptable Acceptable
required
Acceptable
0.6 0= Mµ *No wind limit
Acceptable Acceptable with landing Acceptable
< 0.65 required.
net*
Acceptable
with net Acceptable
0.50 = Mµ *No wind limit
OR Acceptable with landing Acceptable
< 0.60 required.
Max 15 knots net*
crosswind
Acceptable Acceptable
with landing with landing
Max 25 knots Max 20 knots
0.36 = Mµ net net
wind, any wind, any
< 0.50 AND AND
direction directions
Max 15 knots Max 10 knots
crosswind crosswind
Not Not Not Not
Mµ < 0.36
Acceptable Acceptable Acceptable Acceptable

10.9 For the area that encompasses the TD/PM Circle only, a helideck net may
be used to mitigate for insufficient surface friction provided that the
average surface friction value is at least 0.5. The net shall be installed and
tensioned in accordance with the manufacturer‟s instructions and shall
have the following properties:
 the mesh size shall be such as to present an area of between 400

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 and 900 cm2;
 the net shall be secured at intervals approximately 1.5 metres
between the lashing points around the landing area perimeter;
 the breaking strain of the rope/webbing from which the net is
constructed, and the load capacity of the net anchoring points
shall be at least 10 kN;
 the size of the net shall such as to ensure coverage of the TD/PM
Circle area but shall not cover the helideck identification marking
(name) or „t‟ value markings.

10.10 It shall be borne in mind when selecting a helideck net that the height of
the netting (i.e. the thickness of the installed net including knots) shall not
exceed a height of 25 mm.

10.11 The helideck net may be any shape but shall cover the whole of the TD/PM
circle, but not be so large as to obscure other essential markings e.g.
helideck name marking, maximum allowable mass marking. The net shall
be constructed from durable materials not prone to flaking due to
prolonged exposure to the weather (e.g. UV light), or to the elements (e.g.
salt water).

10.12 If a helideck net is to be fitted, measures shall be taken to ensure that:

 the performance of TD/PM Circle and „H‟ lighting is not impaired.

This will be especially evident at low angles (i.e. less than 6
degrees) of elevation;

 the net does not impair the operation of automatic fire-fighting

system „pop-up‟ nozzles, where fitted, or otherwise compromise
the firefighting facilities.

10.13 Every landing area shall be equipped with adequate surface drainage
arrangements and a free-flowing collection system that will quickly and
safely direct any rainwater and/or fuel spillage and/or firefighting media
away from the helideck surface to a safe place. Any distortion of the
helideck surface on an installation due to, for example, loads from a
helicopter at rest shall not modify the landing area drainage system to the
extent of allowing spilled fuel to remain on the deck. A system of guttering
or slightly raised kerb shall be provided around the perimeter to prevent the
spilled fuel falling onto the other parts of the installation. The capacity of
the drainage system shall be sufficient to contain the maximum likely
spillage of fuel on the helideck. The design of the drainage system shall
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 preclude blockage by debris which is best achieved by use of a mesh type
filtration system able to strain out smaller items of debris. The helideck
area shall be properly sealed so that spillage will only route into the
drainage system.

11. Helicopter Tie-Down Points

11.1 Sufficient flush fitting (when not in use) tie-down points shall be provided
for securing the maximum sized helicopter for which the helideck is
designed.

Figure 3: Example of Suitable Tie-Down Configuration

NOTE: They shall be so located and be of such strength and construction to

secure the helicopter when subjected to weather conditions pertinent to the
installation design considerations. They shall also consider, where significant, the
inertial forces resulting from the movement of floating units.

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 11.2 The maximum bar diameter of the tie-down point shall be 22 mm in order
to match the strop hook dimension of typical tie-down strops. A safe
working load requirement for strop/ring arrangements is 3 to 5 tonnes.

11.3 A tie-down configuration shall be radius R2.5 to R3.0 metres for inner
circle, R5.0 metres for middle circle and R7.0 metres for outer circle. The
tie-down configuration shall be based on the centre of the TD/PM Circle and
shall not be painted or marked with other colour. The outer circle is not
required for D-values of less than 22.2 m.

12. Perimeter Safety Net

12.1 Safety nets for personnel protection shall be installed around the landing
area except where adequate structural protection against a fall exists. The
netting used shall be of a flexible nature, with the inboard edge fastened
just below the edge of the helicopter landing deck. The net itself shall
extend at least 1.5 metres, but no more than 2.0 metres from edge of SLA,
in the horizontal plane and be arranged so that the outboard edge does not
exceed the level of the landing area more than 25 cm and angled so that it
has an upward and outward slope of approximately 10°. The distance from
edge of SLA to the net frame shall not be more than 0.5m, which includes
the gap from edge of the helideck to the net frame which shall not be more
than 0.2m.

12.2 A safety net designed to meet these criteria shall „contain‟ personnel falling
into it and not act as a trampoline. Where lateral or longitudinal centre bars
are provided to strengthen the net structure they shall be arranged and
constructed to avoid causing serious injury to persons falling on to them.
The ideal design shall produce a „hammock‟ effect which shall securely
contain a body falling, rolling or jumping into it, without serious injury.
When considering the securing of the net to the structure and the materials
used, care shall be taken that each segment will be fit for purpose. The
load test by dropping a 125kg load from one meter or an equivalent pull
test shall be conducted every 2 years. Any other method of load test to
obtain minimum equivalent measurement of 2.3 kJ impact may be accepted
on a case by case basis but shall obtain CAAM approval in advance.

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13. Access Points

13.1 For reasons of safety it is necessary to ensure that embarking and

disembarking passengers are not required to pass around the helicopter
tail rotor, or around the nose of helicopters having a low-profile main rotor,
when a „rotors-running turn-round‟ is conducted (in accordance with
normal offshore operating procedures). Many helicopters have passenger
access on one side only and helicopter landing orientation in relation to
landing area access points is therefore very important. Safety notice shall
be displayed at the access point as reminder of the hazards of rotor blade,
unauthorised entry, FOD, head gear, PPE, etc.

13.2 There shall be a minimum of two access / egress routes to the helideck.
The arrangements shall be optimised to ensure that, in the event of an
accident or incident on the helideck, personnel will be able to escape
upwind of the landing area. Adequacy of the emergency escape
arrangements from the helideck shall be included in any evacuation, escape
and rescue analysis for the installation, and may require a third escape
route to be provided.

13.3 The need to preserve, in so far as possible, an unobstructed falling 5:1

gradient (see paragraph 7.4.9 and Figure 2) and the provision of up to
three helideck access/escape routes, with associated platforms, may
present a conflict of requirements. A compromise may therefore be
required between the size of the platform commensurate with its
effectiveness and the need to retain the protection of an unobstructed
falling 5:1 gradient. In practice, the 5:1 gradient is taken from the outboard
edge of the helideck perimeter safety net supports. Emergency access
points which extend outboard from the perimeter safety net constitute a
compromise in relation to an unobstructed falling 5:1 gradient which may
lead, in some instances, to the imposition of helicopter operating
limitations. It is therefore important to construct access point platforms in
such a manner as to infringe the falling 5:1 gradient by the smallest
possible amount but preferably not at all. Suitable positioning of two major
access points clears of the requirements of the protection of the falling 5:1
gradient shall be possible. However, the third access referred to at
paragraph 13.2 will probably lie within the falling 5:1 sector and where
this is the case it should be constructed within the dimensions of the
helideck perimeter safety net supports (i.e. contained within a horizontal
distance of 1.5 - 2.0 m measured from the edge of the landing area).

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 13.4 Where foam monitors are co-located with access points, care shall be taken
to ensure that no monitor is so close to an access point as to cause injury
to escaping personnel by operation of the monitor in an emergency
situation.

13.5 Where handrails associated with helideck access/escape points exceed the
25 cm height limitations, they shall be retractable, collapsible or removable.
When retracted, collapsed or removed the rails shall not impede
access/egress or lead to gaps which could result in a potential fall from
height. Handrails which are retractable, collapsible and removable shall be
painted in a contrasting colour scheme.

13.6 Access which is not being used during helicopter operations shall have „no-
entry‟ sign or plastic chain or procedure to position helideck crew to guard.

14. Normally Unmanned Installations (NUIs)

14.1 Guano and associated bird debris are a major problem for NUIs. Associated
problems concern the health hazard on board; degradation of visual aids
(markings and lighting) and friction surfaces; and the potential for Foreign
Object Debris/Damage (FOD). Helicopter operators shall continuously
monitor the condition of NUI helidecks and advise the owner/operator
before marking and lighting degradation becomes a safety concern. NUIs
shall be monitored continuously for signs of degradation of visual cues and
flights shall not be undertaken to helidecks where essential visual cues for
landing are insufficient.

15. Visual Aids

15.1 General

15.1.1 The name of the installation shall be clearly displayed in such positions
on the installation so that it can be readily identified from the air and sea
from all normal angles and directions of approach. For identification from
the air the helideck name and the side identification panels are used.
The names on both identification markings shall be identical, simple and
unique and facilitate unambiguous communication via radio. The
installation identification panels shall be highly visible in all light
conditions and from all directions of approach. To assist identification
and safe operations, helicopter operator shall produce the Helideck Chart
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 as reference. Sample of the chart as Appendix C.

15.1.2 Helideck markings (specifically the installation identification marking) and

side identification panels are used by pilots to obtain a final pre-landing
confirmation that the correct helideck is being approached. It is
therefore vital that the helideck markings and side identification panels
are maintained in the best possible condition, regularly re-painted and
kept free of all visibility-reducing contaminants. Helideck operators shall
ensure that specific inspection and re-painting maintenance procedures
and schedules for helideck markings and side identification panels take
account of the importance of their purpose. Side identification panels
shall be kept free of any obscuring paraphernalia (draped hoses etc.)
and be as high as possible on the structure. Helideck Technical Drawing
shall be updated when changes made to the markings.

15.1.3 The installation identification shall be marked in white characters on the

helideck surface between the origin of the OFS and the TD/PM Circle in
symbols not less than 1.2 metres where a helideck is below 16.0m. For
all helidecks 16.0m and greater, whether new builds or at the next
scheduled repaint, the character height shall be increased to 1.5m in
white which contrasts with the helideck surface. The name shall not be
obscured by the deck net (where fitted). For an unpainted aluminium
surface, the installation identification (in white characters) shall be
displayed against a black background.

15.1.4 Helideck perimeter line marking and lighting serves to identify the limits
of the SLA for day and night operations respectively.

15.1.5 A wind direction indicator (windsock) shall be provided and located so as

to indicate the free stream wind conditions at the installation/vessel
location. It is often inappropriate to locate the primary windsock as close
to the helideck as possible where it may compromise obstacle protected
surfaces, create its own dominant obstacle or be subjected to the effects
of turbulence from structures resulting in an unclear wind indication. The
windsock shall be illuminated for night operations. Some installations
may benefit from a second windsock to indicate a specific difference
between the local wind over the helideck and the free stream wind. One
spare wind sock shall be available on board.

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 Windsock Size

A wind direction indicator should be a truncated cone made of lightweight

fabric and should have the following minimum dimensions:

Elevated Heliports &

Helidecks
Length 1.2m
Diameter (larger end) 0.3m
Diameter (smaller end) 0.15m

Windsock Visibility

i. The colour of the wind direction indicator should be selected as to

make it clearly visible and understandable from a height of at least 200
m (650 ft) above the heliport, having regard to background.

ii. Where practicable, a single colour, preferably white or orange, should

be used. Where a combination of two colours is required to give
adequate conspicuity against changing backgrounds, they should
preferably be orange and white, red and white, or black and white, and
should be arranged in five alternate bands the first and last band being
the darker colour.

15.1.6 For character marking dimensions, use 15% of character height with
10% of character height between characters (extreme right-hand edge
of one character to extreme left-hand edge of next character) and
approximately 50% of character height between words.

15.2 Helideck Landing Area Markings

15.2.1 The colour of the helideck shall be dark green or natural grey colour of
aluminium. The cleanliness and the condition of the surface shall be
maintained and clear from debris, guano, corrosion and flaking. The
perimeter of the landing area shall be clearly marked with a white
painted line 30 cm wide (see Figure 4). Nonslip materials shall be used.
For natural grey aluminium, the conspicuity of the helideck markings
need to be enhanced by overlaying white markings on a painted black
background. Additionally, conspicuity of the yellow TD/PM Circle shall be
enhanced by outlining the deck marking with a 10 cm thin black line.

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 Figure 4: Markings (Single Main Rotor Helicopters)

15.2.2 The origin of the 210° OFS for approach and take-off shall be marked on
the helideck by a black chevron, each leg being 79 cm long and 10 cm
wide forming the angle in the manner shown in Figure 5. On minimum
sized helidecks where there is no room to place the chevron where
indicated, the chevron marking, but not the point of origin, may be
displaced towards the D-circle centre. Where the OFS is swung, it shall
be reflected in the alignment of the chevron. The purpose of the chevron
is to provide visual guidance to the HLO so that he can ensure that the
210° OFS is clear of obstructions before giving a helicopter clearance to
land. The black chevron shall be painted on top of the (continuous)
white perimeter line to achieve maximum clarity for the helideck crew.

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 Figure 5: Helideck D-value and Obstacle-Free Marking

15.2.3 The actual D-value of the helideck shall be painted in black or white on
the helideck inboard or outboard of within 0.5 meter from the chevron
in alphanumeric symbols 10 cm high. It shall be written in metres, with
two decimals place; i.e. D=20.25m. Where, for an existing installation, a
helideck has been accepted which does not meet the normal minimum
OFS requirements of 210°, the black chevron shall represent the angle
which has been accepted and this value shall be marked a similar
manner to the certificated D-value.

15.2.4 The helideck D-value shall also be marked around the perimeter of the
helideck in white characters no less than 90 cm high, in the manner
shown in Figures 3 and 4. The D-value shall be expressed to the nearest
whole number with 0.5 rounded down. For an unpainted aluminium
surface helideck D-value(s) (in white characters) shall be displayed
against a black background.

15.2.5 A maximum allowable mass marking shall be marked on the helideck in

a position which is readable from the preferred final approach direction,
i.e. towards the OFS origin. The marking shall consist of a two- or three-
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 digit number expressed to one decimal place rounded to the nearest 100
kg and followed by the letter „t‟ to indicate the allowable helicopter mass
in tonnes (1000 kg). The height of the figures shall be 90 cm with a line
width of approximately 12 cm and shall be white. For an unpainted
aluminium surface, a maximum allowable mass marking (in white
characters) shall be displayed against a black background. For helidecks
which were designed for Sikorsky S76 and S61 and approved for the
operations of Leonardo AW 139 (6.8t); and Sikorsky S92A and Airbus H225
respectively, the marking shall remain as original value.

15.2.6 A Touchdown/Positioning Marking (TD/PM) shall be provided (see

Figures 6 and 7). The marking shall be a yellow circle with an inner
diameter of 0.5 of the certificated D-value of the helideck and a line
width of 1 metre (for helidecks below 16m the line width may be
reduced to 0.5m). The centre of the marking shall be concentric with the
centre of the D-circle.

Figure 6: Touchdown/Positioning Marking Circle (TD/PM Circle to

be painted Yellow)

15.2.7 On a helideck the centre of the TD/PM Circle will normally be located at
the centre of the landing area, except that the marking may be offset

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 away from the origin of the OFS by no more than 0.1D where an
aeronautical study indicates such offsetting to be beneficial, provided
that the offset marking does not adversely affect the safety of flight
operations or ground handling issues.

15.2.8 A white heliport identification marking „H‟ marking shall be marked co-
located with the TD/PM with the cross bar of the „H‟ lying along the
bisector of the OFS. Its dimensions are 4m x 3m x 0.75m. For helidecks
having a D-value below 16.0m, the dimensions of the 'H' marking may
be reduced to 3m x 2m x 0.5m.

Figure 7: Dimensions of Heliport Identification Marking 'H' ('H' to be Painted White)

15.2.9 Where the OFS has been swung, the positioning of the TD/PM and „H‟
shall comply with the normal unswung criteria. However, the „H‟ shall be
orientated so that the bar is parallel to the bisector of the swung sector.

15.2.10 Prohibited landing heading sector (PLHS) shall be marked where it is

necessary to protect the tail of the helicopter from landing or

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 manoeuvring in close proximity to limiting obstructions which, for
example, infringe the 150° LOS protected surfaces, or blocking the
single access. The prohibited sectors are to be shown by red hatching of
the TD/PM, with white and red hatching extending from the red hatching
out to the edge of the landing area as shown in Figures 8 and 9. When
positioning over the TD/PM, helicopters shall be manoeuvred so as to
keep the aircraft nose clear of the hatched prohibited sector(s) at all
times.

Figure 8: Specification for the Layout of PLHS on Helidecks

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 Figure 9: Example of Prohibited Landing Heading Marking

15.2.11 For certain operational or technical reasons, an installation may have to

prohibit helicopter operations. In such circumstances, where the helideck
cannot be used, the „closed‟ state of the helideck shall be indicated by
use of the signal shown in Figure 10. This signal is the standard „landing
prohibited‟ signal given in the Rules of the Air and Air Traffic Control
Regulations, except that it has been altered in size to just cover the
letter „H‟ inside the TD/PM.

Figure 10: Landing Prohibited Marker

Note: Marker covers „H‟ inside TD/PM.

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 15.2.12 Colours shall conform to the following BS 381C (1996) standard or the
equivalent BS 4800 colour. White shall conform to the RAL charts.

 RED BS 381C: 537 / RAL 3001 (Signal Red) BS 4800: 04.E.53 /

RAL 2002 (Poppy)

 YELLOW BS 381C: 309 / RAL1018 (Canary Yellow) BS 4800:

10.E.53 / RAL1023 (Sunflower Yellow)

 DARK GREEN BS 381C: 267 / RAL 6020 (Deep Chrome Green) BS

4800: 14.C.39 (Holly Green)

 WHITE RAL 9010 (Pure White) RAL 9003 (Signal White)

16. Lighting

16.1 Perimeter Lighting

16.1.1 The periphery of the landing area shall be described by omni- directional
green LED perimeter lights visible from on or above the landing area;
however, the pattern formed by the lights shall not be visible to the pilot
from below the elevation of the landing area. Perimeter lights shall be
mounted above the level of the helideck but shall not exceed the height
limitations. The lights shall be equally spaced at intervals of not more
than three (3) metres around the perimeter of the landing area,
coincident to or adjacent with the white line delineating the perimeter
(see paragraph 15.2.1 above). In the case of square or rectangular decks
there shall be a minimum of four lights along each side including a light
at each corner of the landing area. Recessed helideck perimeter lights
may be used at the inboard (150° LOS origin) edge of the landing area
where an operational need exists to move large items of equipment to
and from the landing area, e.g. where a run-off area is provided there
may be a need to move the helicopter itself to and from the landing area
onto the adjacent run-off (parking) area. When perimeter lightings
installed at certain part of helideck are not coincide with the white
perimeter marking, or some sectors of the helidecks is temporarily
unsafe, red perimeter lighting shall be installed to delineate such sectors.
The lightings controls shall be accessible to, and controlled by, the HLO
or Radio Operator.

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 16.1.2 Where the declared D-value of the helideck is less than the physical
helideck area, the perimeter lights shall be coincidental with the white
perimeter marking and black chevron and delineate the limit of the
useable landing area so that, in unusual circumstances where a
helicopter touches down inboard of the TD/PM Circle, it can land safely
by reference to the perimeter lights on the 150° LOS „inboard‟ side of
the helideck without risk of the main rotor striking obstructions in this
sector. By applying the LOS clearances from the perimeter marking and
coincident lighting, adequate main rotor to obstruction separation shall
be achieved for the worst-case helicopter intended to operate to the
helideck.

16.2 TD/PM Circle and „H‟ Lightings

16.2.1 A new lighting scheme comprising a lit TD/PM Circle and a lit heliport
identification 'H' marking has therefore been developed and is effectively
mandated for operations taking place at night or IMC in Malaysia water
from 1 April 2018. This scheme has been clearly demonstrated to
provide the visual cues required by the pilot earlier on in the approach,
and much more effectively than floodlighting and without the
disadvantages associated with floodlights such as glare. The CAAM has
therefore replaced the traditional floodlighting systems with the new
offshore helideck lighting scheme. All helidecks to operate on day and
night and IMC operation shall install TDPM lighting otherwise will be
restricted to day VMC operation only.

16.2.2 The new lighting scheme is compatible with helicopters having wheeled
undercarriages. The lighting system, segments and subsections
containing lighting elements shall compliant with maximum obstacle
height of 25 mm. When the landing net is installed together, the
maximum obstacle height of 30 mm shall be complied. The TD/PM
Circle lighting shall be in yellow with minimum of 16 segments and
superimposed on centre of the aiming circle, whilst the heliport
identification „H‟ lighting shall be in green and outlined the „H‟ marking. A
minimum of 90 % of the lights shall be serviceable for night and IMC
Operations. The helideck operator shall ensure the condition of the lens
is satisfactory to ensure the required brightness is available. Beginning 1
April 2019, all newly installed lighting type shall be approved by the
CAAM with a technical data endorsed or certified by UK CAAi.

16.2.3 Although no longer recommended for the provision of primary visual

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 cueing, floodlighting systems may be retained for the purpose of
providing a source of illumination for on-deck operations such as
refuelling and passenger handling and, where required, for lighting the
installation name on the helideck surface or as a back-up to the new
lighting. Unless otherwise instructed by the aircrew the floodlights shall
be switched off during the acquisition, approach to hover, landing and
take-off phases. In addition, particular care shall be taken to maintain
correct alignment to ensure that floodlights do not cause dazzle or glare
to pilots while either in-flight or landed on the helideck. All floodlights
shall be capable of being switched on and off at the pilot's request. The
TD/PM Circle and H lighting; and floodlighting controls shall be accessible
to, and controlled by, the HLO or Radio Operator.

16.3 Helideck Status Light System

16.3.1 For NUI, a visual warning system shall be installed as a condition can
exist on an installation which may be hazardous for the helicopter or its
occupants. The system (Status Lights) shall be a flashing red light (or
lights), visible to the pilot from any direction of approach and on any
landing heading. The aeronautical meaning of a flashing red light is
either “do not land, aerodrome not available for landing” or “move clear
of landing area”. The system shall be automatically initiated at the
appropriate hazard level (e.g. gas release) as well as being capable of
manual activation by the HLO. It shall be visible at a range in excess of
the distance at which the helicopter may be endangered or may be
commencing a visual approach. A specification for a status light system
is as below:
 Where required, the helideck status signalling system shall be
installed either on or adjacent to the helideck.
 Additional lights may be installed in other locations on the
platform where this is necessary to meet the requirement that the
signal be visible from all approach directions, i.e. 360° in azimuth.
 The effective intensity shall be a minimum of 700 cd between 2°
and 10° above the horizontal and at least 176 cd at all other
angles of elevation.
 The system shall be provided with a facility to enable the output
of the lights (if and when activated) to be dimmed to an intensity
not exceeding 60 cd while the helicopter is landed on the
helideck.
 The signal shall be visible from all possible approach directions
and while the helicopter is landed on the helideck, regardless of
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 heading, with a vertical beam spread as shown in the second
bullet point above.
 The colour of the status light(s) shall be red, colours for
aeronautical ground lights. The light system as seen by the pilot
at any point during the approach shall flash at a rate of 120
flashes per minute. Where two or more lights are needed to meet
this requirement, they shall be synchronised to ensure an equal
time gap (to within 10%) between flashes. While landed on the
helideck, a flash rate of 60 flashes per minute is acceptable. The
maximum duty cycle shall be no greater than 50%.
 The light system shall be integrated with platform safety systems
such that it is activated automatically in the event of a process
upset.
 Facilities shall be provided for the HLO to manually switch on the
system and/or override automatic activation of the system.
 The light system shall have a response time to the full intensity
specified not exceeding three seconds at all times.
 Facilities shall be provided for resetting the system which, in the
case of NUIs, do not require a helicopter to land on the helideck.
 The system shall be designed so that no single failure will prevent
the system operating effectively. In the event that more than one
light unit is used to meet the flash rate requirement, a reduced
flash frequency of at least 60 flashes per minute is considered
acceptable in the failed condition for a limited period.
 The system and its constituent components shall comply with all
regulations relevant to the installation.
 Where the system and its constituent components are mounted in
the 210º OFS or in the first segment of the LOS, the height of the
installed system shall not exceed 25 cm above deck level (or
exceed 5 cm for any helideck where the D-value is 16.00 m or
less).
 Where supplementary „repeater‟ lights are employed for the
purposes of achieving the „on deck‟ 360° coverage in azimuth,
these shall have a minimum intensity of 16 cd and a maximum
intensity of 60 cd for all angles of azimuth and elevation

16.3.2 The minimum intensity specification stated above is considered

acceptable to meet the current operational requirements, which specify
a minimum meteorological visibility of 1400 m (0.75 NM).

16.3.3 Where helideck status light systems installed on NUI malfunction,

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 whether the outcome is light(s) permanently flashing or
disabled/depowered, in these cases, to allow them to be manually reset
at the platform, a duty-holder may present a case-specific risk
assessment to the helicopter operator, who if satisfied with the duty-
holder's risk assessment, may raise a dispensation request to CAAM that,
where accepted, would permit flights against operating status lights or
black platforms to occur.

16.4 UPS requirement

16.4.1 Installation/vessel emergency power supply design shall include the

entire landing area lighting system. Any failures or outages shall be
reported immediately to the helicopter operator. The lighting shall be
fed from an Uninterruptable Power Supply (UPS) system.

17. Obstacles – Marking and Lighting

17.1 Fixed obstacles which present a hazard to helicopters shall be readily visible
from the air. If a paint scheme is necessary to enhance identification by
day, alternate black and white, black and yellow, or red and white bands
are recommended, not less than 0.5 metres nor more than six metres wide.
The use of 'Day-Glo' orange may also be acceptable. The colour shall be
chosen to contrast with the background to the maximum extent.

17.2 Obstacles to be marked in these contrasting colours include any lattice

tower structures and crane booms, in addition to obstacles which are close
to the helideck or the LOS boundary. Similarly, parts of the leg or legs of
jack-up units adjacent to the landing area which extend, or can extend,
above it shall also be marked in the same manner. Lattice towers shall be
painted in their entirety.

17.3 Omnidirectional low intensity steady red obstruction lights conforming to

the specifications for low intensity obstacle (Group A) lights, having a
minimum intensity of 10 candelas for angles of elevation between 0
degrees and 30 degrees shall be fitted at suitable locations to provide the
helicopter pilot with visual information on the proximity and height of
objects which are higher than the landing area and which are close to it or
to the LOS boundary. This shall apply, in particular, to all crane booms on
the installation or vessel. Objects which are more than 15 metres higher
than the landing area shall be fitted with intermediate low intensity steady
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 red obstruction lights of the same intensity spaced at 10- metre intervals
down to the level of the landing area (except where such lights would be
obscured by other objects). It is often preferable for some structures such
as flare booms and towers to be illuminated by floodlights as an alternative
to fitting intermediate steady red lights, provided that the lights are
arranged such that they will illuminate the whole of the structure and not
dazzle the helicopter pilot. Such arrangements shall be discussed with the
helicopter operator. Offshore duty holders may, where appropriate,
consider alternative equivalent technologies to highlight dominant obstacles
in the vicinity of the helideck.

17.4 An omni-directional low intensity steady red obstruction light shall be fitted
to the highest point of the installation. The light shall conform to the
specifications for a low intensity obstacle (Group B) light, having a
minimum intensity of 50 candelas for angles of elevation between 0 and 15
degrees, and a minimum intensity of 200 candelas between 5 and 8
degrees. Where it is not practicable to fit a light to the highest point of the
installation (e.g. on top of flare towers) the light shall be fitted as near to
the extremity as possible.

17.5 In the particular case of jack-up units, it is recommended that when the
tops of the legs are the highest points on the installation, they shall be
fitted with omni-directional low intensity steady red lights. In addition, the
leg or legs adjacent to the helideck shall be fitted with intermediate low
intensity steady red lights at 10-metre intervals down to the level of the
landing area. As an alternative the legs may be floodlit providing the
helicopter pilot is not dazzled. Any ancillary structure within one kilometre
of the landing area, and which is 10m or more above helideck height, shall
be similarly fitted with red lights.

17.6 Red lights shall be arranged so that the locations of the objects which they
delineate are visible from all directions of approach above the landing area.

17.7 Installation/vessel emergency power supply design shall include all forms of
obstruction lighting. Any failures or outages shall be reported immediately
to the helicopter operator. The lighting shall be fed from a UPS system.

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18. Helideck Rescue and Firefighting Facilities

18.1 Introduction

18.1.1 This Chapter sets out the requirements regarding provision of

equipment, extinguishing media, personnel, training, and emergency
procedures for offshore helidecks on installations and vessels.

18.2 Key design characteristics – Principal agent

18.2.1 A key aspect in the successful design for providing an efficient,

integrated helideck rescue and firefighting facility is a complete
understanding of the circumstances in which it may be expected to
operate. A helicopter accident, which results in a fuel spillage with
wreckage and/or fire and smoke, has the capability to render some of
the equipment inventory unusable or preclude the use of some
passenger escape routes.

18.2.2 Delivery of firefighting media to the landing area at the appropriate

application rate shall be achieved in the quickest possible time. A delay
shall be less than 15 seconds, measured from the time the system is
activated to actual production at the required application rate, shall be
the objective. The operational objective shall ensure that the system is
able to bring under control a helideck fire associated with a crashed
helicopter within 30 seconds measured from the time the system is
producing foam at the required application rate for the range of weather
conditions prevalent for the Malaysia operations. A fire is deemed to be
„under control‟ at the point when it becomes possible for the occupants
of the helicopter to be effectively rescued by trained fire-fighters.

18.2.3 Foam-making equipment shall be of adequate performance and be

suitably located to ensure an effective application of foam to any part of
the landing area irrespective of the wind strength/direction or accident
location when all components of the system are operating in accordance
with the manufacturer‟s technical specifications for the equipment.
However, for a Fixed Monitor System (FMS), consideration shall also be
given to the loss of a downwind foam monitor either due to limiting
weather conditions or a crash situation occurring. The design
specification for an FMS shall ensure remaining monitors are capable of
delivering foam to the landing area at or above the minimum application
rate. For areas of the helideck or its appendages which, for any reason,
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 may be otherwise inaccessible to an FMS, it is necessary to provide
additional hand-controlled foam branches.

18.2.4 Consideration shall be given to the effects of the weather on static

equipment. All equipment forming part of the facility shall be designed to
withstand protracted exposure to the elements or be protected from
them. Where protection is the chosen option, it shall not prevent the
equipment being brought into use quickly and effectively. The effects of
condensation on stored equipment shall be considered.

18.2.5 The minimum capacity of the foam production system will depend on the
D-value of the helideck, the foam application rate, discharge rates of
installed equipment and the expected duration of application. It is
important to ensure that the capacity of the main helideck fire pump is
sufficient to guarantee that finished foam can be applied at the
appropriate induction ratio and application rate and for the minimum
duration to the whole of the landing area when all helideck monitors are
being discharged simultaneously.

18.2.6 The application rate is dependent on the types of foam concentrate in

use and the types of foam application equipment selected. For fires
involving aviation kerosene, ICAO has produced a performance test
which assesses and categorises the foam concentrate. Most foam
concentrate manufacturers will be able to advise on the performance of
their concentrate against this test. The Conformity test shall be carried
out annually and certified passed or satisfactory. The certificate of
conformity minimum requirements shall be referred to CAAM HCC. The
CAAM mandates that foam concentrates compatible with seawater and
meeting at least performance level „B‟ is used. Level B foams shall be
applied at a minimum application rate of 6.0 litres per square metre per
minute.

18.2.7 Calculation of Application Rate: Example for a D-value 22.2 metre

helideck (Level B foams)

Application rate = 6.0 x π x r² (6.0 x 3.142 x 11.1 x 11.1) = 2322 litres

per minute.

It is established that the application rate for foam meeting performance level C
may be reduced to 3.75 litres per square metre per minute and in the
calculation in lieu of 6.0 litres.

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 Calculation of Application Rate: Example for a D-value 22.2 metre
helideck (Level C foams)

Application rate = 3.75 x π x r² (3.75 x 3.142 x 11.1 x 11.1) = 1452

litres per minute.

18.2.8 Given the remote location of helidecks the overall capacity of the foam
system shall exceed that necessary for initial extinction of any fire. Five
minutes discharge capability is generally considered by the CAAM to be
reasonable.

18.2.9 Calculation of Minimum Operational Stocks: Using the 22.2 metre

example as shown in paragraph 18.2.7, a 1% foam solution discharged
over five minutes at the minimum application rate will require 2322 x 1%
x 5 =116 litres of foam concentrate. A 3% foam solution discharged over
five minutes at the minimum application rate will require 2322 x 3% x 5
= 348 litres of foam concentrate.

18.2.10 Sufficient reserve foam of a minimum operational stocks to allow for

replenishment as a result of operation of the system during an incident,
or following training or testing, will also need to be held in a separate
container. The tank and reserve container shall be marked of type of
foam.

18.2.11 Low expansion foam concentrates can generally be applied in either

aspirated or unaspirated form. It shall be recognised that whilst
unaspirated foam may provide a quick knockdown of any fuel fire,
aspiration, i.e. induction of air into the foam solution by monitor or by
hand-controlled foam branch (see below), gives enhanced protection
after extinguishment. Wherever non-aspirated foam equipment is
selected during design, additional equipment capable of producing
aspirated foam for post-fire security/control shall be provided.

18.2.12 Not all fires are capable of being accessed by monitors and on some
occasions the use of monitors may endanger passengers. Therefore, in
addition to a fixed foam system monitor, there shall be the ability to
deploy at least two deliveries with hand-controlled foam branches for the
application of aspirated foam at a minimum rate of 225 litres/min
through each hose line. A single hose line, capable of delivering
aspirated foam at a minimum application rate of 225 litres/min, may be
acceptable where it is demonstrated that the hose line is of sufficient
length, and the hydrant system of sufficient operating pressure, to
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 ensure the effective application of foam to any part of the landing area
irrespective of wind strength or direction. The hose line(s) provided shall
be capable of being fitted with a branch pipe capable of applying water
in the form of a jet or spray pattern for cooling, or for specific
firefighting tactics. The provision of additional hand-controlled foam
branches is necessary to address any residual fire situation. However,
any residual fire may also be tackled with the use of portable foam
extinguishers or twin agent hoses.

18.2.13 As an effective alternative to an FMS, offshore duty holders are strongly

encouraged to consider the provision of DIFFS. These systems typically
consist of a series of „pop-up‟ nozzles, with both a horizontal and vertical
component, designed to provide an effective spray distribution of foam
to the whole of the landing area and protection for the helicopter for the
range of weather conditions prevalent on Malaysia water. A DIFFS shall
be capable of supplying performance level B or level C foam solution to
bring under control a fire associated with a crashed helicopter within the
time constraints stated in paragraph 18.2.2, achieving an average
(theoretical) application rate over the entire landing area (based on the
D-circle) of 6.0 litres per square metre per minute for level B foams or
3.75 litres per square metre per minute for level C foams, for a duration
which at least meets the minimum requirements stated in paragraph
18.2.7

18.2.14 The precise number and layout of pop-up nozzles will be dependent on
the specific helideck design, particularly the dimensions of the critical
area. However, nozzles shall not be located adjacent to helideck egress
points as this may hamper quick access to the helideck by trained rescue
crews and/or impede occupants of the helicopter escaping to a safe
place beyond the helideck. Notwithstanding this, the number and layout
of nozzles shall be sufficient to provide an effective spray distribution of
foam over the entire landing area with a suitable overlap of the
horizontal element of the spray pattern from each nozzle assuming calm
wind conditions. It is recognised in meeting the objective for the average
(theoretical) application rate specified in paragraph 18.2.7 for
performance level B or C foams that there may be some areas of the
helideck, particularly where the spray patterns of nozzles significantly
overlap, where the average (theoretical) application rate is exceeded in
practice. Conversely for other areas of the helideck the application rate
in practice may fall below the average (theoretical) application rate
specified in paragraph 18.2.7. This is acceptable provided that the actual
application rate achieved for any portion of the landing area does not fall
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 below two- thirds of the rates specified in paragraph 18.2.7 for the
critical area calculation.

18.2.15 Where a DIFFS is used in tandem with a passive fire-retarding system

demonstrated to be capable of removing significant quantities of
unburned fuel from the surface of the helideck in the event of a fuel spill
from a ruptured aircraft tank, it is permitted to select a seawater-only
DIFFS to deal with any residual fuel burn. A seawater-only DIFFS shall
meet the same application rate and duration as specified for a
performance level B foam DIFFS.

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19. Complementary Media & Normally Unmanned Installations

19.1 The basic concept for the scheme is to allow the option of limiting exposure
to the risk of a post-crash fire as an alternative to reducing the associated
probability or mitigating the consequences. In view of the wide range of
potential causes, achieving an adequate reduction in the probability of a
post-crash fire event is considered to be unrealistic. Mitigation through the
provision of fire-fighting equipment is possible but may be uneconomic for
some installations.

19.2 Table below is predicated on a helicopter with an overall length of 15.0 m

up to, but not including, 24.0 m, having an assumed average fuselage
length of 14.5 m and an average fuselage width of 2 m. The
complementary agents‟ requirement are also applicable for NMI. Reserve
stocks of complementary media to allow for replenishment due to activation
of the system following an incident or a testing or training, shall be held.

Table 4: Foam and Complementary Agents

Foam Meeting Performance Level B Complementary Agents

Dry Chemical CO2

Foam(litres)
Powder (kg)
and
(kg)
90 45 18

20. Rescue Equipment

20.1 One set of rescue equipment as Appendix D shall be made available. Sizes
of the equipment are not detailed but shall be appropriate to the types of
helicopter expected to use the helideck.

20.2 HLO shall ensure that the rescue equipment is checked and maintained
monthly. Rescue equipment shall be stored in clearly marked and secure
watertight cabinets or boxes. An inventory checklist of equipment shall be
held inside each cabinet/chest

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21. Personnel Levels

21.1 The facility shall have sufficient trained firefighting personnel immediately
available whenever aircraft movements are taking place. They shall be
deployed in such a way as to allow the appropriate firefighting and rescue
systems to be operated efficiently and to maximum advantage so that any
helideck incident can be managed effectively. The HLO shall be readily
identifiable to the helicopter crew as the person in charge of helideck
operations. The preferred method of identification is a brightly coloured
„HLO‟ tabard. The helideck crew composition shall be minimum of 1 x HLO
and 2 x HDA. For NUI, one HLO is the minimum composition. All helideck
crew shall be HERT trained.

22. Personal Protective Equipment (PPE)

22.1 All responding rescue and firefighting personnel shall be provided with
appropriate PPE to allow them to carry out their duties in an effective
manner.

22.2 Sufficient Helideck Emergency Response trained personnel to operate the

RFF equipment effectively shall be dressed in protective clothing prior to
helicopter movements taking place.

22.3 For the selection of appropriate PPE account shall be taken of the Provision
and Use of Work Equipment Regulations (PUWER) and the Personal
Protective Equipment at Work Regulations (PPEWR), which require
equipment to be suitable and safe for intended use, maintained in a safe
condition and (where appropriate) inspected to ensure it remains fit for
purpose. In addition, equipment shall only be used by personnel who have
received adequate information, instruction and training. PPE shall be
accompanied by suitable safety measures (e.g. protective devices,
markings and warnings). Appropriate PPE shall be determined through a
process of risk assessment.

22.4 A responsible person(s) shall be appointed to ensure that all PPE is

installed, stored in sufficiently sized storage with drying facilities, used,
checked and maintained in accordance with the manufacturer‟s
instructions.

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23. Training

23.1 All HLO and HDA initial training and renewal shall be carried out at CAAM
H-ATO with Helicopter Familiarization Module prior to certificate issuance.
OPITO certified HLO and HDA course are acceptable with additional
attendance of the relevant Helicopter Familiarization Module prior to
mobilization. Certification by the installation owner after HOIT is required
after the crew have completed all the required training as required by
OPITO standard framework. The validity is two (2) years.

23.2 HERT training shall be carried out at training facilities equipped with mock
up helicopter and helideck, or at the installation itself. The pre-requisite for
any helideck crew to attend HERT course is attended HLO/HDA courses and
certified. The validity is two (2) years. By 1 January 2020 all helideck crew
shall be trained as HERT at HCC approved ATO or OPITO.

23.3 Radio Operator training shall be carried out at CAAM H-ATO. The validity is
two (2) years. However, mobile installation and vessel operators are given
up to three (3) months from the date of inspection for certification or the
day they start operations in Malaysia, whichever comes first, to ensure their
Radio Operators obtain certificate from CAAM H-ATO. This deferment shall
be notified through Helideck Limitations List (HLL).

23.4 All Aerodrome Managers shall attend Helideck Standards Course (HSC)
once throughout the position appointment.

24. Emergency Procedures

24.1 The installation or vessel emergency procedures manual shall specify the
actions to be taken in the event of an emergency involving a helicopter on
or near the installation or vessel. Exercises designed specifically to test these
procedures and the effectiveness of the firefighting teams shall take place at
regular intervals with a minimum of once a year.

24.2 Helicopter Emergency Diagram which displays danger area during

embarkation and disembarkation and emergency escape exits shall be
displayed in the briefing room or helideck access.

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25. Miscellaneous Operational Standards

25.1 Collection and Retention of Meteorological Information

25.1.1 Records of all meteorological reports that are issued are required to be
retained for a period of at least 28 days.

25.2 Calibration of meteorological equipment sensors

25.2.1 Calibration of primary and back-up meteorological equipment sensors

used to provide the data shall be carried out annually. The helideck
monitoring system which able to carry out self-calibration is accepted as
long the data and reading are commensurate with actual conditions and
confirmed by pilots during helicopter operations on helideck.

25.2.1 Calibration of the electronic pitch, roll, and heave measuring equipment
shall be carried out annually. The conventional equipment does not
require calibration but shall be checked for fit for purpose.

25.2.2 If available, AWOS, which normally self-calibrated is accepted as long

the data and reading is commensurate with actual conditions and
confirmed by pilots during helicopter operations on helideck.

26. Location in Respect to Other Landing Areas in the Vicinity

26.1 Mobile installations and support vessels with helidecks may be positioned
adjacent to other installations so that mutual interference/overlap of
obstacle protected surfaces occur. Also, on some installations there may be
more than one helideck which may result in a confliction of obstacle
protected surfaces.

26.2 Where there is confliction as mentioned above, within the OFS and/or
falling gradient out to a distance that will allow for both an unobstructed
departure path and safe clearance for obstacles below the helideck in the
event of an engine failure for the type of helicopter the helideck is intended
to serve (Note: for helicopters operated in Performance Class 1 or 2 the
horizontal extent of this distance from the helideck will be based upon the
one-engine inoperative capability of the helicopter type to be used),
simultaneous operation of two helicopter landing areas is not to take place

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 without prior consultation with the helicopter operator. It is possible,
depending upon the distance between landing areas and the operational
conditions which may pertain, that simultaneous operations can be
permitted but suitable arrangements for notification of helicopter crews and
other safety precautions will need to be established. In this context, „flotels‟
will be regarded in the same way as any other mobile installation which
may cause mutual interference with the parent installation approach and
take-off sector.

27. Control of Crane Movement in the Vicinity of Landing

Areas

27.1 Cranes can adversely distract pilots‟ attention during helicopter approach
and take-off from the helideck as well as infringe fixed obstacle protected
surfaces. Therefore, it is essential that when helicopter movements take
place (±10 minutes), all the crane work within 500 m from helideck shall
ceases operation and positioned clear of the obstacle protected surfaces
and flight paths.

27.2 The HLO shall be responsible for the control of cranes in preparation for
and during helicopter operations.

28. Helicopter Operation Support Equipment

28.1 Provision shall be made for equipment needed for use in connection with
helicopter operations including:

 chocks; „NATO sandbag‟ type for helideck with landing net.

 tie-down strops; 3000 kg to 5000 kg, unless carried by helicopter.
 heavy-duty minimum 150 kg, annually calibrated, accurate scales
for passenger baggage and freight weighing;
 equipment for showing passenger briefing

28.2 The VHF radio for the purpose of communicating with aircraft shall be
made available in the Radio Room. The radio log shall be administered
accordingly and kept for at least 28 days. HLO shall be equipped with one
portable VHF with appropriate head set. Radio Operators, HLOs, Helideck
Assistants and other persons who operate VHF aeronautical radio
equipment and in communication with helicopter in flight are required to
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 hold an HRO Certificate of Competence.

28.3 Offshore fixed installations, mobile installations and vessels which have
aeronautical radio equipment and/or aeronautical Non-Directional Radio
Beacons (NDBs) installed on them and are operating in Malaysia waters,
are required to hold a valid licence and approval. Calibration flight shall be
conducted annually by the helicopter operator. The Calibration Flight form
as Appendix E. It shall be noted, however, that the provision of an NDB on
fixed installations, mobile installations and vessels is not mandatory and
use shall be discussed with the helicopter operators to ascertain their
needs.

28.4 The refuelling system maintenance, inspection and calibration shall be

conducted as per OEM‟s requirement. The inspection report shall be made
available during helideck certification. Prior to refuelling operation, the
system shall be inspected and accepted by the helicopter operator,
thereafter annual acceptance shall be carried out.

29. Helicopter Operations to Helidecks in the Malaysia Water

which are Sub-1D

29.1 The following table shall form the basis of an aeronautical study (risk
assessment) conducted by, or on behalf of, an offshore helicopter operator
when intending to service helidecks using helicopters with an overall length
(D) greater than the design D of the helideck (referred to in this document
as a sub-1D operation). The assumption is made that sub-1D operations
will only be considered in the following circumstances and/or conditions:

(1) Applicable only for multi-engine helicopters operating to performance

class 1 or class 1 equivalent, or to performance class 2 when taking
into account drop down and deck edge miss during the take-off and
landing phase.

(2) For a helideck that provides a load bearing surface (represented by

the Touchdown and lift-off area - the TLOF) of between 0.83D and
1D, it shall be ensured that a minimum 1D circle (representing the
Final approach and take-off area – the FATO) is assured for the
containment of the helicopter. From the periphery of the FATO (not
the TLOF) the LOS extends; the non-load-bearing area between the
TLOF perimeter and the FATO perimeter shall be entirely free of
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 „non-permitted‟ obstacles while ensuring that any objects essential
for the operation located on or around the TLOF (load bearing)
perimeter shall not exceed the revised obstruction height criteria set
out in paragraph 5 below.

(3) This assessment may be considered for any helideck on a fixed

offshore installation whether an NMI or NUI. An installation or vessel
that is subject to dynamic motions exceeding stable deck criteria in
pitch, roll and heave, shall not be considered for alleviation from the
ASG 904 1D Standard.

(4) This assessment when applied to helidecks permitting the outboard

edge of the (approximately) 1.5 m helideck perimeter netting to
extend above the level of the landing area by no more than 25 cm
(i.e. no structural modification of deck edge netting supports is
mandated by Annex 14 where the 25 cm height limitation is not
exceeded for older installations). However, for installations
completed on or after 1 January 2012 it is expected that the height
of the helideck safety net be no greater than the adjacent helideck
load-bearing surface.

(5) For helidecks that are minimum size (0.83D), ICAO Annex 14 Volume
II prescribes the height limit for permitted objects around the edge
of the TLOF, and in the 1st segment of the LOS, to be 5 cm. For
helidecks which are =>1D (and also have a D-value >16.00 m) a 25
cm limitation is currently applied. This risk assessment is content to
permit for existing helidecks with a TLOF between the 0.83D
minimum and the 1D (standard) a rising scale for the treatment of
essential objects around of the TLOF perimeter and for the 1st
segment of the LOS. “Essential objects” permitted around the edge
of the TLOF are notified in ASG 904, and include helideck guttering
and raised kerb, helideck lighting, foam monitors (or ring-main
system) where provided and, helideck perimeter netting for helidecks
completed on or before 1 January 2012. For sub-1D operations the
following limits may apply between the TLOF and FATO boundary
and in the LOS 1st segment: For a TLOF: >0.83D = 5 cm ADL,
>0.92D = 15 cm ADL, 1D> = not more than 25 cm ADL. For
helidecks completed after 14 November 2013 where the TLOF is
16.00 m or less all essential objects around the TLOF shall be limited
to 5 cm. Figure 11 illustrates a 0.83D minimum size TLOF. The
inner circle bounded by the octagonal- shaped helideck represents
the sub-1D TLOF (in the illustration a 0.83D load bearing surface).
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 The outer circle illustrates the 1D FATO which provides containment
of the helicopter and from which is derived the origin of the LOS.
The chevron denoting the origin shall be physically marked at the
periphery of the FATO. The diameter of the TLOF is the declared D,
marked at the chevron.

(6) Operations to sub-1D fixed helidecks shall not be considered below

0.83D. Operations to mobile helidecks shall not be considered below
1D.

(7) The size of the landing area shall not be less than minimum
dimensions prescribed in the approved Rotorcraft Flight Manual
Supplement.

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 Figure 11: Obstacle Limitation Surface and Sectors for a 0.83D TLOF

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Non-compliance with ICAO standards/considerations/mitigations to
account for compromise

1 Potential for a It is essential that clearance from obstacles in the LOS is

reduction in the maintained; for this reason, the sub-1D load bearing
distance from (landing) surface (the TLOF) should be surrounded by a 1D
helideck (TLOF) circle (the FATO) that is, with the exception of permitted
centre to the objects, free of any obstacles. This will reflect the obstacle
limited obstacle clearances provided for a 1D helideck (but see also the
sector (LOS) provision of 6). To ensure that obstacle clearances are
(denoting the origin maintained for the helicopter, the touchdown and
of the 1st and 2nd positioning marking circle should be 0.5 of the notional 1D
segments). FATO (not of the landing surface (the TLOF)). The TD/PM
circle requires repainting if the difference in the inner
Annex 14 Volume II diameter of the circle is significant i.e. >0.5m (or if the
(4th Edition), Section obstacle environment is already compromised). The TD/PM
4.2.16 and Figure 4-9 circle is located at the centre of the TLOF; and never offset
(Annex 14, Volume II, 5.2.10.4, ASG 904 and CAP 437
Glossary of Terms for TD/PM circle refer). E.g.: For a
helicopter with a D=17.50m operating to a 16.00m
diameter load bearing TLOF, the inner diameter of the
TD/PM circle, located on helideck (TLOF) centre, should be
17.50 x 0.5 = 8.75m. The FATO minimum diameter should
be 17.50m.

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 2 Reduction in suitable Adequate visual cues provided for aircrew are essential for
and sufficient visual the conduct of safe operations to helidecks. On a sub-1D
references required helideck it is likely these will to some extent be
for the pilot during compromised. An aeronautical study shall ensure that visual
all flight phases. cues, within their field of view are adequate for aircrew to
perform the following visual tasks:
 Identification of helideck location early on in the
ICAO Heliport approach
Manual, Chapter 5  Visual cues to help maintain the sight picture during
approach
 Visual cues on final approach to hover position
 Visual cues for landing
 Visual references on lift-off and hover

It is important that the helideck visual cues (in the form of

effective markings and lighting) are in accordance with ASG
904 and that markings and deck mounted lighting remain
uncontaminated at all times (e.g. deposits of guano on the
surface of a helideck may compromise markings and/or
deck- mounted lighting). A wind sock shall be provided to
facilitate an accurate indication of wind direction and
strength over the helideck. For night operations lighting
systems shall include effective obstruction lighting in
addition to helideck lighting (consisting of perimeter lights
and “H” and circle lighting) and an illuminated windsock.

3 Reduction in the The reduction in available load-bearing surface (area)

space available for means that clearances between passengers/crew moving
passengers and crew around the helideck and the rotor systems of the helicopter
to safely alight and are reduced. It is essential that this is fully considered on a
embark the helicopter helicopter type specific basis. It shall be ensured that
and to transit to and sufficient access points are available to avoid the situation
from the operating of passengers and crew having to pass close to helicopter
area safely. „no-go‟ areas (e.g. in relation to main and tail rotor
systems). Where, to avoid these issues, personnel are
ICAO Heliport required to transit close to the deck edge, an operating
Manual, Section (wind) limit may need to be considered to assure the safe
2.3.1.3 movement of passengers. Additional lighting may be
required to ensure safe movements are maintained at night.

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 4 Reduction in the space The surface area available shall be able to comfortably
available for securing accommodate a sufficient tie-down pattern arrangement to
helicopters, for the allow the most critical helicopter(s) to be tied-down (as
conduct of safe and required). Where refuelling operations are conducted the
efficient refuelling space available around the helicopter shall allow this to
operations (where occur safely and efficiently at all times. Sufficient access
provided) and for post- points shall be provided to allow fire and rescue teams to
crash teams to provide move to the scene of a helideck incident or accident from an
effective fire and upwind location and to allow passengers to escape
rescue intervention in downwind to safety.
the event of an
incident or accident
occurring.
ICAO Heliport Manual,
Section 2.3.1.3 and
Section 6.8.1
5 Elements of the Commencing at the 3rd Edition of Annex 14 Volume II, the
helicopter will be over permitted height for essential objects located around the
permitted obstacles at TLOF in the 210° obstacle free sector and in the 1st
the edge of the load segment of the 150° limited obstacle sector reduced from
bearing landing 25 cm (10‟) for a 1D helideck to 5 cm (2‟) for a TLOF which
surface. is less than 1D and/or 16.00m or less. For new builds this is
regarded as adequate mitigation for the reduction in the
ICAO Annex 14
dimension of the load bearing area to address the presence
Volume II, Section of objects which because of their function are required to be
located immediately around the TLOF. For existing
3.3.4, 3.3.12 and
installations where a TLOF is provided which is larger than
3.3.13 the minimum (0.83D),
but <=1D, the maximum height of essential objects around
the perimeter may be relaxed [on an ascending scale] in
accordance with H.1 Condition 5.
6 Reduction in the It shall be assumed that even amongst experienced, well
margin built-in trained aircrew there will inevitably be some degree of
to allow for variability in the actual point of touchdown within the
touchdown / landing area. The touchdown/positioning marking circle
positioning provides an effective visual reference to guide the handling
inaccuracies pilot to the point of touchdown (See ASG 904 Glossary of
during landing. Terms, including Note, for the TD/PM circle) but scatter has
ICAO Annex 14 potential to occur, particularly where external factors
beyond a pilot‟s control come into play. This may include
Volume II, Section
the influences of prevailing meteorological conditions at the
5.2.10.1 and time of landing (e.g. wind, precipitation etc.), and/or any
5.2.10.2 helideck environmental effects encountered (e.g.
turbulence, thermal effects). There is also the unplanned
incidence of a sudden partial power loss (an engine
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 malfunction) to consider at a critical stage of the approach
to land or take-off. ASG 904 addresses environmental
effects in detail and where these cannot be fully „designed
out‟, it may be necessary to apply operating restrictions to
ensure flights only occur in acceptable conditions. To
mitigate for touchdown /positioning inaccuracies in
challenging Meteorological conditions it may be necessary to
impose additional restrictions e.g. limits applied for a
combination of wind speed and direction. It is essential that
a good visual means of assessing wind strength and
direction is always provided for the pilot by day and by
night. Markings shall be kept free of contamination which
may reduce a pilot‟s ability to touchdown accurately. The
TD/PM circle and “H” shall be lit for night operations.
7 Reduction in „helpful It is a condition of Annex 14 Volume II, Section 3.3.9 that
ground cushion‟ effect the TLOF shall provide ground effect. The reduction in the
from rotor downwash. load bearing area (TLOF) for sub-1D operations means that
the beneficial effect of ground cushion will likely suffer
Annex 14
some reduction. The reduction in helpful ground cushion
Volume II,
needs to be considered for each helicopter on a case-by-
Section 3.3.9
case basis, particularly when operating to a sub-1D
helideck with a perforated surface i.e. some modern
helideck designs incorporate a passive fire-retarding feature
which allows unburned fuel to drain away through specially
manufactured holes consisting in a drain-hole pattern over
the surface of the load bearing area.

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Appendix A HELIDECK OPERATIONS MANUAL

Helideck Operations Manual is mandatory for Helideck Certification and shall be

formulated to include but not limited to the following:

1. INTRODUCTION/GENERAL

1.1 General information, including the following

1.1.1 name of helideck operator, and address and telephone
number[s] at which the operator can always be contacted;
1.1.2 name of Aerodrome Manager
1.1.3 Purpose and scope of the Helideck Operation Manual
1.1.3 the condition for use of the helideck, including operational
limitation and restriction;

2. PARTICULARS OF THE HELIDECK

(The detailed information of individual helideck could de describe at Appendix A
to the Helideck Operation Manual; and shall include location; size and tonnage;
helideck height, limitation, etc)

3. ROLES, RESPONSIBILITIES AND COMPETENCY REQUIREMENTS.

4. HELICOPTER AND HELIDECK OPERATIONS

4.1 Introduction
4.2 Helideck Manning Level
4.3 Communication Equipment
4.4 Navigation Equipment
4.5 Flight Flow
4.6 Communication Procedures
4.7 Radio Silence Procedures
4.8 Crane operations
4.9 Passengers Management
4.10 Cargo Management

5. HELIDECK REGULATIONS
5.1 Physical Aspects
5.2 Visual Aids
5.3 Fire-Fighting and Rescue Facilities
5.4 Personal Protective Equipment (PPE)

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 6. HELIDECK LIMITATION LIST
6.1 Content
6.2 Non-compliance (with photo if possible)
6.3 Mitigation
6.4 Restriction or penalty

7. EMERGENCY RESPONSE PROCEDURE

7.1 Action during Emergency
7.2 Guidance on Emergency Actions
7.3 Crash on the Helideck
7.4 Crash on the Helideck, Major Spillage with No Fire
7.5 Significant Fuel spillage, Rotor Turning
7.6 Evacuation by Helicopter
7.7 Man Overboard
7.8 Emergency or Precautionary Landing
7.9 Inadvertent Wheel-up Landing
7.10 Helicopter Incident on Landing
7.11 Wrong Deck Landing
7.12 Fire on the Helideck/in the Helicopter
7.13 Helicopter Crash into the Water
7.14 Emergency Landing

8. INSPECTION AND MAINTENANCE OF HELIDECK AREA

8.1 Particulars of procedures for the inspection and maintenance of helideck
area
8.1.1 arrangements for routine maintenance and inspection;
8.1.2 maintenance of surface areas, markings and drainage;
8.1.3 details of inspection intervals and times;
8.1.4 inspection checklist and logbook; and
8.1.5 reporting of inspection findings and correction actions;

9. HELIDECK ADMINISTRATION

9.1 Particulars of the helideck administration, including:

9.1.1 the helideck organizational chart showing the name and position of
key personnel
9.1.2 the duty-list and responsibilities of key personnel, Aerodrome
Manager which normally is the Offshore Installation Manager
(OIM/PIC/Master)
9.1.3 Helideck Landing Officer (HLO), Helideck Inspector, Medic and
Helideck Radio Operator (HRO)
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 9.1.4 the name and telephone number of the Aerodrome Manager

10. SAFETY MANAGEMENT SYSTEM (SMS)

10.1 SMS Elements

This Para shall described all aspects of the Aerodrome Operator SMS and
its contents shall include the following four (4) components and and
twelve (12) elements:
1. Safety Policy and Objectives
a. Management commitment
b. Safety accountability and responsibilities
c. Appointment of key safety personnel
d. Coordination of emergency response planning
e. SMS documentation
2. Safety Risk Management
a. Hazard identification
b. Safety risk assessment and mitigation
3. Safety Assurance
a. Safety performance monitoring and measurement
b. The management of change
c. Continuous improvement of the SMS
4. Safety Promotion
a. Training and education
b. Safety communication

Note: Risk Management

The Aerodrome Operator shall develop and maintain a formal risk

management process that ensures the analysis, assessment and control
of risks to an acceptable level. The risks in each hazard identified shall
be analysed in terms of probability and severity of occurrence, and
assessment for their tolerability via the hazard identification processes.

The organization shall define the levels of management with Authority to

make safety risk tolerability decisions. The organization shall define
safety controls for each risk assessed as intolerable.

Detailed CAAM SMS requirement can be referred to ASG 105 Safety Management
System.

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Sample of risk assessment matrix is as follows:

Probability of Occurrences
Qualitative Definition Meaning Value
Frequent Likely to occur many times (Has occurred frequently) 5
Occasional Likely to occur some times (Has occurred 4
infrequently)
Remote Unlikely, but possible to occur (Has occurred rarely) 3
Improbable Very unlikely to occur (Not known has occurred) 2
Extremely Improbable Almost inconceivable that the event will occur 1

Severity of Occurrences
Qualitative Definition Meaning Value
Catastrophic  Equipment destroyed A
 Multiple deaths
Hazardous  A large reduction in safety margins, physical B
distress or a workload such that the operators
cannot be relied upon to perform their tasks
accurately or completely.
 Serious injury or death to a number of people.
 Major equipment damage
Major  A significant reduction in safety margins, a C
reduction in the ability of the operators to cope
with adverse operating conditions as a result of
increase in workload, or as a result of conditions
impairing their efficiency.
 Serious incident.
 Injury to persons.
Minor  Nuisance. D
 Operating limitations.
 Use of emergency procedures.
 Minor incident.
Negligible Little consequences E

Risk Severity
Risk Probability Catastrophic Hazardous Major Minor Negligible
A B C D E
5 – Frequent 5A 5B 5C 5D 5E
4 – Occasional 4A 4B 4C 4D 4E
3 – Remote 3A 3B 3C 3D 3E
2 – Improbable 2A 2B 2C 2D 2E
1 – Extremely
1A 1B 1C 1D 1E
improbable

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Appendix B HELIDECK DESIGN GUIDANCE

1. A review of offshore helideck environmental issues (see CAA Paper 99004)

concluded that many of the decisions leading to poor helideck operability had
been made in the very early stages of design and recommended that it would
be easier for designers to avoid these pitfalls if comprehensive helideck
design guidance was made available to run in parallel with CAP 437. As part
of the subsequent research programme, material covering environmental
effects on offshore helideck operations was commissioned by the HSE and the
CAA. This material is now presented in CAA Paper 2008/03: “Helideck Design
Considerations – Environmental Effects” and is available on the Publications
section of the CAA website at www.caa.co.uk/ publications. It is strongly
recommended that platform designers and offshore duty holders consult CAA
Paper 2008/03 at the earliest possible stage of the design process.

2. The objective of CAA Paper 2008/03 is to help platform designers to create

offshore installation topside designs and helideck locations that are safe and
„friendly‟ to helicopter operations by minimising exposure to environmental
effects. It is hoped that, if used from „day one‟ of the offshore installation
design process when facilities are first being laid out, this manual will prevent
or minimise many helideck environmental problems at little or no extra cost to
the design or construction of the installation.

DESIGN CRITERIA

1. The design criteria given in the following paragraphs represent the current
best information available and shall be applied to new installations, to
significant modifications to existing installations, and to combined operations
(where a mobile platform or vessel is operating in close proximity to another
installation). In the case of multiple platform configurations, the design
criteria shall be applied to the arrangement as a whole.

Note:
When considering the volume of airspace to which the following criteria apply,
installation designers shall consider the airspace up to a height above helideck level
which takes into consideration the requirement to accommodate helicopter landing
and take-off decision points or committal points. This is deemed to be up to a height
above the helideck corresponding to 30 ft plus wheels-to-rotor height plus, one rotor
diameter.
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 2. All new-build offshore helidecks, modifications to existing topside
arrangements which could potentially have an effect on the environmental
conditions around an existing helideck, or helidecks where operational
experience has highlighted potential airflow problems shall be subject to
appropriate wind tunnel testing or Computational Fluid Dynamics (CFD)
studies to establish the wind environment in which helicopters will be
expected to operate. As a general rule, a limit on the standard deviation of
the vertical airflow velocity of 1.75 m/s shall not be exceeded. The helicopter
operator shall be informed at the earliest opportunity of any wind conditions
for which this criterion is not met. Operational restrictions may be necessary.

Note:
2.1 Following completion of the validation exercise, the provisional limit on the
standard deviation of the vertical airflow velocity of 2.4 m/s specified in CAP 437 fifth
edition was lowered to a threshold advisory limit of 1.75 m/s. This change was made
to allow for flight in reduced cueing conditions, for the less able or experienced pilot,
and to better align the associated measure of pilot workload with operational
experience. However, it was known at the time that the lower criterion is close to
onshore background turbulence levels, and that it would be unusual for a helideck
not to exceed the lower threshold limit for at least some wind speeds and directions.
In consideration of this the lower threshold limit of 1.75 m/s is intended todraw
attention to conditions that might result in operating difficulties and to alert pilots
to exercise caution, unless, or until, operating experience has confirmed the airflow
characteristics to be acceptable. Therefore, the lower limit functions as the baseline
which may be refined in light of in- service experience. Conversely if the airflow
significantly exceeds the upper criterion of 2.4 m/s it may be advisable to consider
modifications to the helideck to improve airflow (such as by increasing the air-gap), if
operating restrictions are to be avoided. It is recommended that use is made of the
helicopter operators‟ existing operations monitoring programmes to include the
routine monitoring of pilot workload and that this be used to continuously inform and
enhance the quality of the HLL entries for each platform (see CAA Paper 2008/02 –
Validation of the Helicopter Turbulence Criterion for Operations to Offshore
Platforms).

Note:
2.2 Following the establishment of the new turbulence criterion for helicopters
operating to offshore installations, the need for retention of the long-standing CAP
437 criterion related to a vertical wind component of 0.9 m/s has been reviewed. As
it has not been possible to link the criterion to any helicopter performance (i.e.
torque related) or handling (pilot work related) hazard, it is considered that the
vertical mean wind speed criterion can be removed from CAP 437. The basis for the
removal from CAP 437 is described in detail in CAA Paper 2008/02 Study II – A

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 Review of 0.9 m/s Vertical Wind Component Criterion for Helicopters Operating to
Offshore Installations.

3. Unless there are no significant heat sources on the installation or vessel,

offshore duty holders shall commission a survey of ambient temperature rise
based on a Gaussian dispersion model and supported by wind tunnel tests or
CFD studies for new-build helidecks, for significant modifications to existing
topside arrangements, or for helidecks where operational experience has
highlighted potential thermal problems. When the results of such modelling
and/or testing indicate that there may be a rise of air temperature of more
than 2°C (averaged over a three-second time interval), the helicopter
operator shall be consulted at the earliest opportunity so that appropriate
operational restrictions may be applied.

4. Previous editions of CAP 437 have suggested that „some form of exhaust
plume indication shall be provided for use during helicopter operations, for
example, by the production of coloured smoke‟. Research has been conducted
into the visualisation of gas turbine exhaust plumes and guidance on how this
can be achieved in practice has been established. This work is now reported
in CAA Paper 2007/02 which recommends that consideration shall be given to
installing a gas turbine exhaust plume visualisation system on platforms
having a significant gas turbine exhaust plume problem in order to highlight
the hazards to pilots and thereby minimising its effects by making it easier to
avoid encountering the plume. It is further recommended that use is made of
the helicopter operators‟ existing operations monitoring programmes to
establish and continuously monitor the temperature environments around all
offshore platforms. This action is aimed at identifying any „problem‟ platforms,
supporting and improving the contents of the HLL, identifying any new
problems caused by changes to platform topsides or resulting from combined
operations, and identifying any issues related to flight crew training or
procedures.

5. The maximum permissible concentration of hydrocarbon gas within the

helicopter operating area is 10% Lower Flammable Limit/ Lower Explosive
Limit (LFL/LEL). Concentrations above 10% LFL/LEL have the potential to
cause helicopter engines to surge and/or flame out with the consequent risk
to the helicopter and its passengers. It shall also be appreciated that, in
forming a potential source of ignition for flammable gas, the helicopter can
pose a risk to the installation itself. It is considered unlikely that routine „cold
flaring‟ will present any significant risk, but the operation of emergency blow-
down systems shall be assumed to result in excessive gas concentrations.
Installation operators shall have in place a management system which
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 ensures that all helicopters in the vicinity of any such releases are
immediately advised to stay clear.

Note:
5.1 The installation of „Status Lights‟ systems (see Chapter 4, paragraph 4.25) is
not considered to be a solution to all potential flight safety issues arising from
hydrocarbon gas emissions; these lights are only a visual warning that the
helideck is in an unsafe condition for helicopter operations.

6. For „permanent‟ multiple platform configurations, usually consisting of two or

more bridge-linked fixed platforms in close proximity, where there is a
physical separation of the helideck from the production and process
operation, the environmental effects of hazards emanating from the „remote‟
production platform shall be considered on helideck operations. This is
particularly appropriate for the case of hot or cold gas exhausts where there
will always be a wind direction that carries any exhaust plumes from a
neighbouring platform (bridge-linked module) in the direction of the helideck.

7. For „temporary‟ combined operations, where one mobile installation or vessel

(e.g. a flotel) is operated in close proximity to a fixed installation, the
environmental effects of hazards emanating from one installation (or vessel)
on the other installation (or vessel) shall be fully considered. This
„assessment‟ shall consider the effect of the turbulent wake from one platform
impinging on the helideck of the other, and of any hot or cold gas exhausts
from one installation or vessel influencing the approach to the other helideck.
On occasions there may be more than two installations and/or vessels in a
„temporary combined‟ arrangement. Where this is the case, the effect of
turbulent wake and hot gas exhausts from each installation or vessel on all
helideck operations within the combined arrangement shall be considered.

Note:
7.1 Paragraphs 3.13 and 3.14 are primarily concerned with the issue of
environmental effects on the helideck design. In respect of permanent multi-
platform configurations and „temporary‟ combined operations there are
a number of other considerations that may need to be addressed. These
include, but may not be limited to, the effect of temporary combined
operations on helideck obstacle protection criteria. Additional considerations
are described in more detail in Chapter 3 paragraphs 3.31 to 3.33 (Temporary
Combined Operations) and in paragraphs 3.34 to 3.36 (Multiple Platform
Configurations).

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Appendix C HELIDECK CHART

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Appendix D RESCUE EQUIPMENT

Helicopter RFF Category

H1/H2 H3
Adjustable Wrench 1 1
Rescue axe, large (non-wedge or aircraft type) 1 1
Cutter, bolt 1 1
Crowbar, large 1 1
Hook, grab or salving 1 1
Hacksaw (heavy duty) and six spare blades 1 1
Blanket, fire resistant 1 1
Ladder (two pieces) 1 1
Life line (5mm circumference x 15 m in length) plus rescue harness 1 1
Pliers, side cutting (tin snips) 1 1
Set of assorted screw drivers 1 1
Harness knife and sheath or harness cutters (each helideck crew) 1 1
Man-made Mineral Fibre (MMMF) Filter Masks (each helideck crew) 1 1
Gloves Fire resistant (each helideck crew) 1 1
Power cutting tool - 1

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Appendix E NDB FLIGHT INSPECTION REPORT

Station : Serial No :
Frequency : Ident :
Station
: Height :
Coordinates
Type of
Owner : :
Inspection
Last Inspection
Inspection Date : :
Date
Pilot-in-Command :

PARAMETERS Value
Identification (Morse Code)
Interference
I.A.P (+/- 10 degrees) deg
Frequency (Nominal) kHz
Frequency (Actual) kHz
Coverage:
Nm
Enroute

COMMENTS:

RECOMMENDED FACILITIES CLASSIFICATION: SATISFACTORY / UNSATISFACTORY

Facility Checked By:

…………………………
Pilot in Command:
Aircraft registration:

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